Flight

The Human Factors Analysis and Classification System (HFACS) is a general human error framework originally developed and tested within the U.S. military as a tool for investigating and analyzing the human causes of aviation accidents. Based on Reason's (1990) model of latent and active failures, HFACS addresses human error at all levels of the system, including the condition of aircrew and organizational factors. The purpose of the present study was to assess the utility of the HFACS framework as an error analysis and classification tool outside the military. The HFACS framework was used to analyze human error data associated with aircrew-related commercial aviation accidents that occurred between January 1990 and December 1996 using database records maintained by the NTSB and the FAA. Investigators were able to reliably accommodate all the human causal factors associated with the commercial aviation accidents examined in this study using the HFACS system. In addition, the class...

: This paper provides a generic approach to estimating the probability that an industrial site of specific dimensions and location will be struck by an aircraft. This generic method might be helpful to those charged with siting industrial complexes and facilities near airports and near airline flight paths. Coordinates of a proposed facility are parametrically selected relative to fixed, assumed locations of (a) Victor airways, (b) general aviation airports, (c) air carrier airports, (d) military installations, and (e) other areas of air activity, such as crop dusting fields. The probability that an aircraft or missile will impact the target area is the sum of the individual probabilities that an aircraft or a missile originating from a particular source will impact the target depend on (a) purpose or category of flight, (b) mode of flight, (c) effective target area, (d) relative location of facility target area and air activity, (e) number of operations, (f) mode of impact, (g) pil...

In this paper, we investigate power flow in compliant mechanisms that are employed in dynamic applications. More specifically, we identify various elements of the energy storage and transfer between the input, external load, and strain energy stored within the compliant transmission. The goal is to design compliant mechanisms for dynamic applications by exploiting the inherent energy storage capability of compliant mechanisms in the most effective manner. We present a detailed case study on a flapping mechanism, in which we compare the peak input power requirement in a rigid-body mechanism with attached springs versus a distributed compliant mechanism. Through this case study, we present two approaches: (1) generative-load exploitation and (2) reactance cancellation, to describe the role of stored elastic energy in reducing the peak input power requirement. We propose a compliant flapping mechanism and its evaluation using nonlinear transient analysis. The input power needed to driv...

Automobile performance depends upon engine, tires, suspension, road but most significant impact is by aerodynamics, nobody was thinking about aerodynamics when horse was replaced by thermal engine over 100 years ago. The goal was to shield the driver and passengers from wind, rain and dust as before. After the tremendous advancement flight engineering, the idea of applying aerodynamics to road cars appeared much later. Smooth and streamlined shapes were developed for both airships and aircraft that significantly lowered the drag and allowed higher cruising speeds at any (limited) engine power. This article will discuss about all the small components of aerodynamics, its importance in vehicle design. Broadly vehicles are divided into two segments one is racing vehicles and other is general vehicles though both type of vehicles require aerodynamic properties but in different objectives. Importance of aerodynamics in motorsports and in road vehicles will be discussed as well as the need of other aerodynamic components used in these vehicles.

The full text is available here
http://kata.petra.ac.id/index.php/ing/article/view/18847

Death has always permeated human’s thoughts at all levels. This preoccupation with death is manifested in the realm of literature. John Donne is one of the artists whose obsession with death is universally recognized. The contemporary Iranian poet, Sohrab Sepehri in some of his poems employs the subject, too. Unlike Donne, Sepehri is not known as a ‘death poet.’ Although he lives in a turbulent period in the history of Iran, he is not influenced by his immediate condition. While the English poet is inconsistent in his treatment of death, Sepehri is consistent in his treatment of death. Sepehri’s consistency in the treatment of death has something to do with his religious beliefs. The reason behind Sepehri’s consistency in treating death as a positive phenomenon is his familiarity with the Islamic Sufism and eastern mysticisms.

Adnan Oktar (Harun Yahya)

The ability to fly has been mankind’s dream for thousands of years, a goal toward which thousands of scientists and researchers have expended labor, time and money. Apart from a few very primitive experiments, it became possible to make self-propelled flying vehicles only in the 20th century. This feat, which mankind managed to achieve with the accumulated technology of centuries, is something that birds—known to have existed on Earth for the last 150 million years—have always performed to perfection. Even a new-born chick will soon acquire this special ability in a matter of weeks, which humans can manage only through advanced technology. How, then, did these astonishing creatures come into being?
Everyone who examines birds realizes that like other living things, they possess perfect anatomical systems. This leads to the inevitable conclusion that they are the products of flawless creation.
Yet proponents of the theory of evolution are reluctant to admit this.
According to Darwin’s theory of evolution, every living species evolved from a single common ancestor. This scenario means that the 100 million 1 or so known species must all be descended from earlier versions of one another. To account for the origin and astounding variety of plants and animals, evolutionists propose two mechanisms: natural selection and mutations. (For detailed information, see Harun Yahya, The Evolution Deceit, United Kingdom: Ta-Ha Publishers Ltd. and Darwinism Refuted, New Delhi: Goodword Books Pvt. Ltd. November 2002.)

Yet neither mechanism has the ability to give rise to any new living thing. Mutations are random, typically harmful effects caused by anomalies in the DNA and are directed towards no particular purpose. Naturally, aimless and randomly occurring coincidences cannot give rise to living things that possess planned, orderly structures designed for specific objectives. Blind chance cannot endow living things with complex organs and systems.

The old flight instruments made by right brothers have only limited flight instruments that to only mechanical devices such as airspeed indicators, oil pressure gauge, fuel tank and single engine. The trend towards modern aircrafts have advanced features such as mentioned in this article all electronic instruments displays radar such as altimeter, attitude indicator, multiple engines displays of all parameters of aircraft. Indexing terms: fight instruments; pfd airspeed indicator; attitude indicator etc; INTRODUCTION Primary Flight Display (PFD) A PFD presents information about primary flight instruments, navigation instruments, and the status of the flight in one integrated display. Some systems include power plant information and other systems information in the same display. A typical primary flight display is shown in Figure 2-1. Primary Flight Instruments Flight instrument presentations on a PFD differ from conventional instrumentation not only in format, but sometimes in location as well. For example, the attitude indicator on the PFD in Figure 2-1 is larger than conventional round-dial presentations of an artificial horizon. Airspeed and altitude indications are presented on vertical tape displays that appear on the left and right sides of the primary flight display. The vertical speed indicator is depicted using conventional analog presentation. Turn coordination is shown using a segmented triangle near the top of the attitude indicator. The rate-of-turn indicator appears as a curved line display at the top of the heading/navigation instrument in the lower half of the PFD. Cross-Checking the Primary Flight Instruments The PFD is not intended to change the fundamental way in which you scan your instruments during attitude instrument flying. The PFD supports the same familiar control and performance, or primary and supporting methods you use with conventional flight instruments. For example, when using the primary and supporting method to maintain level flight, the altimeter is still the primary instrument for pitch, while the attitude indicator is a direct indicator and the vertical speed indicator provides supporting information. However, you need to train your eyes to find and interpret these instruments in their new formats and locations. Common Errors: Altitude Excursions and Fixation Pilots experienced in the use of conventional flight instruments tend to deviate from assigned altitudes during their initial experience with the PFD, while they adjust to the tape display presentation of altitude information. Another common error is the tendency to fixate and correct deviations as small as one to two feet at the expense of significant deviations on other parameters.

The enemy of the performing singer is fear. How fear affects one’s body and how to overcome it is the main focus of a number of “schools” of singing. This lecture will attempt to define what fear is and how it attacks the body. Then, these different schools’ approaches to dealing with fear will be expounded upon.

In this article the maximum range cruise is analyzed. Wind effects are included in the analysis, taking into account the variation of wind speed with altitude (crosswinds are ignored). The optimal control laws that lead to maximum range are analyzed (unconstrained case); constrained regimes (constant-altitude cruise or constant-Mach cruise) are also analyzed. The maximum range in the optimal regimes (unconstrained and constrained) is studied. The formulation is made for a general aircraft performance model (general drag polar and general specific fuel consumption model), and is particularized for simpler models in order to establish the precise range of validity of some published results. The effects of wind on the optimal control laws and on the maximum range are studied. The accuracy of the incompressible approximation is also studied. Results are presented for a model of a typical twin-engine, wide-body, transport aircraft.

The Solar Radiation Alert (SRA) system continuously evaluates measurements of high-energy protons made by instruments on GOES satellites. If the measurements indicate a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA via the National Oceanic and Atmospheric Administration Weather Wire Service. This report describes a revised SRA system. SRA issue-criteria remain the same but significant improvements have been made in the calculations. The solar proton fluence to effective dose conversion coefficients have been recalculated using 2007 recommendations of the International Commission on Radiological Protection and the latest release of the Monte Carlo transport code, MCNPX 2.6.0. The shape of the <10 MeV secondary neutron spectrum is now accounted for down to 100 eV. The flux correction based on spectral index has been revised to smooth the flux spectrum of solar protons. Estimates of the >605 MeV spe...

: This handbook is designed to be a reference for aerospace physiologists and technicians in the U.S. Air Force. It contains information about physiologic principles and application of those principles to Air Force flight operations. While it is not designed to be a clinical resource, references to clinical materials are provided to allow further study. The first two sections contain information on basic human physiology and Earth's atmosphere pertinent to the field of aerospace physiology. Section 3 reviews the environmental effects of the atmosphere, and Section 4 addresses human performance. Sections 5-7 address aircraft systems, crewmembers' personal equipment, and the mission-imposed effects on performance and survivability. Section 8 reviews training, activities, and resources needed for aerospace physiologists to accomplish their duties. The appendices provide reference tables and procedures related to the career field and short biographies of the contributing authors...

In the integrated aircraft routing, crew scheduling and flight retiming problem, a minimum-cost set of aircraft routes and crew pairings must be constructed while choosing a departure time for each flight leg within a given time window. Linking constraints ensure that the same schedule is chosen for both the aircraft routes and the crew pairings, and impose minimum connection

The development of miniature flying robots has become a reachable dream, thanks to the new sensing and actuating technologies. Micro VTOL systems represent a useful class of flying robots because of their strong abilities for small-area monitoring and building exploration. In this paper, we present the results of two model-based control techniques applied to an autonomous four-rotor micro helicopter called quadrotor. A classical approach (PID) assumed a simplified dynamics and a modern technique (LQ) based on a more complete model. Various simulations were performed and several tests on the bench validate the control laws. Finally, we present the results of the first test in flight with the helicopter released. These developments are part of the OS4 project in our lab.

In this paper, a method is presented for the determination of the differences between the worm gear tooth surface processed by an oversized hob of finite number of teeth or by a flying tool, and the theoretically required gear tooth surface. The influence of hob oversize and machine tool settings on tooth contact pressure and transmission errors is determined. The full geometry and kinematics of gear tooth processing by an oversized hob or by a flying tool is included. The theoretical background is implemented by a computer program. By using this program, the influence of relevant design parameters of the worm gear set and the hob and of machine tool settings on processed gear tooth errors and on loaded tooth contact of the worm gear pair is investigated and discussed.