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The U.S. Air Force has special problems and requirements regarding electronic color displays. This paper provides an overview of the ways in which the Air Force uses color displays and discusses associated display design issues. Major emphasis is given to airborne displays. Issues that are covered include luminance, ambient illumination, spectral characteristics of the display, color selection and tolerances, color-code size, formatting, resolution, size, weight, power requirements, and ruggedness.

Information on icing flight tests as conducted by the US Army Aviation Engineering Flight Activity is presented. A quick review is conducted of organizations within the US Army that become involved with icing tests. Icing flight test techniques and hardware are shown and discussed. Natural and artificial icing test results are compared. Results and conclusions from previous icing evaluations are shown. The capabilities and limitations of current techniques and systems are discussed. And finally, the process for establishing an airworthiness qualification allowing Army aircraft to fly into a forecast icing environment is presented.

Human error has been shown to be a major factor influencing U.S. Army aviation and ground safety. This paper reviews human-error-related Army aviation mishap data and trends. It also describes the Army data bases related to safety issues, providing information on the data contents, access, capabilities and applications. Additionally, the paper discusses current Army initiatives toward resolution of human error safety problems.

The U.S. Department of Energy's (DOE) Office of Fossil Energy's (FE) National Energy Technology Laboratory (NETL), in partnership with private industry, educational institutions and national laboratories, is leading the research, development, and demonstration of high efficiency, fuel flexible solid oxide fuel cells (SOFCs) and coal-based SOFC power generation systems for stationary market large central power plants. The FE Fuel Cell Program has four parts under the Solid State Energy Conversion Alliance (SECA): cost reduction, coal-based systems, research and development, and manufacturing. The SECA cost reduction goal is to have SOFCs capable of being manufactured at $400 per kilowatt (kW) by 2010. Concurrently, the scale-up, aggregation, and integration of the technology will progress in parallel leading to prototype validation of megawatt (MW) -class fuel flexible products by 2012 with many opportunities for deployment including FutureGen.

Orbital debris mitigation policy has become outdated, and corporations that have an interest in space commerce have historically underused it. This paper studies the policy aspect of orbital debris mitigation, focusing on debris originating from spent rocket stages and telecommunications satellites. The commercialization of space, in particular the Lower Earth Orbit (LEO) has increasingly drawn the interest of space flight and telecommunications industries. This paper shows how new standards, policies, and regulations could affect industrial practices related to orbital debris mitigation. The formation of new policies will have a significant impact on commercial space industries.

This paper presents the basic test data obtained from tests of a cabin air distribution system in a simulated Space Station U.S. Lab-A module. The cabin air distribution system controls the flow of air in the open space of a Space Station module. In order to meet crew comfort criteria the local velocities for this cabin air are required to be distributed within a specified range with upper and lower limits. Achieving this desired velocity distribution is dependent upon the: (1.) design of the cabin air supply equipment and cabin air return equipment, (2.) total flowrate of air supplied to and subsequently returned from the cabin, and (3.) interactive effects of any other additional air flow streams which enter and exit the cabin. The basic Space Station design for the cabin air supply and air return equipment was used in this test program. Only directional adjustments to vanes in supply air diffusers were made during the test.

A U.S. Laboratory-A (U.S. Lab-A) payload rack has two primary thermal control systems designed for cooling payloads: a water cooling system and a distributed avionics air cooling system. This paper gives an overview of the rack-level thermal control systems available in a U.S.Lab-Arack. This paper also presents an analysis of the existing sensible payload heat removal capability of the laboratory module cooling system. In the U.S. Lab-A, all payload rack locations are configured as per the international Standard Payload Rack (ISPR) configuration. This paper begins with an overview of the ISPR with emphasis on the liquid and air cooling interfaces. An overview of both the liquid and air cooling systems is presented, showing general capability and limitations, payload rack flow control modes and optional payload rack thermal configurations. Performance data showing a sample overall system-level thermal energy balance is presented.

The Department of Defense has made progress in modernizing its procurement of weapon systems. Modernization has identified a need to address Federal and military standards and specifications for parts, materials, and processes that represent many de facto national standards. The aerospace industry is proposing a transition to commercial specifications that meet the needs of Acquisition Reform. This paper reviews the history and benefits of modernization and describes the transition process.

The light airborne multipurpose system (LAMPS) is a destroyer/helicopter system designed to extend the antisubmarine warfare and surveillance capabilities of destroyer class ships beyond the horizon. The LAMPS program consists of two principal elements: the MK I system using modified H-2 helicopters aboard modified DASH ships, which has been operational since 1971; and the follow-on MK III system, with greatly increased capability, which is in full-scale development. The LAMPS concept has been proved and fully accepted by the fleet. All new surface combatants will have the capability of operating helicopters.

Within the total submarine system, the life support system assumes a position which is equal in importance to the propulsion, weapons, and navigation systems. Without an efficient and reliable life support system, the other ship systems and the personnel who operate and maintain them cannot function to their full capabilities during extended periods of submergence. As a result of new requirements, new technology, and poor fleet performance, the Naval Sea Systems Command (NAVSEA) has developed new life support equipment that improves reliability, safety, operability, and capability. NAVSEA has developed, prototyped, successfully tested, and placed into production a new atmosphere analyzer and a new oxygen generator. This paper will address the US Navy's life support system design parameters, an overview of existing life support system, reasons for change, concept development and testing of new equipment, transition to production, and production and fleet implementation.

The inflight aircrew training system called Tactical Aircrew Combat Training System (TACTS) by the U.S. Navy and Air Combat Maneuvering Instrumentation (ACMI) by the U.S. Air Force was originally developed to improve aircrew performance in air-to-air combat. Five installations are now operational--four in the United States and one in Sardinia, for USAFE. The system features (1) real-time tracking, integration, processing, and display of maneuvering aircraft in flight and associated flight data, (2) computer simulation of weapon system employment against which aircrews can exercise their abilities in flight, and (3) magnetic recording of exercise data for sub-sequent replay of alphanumeric and 3-D graphic displays of in-depth analysis. The versatility of the generic system design and the fund of significant data it can produce have led to the continuing expansion of its applications.

This paper presents demographic and static anthropometric data collected from a nationwide sample of truck drivers. Demographic data presented include age, driving experience, and type of truck driven. Anthropometric results showed that the sample of truck drivers was taller and heavier than the general U.S. population. Twenty-one (21) anthropometric measures are reported for males (N = 183) and females (N = 53), including body lengths, breadths, and circumferences.

This paper presents the sample selection rationale and data collection methodology used to collect truck driver anthropometric and work space data. A total of 241 drivers were measured (183 males and 58 females). Data were collected in eight cities nationwide, based on estimates of the number of drivers in each geographic region. A mobile laboratory was used to measure, among other things, body dimensions, arm reach envelopes, foot reach, seat position, eye position, knee position, and stomach-to-wheel clearance. Three buck configurations were used which varied the number of parameters adjusted by the subjects, including seat fore-aft, seat height, steering wheel angle, steering wheel fore-aft, and steering wheel vertical positions. Front and side photographs were made of each subject in his or her preferred seating configuration.

U.S. and Russian cooperation in the International Space Station (ISS) has been ongoing since the end of 1993. Joint agreements related to Extravehicular Activity (EVA) involve the full scope of hardware and operations used on-orbit and on the ground. Technical requirement studies, common hardware development, ground tests and flight experience are all combining to aid joint progress. The Shuttle-Mir missions are directly contributing to the level of hands-on experience which is so crucial to current and future ISS activities. Common goals and practical methods are aiding in overcoming minor technical differences to create real opportunities for mutual success. With shared vision, dedicated leadership and adequate resources, the future is bright.

Urban air mobility (UAM) is a fast-growing industry that utilizes electric vertical take-off and landing (eVTOL) technologies to operate in densely populated urban areas with limited space. However, atmospheric icing serves as a limitation to its operational envelope as in-flight icing can happen all year round anywhere around the globe. Since icing in smaller aviation systems is still an emerging topic, there is a necessity to study icing of eVTOL rotors specifically. Two rotor geometries were chosen for this study. A small 15-inch rotor was selected to illustrate a multirotor UAV drone, while a large 80-inch rotor was chosen to represent a UAM passenger aircraft. The ice accretion experiments were conducted in an icing wind tunnel on the small 15-inch rotor. The icing simulations were performed using FENSAP-ICE. The ice accretion simulations of the 15-inch rotor sections at –5 °C show a large, rather streamlined ice shape instead of the expected glaze ice characteristics.

Upon their arrival, Unmanned Autonomous Systems (UAS) brought with them many benefits for those involved in a military campaign. They can use such systems to reconnoiter dangerous areas, provide 24-hr aerial security surveillance for force protection purposes or even attack enemy targets all the while avoiding friendly human losses in the process. Unfortunately, these platforms also carry the inherent risk of being built on innately vulnerable cybernetic systems. From software which can be tampered with to either steal data, damage or even outright steal the aircraft, to the data networks used for communications which can be jammed or even eavesdropped on to gain access to sensible information. All this has the potential to turn the benefits of UAS into liabilities and although the last decade has seen great advances in the development of protection and countermeasures against the described threats and beyond the risk still endures.

Under AMRDEC's Aviation Multi-Platform Munition Program (AMPM) Science and Technology Program, a “Shadow Hawk” munition (developed by Lockheed Martin Missiles and Fire Control) was commanded and released using AMRDEC's Universal Test Pod (UTP) and successfully impacted the designated ground target. The UTP program pioneered usage of OSD Unmanned Aircraft System (UAS) Control Segment (UCS) Architecture Mission Effects Sub-domain and standardized STANAG 4586 weapon control messages that formed the basis of OSD's Data Link IP (draft). The UTP employed the Universal Armaments Interface (UAI) implemented in the UTP stores management system, which provides a developmental universal, open-architecture weapon interface. This was the first demonstration of a precision-guided weapon released from a RQ-7B Shadow UAS.

In-flight atmospheric icing is a significant threat to the use of unmanned aerial vehicles (UAVs) in adverse weather. The propeller of the UAV is especially sensitive to icing conditions, as it accumulates ice at a faster rate than the wings of the UAVs. Ice protection systems can be developed to counteract the danger of icing on the propeller of UAVs. In this study, the influence of different meteorological conditions on a propeller of a UAV is analyzed for a UAV with a wingspan of a few meters. The ice accretion and the performance degradation and the required anti-icing heat fluxes have been calculated using numerical methods with ANSYS FENSAP-ICE. This analysis has been used to evaluate the critical conditions for the operation of a UAV in icing conditions and the design of a thermal IPS system for a propeller. The highest ice mass has been found at a temperature of −10 °C and an MVD of 20 μm in intermittent maximum icing conditions.

Icing is a severe hazard to aircraft and in particular to unmanned aerial vehicles (UAVs). One important activity to understand icing risks is the prediction of ice shapes with simulation tools. Nowadays, several icing computational fluid dynamic (CFD) models exist. Most of these methods have been originally developed for manned aircraft purposes at relatively high Reynolds numbers. In contrast, typical UAV applications experience Reynolds numbers an order of magnitude lower, due to the smaller airframe size and lower airspeeds. This work proposes a set of experimental ice shapes that can serve as validation data for ice prediction methods at low Reynolds numbers. Three ice shapes have been collected at different temperatures during an experimental icing wind tunnel campaign. The obtained ice shapes represent wet (glaze ice, −2 °C), mixed (−4 °C), and dry (rime ice, −10 °C) ice growth regimes. The Reynolds number is between Re=5.6…6.0×105, depending on the temperature.