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There has been extensive work done to develop and to apply a number of War Gaming Simulation Techniques. Many informative and provocative documents have been published on the subject. In prior work at the RAND Corporation and at the Army Combat Development Experimentation Center, the author has studied and used varied war gaming techniques. From this advantageous view of the subject an attempt is made to codify war gaming techniques, as they seem to form an homogeneous subject area. This structuring allows for potentially more ways of utilizing an expanding existing methodology. Indications of richer and stronger techniques are developed in the report. It is hoped that the results discussed here can assist the staffs of those organizations who have the responsibility for generating war game simulations for analysis purposes.

Flight training can take lessons from the astronaut training program. Specifically: (1) each phase of flight training - initial, instrument, upgrading, and requalification - will henefit from using the same instructor in all areas of instruction including academics, simulation, and flight, (2) extensive use of high fidelity simulation devices (either airborne or ground) is highly desirable to provide the pilot with the knowledge necessary for understanding and solving the problems of flight in more than a procedural sense, (3) emphasis in any phase of flight training must be placed upon the development of a “ think for yourself” capability rather than a reliance upon memorized procedures, ground management or a “ school solution” approach. Application of these training procedures, along with an emphasis on general knowledge (as opposed to specific answers to test questions) can be a step toward airplane pilot performance comparable to that of the astronauts.

Human reaction to a shock or vibration input is graphically demonstrated in the horizontal plane. Subjects are displaced while standing on a calibrated platform. Learning times to regain equilibrium are improved if subjects can watch graphical plot of their reactions.

A new design concept -- Airside/Landside -- has been advanced by the Hillsborough County Aviation Authority in its plan for the Tampa International Airport passenger terminal. By drawing together heretofore-separated activities of airline passengers on the ground, terminal sprawl is avoided. Basic elements of the design include the central land-side building, at the hub of a spoked wheel, where the separate activities of processing arriving and departing passengers and their baggage are stacked vertically, along with auto structural parking, in a multistory structure serviced by a series of vertical elevators and escalators. On the rim of the wheel are the airside satellites devoted directly to loading and offloading of passengers, baggage, and cargo, and the handling and servicing of aircraft. Electrically propelled, automatically controlled, enclosed vehicles will shuttle passengers speedily between the Landside activity center and the aircraft-oriented Airsides.

Airports are rapidly growing as generators of transportation demand -- to a point at which there is a substantial question as to the adequacy and ability of highway networks to serve future ground access needs as well as other metropolitan area travel needs. New and innovative approaches must be considered, including extensions of rail facilities to airports, exclusive bus lanes on existing or planned highways, and possible use of combination bus-rail vehicles when convenient rail trackage is available. Each possibility has advantages and disadvantages which must be taken into account by local areas in considering ways to meet the foreseeable need.

This paper describes the considerable advances made in the Doppler radar and Doppler navigation system state-of-the-art since the early 1960's. A detailed comparison is made between the earlier Dopplers and today's vintage. A new Doppler-inertial system, currently being developed for the military, is described and where pertinent compared to a comparable pure inertial system. The analysis concludes that using this approach adequate navigation accuracy can be achieved for subsonic and supersonic transports at approximately one-third the cost of a comparably reliable inertial installation.

The Aeronautical Engine Laboratory's Containment Evaluation Facility (AELCEF), featuring the government's largest spin chamber, high speed photographic equipment, and impact instrumentation, has been created and has recently become operational. This unique installation is described in detail. The first successful photographs ever taken of the interaction of rotor fragments and a containment ring are presented. Testing techniques and results are discussed. The ultimate goal of the AEL, NASA sponsored, integrated program of theoretical and experimental research work is to provide lightweight containment/control devices that will prevent the fragments of failed turbomachines from injuring personnel and minimize aircraft damage.

On the wing repair is a new concept in jet engine management, rapidly spreading throughout the airline industry. This new approach now requires that maintainability be moved high on the list of design considerations on engines of tomorrow. Some specific maintainability design features are now clearly needed to permit expanding this concept beyond the scope of work now being accomplished. The next commercial engine must have these features.

A new air traffic control system has been designed and is now being implemented, in order to alleviate problems in the present system which have resulted from the constant increase in air traffic since 1950. This new system is commonly called the Beacon System, and is defined in a U. S. National Standard. It automatically provides the air traffic controller with an identified three dimensional radar screen presentation of every properly equipped aircraft within his control area. New ground and airborne equipment is required for this system. The airborne equipment required includes an altitude sensing and digitizing device, a 4096 code transponder, and an antenna.

A fluidic flight control system has been flight tested to develop and evaluate vortex rate sensors, fluidic amplifiers, dynamic shaping techniques, and system accuracy. Discussed are results which have confirmed applicability of conventional control theory and projected high reliability. Also discussed is a stabilization system featuring an electropneumatic servo actuator with variable transfer function and unique characteristics for application to a range of stabilization problems. Recent electronic system studies have shown substantial improvement in reliability, maintainability, size, weight, and cost reduction by use of microelectronic functional modules as alternates to individually-mounted discrete components.

The variable-stability airplane used as in in-flight simulator has been an important and effective research tool in the field of handling qualities requirements for military aircraft. Such a machine is equally well-suited for studies of the general aviation airplane-pilot combination, with the objective of defining optimum and minimum acceptable values of flying qualities parameters for use as design and certification guides.

The slab tail, or stabilator is a comparatively popular design feature of modern business airplanes. Unlike conventional controls, however, there are no rules nor criteria for flutter prevention for slab configurations. The several types of flutter than can occur in a slab tail installation have been studied in the hope that a meaningful flutter criterion can be developed. Unfortunately, too many independent parameters affect the flutter characteristics for this objective to be realized. The influence of these parameters is shown, and some rules are derived which should be useful to the slab tail designer.

Recent engine developments have increased altitude performance of light aircraft. Operation at altitudes above 15,000 ft demands changes in the air operated instrument systems and fuel systems in order to assure dependable operation throughout the new altitude ranges. The first section, on pneumatic systems, deals with the requirements and considerations leading to the conversion from vacuum to pressure operated gyro, autopilot, and de-icer boot systems. The second section, on fuel systems, is intended to aid in the solving of the present fuel systems vapor lock problem. A discussion on aviation gasoline includes a tabulation of most of the hydrocarbons, including the classes of hydrocarbons used in this fuel, together with the vapor pressure, boiling point, and heating value of each. A description of the ASTM distillation tests and the Reid vapor pressure equipment is included, since these characteristics affect the volatility and vapor locking tendency.

The paper discusses the increasing growth in air traffic due to the introduction of the turbine-powered transport and to the growth of general aviation of all kinds. Presented in the paper are some of the Federal Aviation Agency’s development programs for expanding the capability of air route traffic control centers and terminal control facilities, for increasing the usefulness of the navigation and landing aids to more airports, and for increasing airport capacity.

Aircraft cabin pressurization is a means of providing an adequate cabin environment while achieving the performance available from a supercharged engine. The Mooney M22 is a single-engine pressurized four-to-five place aircraft powered by an engine incorporating a small low cost exhaust driven turbosupercharger based on a diesel automotive unit. By means of this turbocharger, the M22 was pressurized and met its performance goals while remaining close to the same economic class as previous conventional single-engine aircraft.

An all-mechanical flight control system is potentially adaptable for high-temperature operation, high structural stiffness, lighter weight, and increased reliability. As part of a continued development program of new control system concepts, a mechanical cascade toroidal servo was tested on the North American Aviation, Inc/Los Angeles Division F-100 flight control simulator. This was the second toroidal servo tested. The improvement over its predecessor was primarily the reduction of pilot operating forces. This mechanical servo incorporated a miniature servo into the input control linkage of the original servo configuration. In this way, the pilot controlled the miniature command or pilot servo and subsequently controlled the power servo with reduced input force.

The relative simplicity of early systems was such that human requirements (skills) were easily interchanged within and between systems. Current complex aerosystems are accompanied by an increased need for closer consideration of the human component. The amounts of information generated and the compressed developmental schedules have led the specialist to rely heavily on his own expertise when existing data are not known to exist or are inaccessible. As such, the input to early identification of requirements and the integration of these requirements into training programs has suffered. In 1963, the Aerospace Medical Research Laboratories and the National Aeronautics and Space Administration, initiated a joint research program to explore, and where possible, develop techniques for handling and processing human factors task data (task analysis/maintenance analysis).

The New Look in TWA training reflects TWA's new DC-9 training program. It is based on the “Instructional Systems Approach” which is a highly-structured, step-by-step, controlled learning system. It is goal and results-oriented and produces most rapid individual learning. The system uses a classroom responder system and other programed-type learning aids. This new approach to training results in 30% reduction in training time coupled with a very high quality of achievement. Industrial training and education are on the brink of a revolutionary change and TWA's DC-9 training program is the beginning of the total change required.

A new method has been developed for estimating the man-hours of labor per flight hour that will be required to maintain many of today's turbojet/fan business airplanes. This method consists of establishing a base manhour per flight hour depending on an airplane's empty weight completely equipped. Then the effect of certain factors that influence this base manhour can be calculated, and the base manhour appropriately adjusted to reflect the total number of man-hours per flight hour. In addition, material costs are estimated. This procedure offers a planned, systematic means by which the maintenance costs of most airplanes in this class can be estimated on an objective basis.

A major step forward in economical near-earth orbital transport capability can be achieved through the “Tip Tank Concept,” based on the development of an integrated launch/re-entry vehicle with a high-degree of reusability. It consists of a long slender vehicle which carries all launch, orbital and re-entry subsystems for subsequent reuse -- plus low cost, lightweight, “throw-away” propellant tanks attached to the sides of the vehicle. With this configuration, it is possible to achieve orbit, utilizing present-day technology, without requiring any additional booster. The integration of the boost propulsion system into the vehicle is a developmental problem which should be solvable utilizing existing booster technology. The operational costs of the tip tank orbital transport system are shown to be approximately one-fourth of the operational costs of a system using an expendable booster such as Titan IIIC with a reusable spacecraft.