78 FR 21571 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-11

...-400, -400D, and -400F series airplanes. This proposed AD was prompted by a report of water leakage into the main deck cargo wire integration unit (WIU). The water flowed from the drip shield through... water penetration into the MEC, which could result in the loss of flight critical systems. DATES: We...

Human engineering analysis for the high speed civil transport flight deck

NASA Technical Reports Server (NTRS)

Regal, David M.; Alter, Keith W.

1993-01-01

The Boeing Company is investigating the feasibility of building a second generation supersonic transport. If current studies support its viability, this airplane, known as the High Speed Civil Transport (HSCT), could be launched early in the next century. The HSCT will cruise at Mach 2.4, be over 300 feet long, have an initial range of between 5000 and 6000 NM, and carry approximately 300 passengers. We are presently involved in developing an advanced flight deck for the HSCT. As part of this effort we are undertaking a human engineering analysis that involves a top-down, mission driven approach that will allow a systematic determination of flight deck functional and information requirements. The present paper describes this work.

Boeing electronic flight bag

NASA Astrophysics Data System (ADS)

Trujillo, Eddie J.; Ellersick, Steven D.

2006-05-01

The Boeing Electronic Flight Bag (EFB) is a key element in the evolutionary process of an "e-enabled" flight deck. The EFB is designed to improve the overall safety, efficiency, and operation of the flight deck and corresponding airline operations by providing the flight crew with better information and enhanced functionality in a user-friendly digital format. The EFB is intended to increase the pilots' situational awareness of the airplane and systems, as well as improve the efficiency of information management. The system will replace documents and forms that are currently stored or carried onto the flight deck and put them, in digital format, at the crew's fingertips. This paper describes what the Boeing EFB is and the significant human factors and interface design issues, trade-offs, and decisions made during development of the display system. In addition, EFB formats, graphics, input control methods, challenges using COTS (commercial-off-the-shelf)-leveraged glass and formatting technology are discussed. The optical design requirements, display technology utilized, brightness control system, reflection challenge, and the resulting optical performance are presented.

75 FR 67201 - Flightcrew Alerting

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-02

... airplanes concerning flightcrew alerting. These standards update definitions, prioritization, color... addressed regulations regarding definitions, prioritization, color requirements, and performance for... proposal: Reserving and limiting the use of alerting colors red, amber, or yellow on the flight deck...

77 FR 5195 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-02

... 747-400D series airplanes; and Model 747-200B series airplanes having a stretched upper deck. The...; and Model 747-200B series airplanes having a stretched upper deck. The original NPRM was published in... having a stretched upper deck; certificated in any category; excluding airplanes that have been converted...

The interfaces between flightcrews and modern flight deck systems

DOT National Transportation Integrated Search

1996-06-18

On April 26, 1994, an Airbus A300-600 operated by China Airlines crashed at Nagoya, Japan, killing 264 passengers and flightcrew members. Contributing to the accident were conflicting actions taken by the flightcrew and the airplane's autopilot. The ...

77 FR 47267 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-08

... stretched upper deck. The existing AD currently requires repetitively inspecting for cracking or...; and Model 747-200B series airplanes having a stretched upper deck. The original NPRM (74 FR 33377... airplanes having a stretched upper deck; certificated in any category; excluding airplanes that have been...

NASA Research to Support the Airlines

NASA Technical Reports Server (NTRS)

Mogford, Richard

2016-01-01

This is a PowerPoint presentation that was a review of NASA projects that support airline operations. It covered NASA tasks that have provided new tools to the airline operations center and flight deck including the Flight Awareness Collaboration Tool, Dynamic Weather Routes, Traffic Aware Strategic Aircrew Requests, and Airplane State Awareness and Prediction Technologies. This material is very similar to other previously approved presentations with the same title.

Super Guppy in Flight

NASA Technical Reports Server (NTRS)

1971-01-01

Super Guppy, bigger sister of the aptly named Pregnant Guppy, was the only airplane in the world capable of carrying a complete S-IVB stage. This aircraft was built by John M. Conroy of Aero Spaceliners, Incorporated, who started with the fuselages of a surplus Boeing C-97 Stratocruiser, ballooned out the upper decks enormously, and hinged the front sections so that they could be folded back 110 degrees. The Super Guppy flew smoothly at a 250-mph cruising speed, and its cargo deck provided a 25-foot clear diameter.

Flight deck benefits of integrated data link communication

NASA Technical Reports Server (NTRS)

Waller, Marvin C.

1992-01-01

A fixed-base, piloted simulation study was conducted to determine the operational benefits that result when air traffic control (ATC) instructions are transmitted to the deck of a transport aircraft over a digital data link. The ATC instructions include altitude, airspeed, heading, radio frequency, and route assignment data. The interface between the flight deck and the data link was integrated with other subsystems of the airplane to facilitate data management. Data from the ATC instructions were distributed to the flight guidance and control system, the navigation system, and an automatically tuned communication radio. The co-pilot initiated the automation-assisted data distribution process. Digital communications and automated data distribution were compared with conventional voice radio communication and manual input of data into other subsystems of the simulated aircraft. Less time was required in the combined communication and data management process when data link ATC communication was integrated with the other subsystems. The test subjects, commercial airline pilots, provided favorable evaluations of both the digital communication and data management processes.

77 FR 6518 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-08

... deck. This proposed AD would require replacing the low-pressure oxygen hoses with non-conductive low-pressure oxygen hoses in the flight compartment. We are proposing this AD to prevent electrical current from passing through the low- pressure oxygen hose internal anti-collapse spring, which can cause the...

75 FR 22514 - Airworthiness Directives; The Boeing Company Model 747-200B Series Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-29

... airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspection... airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspecting... modified to the stretched upper deck (SUD) configuration by Boeing require inspection for cracking of the...

Progress in Military Airlift (Les Progres Realises dans le Domaine du Transport Aerien Militaire)

DTIC Science & Technology

1991-05-01

transformation of the flight deck, with both visible and concealed changes. This crew/ airplane interface modification has resulted in an evolution of ...300 ADVISORY GROUP FOR AEROSPACE RESEARCH & DEVELOPMENT 7 RUE ANCELLE 92200 NEUILLY SUR SEINE FRANCE AGARD ADVISORY REPOW 300 Technical Evaluation...Advisory Report was prepared at the request of the ’ Flight Mechanics Panel of AGARD. _ North Atlantic Treaty Organization Organisation du Trait de

77 FR 41045 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-12

... deck. This AD requires replacing the low-pressure oxygen hoses with non-conductive low-pressure oxygen... through the low-pressure oxygen hose internal anti-collapse spring, which can cause the low-pressure oxygen hose to melt or burn, and a consequent oxygen-fed fire in the flight compartment. DATES: This AD...

78 FR 33193 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-04

.... In addition, BMS 8-39 fire retardant properties, which deteriorate over time, can provide a fuel... flight deck and cargo compartments), with seals made of BMS 8-39 urethane foam, a material with fire-retardant properties that deteriorate with age. This AD requires replacing certain seals made of BMS 8-39...

78 FR 63130 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-23

... the low-pressure oxygen hoses with non-conductive low-pressure oxygen hoses in the stowage box and... internal, anti-collapse spring of the low-pressure oxygen hose, which can cause the low- pressure oxygen hose to melt or burn and lead to an oxygen-fed fire on the flight deck. DATES: We must receive comments...

77 FR 1614 - Harmonization of Airworthiness Standards for Transport Category Airplanes-Landing Gear Retracting...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-11

... version of the AC on the FAA Regulatory and Guidance Library Web site ( http://rgl.faa.gov/ ). III... associated AC guidance material are inconsistent with the quiet and dark flight deck philosophy used on... the quiet and dark flightdeck concept. It is not necessary to specifically refer to Sec. 25.1322 in...

76 FR 63229 - Airworthiness Directives; The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-12

... automatic shutoff system for the center and auxiliary tank fuel boost pumps, as applicable, and installing a placard in the airplane flight deck if necessary; replacing the P5-2 fuel system module assembly; and installing the un-commanded on (UCO) protection system for the center and auxiliary tank fuel boost pumps, as...

Managing Situation Awareness on the Flight Deck

NASA Technical Reports Server (NTRS)

Chappell, Sheryl L.; Connell, Linda (Technical Monitor)

1996-01-01

Awareness is required of the plane, the path and the people, both now and in the future. The steps to situation awareness are to monitor and evaluate the current situation. Anticipate the future to stay ahead of the airplane and consider contingencies, having a plan for 'what if situations. Continually update and modify the plan and share it with all crew members.

Global Aerodynamic Modeling for Stall/Upset Recovery Training Using Efficient Piloted Flight Test Techniques

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Cunningham, Kevin; Hill, Melissa A.

2013-01-01

Flight test and modeling techniques were developed for efficiently identifying global aerodynamic models that can be used to accurately simulate stall, upset, and recovery on large transport airplanes. The techniques were developed and validated in a high-fidelity fixed-base flight simulator using a wind-tunnel aerodynamic database, realistic sensor characteristics, and a realistic flight deck representative of a large transport aircraft. Results demonstrated that aerodynamic models for stall, upset, and recovery can be identified rapidly and accurately using relatively simple piloted flight test maneuvers. Stall maneuver predictions and comparisons of identified aerodynamic models with data from the underlying simulation aerodynamic database were used to validate the techniques.

76 FR 58722 - Airworthiness Directives; the Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-22

...- 200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series airplanes, without a stretched upper deck or stretched upper deck modification. The existing AD currently requires repetitive inspections for...

78 FR 79289 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-30

... leakage into the main deck cargo wire integration unit (WIU). The water flowed from the main deck floor... deck cargo wire integration unit (WIU). The water flowed from the main deck floor panels, through...

The airplane: A simulated commercial air transportation study

NASA Technical Reports Server (NTRS)

Dauteuil, Mark; Geniesse, Pete; Hunniford, Michael; Lawler, Kathleen; Quirk, Elena; Tognarelli, Michael

1993-01-01

The 'Airplane' is a moderate-range, 70 passenger aircraft. It is designed to serve demands for flights up to 10,000 feet and it cruises at 32 ft/s. The major drivers for the design of the Airplane are economic competitiveness, takeoff performance, and weight minimization. The Airplane is propelled by a single Astro 15 electric motor and a Zinger 12-8 propeller. The wing section is a Spica airfoil which, because of its flat bottom, provides simplicity in manufacturing and thus helps to cut costs. The wing is constructed of a single load bearing mainspar and shape-holding ribs coated with Monokote skin, lending to a light weight structural makeup. The fuselage houses the motor, flight deck and passenger compartments as well as the fuel and control actuating systems. The wing will be attached to the top of the fuselage as will the fuel and control actuator systems for easy disassembly and maintenance. The aircraft is maneuvered about its pitch axis by means of an aft elevator on the flat plate horizontal tail. The twin vertical tail surfaces are also flat plates and each features a rudder for both directional and roll control. Along with wing dihedral, the rudders will be used to roll the aircraft. The Airplane is less costly to operate at its own maximum range and capacity as well as at its maximum range and the HB-40's maximum capacity than the HB-40.

78 FR 65166 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-31

... the upper deck tension ties of the fuselage are subject to widespread fatigue damage. We are issuing this AD to prevent widespread fatigue damage of certain fuselage upper deck tension ties, which could result in reduced structural integrity of the airplane. DATES: This AD is effective December 5, 2013. The...

Flight measured and calculated exhaust jet conditions for an F100 engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Hernandez, Francisco J.; Burcham, Frank W., Jr.

1988-01-01

The exhaust jet conditions, in terms of temperature and Mach number, were determined for a nozzle-aft end acoustic study flown on an F-15 aircraft. Jet properties for the F100 EMD engines were calculated using the engine manufacturer's specification deck. The effects of atmospheric temperature on jet Mach number, M10, were calculated. Values of turbine discharge pressure, PT6M, jet Mach number, and jet temperature were calculated as a function of aircraft Mach number, altitude, and power lever angle for the test day conditions. At a typical test point with a Mach number of 0.9, intermediate power setting, and an altitude of 20,000 ft, M10 was equal to 1.63. Flight measured and calculated values of PT6M were compared for intermediate power at altitudes of 15500, 20500, and 31000 ft. It was found that at 31000 ft, there was excellent agreement between both, but for lower altitudes the specification deck overpredicted the flight data. The calculated jet Mach numbers were believed to be accurate to within 2 percent.

76 FR 62603 - Special Conditions: The Boeing Company, Model 747-8; Upper Deck Occupancy

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-11

... Conditions No. 25-446-SC] Special Conditions: The Boeing Company, Model 747-8; Upper Deck Occupancy AGENCY.... SUMMARY: These special conditions are issued for the Boeing Model 747-8 airplane. These airplanes will... airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These...

Terminal configured vehicle program: Test facilities guide

NASA Technical Reports Server (NTRS)

1980-01-01

The terminal configured vehicle (TCV) program was established to conduct research and to develop and evaluate aircraft and flight management system technology concepts that will benefit conventional take off and landing operations in the terminal area. Emphasis is placed on the development of operating methods for the highly automated environment anticipated in the future. The program involves analyses, simulation, and flight experiments. Flight experiments are conducted using a modified Boeing 737 airplane equipped with highly flexible display and control equipment and an aft flight deck for research purposes. The experimental systems of the Boeing 737 are described including the flight control computer systems, the navigation/guidance system, the control and command panel, and the electronic display system. The ground based facilities used in the program are described including the visual motion simulator, the fixed base simulator, the verification and validation laboratory, and the radio frequency anechoic facility.

49 CFR 1544.237 - Flight deck privileges.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 9 2011-10-01 2011-10-01 false Flight deck privileges. 1544.237 Section 1544.237... COMMERCIAL OPERATORS Operations § 1544.237 Flight deck privileges. (a) For each aircraft that has a door to the flight deck, each aircraft operator must restrict access to the flight deck as provided in its...

49 CFR 1544.237 - Flight deck privileges.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 9 2013-10-01 2013-10-01 false Flight deck privileges. 1544.237 Section 1544.237... COMMERCIAL OPERATORS Operations § 1544.237 Flight deck privileges. (a) For each aircraft that has a door to the flight deck, each aircraft operator must restrict access to the flight deck as provided in its...

49 CFR 1544.237 - Flight deck privileges.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 9 2012-10-01 2012-10-01 false Flight deck privileges. 1544.237 Section 1544.237... COMMERCIAL OPERATORS Operations § 1544.237 Flight deck privileges. (a) For each aircraft that has a door to the flight deck, each aircraft operator must restrict access to the flight deck as provided in its...

49 CFR 1544.237 - Flight deck privileges.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 9 2014-10-01 2014-10-01 false Flight deck privileges. 1544.237 Section 1544.237... COMMERCIAL OPERATORS Operations § 1544.237 Flight deck privileges. (a) For each aircraft that has a door to the flight deck, each aircraft operator must restrict access to the flight deck as provided in its...

49 CFR 1544.237 - Flight deck privileges.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 9 2010-10-01 2010-10-01 false Flight deck privileges. 1544.237 Section 1544.237... COMMERCIAL OPERATORS Operations § 1544.237 Flight deck privileges. (a) For each aircraft that has a door to the flight deck, each aircraft operator must restrict access to the flight deck as provided in its...

77 FR 30228 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-22

... fatigue cracking in the crossbeams at the junction of the actuator beam of the lower deck cargo door. This... junction of the actuator beam of the lower deck cargo door, which could result in failure to withstand... deck cargo door actuator beam. The investigation results indicate that these cracks initiated in the...

Future Flight Decks

NASA Technical Reports Server (NTRS)

Arbuckle, P. Douglas; Abbott, Kathy H.; Abbott, Terence S.; Schutte, Paul C.

1998-01-01

The evolution of commercial transport flight deck configurations over the past 20-30 years and expected future developments are described. Key factors in the aviation environment are identified that the authors expect will significantly affect flight deck designers. One of these is the requirement for commercial aviation accident rate reduction, which is probably required if global commercial aviation is to grow as projected. Other factors include the growing incrementalism in flight deck implementation, definition of future airspace operations, and expectations of a future pilot corps that will have grown up with computers. Future flight deck developments are extrapolated from observable factors in the aviation environment, recent research results in the area of pilot-centered flight deck systems, and by considering expected advances in technology that are being driven by other than aviation requirements. The authors hypothesize that revolutionary flight deck configuration changes will be possible with development of human-centered flight deck design methodologies that take full advantage of commercial and/or entertainment-driven technologies.

Exposure to tri-o-cresyl phosphate detected in jet airplane passengers.

PubMed

Liyasova, Mariya; Li, Bin; Schopfer, Lawrence M; Nachon, Florian; Masson, Patrick; Furlong, Clement E; Lockridge, Oksana

2011-11-01

The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such "fume events". Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serine of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24-48 h after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. Copyright © 2011 Elsevier Inc. All rights reserved.

Exposure to tri-o-cresyl phosphate detected in jet airplane passengers

PubMed Central

Liyasova, Mariya; Li, Bin; Schopfer, Lawrence M.; Nachon, Florian; Masson, Patrick; Furlong, Clement E.; Lockridge, Oksana

2011-01-01

The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such “fume events”. Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serine of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24–48 hours after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. PMID:21723309

Synthetic Vision System Commercial Aircraft Flight Deck Display Technologies for Unusual Attitude Recovery

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J., III; Ellis, Kyle E.; Arthur, Jarvis J.; Nicholas, Stephanie N.; Kiggins, Daniel

2017-01-01

A Commercial Aviation Safety Team (CAST) study of 18 worldwide loss-of-control accidents and incidents determined that the lack of external visual references was associated with a flight crew's loss of attitude awareness or energy state awareness in 17 of these events. Therefore, CAST recommended development and implementation of virtual day-Visual Meteorological Condition (VMC) display systems, such as synthetic vision systems, which can promote flight crew attitude awareness similar to a day-VMC environment. This paper describes the results of a high-fidelity, large transport aircraft simulation experiment that evaluated virtual day-VMC displays and a "background attitude indicator" concept as an aid to pilots in recovery from unusual attitudes. Twelve commercial airline pilots performed multiple unusual attitude recoveries and both quantitative and qualitative dependent measures were collected. Experimental results and future research directions under this CAST initiative and the NASA "Technologies for Airplane State Awareness" research project are described.

Cognitive representations of flight-deck information attributes

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.; Jonsson, Jon E.; Rogers, William H.

1994-01-01

A large number of aviation issues are generically being called fligh-deck information management issues, underscoring the need for an organization or classification structure. One objective of this study was to empirically determine how pilots organize flight-deck information attributes and -- based upon that data -- develop a useful taxonomy (in terms of better understanding the problems and directing solutions) for classifying flight-deck information management issues. This study also empirically determined how pilots model the importance of flight-deck information attributes for managing information. The results of this analysis suggest areas in which flight-deck researchers and designers may wish to consider focusing their efforts.

14 CFR 121.547 - Admission to flight deck.

Code of Federal Regulations, 2013 CFR

2013-01-01

... is directly related to the conduct or planning of flight operations or the in-flight monitoring of... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Admission to flight deck. 121.547 Section... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.547 Admission to flight deck...

14 CFR 121.547 - Admission to flight deck.

Code of Federal Regulations, 2012 CFR

2012-01-01

... is directly related to the conduct or planning of flight operations or the in-flight monitoring of... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Admission to flight deck. 121.547 Section... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.547 Admission to flight deck...

14 CFR 121.547 - Admission to flight deck.

Code of Federal Regulations, 2011 CFR

2011-01-01

... is directly related to the conduct or planning of flight operations or the in-flight monitoring of... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Admission to flight deck. 121.547 Section... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.547 Admission to flight deck...

14 CFR 121.547 - Admission to flight deck.

Code of Federal Regulations, 2014 CFR

2014-01-01

... is directly related to the conduct or planning of flight operations or the in-flight monitoring of... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Admission to flight deck. 121.547 Section... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.547 Admission to flight deck...

14 CFR 121.547 - Admission to flight deck.

Code of Federal Regulations, 2010 CFR

2010-01-01

... is directly related to the conduct or planning of flight operations or the in-flight monitoring of... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Admission to flight deck. 121.547 Section... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.547 Admission to flight deck...

14 CFR 125.75 - Airplane flight manual.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...

14 CFR 125.75 - Airplane flight manual.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...

14 CFR 125.75 - Airplane flight manual.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...

Data Visualization of Invisible Airflow Hazards During Helicopter Takeoff and Landing Operations

NASA Technical Reports Server (NTRS)

Aragon, Cecilia R.

2004-01-01

Many aircraft accidents each year are caused by encounters with unseen airflow hazards near the ground such as vortices, downdrafts, wind shear, microbursts, or other turbulence. While such hazards frequently pose problems to fixed-wing airplanes, they are especially dangerous to helicopters, which often have to operate in confined spaces and under operationally stressful conditions. We are developing flight-deck visualizations of airflow hazards during helicopter takeoff and landing operations, and are evaluating their effectiveness with usability studies. Our hope is.that this work will lead to the production of an airflow hazard detection system for pilots that will save lives.

Functional categories for future flight deck designs

NASA Technical Reports Server (NTRS)

Abbott, Terence S.

1993-01-01

With the addition of each new system on the flight deck, the danger of increasing overall operator workload while reducing crew understanding of critical mission information exists. The introduction of more powerful onboard computers, larger databases, and the increased use of electronic display media may lead to a situation of flight deck 'sophistication' at the expense of losses in flight crew capabilities and situational awareness. To counter this potentially negative impact of new technology, research activities are underway to reassess the flight deck design process. The fundamental premise of these activities is that a human-centered, systems-oriented approach to the development of advanced civil aircraft flight decks will be required for future designs to remain ergonomically sound and economically competitive. One of the initial steps in an integrated flight deck process is to define the primary flight deck functions needed to support the mission goals of the vehicle. This would allow the design team to evaluate candidate concepts in relation to their effectiveness in meeting the functional requirements. In addition, this would provide a framework to aid in categorizing and bookkeeping all of the activities that are required to be performed on the flight deck, not just activities of the crew or of a specific system. This could then allow for a better understanding and allocation of activities in the design, an understanding of the impact of a specific system on overall system performance, and an awareness of the total crew performance requirements for the design. One candidate set of functional categories that could be used to guide an advanced flight deck design are described.

78 FR 21037 - Special Conditions: Airbus Model A330-200 Airplanes; Bulk Cargo Lower Deck Crew Rest Compartments

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-09

... A330- 200 airplane. This airplane as modified by TTF Aerospace LLC will have a novel or unusual design... airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These... novel or unusual design feature, special conditions are prescribed under the provisions of Sec. 21.16...

Boeing flight deck design philosophy

NASA Technical Reports Server (NTRS)

Stoll, Harty

1990-01-01

Information relative to Boeing flight deck design philosophy is given in viewgraph form. Flight deck design rules, design considerations, functions allocated to the crew, redundancy and automation concerns, and examples of accident data that were reviewed are listed.

75 FR 52591 - Seventh Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-26

... Committee 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures AGENCY: Federal... Secondary Barriers and Alternative Flight Deck Security Procedures. SUMMARY: The FAA is issuing this notice... Alternative Flight Deck Security Procedures. DATES: The meeting will be held September 14-15, 2010. September...

Commander Brand and Pilot Overmyer operate controls on forward flight deck

NASA Technical Reports Server (NTRS)

1982-01-01

On forward flight deck, Commander Brand and Pilot Overmyer operate controls from commanders and pilots seats. Overall view taken from the aft flight deck looking forward shows both astronauts reviewing procedures and checking CRT screen data.

Flight Deck Surface Trajectory-Based Operations

NASA Technical Reports Server (NTRS)

Foyle, David C.; Hooey, Becky L.; Bakowski, Deborah L.

2017-01-01

Surface Trajectory-Based Operations (STBO) is a future concept for surface operations where time requirements are incorporated into taxi operations to support surface planning and coordination. Pilot-in-the-loop flight deck simulations have been conducted to study flight deck displays algorithms to aid pilots in complying with the time requirements of time-based taxi operations (i.e., at discrete locations in 3 12 D operations or at all points along the route in 4DT operations). The results of these studies (conformance, time-of-arrival error, eye-tracking data, and safety ratings) are presented. Flight deck simulation work done in collaboration with DLR is described. Flight deck research issues in future auto-taxi operations are also introduced.

75 FR 9016 - Fifth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-02-26

... 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures AGENCY: Federal... Secondary Barriers and Alternative Flight Deck Security Procedures. SUMMARY: The FAA is issuing this notice... Alternative Flight Deck Security Procedures. DATES: The meeting will be held March 16-17, 2010. March 16th...

76 FR 38741 - Tenth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-01

... 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures AGENCY: Federal... Secondary Barriers and Alternative Flight Deck Security Procedures. SUMMARY: The FAA is issuing this notice... Alternative Flight Deck Security Procedures. DATES: The meeting will be held July 19-20, from 9:00 a.m. to 5...

76 FR 22163 - Ninth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-20

... 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures AGENCY: Federal... Secondary Barriers and Alternative Flight Deck Security Procedures. SUMMARY: The FAA is issuing this notice... Alternative Flight Deck Security Procedures. DATES: The meeting will be held May 10-11, 2011, from 9 a.m. to 5...

75 FR 29810 - Sixth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-27

... 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures. AGENCY: Federal... Secondary Barriers and Alternative Flight Deck Security Procedures. SUMMARY: The FAA is issuing this notice... Alternative Flight Deck Security Procedures. DATES: The meeting will be held June 15-16, 2010. June 15th from...

Pilot Fullerton points Hasselblad camera out forward flight deck window W6

NASA Technical Reports Server (NTRS)

1982-01-01

Pilot Fullerton, wearing communications kit assembly (ASSY) mini headset (HDST), points Hasselblad camera out forward flight deck pilots station window W6. Forward flight deck control panels F4, F8, and R1, flight mirror assy, Volume R5 Kit, and pilots ejection seat (S2) headrest appear in view.

123. FORWARD PORT VIEW OF THE ISLAND WITH FLIGHT DECK ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

123. FORWARD PORT VIEW OF THE ISLAND WITH FLIGHT DECK GUN MOUNTS, TAKEN FROM FORWARD FLIGHT DECK. APRIL 1945, (NATIONAL ARCHIVES NO. 80-G-469299) - U.S.S. HORNET, Puget Sound Naval Shipyard, Sinclair Inlet, Bremerton, Kitsap County, WA

Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project. ACT/Control/Guidance System study, volume 1

NASA Technical Reports Server (NTRS)

1982-01-01

The active control technology (ACT) control/guidance system task of the integrated application of active controls (IAAC) technology project within the NASA energy efficient transport program was documented. The air traffic environment of navigation and air traffic control systems and procedures were extrapolated. An approach to listing flight functions which will be performed by systems and crew of an ACT configured airplane of the 1990s, and a determination of function criticalities to safety of flight, are the basis of candidate integrated ACT/Control/Guidance System architecture. The system mechanizes five active control functions: pitch augmented stability, angle of attack limiting, lateral/directional augmented stability, gust load alleviation, and maneuver load control. The scope and requirements of a program for simulating the integrated ACT avionics and flight deck system, with pilot in the loop, are defined, system and crew interface elements are simulated, and mechanization is recommended. Relationships between system design and crew roles and procedures are evaluated.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Liyasova, Mariya, E-mail: mliyasov@unmc.edu; Department of Environmental, Agricultural, and Occupational Health, University of Nebraska Medical Center, Omaha, NE; Li, Bin, E-mail: binli@unmc.edu

The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such 'fume events'. Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serinemore » of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24-48 h after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. -- Highlights: Black-Right-Pointing-Pointer Travel on jet airplanes is associated with an illness, aerotoxic syndrome. Black-Right-Pointing-Pointer A possible cause is exposure to tricresyl phosphate in engine lubricating oil. Black-Right-Pointing-Pointer A blood test for exposure to tri-o-cresyl phosphate is reported.« less

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Code of Federal Regulations, 2014 CFR

2014-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors... section and § 121.414: (1) A flight instructor (airplane) is a person who is qualified to instruct in an...

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Code of Federal Regulations, 2012 CFR

2012-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors (simulator). (a) For the purposes of this section and § 121.414: (1) A flight instructor (airplane) is a...

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Code of Federal Regulations, 2013 CFR

2013-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors (simulator). (a) For the purposes of this section and § 121.414: (1) A flight instructor (airplane) is a...

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Code of Federal Regulations, 2011 CFR

2011-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors (simulator). (a) For the purposes of this section and § 121.414: (1) A flight instructor (airplane) is a...

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Code of Federal Regulations, 2010 CFR

2010-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors (simulator). (a) For the purposes of this section and § 121.414: (1) A flight instructor (airplane) is a...

Commander Brand and Pilot Overmyer operate controls on forward flight deck

NASA Technical Reports Server (NTRS)

1982-01-01

On forward flight deck, Commander Brand and Pilot Overmyer operate controls from commanders and pilots seats. Overall view taken from the aft flight deck looking forward shows Overmyer pointing to data on Panel 7 (F7) CRT 1 screen.

Commander Brand sleeps on aft flight deck

NASA Technical Reports Server (NTRS)

1982-01-01

Commander Brand, with hands folded in front of his chest, sleeps on aft flight deck. Brand's head is just above aft flight deck floor with his back to onorbit station panels. The back and feet of a second crewmember appear next to Brand.

Cognitive models of pilot categorization and prioritization of flight-deck information

NASA Technical Reports Server (NTRS)

Jonsson, Jon E.; Ricks, Wendell R.

1995-01-01

In the past decade, automated systems on modern commercial flight decks have increased dramatically. Pilots now regularly interact and share tasks with these systems. This interaction has led human factors research to direct more attention to the pilot's cognitive processing and mental model of the information flow occurring on the flight deck. The experiment reported herein investigated how pilots mentally represent and process information typically available during flight. Fifty-two commercial pilots participated in tasks that required them to provide similarity ratings for pairs of flight-deck information and to prioritize this information under two contextual conditions. Pilots processed the information along three cognitive dimensions. These dimensions included the flight function and the flight action that the information supported and how frequently pilots refer to the information. Pilots classified the information as aviation, navigation, communications, or systems administration information. Prioritization results indicated a high degree of consensus among pilots, while scaling results revealed two dimensions along which information is prioritized. Pilot cognitive workload for flight-deck tasks and the potential for using these findings to operationalize cognitive metrics are evaluated. Such measures may be useful additions for flight-deck human performance evaluation.

STS-27 Atlantis - OV-104, Commander Gibson on SMS forward flight deck

NASA Image and Video Library

1988-02-03

STS-27 Atlantis, Orbiter Vehicle (OV) 104, Commander Robert L. Gibson, wearing flight coveralls and communications kit assembly, sits at commanders station controls on JSC shuttle mission simulator (SMS) forward flight deck during training session. Gibson looks at crewmember on aft flight deck. SMS is located in the Mission Simulation and Training Facility Bldg 5.

Wearable Technology

NASA Technical Reports Server (NTRS)

Watson, Amanda

2013-01-01

Wearable technology projects, to be useful, in the future, must be seamlessly integrated with the Flight Deck of the Future (F.F). The lab contains mockups of space vehicle cockpits, habitat living quarters, and workstations equipped with novel user interfaces. The Flight Deck of the Future is one element of the Integrated Power, Avionics, and Software (IPAS) facility, which, to a large extent, manages the F.F network and data systems. To date, integration with the Flight Deck of the Future has been limited by a lack of tools and understanding of the Flight Deck of the Future data handling systems. To remedy this problem it will be necessary to learn how data is managed in the Flight Deck of the Future and to develop tools or interfaces that enable easy integration of WEAR Lab and EV3 products into the Flight Deck of the Future mockups. This capability is critical to future prototype integration, evaluation, and demonstration. This will provide the ability for WEAR Lab products, EV3 human interface prototypes, and technologies from other JSC organizations to be evaluated and tested while in the Flight Deck of the Future. All WEAR Lab products must be integrated with the interface that will connect them to the Flight Deck of the Future. The WEAR Lab products will primarily be programmed in Arduino. Arduino will be used for the development of wearable controls and a tactile communication garment. Arduino will also be used in creating wearable methane detection and warning system.

14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft that was not type certificated with an Airplane or Rotorcraft Flight Manual...

14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...

14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...

14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...

14 CFR 125.75 - Airplane flight manual.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane flight manual. 125.75 Section 125... OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or...

14 CFR 125.75 - Airplane flight manual.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane flight manual. 125.75 Section 125... OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or...

The Cognitive Consequences of Patterns of Information Flow

NASA Technical Reports Server (NTRS)

Hutchins, Edwin

1999-01-01

The flight deck of a modern commercial airliner is a complex system consisting of two or more crew and a suite of technological devices. The flight deck of the state-of-the-art Boeing 747-400 is shown. When everything goes right, all modern flight decks are easy to use. When things go sour, however, automated flight decks provide opportunities for new kinds of problems. A recent article in Aviation Week cited industry concern over the problem of verifying the safety of complex systems on automated, digital aircraft, stating that the industry must "guard against the kind of incident in which people and the automation seem to mismanage a minor occurrence or non-routine situation into larger trouble." The design of automated flight deck systems that flight crews find easy to use safely is a challenge in part because this design activity requires a theoretical perspective which can simultaneously cover the interactions of people with each other and with technology. In this paper, some concepts that can be used to understand the flight deck as a system that is composed of two or more pilots and a complex suite of automated devices is introduced.

78 FR 22435 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-16

... to widespread fatigue damage (WFD). A replacement was developed to support the airplane's limit of... detect and correct fatigue cracking in certain upper chords of the upper deck floor beam, which could... Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal...

Flight Deck-Based Delegated Separation: Evaluation of an On-Board Interval Management System with Synthetic and Enhanced Vision Technology

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J., III; Shelton, Kevin J.; Kramer, Lynda J.; Arthur, Jarvis J.; Bailey, Randall E.; Norman, Rober M.; Ellis, Kyle K. E.; Barmore, Bryan E.

2011-01-01

An emerging Next Generation Air Transportation System concept - Equivalent Visual Operations (EVO) - can be achieved using an electronic means to provide sufficient visibility of the external world and other required flight references on flight deck displays that enable the safety, operational tempos, and visual flight rules (VFR)-like procedures for all weather conditions. Synthetic and enhanced flight vision system technologies are critical enabling technologies to EVO. Current research evaluated concepts for flight deck-based interval management (FIM) operations, integrated with Synthetic Vision and Enhanced Vision flight-deck displays and technologies. One concept involves delegated flight deck-based separation, in which the flight crews were paired with another aircraft and responsible for spacing and maintaining separation from the paired aircraft, termed, "equivalent visual separation." The operation required the flight crews to acquire and maintain an "equivalent visual contact" as well as to conduct manual landings in low-visibility conditions. The paper describes results that evaluated the concept of EVO delegated separation, including an off-nominal scenario in which the lead aircraft was not able to conform to the assigned spacing resulting in a loss of separation.

14 CFR 121.141 - Airplane flight manual.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane flight manual. 121.141 Section 121... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Manual Requirements § 121.141 Airplane flight manual. (a) Each certificate holder shall keep a current approved airplane flight manual for each type of...

14 CFR 121.141 - Airplane flight manual.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane flight manual. 121.141 Section 121... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Manual Requirements § 121.141 Airplane flight manual. (a) Each certificate holder shall keep a current approved airplane flight manual for each type of...

14 CFR 121.141 - Airplane flight manual.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane flight manual. 121.141 Section 121... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Manual Requirements § 121.141 Airplane flight manual. (a) Each certificate holder shall keep a current approved airplane flight manual for each type of...

14 CFR 121.141 - Airplane flight manual.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane flight manual. 121.141 Section 121... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Manual Requirements § 121.141 Airplane flight manual. (a) Each certificate holder shall keep a current approved airplane flight manual for each type of...

14 CFR 121.141 - Airplane flight manual.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane flight manual. 121.141 Section 121... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Manual Requirements § 121.141 Airplane flight manual. (a) Each certificate holder shall keep a current approved airplane flight manual for each type of...

STS-37 Commander Nagel in commanders seat on OV-104's flight deck

NASA Technical Reports Server (NTRS)

1991-01-01

STS-37 Commander Steven R. Nagel, wearing launch and entry suit (LES), sits at commanders station on the forward flight deck of Atlantis, Orbiter Vehicle (OV) 104. Surrounding Nagel are the seat headrest, control panels, checklists, forward flight deck windows, and three drinking water containers with straws attached to forward panel F2.

Crewmember activity in the flight deck

NASA Image and Video Library

1997-08-29

STS085-358-005 (7 - 19 August 1997) --- Astronaut Curtis L. Brown, Jr., mission commander, floats on the flight deck of Space Shuttle Discovery. The horizon of Earth is visible through the aft flight deck windows. On Brown's left wrist is a band associated with a Detailed Supplementary Objective (DSO). Two beverage packets are just beyond the commander's left shoulder.

Flight deck automation: Promises and realities

NASA Technical Reports Server (NTRS)

Norman, Susan D. (Editor); Orlady, Harry W. (Editor)

1989-01-01

Issues of flight deck automation are multifaceted and complex. The rapid introduction of advanced computer-based technology onto the flight deck of transport category aircraft has had considerable impact both on aircraft operations and on the flight crew. As part of NASA's responsibility to facilitate an active exchange of ideas and information among members of the aviation community, a NASA/FAA/Industry workshop devoted to flight deck automation, organized by the Aerospace Human Factors Research Division of NASA Ames Research Center. Participants were invited from industry and from government organizations responsible for design, certification, operation, and accident investigation of transport category, automated aircraft. The goal of the workshop was to clarify the implications of automation, both positive and negative. Workshop panels and working groups identified issues regarding the design, training, and procedural aspects of flight deck automation, as well as the crew's ability to interact and perform effectively with the new technology. The proceedings include the invited papers and the panel and working group reports, as well as the summary and conclusions of the conference.

14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. Link to an..., 2010. (a) With each airplane or rotorcraft that was not type certificated with an Airplane or...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Flight engineers: airplanes. 121.511 Section 121.511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

Gidzenko in front of flight deck windows

NASA Image and Video Library

2001-03-12

STS102-E-5138 (12 March 2001) --- Cosmonaut Yuri P. Gidzenko, now a member of the STS-102 crew, on Discovery's flight deck. Lake Nasser, in Egypt, can be seen through the overhead flight deck window in the background. Gidzenko, representing Rosaviakosmos, had been onboard the International Space Station (ISS) since early November 2000. The photograph was taken with a digital still camera.

New STS-102 crewmembers Krikalev in the flight deck

NASA Image and Video Library

2001-03-12

STS102-E-5147 (12 March 2001) --- Cosmonaut Sergei K. Krikalev, now a member of the STS-102 crew on Discovery's flight deck. A sun setting can be seen through the flight deck windows in the background. Krikalev, representing Rosaviakosmos, had been onboard the International Space Station (ISS) since early November 2000. The photograph was taken with a digital still camera.

STS-43 Pilot Baker eats a sandwich on OV-104's forward flight deck

NASA Technical Reports Server (NTRS)

1991-01-01

STS-43 Pilot Michael A. Baker, seated at the forward flight deck pilots station controls, eats a freefloating peanut butter and jelly sandwich while holding a carrot. Surrounding Baker on Atlantis', Orbiter Vehicle (OV) 104's, flight deck are procedural checklists, control panels, and windows. A lemonade drink bag is velcroed to overhead panel O9.

Interior view of the Flight Deck looking forward, the Commander's ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Interior view of the Flight Deck looking forward, the Commander's seat and controls are on the left and the pilot's seat and controls are on the right of the view. Note that the flight deck windows have protective covers over them in this view. This images can be digitally stitched with image HAER No. TX-116-A-20 to expand the view to include the overhead control panels of the flight deck. This view was taken in the Orbiter Processing Facility at the Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

STS-29 Discovery, OV-103, crew on flight deck prepares for reentry

NASA Image and Video Library

1989-03-18

STS029-24-004 (18 March 1989) --- STS-29 crewmembers, wearing launch and entry suits (LESs) and launch and entry helmets (LEHs), review checklists on Discovery, Orbiter Vehicle (OV) 103, flight deck. Commander Michael L. Coats is seated at the forward flight deck commanders station with Mission Specialist (MS) James F. Buchli on aft flight deck strapped in mission specialist seat. OV-103 makes its return after five days in space. Note color in forward windows W1, W2, W3 caused by friction of entry through the Earth's atmosphere. Personal Egress Air Pack (PEAP) is visible on pilots seat back.

75 FR 1533 - Airworthiness Directives; The Boeing Company Model 747-200F, 747-200C, 747-400, 747-400D, and 747...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-12

... frames, upper deck floor beams, electronic bay access door cutout, nose wheel well, and main entry doors... intervals for certain airplanes. This AD results from fatigue tests and analysis that identified additional... frames, upper deck floor beams, electronic bay access door cutout, nose wheel well, and main entry doors...

Metcalf-Lindenburger on Discovery flight deck

NASA Image and Video Library

2010-04-06

S131-E-006107 (6 April 2010) --- NASA astronaut Dorothy Metcalf-Lindenburger, STS-131 mission specialist, reads a checklist on the aft flight deck of space shuttle Discovery during flight day two activities.

Flight test of takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr.

1994-01-01

The Takeoff Performance Monitoring System (TOPMS) is a computer software and hardware graphics system that visually displays current runway position, acceleration performance, engine status, and other situation advisory information to aid pilots in their decision to continue or to abort a takeoff. The system was developed at the Langley Research Center using the fixed-base Transport Systems Research Vehicle (TSRV) simulator. (The TSRV is a highly modified Boeing 737-100 research airplane.) Several versions of the TOPMS displays were evaluated on the TSRV B-737 simulator by more than 40 research, United States Air Force, airline and industry and pilots who rated the system satisfactory and recommended further development and testing. In this study, the TOPMS was flight tested on the TSRV. A total of 55 takeoff and 30 abort situations were investigated at 5 airfields. TOPMS displays were observed on the navigation display screen in the TSRV research flight deck during various nominal and off-nominal situations, including normal takeoffs; reduced-throttle takeoffs; induced-acceleration deficiencies; simulated-engine failures; and several gross-weight, runway-geometry, runway-surface, and ambient conditions. All tests were performed on dry runways. The TOPMS software executed accurately during the flight tests and the displays correctly depicted the various test conditions. Evaluation pilots found the displays easy to monitor and understand. The algorithm provides pretakeoff predictions of the nominal distances that are needed to accelerate the airplane to takeoff speed and to brake it to a stop; these predictions agreed reasonably well with corresponding values measured during several fully executed and aborted takeoffs. The TOPMS is operational and has been retained on the TSRV for general use and demonstration.

Archambault on Flight Deck (FD)

NASA Image and Video Library

2009-03-17

S119-E-006392 (17 March 2009) --- Astronaut Lee Archambault, STS-119 commander, smiles for a photo while monitoring data at the commander's station on the flight deck of Space Shuttle Discovery during flight day three activities.

14 CFR 121.503 - Flight time limitations: Pilots: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Pilots: airplanes... Operations § 121.503 Flight time limitations: Pilots: airplanes. (a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24...

14 CFR 121.503 - Flight time limitations: Pilots: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Pilots: airplanes... Operations § 121.503 Flight time limitations: Pilots: airplanes. (a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24...

14 CFR 121.503 - Flight time limitations: Pilots: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Pilots: airplanes... Operations § 121.503 Flight time limitations: Pilots: airplanes. (a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24...

14 CFR 121.503 - Flight time limitations: Pilots: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Pilots: airplanes... Operations § 121.503 Flight time limitations: Pilots: airplanes. (a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24...

14 CFR 121.503 - Flight time limitations: Pilots: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Pilots: airplanes... Operations § 121.503 Flight time limitations: Pilots: airplanes. (a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24...

77 FR 40832 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-11

... ability of the flight crew to read primary displays for airplane attitude, altitude, or airspeed, and... displays for airplane attitude, altitude, or airspeed, and consequently reduce the ability of the flight...) malfunctions, which could affect the ability of the flight crew to read primary displays for airplane attitude...

76 FR 4567 - Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, and -900 Series...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-26

... orientation of both sides of the coil cord connector keyways of the number 2 windows on the flight deck, re... number 2 windows on the flight deck. This proposed AD was prompted by reports of arcing and smoke at the number 2 window in the flight deck. We are proposing this AD to prevent arcing, smoke, and fire in the...

76 FR 27168 - Airmen Transition to Experimental or Unfamiliar Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-10

... airplanes. The current edition of AC 90-89, Amateur-Built and Ultralight Flight Testing Handbook, provides information on such testing. However, if a pilot is planning on participating in a flight-test program in an... airplanes and to flight instructors who teach in these airplanes. This information and guidance contains...

PLT Polansky on aft flight deck

NASA Image and Video Library

2001-02-10

STS98-E-5084 (10 February 2001) --- Astronaut Mark L. Polansky, STS-98 pilot, takes notes on the aft flight deck of the Space Shuttle Atlantis. The scene was recorded with a digital still camera during Flight Day 4 activities.

Recurring norovirus transmission on an airplane.

PubMed

Thornley, Craig N; Emslie, Nicola A; Sprott, Tim W; Greening, Gail E; Rapana, Jackie P

2011-09-01

Previously reported outbreaks of norovirus gastroenteritis associated with aircraft have been limited to transmission during a single flight sector. During October 2009, an outbreak of diarrhea and vomiting occurred among different groups of flight attendants who had worked on separate flight sectors on the same airplane. We investigated the cause of the outbreak and whether the illnesses were attributable to work on the airplane. Information was obtained from flight attendants on demographic characteristics, symptoms, and possible transmission risk factors. Case patients were defined as flight attendants with diarrhea or vomiting <51 hours after the end of their first flight sector on the airplane during 13-18 October 2009. Stool samples were tested for norovirus RNA. A passenger had vomited on the Boeing 777-200 airplane on the 13 October flight sector. Sixty-three (82%) of 77 flight attendants who worked on the airplane during 13-18 October provided information, and 27 (43%) met the case definition. The attack rate among flight attendants decreased significantly over successive flight sectors from 13 October onward (P < .001). Working as a supervisor was independently associated with development of illness (adjusted odds ratio, 5.8; 95% confidence interval, 1.3-25.6). Norovirus genotype GI.6 was detected in stool samples from 2 case patients who worked on different flight sectors. Sustained transmission of norovirus is likely to have occurred because of exposures on this airplane during successive flight sectors. Airlines should make provision for adequate disinfection of airplanes with use of products effective against norovirus and other common infectious agents after vomiting has occurred.

Pilot Fullerton in ejection escape suit (EES) on aft flight deck

NASA Image and Video Library

1982-03-30

STS003-31-290 (30 March 1982) --- Astronaut Gordon Fullerton, STS-3 pilot, wearing communications kit assembly (ASSY) mini-headset (HDST) and ejection escape suit (EES), holds flexible hose attached to his EES vent hose fitting and second hose for commander's EES while behind pilots ejection seat (S2) seat back on the aft flight deck. Forward flight deck control panels are visible in the background. Photo credit: NASA

STS-28 Columbia, OV-102, Pilot Richards at forward flight deck pilots station

NASA Technical Reports Server (NTRS)

1989-01-01

Pilot Richard N. Richards, sitting at forward flight deck pilots station controls, looks back to aft flight deck during STS-28, a Department of Defense (DOD) dedicated mission. Control panels F7 and F8 and portable laptop computer propped on panel F4 appear in front of Richards. Behind him are the pilots seat seat back and head rest. A stuffed toy animal is positioned on C1 panel.

STS-27 crew poses for inflight portrait on forward flight deck with football

NASA Technical Reports Server (NTRS)

1988-01-01

With WILSON NFL football freefloating in front of them, STS-27 astronauts pose on Atlantis', Orbiter Vehicle (OV) 104's, forward flight deck for inflight crew portrait. Crewmembers, wearing blue mission t-shirts, are (left to right) Commander Robert L. Gibson, Mission Specialist (MS) Richard M. Mullane, MS Jerry L. Ross, MS William M. Shepherd, and Pilot Guy S. Gardner. Forward flight deck overhead control panels are visible above crewmembers, commanders and pilots seats in front of them, and forward windows behind them. An auto-set 35mm camera mounted on the aft flight deck was used to take this photo. The football was later presented to the National Football League (NFL) at halftime of the Super Bowl in Miami.

Summary of a Crew-Centered Flight Deck Design Philosophy for High-Speed Civil Transport (HSCT) Aircraft

NASA Technical Reports Server (NTRS)

Palmer, Michael T.; Rogers, William H.; Press, Hayes N.; Latorella, Kara A.; Abbott, Terence S.

1995-01-01

Past flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall flight deck design. Automated systems have become more complex and numerous, and often their inner functioning is partially or fully opaque to the flight crew. Recent accidents and incidents involving autoflight system mode awareness Dornheim, 1995) are an example. This increase in complexity raises pilot concerns about the trustworthiness of automation, and makes it difficult for the crew to be aware of all the intricacies of operation that may impact safe flight. While pilots remain ultimately responsible for mission success, performance of flight deck tasks has been more widely distributed across human and automated resources. Advances in sensor and data integration technologies now make far more information available than may be prudent to present to the flight crew.

Concept of Operations for Integrated Intelligent Flight Deck Displays and Decision Support Technologies

NASA Technical Reports Server (NTRS)

Bailey, Randall E.; Prinzel, Lawrence J.; Kramer, Lynda J.; Young, Steve D.

2011-01-01

The document describes a Concept of Operations for Flight Deck Display and Decision Support technologies which may help enable emerging Next Generation Air Transportation System capabilities while also maintaining, or improving upon, flight safety. This concept of operations is used as the driving function within a spiral program of research, development, test, and evaluation for the Integrated Intelligent Flight Deck (IIFD) project. As such, the concept will be updated at each cycle within the spiral to reflect the latest research results and emerging developments

14 CFR 121.515 - Flight time limitations: All airmen: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: All airmen: airplanes. 121.515 Section 121.515 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.515 Flight time limitations: All airmen: airplanes. No airman may be aloft as a flight...

14 CFR 121.515 - Flight time limitations: All airmen: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: All airmen: airplanes. 121.515 Section 121.515 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.515 Flight time limitations: All airmen: airplanes. No airman may be aloft as a flight...

14 CFR 121.515 - Flight time limitations: All airmen: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: All airmen: airplanes. 121.515 Section 121.515 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.515 Flight time limitations: All airmen: airplanes. No airman may be aloft as a flight...

14 CFR 121.515 - Flight time limitations: All airmen: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: All airmen: airplanes. 121.515 Section 121.515 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.515 Flight time limitations: All airmen: airplanes. No airman may be aloft as a flight...

76 FR 9265 - Special Conditions: Gulfstream Model GVI Airplane; Electronic Flight Control System: Control...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-17

... for transport category airplanes. These design features include an electronic flight control system... Design Features The GVI has an electronic flight control system and no direct coupling from the cockpit...: Gulfstream Model GVI Airplane; Electronic Flight Control System: Control Surface Position Awareness AGENCY...

14 CFR 121.515 - Flight time limitations: All airmen: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: All airmen: airplanes. 121.515 Section 121.515 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.515 Flight time limitations: All airmen: airplanes. No airman may be aloft as a flight...

Flight Instructor Practical Test Standards for Airplane - Single-engine, Multiengine

DOT National Transportation Integrated Search

1991-05-01

The Flight Instructor - Airplane Practical Test Standards book has been : published by the Federal Aviation Administration (FAA) to establish the : standards for the flight instructor certification practical tests for the : airplane category and the ...

Field evaluation of flight deck procedures for flying CTAS descents

DOT National Transportation Integrated Search

1997-01-01

Flight deck descent procedures were developed for a field evaluation of the CTAS Descent Advisor conducted in the fall of 1995. During this study, CTAS descent clearances were issued to 185 commercial flights at Denver International Airport. Data col...

Bird flight and airplane flight. [instruments to measure air currents and flight characteristics

NASA Technical Reports Server (NTRS)

Magnan, A.

1980-01-01

Research was based on a series of mechanical, electrical, and cinematographic instruments developed to measure various features of air current behavior as well as bird and airplane flight. Investigation of rising obstruction and thermal currents led to a theory of bird flight, especially of the gliding and soaring types. It was shown how a knowledge of bird flight can be applied to glider and ultimately motorized aircraft construction. The instruments and methods used in studying stress in airplanes and in comparing the lift to drag ratios of airplanes and birds are described.

Towards a characterization of information automation systems on the flight deck

NASA Astrophysics Data System (ADS)

Dudley, Rachel Feddersen

This thesis summarizes research to investigate the characteristics that define information automation systems used on aircraft flight decks and the significant impacts that these characteristics have on pilot performance. Major accomplishments of the work include the development of a set of characteristics that describe information automation systems on the flight deck and an experiment designed to study a subset of these characteristics. Information automation systems on the flight deck are responsible for the collection, processing, analysis, and presentation of data to the flightcrew. These systems pose human factors issues and challenges that must be considered by designers of these systems. Based on a previously developed formal definition of information automation for aircraft flight deck systems, an analysis process was developed and conducted to reach a refined set of information automation characteristics. In this work, characteristics are defined as a set of properties or attributes that describe an information automation system's operation or behavior, which can be used to identify and assess potential human factors issues. Hypotheses were formed for a subset of the characteristics: Automation Visibility, Information Quality, and Display Complexity. An experimental investigation was developed to measure performance impacts related to these characteristics, which showed mixed results of expected and surprising findings, with many interactions. A set of recommendations were then developed based on the experimental observations. Ensuring that the right information is presented to pilots at the right time and in the appropriate manner is the job of flight deck system designers. This work provides a foundation for developing recommendations and guidelines specific to information automation on the flight deck with the goal of improving the design and evaluation of information automation systems before they are implemented.

14 CFR 121.550 - Secret Service Agents: Admission to flight deck.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Secret Service Agents: Admission to flight... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.550 Secret Service Agents: Admission to flight deck. Whenever an Agent of the Secret Service who is assigned the duty...

14 CFR 121.550 - Secret Service Agents: Admission to flight deck.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Secret Service Agents: Admission to flight... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.550 Secret Service Agents: Admission to flight deck. Whenever an Agent of the Secret Service who is assigned the duty...

14 CFR 121.550 - Secret Service Agents: Admission to flight deck.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Secret Service Agents: Admission to flight... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.550 Secret Service Agents: Admission to flight deck. Whenever an Agent of the Secret Service who is assigned the duty...

14 CFR 121.550 - Secret Service Agents: Admission to flight deck.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Secret Service Agents: Admission to flight... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.550 Secret Service Agents: Admission to flight deck. Whenever an Agent of the Secret Service who is assigned the duty...

14 CFR 121.550 - Secret Service Agents: Admission to flight deck.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Secret Service Agents: Admission to flight... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Operations § 121.550 Secret Service Agents: Admission to flight deck. Whenever an Agent of the Secret Service who is assigned the duty...

126. AERIAL FORWARD VIEW OF ENCLOSED HURRICANE BOW WITH FLIGHT ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

126. AERIAL FORWARD VIEW OF ENCLOSED HURRICANE BOW WITH FLIGHT DECK GUN MOUNTS REMOVED AND ANGLED FLIGHT DECK. 1 OCTOBER 1956. (NATIONAL ARCHIVES NO. 80-G-1001445) - U.S.S. HORNET, Puget Sound Naval Shipyard, Sinclair Inlet, Bremerton, Kitsap County, WA

Flight-deck automation: Promises and problems

NASA Technical Reports Server (NTRS)

Wiener, E. L.; Curry, R. E.

1980-01-01

The state of the art in human factors in flight-deck automation is presented. A number of critical problem areas are identified and broad design guidelines are offered. Automation-related aircraft accidents and incidents are discussed as examples of human factors problems in automated flight.

Activity on the flight deck during EVA on Flight Day 7

NASA Image and Video Library

1997-02-17

S82-E-5616 (17 Feb. 1997) --- Astronaut Steven A. Hawley, STS-82 mission specialist, controls the Remote Manipulator System (RMS) on the Space Shuttle Atlantis' aft flight deck. This view was taken with an Electronic Still Camera (ESC).

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2010 CFR

2010-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2012 CFR

2012-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2013 CFR

2013-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2011 CFR

2011-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2014 CFR

2014-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications E... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Pt. 91, App. E Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

Expertise and responsibility effects on pilots' reactions to flight deck alerts in a simulator.

PubMed

Zheng, Yiyuan; Lu, Yanyu; Yang, Zheng; Fu, Shan

2014-11-01

Flight deck alerts provide system malfunction information designed to lead corresponding pilot reactions aimed at guaranteeing flight safety. This study examined the roles of expertise and flight responsibility and their relationship to pilots' reactions to flight deck alerts. There were 17 pilots composing 12 flight crews that were assigned into pairs according to flight hours and responsibilities. The experiment included 9 flight scenarios and was carried out in a CRJ-200 flight simulator. Pilot performance was recorded by a wide angle video camera, and four kinds of reactions to alerts were defined for analysis. Pilots tended to have immediate reactions to uninterrupted cautions, with a turning off rate as high as 75%. However, this rate decreased sharply when pilots encountered interrupted cautions and warnings; they also exhibited many wrong reactions to warnings. Pilots with more expertise had more reactions to uninterrupted cautions than those with less expertise, both as pilot flying and pilot monitoring. Meanwhile, the pilot monitoring, regardless of level of expertise, exhibited more reactions than the pilot flying. In addition, more experienced pilots were more likely to have wrong reactions to warnings while acting as the monitoring pilot. These results suggest that both expertise and flight responsibility influence pilots' reactions to alerts. Considering crew pairing strategy, when a pilot flying is a less experienced pilot, a more experience pilot is suggested to be the monitoring pilot. The results of this study have implications for understanding pilots' behaviors to flight deck alerts, calling for specialized training and design of approach alarms on the flight deck.

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2014 CFR

2014-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2011 CFR

2011-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2012 CFR

2012-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2013 CFR

2013-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

Development of a Human Motor Model for the Evaluation of an Integrated Alerting and Notification Flight Deck System

NASA Technical Reports Server (NTRS)

Daiker, Ron; Schnell, Thomas

2010-01-01

A human motor model was developed on the basis of performance data that was collected in a flight simulator. The motor model is under consideration as one component of a virtual pilot model for the evaluation of NextGen crew alerting and notification systems in flight decks. This model may be used in a digital Monte Carlo simulation to compare flight deck layout design alternatives. The virtual pilot model is being developed as part of a NASA project to evaluate multiple crews alerting and notification flight deck configurations. Model parameters were derived from empirical distributions of pilot data collected in a flight simulator experiment. The goal of this model is to simulate pilot motor performance in the approach-to-landing task. The unique challenges associated with modeling the complex dynamics of humans interacting with the cockpit environment are discussed, along with the current state and future direction of the model.

On the typography of flight-deck documentation

NASA Technical Reports Server (NTRS)

Degani, Asaf

1992-01-01

Many types of paper documentation are employed on the flight-deck. They range from a simple checklist card to a bulky Aircraft Flight Manual (AFM). Some of these documentations have typographical and graphical deficiencies; yet, many cockpit tasks such as conducting checklists, way-point entry, limitations and performance calculations, and many more, require the use of these documents. Moreover, during emergency and abnormal situations, the flight crews' effectiveness in combating the situation is highly dependent on such documentation; accessing and reading procedures has a significant impact on flight safety. Although flight-deck documentation are an important (and sometimes critical) form of display in the modern cockpit, there is a dearth of information on how to effectively design these displays. The object of this report is to provide a summary of the available literature regarding the design and typographical aspects of printed matter. The report attempts 'to bridge' the gap between basic research about typography, and the kind of information needed by designers of flight-deck documentation. The report focuses on typographical factors such as type-faces, character height, use of lower- and upper-case characters, line length, and spacing. Some graphical aspects such as layout, color coding, fonts, and character contrast are also discussed. In addition, several aspects of cockpit reading conditions such as glare, angular alignment, and paper quality are addressed. Finally, a list of recommendations for the graphical design of flight-deck documentation is provided.

The Airplane Cabin Microbiome.

PubMed

Weiss, Howard; Hertzberg, Vicki Stover; Dupont, Chris; Espinoza, Josh L; Levy, Shawn; Nelson, Karen; Norris, Sharon

2018-06-06

Serving over three billion passengers annually, air travel serves as a conduit for infectious disease spread, including emerging infections and pandemics. Over two dozen cases of in-flight transmissions have been documented. To understand these risks, a characterization of the airplane cabin microbiome is necessary. Our study team collected 229 environmental samples on ten transcontinental US flights with subsequent 16S rRNA sequencing. We found that bacterial communities were largely derived from human skin and oral commensals, as well as environmental generalist bacteria. We identified clear signatures for air versus touch surface microbiome, but not for individual types of touch surfaces. We also found large flight-to-flight beta diversity variations with no distinguishing signatures of individual flights, rather a high between-flight diversity for all touch surfaces and particularly for air samples. There was no systematic pattern of microbial community change from pre- to post-flight. Our findings are similar to those of other recent studies of the microbiome of built environments. In summary, the airplane cabin microbiome has immense airplane to airplane variability. The vast majority of airplane-associated microbes are human commensals or non-pathogenic, and the results provide a baseline for non-crisis-level airplane microbiome conditions.

Flight testing and simulation of an F-15 airplane using throttles for flight control

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel; Wolf, Thomas

1992-01-01

Flight tests and simulation studies using the throttles of an F-15 airplane for emergency flight control have been conducted at the NASA Dryden Flight Research Facility. The airplane and the simulation are capable of extended up-and-away flight, using only throttles for flight path control. Initial simulation results showed that runway landings using manual throttles-only control were difficult, but possible with practice. Manual approaches flown in the airplane were much more difficult, indicating a significant discrepancy between flight and simulation. Analysis of flight data and development of improved simulation models that resolve the discrepancy are discussed. An augmented throttle-only control system that controls bank angle and flight path with appropriate feedback parameters has also been developed, evaluated in simulations, and is planned for flight in the F-15.

Endeavour, OV-105, forward flight deck controls during Rockwell manufacture

NASA Technical Reports Server (NTRS)

1991-01-01

Endeavour, Orbiter Vehicle (OV) 105, forward flight deck controls are documented during manufacture, assembly, and checkout at North American Rockwell facilities Building 150, Palmdale, California. Overall view looks from aft flight deck forward showing displays and controls with panel F7 CRT screens lit and window shades in place on W2, W3, W4, W5. OV-105 is undergoing final touches prior to rollout and a scheduled flight for STS-49. View was included as part of Rockwell International (RI) Submittal No. 40 (STS 87-0342-40) with alternate number A901207 R-16/NAS9-17800.

Dynamic stability and handling qualities tests on a highly augmented, statically unstable airplane

NASA Technical Reports Server (NTRS)

Gera, Joseph; Bosworth, John T.

1987-01-01

Initial envelope clearance and subsequent flight testing of a new, fully augmented airplane with an extremely high degree of static instability can place unusual demands on the flight test approach. Previous flight test experience with these kinds of airplanes is very limited or nonexistent. The safe and efficient flight testing may be further complicated by a multiplicity of control effectors that may be present on this class of airplanes. This paper describes some novel flight test and analysis techniques in the flight dynamics and handling qualities area. These techniques were utilized during the initial flight envelope clearance of the X-29A aircraft and were largely responsible for the completion of the flight controls clearance program without any incidents or significant delays.

Cognitive representations of flight-deck information attributes

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.; Jonsson, Jon E.; Rogers, William H.

1993-01-01

The experiment described in this paper had two ojectives. The first objective was to empirically identify how pilots organize flight-deck information attributes. Such an organization should provide a useful nomenclature for classifying Information Management (IM) issues and problems. The second objective of this study was to empirically assess pilots' estimate of the relative importance of each attribute on managing information. Results from addressing this latter objective were intended to suggest areas on which flight-deck researchers and designers will want to focus their attention.

STS-44 Atlantis, OV-104, crewmembers participate in JSC FB-SMS training

NASA Technical Reports Server (NTRS)

1991-01-01

STS-44 Atlantis, Orbiter Vehicle (OV) 104, Commander Frederick D. Gregory and Pilot Terence T. Henricks are stationed at their appointed positions on the forward flight deck of the Fixed Base (FB) Shuttle Mission Simulator (SMS) in JSC's Mission Simulation and Training Facility Bldg 5. Gregory (left) in the commanders seat and Henricks (right) in the pilots seat look back toward aft flight deck and the photographer. Seat backs appear in the foreground and forward flight deck control panels in the background.

14 CFR 121.519 - Flight time limitations: Deadhead transportation: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Deadhead transportation: airplanes. 121.519 Section 121.519 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.519 Flight time limitations: Deadhead transportation: airplanes...

14 CFR 121.519 - Flight time limitations: Deadhead transportation: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Deadhead transportation: airplanes. 121.519 Section 121.519 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.519 Flight time limitations: Deadhead transportation: airplanes...

14 CFR 121.519 - Flight time limitations: Deadhead transportation: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Deadhead transportation: airplanes. 121.519 Section 121.519 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.519 Flight time limitations: Deadhead transportation: airplanes...

14 CFR 121.519 - Flight time limitations: Deadhead transportation: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Deadhead transportation: airplanes. 121.519 Section 121.519 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.519 Flight time limitations: Deadhead transportation: airplanes...

14 CFR 121.519 - Flight time limitations: Deadhead transportation: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Deadhead transportation: airplanes. 121.519 Section 121.519 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.519 Flight time limitations: Deadhead transportation: airplanes...

STS-30 Commander Walker on forward flight deck

NASA Technical Reports Server (NTRS)

1989-01-01

On Atlantis', Orbiter Vehicle (OV) 104's, forward flight deck between commanders and pilots seats, STS-30 Commander David M. Walker smiles while having his picture taken. Walker, wearing a mission polo shirt and light blue flight coverall pants, holds onto the commanders seat back. Forward flight control panels are visible above Walker's head and behind him.

A Usability and Learnability Case Study of Glass Flight Deck Interfaces and Pilot Interactions through Scenario-based Training

NASA Astrophysics Data System (ADS)

De Cino, Thomas J., II

In the aviation industry, digitally produced and presented flight, navigation, and aircraft information is commonly referred to as glass flight decks. Glass flight decks are driven by computer-based subsystems and have long been a part of military and commercial aviation sectors. Over the past 15 years, the General Aviation (GA) sector of the aviation industry has become a recent beneficiary of the rapid advancement of computer-based glass flight deck (GFD) systems. While providing the GA pilot considerable enhancements in the quality of information about the status and operations of the aircraft, training pilots on the use of glass flight decks is often delivered with traditional methods (e.g. textbooks, PowerPoint presentations, user manuals, and limited computer-based training modules). These training methods have been reported as less than desirable in learning to use the glass flight deck interface. Difficulties in achieving a complete understanding of functional and operational characteristics of the GFD systems, acquiring a full understanding of the interrelationships of the varied subsystems, and handling the wealth of flight information provided have been reported. Documented pilot concerns of poor user experience and satisfaction, and problems with the learning the complex and sophisticated interface of the GFD are additional issues with current pilot training approaches. A case study was executed to explore ways to improve training using GFD systems at a Midwestern aviation university. The researcher investigated if variations in instructional systems design and training methods for learning glass flight deck technology would affect the perceptions and attitudes of pilots of the learnability (an attribute of usability) of the glass flight deck interface. Specifically, this study investigated the effectiveness of scenario-based training (SBT) methods to potentially improve pilot knowledge and understanding of a GFD system, and overall pilot user experience and satisfaction. Participants overwhelmingly reported positive learning experiences from scenario-based GFD systems flight training, noting that learning and knowledge construction were improved over other training received in the past. In contrast, participants rated the usability and learnability of the GFD training systems low, reporting various problems with the systems' interface, and the learnability (first-time use) of the complex GFD system. However, issues with usability of the GFD training systems did not reduce or change participant attitudes towards learning and mastering GFD systems; to the contrary, all participants requested additional coursework opportunities to train on GFD systems with the scenario-based flight training format.

Designing Flight Deck Procedures

NASA Technical Reports Server (NTRS)

Degani, Asaf; Wiener, Earl

2005-01-01

Three reports address the design of flight-deck procedures and various aspects of human interaction with cockpit systems that have direct impact on flight safety. One report, On the Typography of Flight- Deck Documentation, discusses basic research about typography and the kind of information needed by designers of flight deck documentation. Flight crews reading poorly designed documentation may easily overlook a crucial item on the checklist. The report surveys and summarizes the available literature regarding the design and typographical aspects of printed material. It focuses on typographical factors such as proper typefaces, character height, use of lower- and upper-case characters, line length, and spacing. Graphical aspects such as layout, color coding, fonts, and character contrast are discussed; and several cockpit conditions such as lighting levels and glare are addressed, as well as usage factors such as angular alignment, paper quality, and colors. Most of the insights and recommendations discussed in this report are transferable to paperless cockpit systems of the future and computer-based procedure displays (e.g., "electronic flight bag") in aerospace systems and similar systems that are used in other industries such as medical, nuclear systems, maritime operations, and military systems.

Towards Autonomous Airport Surface Operations: NextGen Flight Deck Implications

NASA Technical Reports Server (NTRS)

Foyle, David C.; Hooey, Becky Lee; Bakowski, Deborah Lee

2017-01-01

Surface Trajectory-based Operations (STBO) is a potential concept candidate for flight deck autonomous operations. Existing research will be reviewed and possible architectures and research issues will be presented.

Flight Tests of a Ministick Controller in an F/A-18 Airplane

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Carter, John

2003-01-01

In March of 1999, five pilots performed flight tests to evaluate the handling qualities of an F/A-18 research airplane equipped with a small-displacement center stick (ministick) controller that had been developed for the JAS 39 Gripen airplane (a fighter/attack/ reconnaissance airplane used by the Swedish air force). For these tests, the ministick was installed in the aft cockpit (see figure) and production support flight control computers (PSFCCs) were used as interfaces between the controller hardware and the standard F/A-18 flight-control laws. The primary objective of the flight tests was to assess any changes in handling qualities of the F/A-18 airplane attributable to the mechanical characteristics of the ministick. The secondary objective was to demonstrate the capability of the PSFCCs to support flight-test experiments.

Solar-powered airplane design for long-endurance, high-altitude flight

NASA Technical Reports Server (NTRS)

Youngblood, J. W.; Talay, T. A.

1982-01-01

This paper describes the performance analysis and design of a solar-powered airplane for long-endurance, unmanned, high-altitude cruise flight utilizing electric propulsion and solar energy collection/storage devices. For a fixed calendar date and geocentric latitude, the daily energy balance, airplane sizing, and airplane aerodynamics relations combine to determine airplane size and geometry to meet mission requirements. Vehicle component weight loadings, aerodynamic parameters, and current and projected values of power train component characteristics form the basis of the solution. For a specified mission, a candidate airplane design is presented to demonstrate the feasibility of solar-powered long endurance flight. Parametric data are presented to illustrate the airplane's mission flexibility.

Flight testing a propulsion-controlled aircraft emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Burken, John; Maine, Trindel A.

1994-01-01

Flight tests of a propulsion-controlled aircraft (PCA) system on an F-15 airplane have been conducted at the NASA Dryden Flight Research Center. The airplane was flown with all flight control surfaces locked both in the manual throttles-only mode and in an augmented system mode. In the latter mode, pilot thumbwheel commands and aircraft feedback parameters were used to position the throttles. Flight evaluation results showed that the PCA system can be used to land an airplane that has suffered a major flight control system failure safely. The PCA system was used to recover the F-15 airplane from a severe upset condition, descend, and land. Pilots from NASA, U.S. Air Force, U.S. Navy, and McDonnell Douglas Aerospace evaluated the PCA system and were favorably impressed with its capability. Manual throttles-only approaches were unsuccessful. This paper describes the PCA system operation and testing. It also presents flight test results and pilot comments.

Robinson on aft flight deck

NASA Image and Video Library

1998-10-30

STS095-E-5065 (30 Oct. 1998) --- Astronaut Stephen K. Robinson, STS-95 mission specialist, looks toward Earth in this electronic still camera's (ESC) image of Flight Day two activity aboard the Space Shuttle Discovery. The scene was recorded on the aft flight deck at 12:02:11 GMT, Oct. 30.

Pilot Ashby waves from the pilot's seat in the flight deck

NASA Image and Video Library

1999-07-24

S93-E-5029 (23 July 1999) --- Astronaut Jeffrey S. Ashby waves to the camera from the pilot's station on the starboard side of Columbia's forward flight deck. The photo was recorded with an electronic still camera (ESC) on Flight Day 1 of the STS-93 mission.

Leah Robson and Bridgette Puljiz in the flight deck of NASA's 747 shuttle carrier during Take Your Children to Work Day

NASA Image and Video Library

2004-06-22

Leah Robson and Bridgette Puljiz of Tehachapi in the flight deck of NASA's modified Boeing 747 space shuttle carrier aircraft during Take Your Children to Work Day June 22 at NASA Dryden Flight Research Center.

14 CFR 121.517 - Flight time limitations: Other commercial flying: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Other commercial flying: airplanes. 121.517 Section 121.517 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.517 Flight time limitations: Other commercial flying: airplanes. No...

14 CFR 121.517 - Flight time limitations: Other commercial flying: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Other commercial flying: airplanes. 121.517 Section 121.517 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.517 Flight time limitations: Other commercial flying: airplanes. No...

14 CFR 121.517 - Flight time limitations: Other commercial flying: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Other commercial flying: airplanes. 121.517 Section 121.517 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.517 Flight time limitations: Other commercial flying: airplanes. No...

14 CFR 121.517 - Flight time limitations: Other commercial flying: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Other commercial flying: airplanes. 121.517 Section 121.517 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.517 Flight time limitations: Other commercial flying: airplanes. No...

14 CFR 121.517 - Flight time limitations: Other commercial flying: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Other commercial flying: airplanes. 121.517 Section 121.517 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Supplemental Operations § 121.517 Flight time limitations: Other commercial flying: airplanes. No...

14 CFR 91.883 - Special flight authorizations for jet airplanes weighing 75,000 pounds or less.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Special flight authorizations for jet... OPERATING AND FLIGHT RULES Operating Noise Limits § 91.883 Special flight authorizations for jet airplanes weighing 75,000 pounds or less. (a) After December 31, 2015, an operator of a jet airplane weighing 75,000...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

77 FR 12158 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-29

... limited to not more than 0.78 Mach. (6) The climb ceiling obtained from the Flight Planning and Cruise... damage to airplane structure, which could adversely affect the airplane's continued safe flight and... requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in...

Manual Throttles-Only Control Effectivity for Emergency Flight Control of Transport Aircraft

NASA Technical Reports Server (NTRS)

Stevens, Richard; Burcham, Frank W., Jr.

2009-01-01

If normal aircraft flight controls are lost, emergency flight control may be attempted using only the thrust of engines. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. One issue is whether a total loss of hydraulics (TLOH) leaves an airplane in a recoverable condition. Recoverability is a function of airspeed, altitude, flight phase, and configuration. If the airplane can be recovered, flight test and simulation results on several transport-class airplanes have shown that throttles-only control (TOC) is usually adequate to maintain up-and-away flight, but executing a safe landing is very difficult. There are favorable aircraft configurations, and also techniques that will improve recoverability and control and increase the chances of a survivable landing. The DHS and NASA have recently conducted a flight and simulator study to determine the effectivity of manual throttles-only control as a way to recover and safely land a range of transport airplanes. This paper discusses TLOH recoverability as a function of conditions, and TOC landability results for a range of transport airplanes, and some key techniques for flying with throttles and making a survivable landing. Airplanes evaluated include the B-747, B-767, B-777, B-757, A320, and B-737 airplanes.

Human Factors for Flight Deck Certification Personnel

DOT National Transportation Integrated Search

1993-07-01

This document is a compilation of proceedings and lecture material on human : performance capabilities that was presented to FAA flight deck certification : personnel. A five-day series of lectures was developed to provide certification : specialists...

A preliminary investigation of the use of throttles for emergency flight control

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Fullerton, C. Gordon; Gilyard, Glenn B.; Wolf, Thomas D.; Stewart, James F.

1991-01-01

A preliminary investigation was conducted regarding the use of throttles for emergency flight control of a multiengine aircraft. Several airplanes including a light twin-engine piston-powered airplane, jet transports, and a high performance fighter were studied during flight and piloted simulations. Simulation studies used the B-720, B-727, MD-11, and F-15 aircraft. Flight studies used the Lear 24, Piper PA-30, and F-15 airplanes. Based on simulator and flight results, all the airplanes exhibited some control capability with throttles. With piloted simulators, landings using manual throttles-only control were extremely difficult. An augmented control system was developed that converts conventional pilot stick inputs into appropriate throttle commands. With the augmented system, the B-720 and F-15 simulations were evaluated and could be landed successfully. Flight and simulation data were compared for the F-15 airplane.

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

STS-36 Commander Creighton listens to music on OV-104's forward flight deck

NASA Image and Video Library

1990-03-03

STS-36 Commander John O. Creighton, smiling and wearing a headset, listens to music as the tape recorder freefloats in front of him. During this lighter moment of the mission, Creighton is positioned at the commanders station on the forward flight deck of Atlantis, Orbiter Vehicle (OV) 104. Forward flight deck windows W1 and W2 appear on his left. Creighton and four other astronauts spent four days, 10 hours and 19 minutes aboard the spacecraft for the Department of Defense (DOD) devoted mission.

STS-30 crewmembers train on JSC shuttle mission simulator (SMS) flight deck

NASA Technical Reports Server (NTRS)

1988-01-01

Wearing headsets, Mission Specialist (MS) Mark C. Lee (left), MS Mary L. Cleave (center), and MS Norman E. Thagard pose on aft flight deck in JSC's fixed base (FB) shuttle mission simulator (SMS). In background, Commander David M. Walker and Pilot Ronald J. Grabe check data on forward flight deck CRT monitors. FB-SMS is located in JSC's Mission Simulation and Training Facility Bldg 5. Crewmembers are scheduled to fly aboard Atlantis, Orbiter Vehicle (OV) 104, in April 1989 for NASA mission STS-30.

Pilot Fullerton reviews checklist on Aft Flight Deck Onorbit Station

NASA Technical Reports Server (NTRS)

1982-01-01

Pilot Fullerton, wearing communication kit assembly (assy) mini headset, reviews checklist and looks at remote manipulator system (RMS) closed circuit television (CCTV) views displayed on CCTV monitors at Aft Flight Deck Onorbit Station. Taken from the aft flight deck starboard side, Fullerton is seen in front of Panels A7 and A8 with remote manipulator syste (RMS) translation hand control (THC) and RMS rotation hand control (RHC) in the foreground and surrounded by University of Michigan (U of M) GO BLUE and United States Air Force - A Great Way of Life Decals.

STS-36 Commander Creighton listens to music on OV-104's forward flight deck

NASA Technical Reports Server (NTRS)

1990-01-01

STS-36 Commander John O. Creighton, smiling and wearing a headset, listens to music as the tape recorder freefloats in front of him. During this lighter moment of the mission, Creighton is positioned at the commanders station on the forward flight deck of Atlantis, Orbiter Vehicle (OV) 104. Forward flight deck windows W1 and W2 appear on his left. Creighton and four other astronauts spent four days, 10 hours and 19 minutes aboard the spacecraft for the Department of Defense (DOD) devoted mission.

Development and Flight Test of an Augmented Thrust-Only Flight Control System on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Pappas, Drew

1996-01-01

An emergency flight control system using only engine thrust, called Propulsion-Controlled Aircraft (PCA), has been developed and flight tested on an MD-11 airplane. In this thrust-only control system, pilot flight path and track commands and aircraft feedback parameters are used to control the throttles. The PCA system was installed on the MD-11 airplane using software modifications to existing computers. Flight test results show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds and altitudes. The PCA approaches, go-arounds, and three landings without the use of any non-nal flight controls have been demonstrated, including instrument landing system-coupled hands-off landings. The PCA operation was used to recover from an upset condition. In addition, PCA was tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control; describes the MD-11 airplane and systems; and discusses PCA system development, operation, flight testing, and pilot comments.

Requirements and feasibility study of flight demonstration of Active Controls Technology (ACT) on the NASA 515 airplane

NASA Technical Reports Server (NTRS)

Gordon, C. K.

1975-01-01

A preliminary design study was conducted to evaluate the suitability of the NASA 515 airplane as a flight demonstration vehicle, and to develop plans, schedules, and budget costs for fly-by-wire/active controls technology flight validation in the NASA 515 airplane. The preliminary design and planning were accomplished for two phases of flight validation.

14 CFR 121.643 - Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Supplemental operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

...-powered airplanes: Supplemental operations. 121.643 Section 121.643 Aeronautics and Space FEDERAL AVIATION... Flight Release Rules § 121.643 Fuel supply: Nonturbine and turbo-propeller-powered airplanes... flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other...

14 CFR 121.643 - Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Supplemental operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

...-powered airplanes: Supplemental operations. 121.643 Section 121.643 Aeronautics and Space FEDERAL AVIATION... Flight Release Rules § 121.643 Fuel supply: Nonturbine and turbo-propeller-powered airplanes... flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other...

14 CFR 121.643 - Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Supplemental operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

...-powered airplanes: Supplemental operations. 121.643 Section 121.643 Aeronautics and Space FEDERAL AVIATION... Flight Release Rules § 121.643 Fuel supply: Nonturbine and turbo-propeller-powered airplanes... flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other...

Flight deck task management

DOT National Transportation Integrated Search

2016-12-21

This report documents the work undertaken in support of Volpe Task Order No. T0026, Flight Deck Task Management. The objectives of this work effort were to: : 1) Develop a specific and standard definition of task management (TM) : 2) Conduct a ...

Commander Truly on aft flight deck holding communication kit assembly (ASSY)

NASA Technical Reports Server (NTRS)

1983-01-01

On aft flight deck, Commander Truly holds communication kit assembly (ASSY) headset (HDST) interface unit (HIU) and mini-HDST in front of the onorbit station. HASSELBLAD camera is positioned on overhead window W8.

Resource management on the flight deck. [conferences

NASA Technical Reports Server (NTRS)

Cooper, G. E. (Editor); White, M. D. (Editor); Lauber, J. K. (Editor)

1980-01-01

Several approaches to the training and selection of aircrew are presented including both industry and nonindustry perspectives. Human factor aspects of the problem are also examined with specific emphasis on the psychology of the flight deck situation.

14 CFR 121.513 - Flight time limitations: Overseas and international operations: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Overseas and international operations: airplanes. 121.513 Section 121.513 Aeronautics and Space FEDERAL AVIATION...: airplanes. In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder...

14 CFR 121.513 - Flight time limitations: Overseas and international operations: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Overseas and international operations: airplanes. 121.513 Section 121.513 Aeronautics and Space FEDERAL AVIATION...: airplanes. In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder...

14 CFR 121.513 - Flight time limitations: Overseas and international operations: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Overseas and international operations: airplanes. 121.513 Section 121.513 Aeronautics and Space FEDERAL AVIATION...: airplanes. In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder...

14 CFR 121.513 - Flight time limitations: Overseas and international operations: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Overseas and international operations: airplanes. 121.513 Section 121.513 Aeronautics and Space FEDERAL AVIATION...: airplanes. In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder...

14 CFR 121.513 - Flight time limitations: Overseas and international operations: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Overseas and international operations: airplanes. 121.513 Section 121.513 Aeronautics and Space FEDERAL AVIATION...: airplanes. In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder...

Flight Deck Technologies to Enable NextGen Low Visibility Surface Operations

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence (Lance) J., III; Arthur, Jarvis (Trey) J.; Kramer, Lynda J.; Norman, Robert M.; Bailey, Randall E.; Jones, Denise R.; Karwac, Jerry R., Jr.; Shelton, Kevin J.; Ellis, Kyle K. E.

2013-01-01

Many key capabilities are being identified to enable Next Generation Air Transportation System (NextGen), including the concept of Equivalent Visual Operations (EVO) . replicating the capacity and safety of today.s visual flight rules (VFR) in all-weather conditions. NASA is striving to develop the technologies and knowledge to enable EVO and to extend EVO towards a Better-Than-Visual operational concept. This operational concept envisions an .equivalent visual. paradigm where an electronic means provides sufficient visual references of the external world and other required flight references on flight deck displays that enable Visual Flight Rules (VFR)-like operational tempos while maintaining and improving safety of VFR while using VFR-like procedures in all-weather conditions. The Langley Research Center (LaRC) has recently completed preliminary research on flight deck technologies for low visibility surface operations. The work assessed the potential of enhanced vision and airport moving map displays to achieve equivalent levels of safety and performance to existing low visibility operational requirements. The work has the potential to better enable NextGen by perhaps providing an operational credit for conducting safe low visibility surface operations by use of the flight deck technologies.

Exploring Venus by Solar Airplane

NASA Technical Reports Server (NTRS)

Landis, Geoffrey A.

2001-01-01

A solar-powered airplane is proposed to explore the atmospheric environment of Venus. Venus has several advantages for a solar airplane. At the top of the cloud level, the solar intensity is comparable to or greater than terrestrial solar intensities. The Earthlike atmospheric pressure means that the power required for flight is lower for Venus than that of Mars, and the slow rotation of Venus allows an airplane to be designed for continuous sunlight, with no energy storage needed for night-time flight. These factors mean that Venus is perhaps the easiest planet in the solar system for flight of a long-duration solar airplane.

View of Atlantis Flight Deck Monitors

NASA Image and Video Library

2009-05-17

S125-E-009190 (17 May 2009) --- A computer monitor showing animation of an extravehicular activity (EVA) is visible in this image photographed by a STS-125 crewmember in a darkened flight deck on the Earth-orbiting Space Shuttle Atlantis.

Casper points camera out of aft flight deck window

NASA Image and Video Library

1996-05-26

S77-E-5109 (26 May 1996) --- Astronaut John H. Casper, commander, pauses during a photography session on the aft flight deck of the Space Shuttle Endeavour. The scene was recorded with an Electronic Still Camera (ESC).

Condensation on crew compartment aft flight deck window W10

NASA Image and Video Library

1982-03-30

STS003-24-211 (22-30 March 1982) --- Crew compartment aft flight deck viewing window W10 fogged with condensation. The condensation is a result of the spacecraft's position in relation to the sun. Photo credit: NASA

14 CFR 121.505 - Flight time limitations: Two pilot crews: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

...: airplanes. 121.505 Section 121.505 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.505 Flight time limitations: Two pilot crews: airplanes. (a) If a certificate holder... relieve that pilot of all duty with it during that rest period. (b) No pilot of an airplane that has a...

14 CFR 121.505 - Flight time limitations: Two pilot crews: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

...: airplanes. 121.505 Section 121.505 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.505 Flight time limitations: Two pilot crews: airplanes. (a) If a certificate holder... relieve that pilot of all duty with it during that rest period. (b) No pilot of an airplane that has a...

14 CFR 121.505 - Flight time limitations: Two pilot crews: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

...: airplanes. 121.505 Section 121.505 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.505 Flight time limitations: Two pilot crews: airplanes. (a) If a certificate holder... relieve that pilot of all duty with it during that rest period. (b) No pilot of an airplane that has a...

14 CFR 121.505 - Flight time limitations: Two pilot crews: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

...: airplanes. 121.505 Section 121.505 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.505 Flight time limitations: Two pilot crews: airplanes. (a) If a certificate holder... relieve that pilot of all duty with it during that rest period. (b) No pilot of an airplane that has a...

78 FR 11553 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Electronic Flight Control System...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-19

... metal with composite empennage and control surfaces. The Model EMB-550 airplane is designed for 8...; Electronic Flight Control System: Control Surface Awareness and Mode Annunciation AGENCY: Federal Aviation... Embraer S.A. Model EMB-550 airplane. This airplane will have a novel or unusual design feature(s...

14 CFR 121.505 - Flight time limitations: Two pilot crews: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

...: airplanes. 121.505 Section 121.505 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.505 Flight time limitations: Two pilot crews: airplanes. (a) If a certificate holder... relieve that pilot of all duty with it during that rest period. (b) No pilot of an airplane that has a...

STS-46 aft flight deck payload station 'Marsha's workstation' aboard OV-104

NASA Technical Reports Server (NTRS)

1992-01-01

STS-46 payload station nicknamed 'Marsha's (Ivins) workstation' on the aft flight deck of Atlantis, Orbiter Vehicle (OV) 104, is cluttered with food, cameras, camera gear, cassettes, flight text material, and other paraphernalia. This area is just behind the commanders station. Fellow crewmembers nicknamed the station and good-naturedly kidded Ivins about the mess.

77 FR 69573 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Electronic Flight Control System...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-20

... airplane will have a novel or unusual design feature(s) associated with an electronic flight control system... empennage and control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of... flight control design feature within the normal operational envelope in which sidestick deflection in the...

78 FR 11560 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Electronic Flight Control System...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-19

... or unusual design feature(s) associated with an electronic flight control system with respect to... control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of 12 passengers... the pilot or copilot sidestick. The Embraer S.A. Model EMB-550 airplane has a flight control design...

STS-104 PLT Hobaugh and DV Cam units on Atlantis flight deck

NASA Image and Video Library

2001-07-15

STS104-326-005 (12-24 July 2001) --- Astronaut Charles O. Hobaugh, STS-104 pilot, prepares to do some work at the recently-fashioned computer network station on the flight deck of the Space Shuttle Atlantis.

Walheim on Aft Flight Deck during Deorbit Preparations

NASA Image and Video Library

2011-07-21

S135-E-012383 (21 July 2011) --- Astronaut Rex Walheim, STS-135 mission specialist, makes preparations on space shuttle Atlantis' aft flight deck for the mission's re-entry phase and the final landing of a NASA space shuttle. Photo credit: NASA

NextGen Flight Deck Data Comm : Auxiliary Synthetic Speech Phase II

DOT National Transportation Integrated Search

2015-07-01

Data Comma text-based controller-pilot communication systemis expected to yield several NextGen safety and efficiency benefits. With Data Comm, communication becomes a visual task, and may potentially increase head-down time on the flight deck ...

STS-31 crewmembers during simulation on the flight deck of JSC's FB-SMS

NASA Technical Reports Server (NTRS)

1988-01-01

On the flight deck of JSC's fixed based (FB) shuttle mission simulator (SMS), Mission Specialist (MS) Steven A. Hawley (left), on aft flight deck, looks over the shoulders of Commander Loren J. Shriver, seated at the commanders station (left) and Pilot Charles F. Bolden, seated at the pilots station and partially blocked by the seat's headrest (right). The three astronauts recently named to the STS-31 mission aboard Discovery, Orbiter Vehicle (OV) 103, go through a procedures checkout in the FB-SMS. The training simulation took place in JSC's Mission Simulation and Training Facility Bldg 5.

Detail view of the interior of the flight deck looking ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail view of the interior of the flight deck looking forward showing the overhead control panels. Note that the flight deck windows have protective covers over them in this view. This images can be digitally stitched with image HAER No. TX-116-A-19 to expand the view to include the Commander and Pilot positions during ascent and reentry and landing. This view was taken in the Orbiter Processing Facility at the Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Certification for civil flight decks and the human-computer interface

NASA Technical Reports Server (NTRS)

Mcclumpha, Andrew J.; Rudisill, Marianne

1994-01-01

This paper will address the issue of human factor aspects of civil flight deck certification, with emphasis on the pilot's interface with automation. In particular, three questions will be asked that relate to this certification process: (1) are the methods, data, and guidelines available from human factors to adequately address the problems of certifying as safe and error tolerant the complex automated systems of modern civil transport aircraft; (2) do aircraft manufacturers effectively apply human factors information during the aircraft flight deck design process; and (3) do regulatory authorities effectively apply human factors information during the aircraft certification process?

Performance Comparison Between a Head-Worn Display System and a Head-Up Display for Low Visibility Commercial Operations

NASA Technical Reports Server (NTRS)

Arthur, Jarvis J., III; Prinzel, Lawrence J., III; Barnes, James R.; Williams, Steven P.; Jones, Denise R.; Harrison, Stephanie J.; Bailey, Randall E.

2014-01-01

Research, development, test, and evaluation of flight deck interface technologies is being conducted by NASA to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in Next Generation Air Transportation System (NextGen). Under the Vehicle Systems Safety Technologies (VSST) project in the Aviation Safety Program, one specific area of research is the use of small Head-Worn Displays (HWDs) as an equivalent display to a Head-Up Display (HUD). Title 14 of the US Code of Federal Regulations (CFR) 91.175 describes a possible operational credit which can be obtained with airplane equipage of a HUD or an "equivalent" display combined with Enhanced Vision (EV). If successful, a HWD may provide the same safety and operational benefits as current HUD-equipped aircraft but for significantly more aircraft in which HUD installation is neither practical nor possible. A simulation experiment was conducted to evaluate if the HWD, coupled with a head-tracker, can provide an equivalent display to a HUD. Comparative testing was performed in the Research Flight Deck (RFD) Cockpit Motion Facility (CMF) full mission, motion-based simulator at NASA Langley. Twelve airline crews conducted approach and landing, taxi, and departure operations during low visibility operations (1000' Runway Visual Range (RVR), 300' RVR) at Memphis International Airport (Federal Aviation Administration (FAA) identifier: KMEM). The results showed that there were no statistical differences in the crews performance in terms of touchdown and takeoff. Further, there were no statistical differences between the HUD and HWD in pilots' responses to questionnaires.

Airplane Upset Training Evaluation Report

NASA Technical Reports Server (NTRS)

Gawron, Valerie J.; Jones, Patricia M. (Technical Monitor)

2002-01-01

Airplane upset accidents are a leading factor in hull losses and fatalities. This study compared five types of airplane-upset training. Each group was composed of eight, non-military pilots flying in their probationary year for airlines operating in the United States. The first group, 'No aero / no upset,' was made up of pilots without any airplane upset training or aerobatic flight experience; the second group, 'Aero/no upset,' of pilots without any airplane-upset training but with aerobatic experience; the third group, 'No aero/upset,' of pilots who had received airplane-upset training in both ground school and in the simulator; the fourth group, 'Aero/upset,' received the same training as Group Three but in addition had aerobatic flight experience; and the fifth group, 'In-flight' received in-flight airplane upset training using an instrumented in-flight simulator. Recovery performance indicated that clearly training works - specifically, all 40 pilots recovered from the windshear upset. However few pilots were trained or understood the use of bank to change the direction of the lift vector to recover from nose high upsets. Further, very few thought of, or used differential thrust to recover from rudder or aileron induced roll upsets. In addition, recovery from icing-induced stalls was inadequate.

Advances in Thrust-Based Emergency Control of an Airplane

NASA Technical Reports Server (NTRS)

Creech, Gray; Burken, John J.; Burcham, Bill

2003-01-01

Engineers at NASA's Dryden Flight Research Center have received a patent on an emergency flight-control method implemented by a propulsion-controlled aircraft (PCA) system. Utilizing the preexisting auto-throttle and engine-pressure-ratio trim controls of the airplane, the PCA system provides pitch and roll control for landing an airplane safely without using aerodynamic control surfaces that have ceased to function because of a primary-flight-control-system failure. The installation of the PCA does not entail any changes in pre-existing engine hardware or software. [Aspects of the method and system at previous stages of development were reported in Thrust-Control System for Emergency Control of an Airplane (DRC-96-07), NASA Tech Briefs, Vol. 25, No. 3 (March 2001), page 68 and Emergency Landing Using Thrust Control and Shift of Weight (DRC-96-55), NASA Tech Briefs, Vol. 26, No. 5 (May 2002), page 58.]. Aircraft flight-control systems are designed with extensive redundancy to ensure low probabilities of failure. During recent years, however, several airplanes have exhibited major flight-control-system failures, leaving engine thrust as the last mode of flight control. In some of these emergency situations, engine thrusts were successfully modulated by the pilots to maintain flight paths or pitch angles, but in other situations, lateral control was also needed. In the majority of such control-system failures, crashes resulted and over 1,200 people died. The challenge lay in creating a means of sufficient degree of thrust-modulation control to safely fly and land a stricken airplane. A thrust-modulation control system designed for this purpose was flight-tested in a PCA an MD-11 airplane. The results of the flight test showed that without any operational control surfaces, a pilot can land a crippled airplane (U.S. Patent 5,330,131). The installation of the original PCA system entailed modifications not only of the flight-control computer (FCC) of the airplane but also of each engine-control computer. Inasmuch as engine-manufacturer warranties do not apply to modified engines, the challenge became one of creating a PCA system that does not entail modifications of the engine computers.

78 FR 75287 - Special Conditions: Bombardier Inc., Models BD-500-1A10 and BD-500-1A11 Series Airplanes; Flight...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-11

... appropriate safety standards for the C-series airplanes because of a novel or unusual design feature, special... Features The C-series airplanes will incorporate the following novel or unusual design features: new... Series Airplanes; Flight Envelope Protection: General Limiting Requirements AGENCY: Federal Aviation...

Aerodynamic Effects of a 24-Foot, Multisegmented Telescoping Nose Boom on an F-15B Airplane

NASA Technical Reports Server (NTRS)

Cumming, Stephen B.; Smith, Mark S.; Frederick, Michael A.

2007-01-01

An experimental multisegmented telescoping nose boom has been installed on an F-15B airplane to be tested in a flight environment. The experimental nose boom is representative of one that could be used to tailor the sonic boom signature of an airplane such as a supersonic business jet. The nose boom consists of multiple sections and could be extended during flight to a length of 24 ft. The preliminary analyses indicated that the addition of the experimental nose boom could adversely affect vehicle flight characteristics and air data systems. Before the boom was added, a series of flights was flown to update the aerodynamic model and characterize the air data systems of the baseline airplane. The baseline results have been used in conjunction with estimates of the nose boom s influence to prepare for a series of research flights conducted with the nose boom installed. Data from these flights indicate that the presence of the experimental boom reduced the static pitch and yaw stability of the airplane. The boom also adversely affected the static-position error of the airplane but did not significantly affect angle-of-attack or angle-of-sideslip measurements. The research flight series has been successfully completed.

Aerodynamic Effects of a 24-foot Multisegmented Telescoping Nose Boom on an F-15B Airplane

NASA Technical Reports Server (NTRS)

Cumming, Stephen B.; Smith, Mark S.; Frederick, Michael A.

2008-01-01

An experimental multisegmented telescoping nose boom has been installed on an F-15B airplane to be tested in a flight environment. The experimental nose boom is representative of one that could be used to tailor the sonic boom signature of an airplane such as a supersonic business jet. The nose boom consists of multiple sections and could be extended during flight to a length of 24 ft. The preliminary analyses indicate that the addition of the experimental nose boom could adversely affect vehicle flight characteristics and air data systems. Before the boom was added, a series of flights was conducted to update the aerodynamic model and characterize the air data systems of the baseline airplane. The baseline results have been used in conjunction with estimates of the nose boom's influence to prepare for a series of research flights conducted with the nose boom installed. Data from these flights indicate that the presence of the experimental boom reduced the static pitch and yaw stability of the airplane. The boom also adversely affected the static-position error of the airplane but did not significantly affect angle-of-attack or angle-of-sideslip measurements. The research flight series has been successfully completed.

Astronaut John H. Casper, commander, pauses during a photography session on the aft flight deck of

NASA Technical Reports Server (NTRS)

1996-01-01

STS-77 ESC VIEW --- Astronaut John H. Casper, commander, pauses during a photography session on the aft flight deck of the Space Shuttle Endeavour. The scene was recorded with an Electronic Still Camera (ESC).

Categorization and prioritization of flight deck information

NASA Technical Reports Server (NTRS)

Jonsson, Jon E.; Ricks, Wendell R.

1993-01-01

The paper describes an experiment whose objectives were to: (1) make initial inferences about categories into which pilots place information; and (2) empirically determine how pilots mentally represent flight deck information, and how their cognitive processes of categorization and prioritization act upon those representations.

STS-33 MS Carter operates translation hand control (THC) on aft flight deck

NASA Technical Reports Server (NTRS)

1989-01-01

STS-33 Mission Specialist (MS) Manley L. Carter, Jr operates translation hand control (THC) at the aft flight deck onorbit station while peering out overhead window W7. Carter's communications kit assembly headset microphone extends across his face.

Flight deck magnetic fields in commercial aircraft.

PubMed

Nicholas, J S; Butler, G C; Lackland, D T; Hood, W C; Hoel, D G; Mohr, L C

2000-11-01

Airline pilots are exposed to magnetic fields generated by the aircraft's electrical system. The objectives of this study were (1) to directly measure flight deck magnetic fields in terms of personal exposure to the pilots when flying on different aircraft types over a 75-hour flight-duty month, and (2) to compare magnetic field exposures across flight deck types and job titles. Measurements were taken using personal dosimeters carried by either the Captain or the First Officer on Boeing 737/200, Boeing 747/400, Boeing 767/300ER, and Airbus 320 aircraft. Approximately 1,008 block hours were recorded at a sampling frequency of 3 seconds. Total block time exposure to the pilots ranged from a harmonic geometric mean of 6.7 milliGauss (mG) for the Boeing 767/300ER to 12.7 mG for the Boeing 737/200. Measured flight deck magnetic field levels were substantially above the 0.8-1 mG level typically found in the home or office and suggest the need for further study to evaluate potential health effects of long-term exposure. Copyright 2000 Wiley-Liss, Inc.

The design and implementation of CRT displays in the TCV real-time simulation

NASA Technical Reports Server (NTRS)

Leavitt, J. B.; Tariq, S. I.; Steinmetz, G. G.

1975-01-01

The design and application of computer graphics to the Terminal Configured Vehicle (TCV) program were described. A Boeing 737-100 series aircraft was modified with a second flight deck and several computers installed in the passenger cabin. One of the elements in support of the TCV program is a sophisticated simulation system developed to duplicate the operation of the aft flight deck. This facility consists of an aft flight deck simulator, equipped with realistic flight instrumentation, a CDC 6600 computer, and an Adage graphics terminal; this terminal presents to the simulator pilot displays similar to those used on the aircraft with equivalent man-machine interactions. These two displays form the primary flight instrumentation for the pilot and are dynamic images depicting critical flight information. The graphics terminal is a high speed interactive refresh-type graphics system. To support the cockpit display, two remote CRT's were wired in parallel with two of the Adage scopes.

A crew-centered flight deck design philosophy for High-Speed Civil Transport (HSCT) aircraft

NASA Technical Reports Server (NTRS)

Palmer, Michael T.; Rogers, William H.; Press, Hayes N.; Latorella, Kara A.; Abbott, Terence S.

1995-01-01

Past flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall flight crew/flight deck system (i.e., a crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on flight crew issues earlier and iteratively within the design process. This document is part 1 of a two-part set.

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

14 CFR 121.385 - Composition of flight crew.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Composition of flight crew. 121.385 Section... Composition of flight crew. (a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type...

14 CFR 121.385 - Composition of flight crew.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Composition of flight crew. 121.385 Section... Composition of flight crew. (a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type...

14 CFR 121.385 - Composition of flight crew.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Composition of flight crew. 121.385 Section... Composition of flight crew. (a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type...

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

14 CFR 121.385 - Composition of flight crew.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Composition of flight crew. 121.385 Section... Composition of flight crew. (a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type...

14 CFR 121.385 - Composition of flight crew.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Composition of flight crew. 121.385 Section... Composition of flight crew. (a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type...

Lightning attachment patterns and flight conditions for storm hazards, 1980

NASA Technical Reports Server (NTRS)

Fisher, B. D.; Keyser, G. L., Jr.; Deal, P. L.

1982-01-01

As part of the NASA Langley Research Center Storm Hazards Program, 69 thunderstorm pentrations were made in 1980 with an F-106B airplane in order to record direct strike lightning data and the associated flight conditions. Ground based weather radar measurements in conjunction with these penetrations were made by NOAA National Severe Storms Laboratory in Oklahoma and by NASA Wallops Flight Center in Virginia. In 1980, the airplane received 10 direct lightning strikes; in addition, lightning transient data were recorded from 6 nearby flashes. Following each flight, the airplane was thoroughly inspected for evidence of lightning attachment, and the individual lightning attachment points were plotted on isometric projections of the airplane to identify swept flash patterns. This report presents pilot descriptions of the direct strikes to the airplane, shows the strike attachment patterns that were found, and discusses the implications of the patterns with respect to aircraft protection design. The flight conditions are also included. Finally, the lightning strike scenarios for three U.S. Air Force F-106A airplanes which were struck during routine operations are given in the appendix to this paper.

Flight Instructor Practical Test Standards for Instrument - Airplane, Helicopter

DOT National Transportation Integrated Search

1990-03-01

The Flight Instructor - Instrument (Airplane and Helicopter) Practical : Test Standards book has been published by the Federal Aviation : Administration (FAA) to establish the standards for the flight instructor : certification and instrument rating ...

Flight Deck Surface Trajectory-based Operations (STBO): Results of Piloted Simulations and Implications for Concepts of Operation (ConOps)

NASA Technical Reports Server (NTRS)

Foyle, David C.; Hooey, Becky L.; Bakowski, Deborah L.

2013-01-01

The results offour piloted medium-fidelity simulations investigating flight deck surface trajectory-based operations (STBO) will be reviewed. In these flight deck STBO simulations, commercial transport pilots were given taxi clearances with time and/or speed components and required to taxi to the departing runway or an intermediate traffic intersection. Under a variety of concept of operations (ConOps) and flight deck information conditions, pilots' ability to taxi in compliance with the required time of arrival (RTA) at the designated airport location was measured. ConOps and flight deck information conditions explored included: Availability of taxi clearance speed and elapsed time information; Intermediate RTAs at intermediate time constraint points (e.g., intersection traffic flow points); STBO taxi clearances via ATC voice speed commands or datal ink; and, Availability of flight deck display algorithms to reduce STBO RTA error. Flight Deck Implications. Pilot RTA conformance for STBO clearances, in the form of ATC taxi clearances with associated speed requirements, was found to be relatively poor, unless the pilot is required to follow a precise speed and acceleration/deceleration profile. However, following such a precise speed profile results in inordinate head-down tracking of current ground speed, leading to potentially unsafe operations. Mitigating these results, and providing good taxi RTA performance without the associated safety issues, is a flight deck avionics or electronic flight bag (EFB) solution. Such a solution enables pilots to meet the taxi route RTA without moment-by-moment tracking of ground speed. An avionics or EFB "error-nulling" algorithm allows the pilot to view the STBO information when the pilot determines it is necessary and when workload alloys, thus enabling the pilot to spread his/her attention appropriately and strategically on aircraft separation airport navigation, and the many other flight deck tasks concurrently required. Surface Traffic Management (STM) System Implications. The data indicate a number of implications regarding specific parameters for ATC/STM algorithm development. Pilots have a tendency to arrive at RTA points early with slow required speeds, on time for moderate speeds, and late with faster required speeds. This implies that ATC/STM algorithms should operate with middle-range speeds, similar to that of non-STBO taxi performance. Route length has a related effect: Long taxi routes increase the earliness with slow speeds and the lateness with faster speeds. This is likely due to the" open-loop" nature of the task in which the speed error compounds over a longer time with longer routes. Results showed that this may be mitigated by imposing a small number oftime constraint points each with their own RTAs effectively tuming a long route into a series of shorter routes - and thus improving RTA performance. STBO ConOps Implications. Most important is the impact that these data have for NextGen STM system ConOps development. The results of these experiments imply that it is not reasonable to expect pilots to taxi under a "Full STBO" ConOps in which pilots are expected to be at a predictable (x,y) airport location for every time (t). An STBO ConOps with a small number of intermediate time constraint points and the departing runway, however, is feasible, but only with flight deck equipage enabling the use of a display similar to the "error-nulling algorithm/display" tested.

MS Ivins at the Atlantis aft flight deck controls

NASA Image and Video Library

2001-02-10

STS98-E-5078 (10 February 2001) --- Astronaut Marsha S. Ivins, STS-98 mission specialist, monitors communications from ground controllers from her post at the aft flight deck controls on the Space Shuttle Atlantis. The scene was recorded with a digital still camera.

Aft flight deck documentation with freefloating headset interface unit (HIU)

NASA Image and Video Library

1983-09-05

STS008-18-479 (5 Sept 1983) --- Aft flight deck documentation includes on orbit station with control panel A2, aft viewing window W9, and communications kit assembly (ASSY) headset (HDST) interface unit (HIU) and cable free floating in front of it.

Human factors considerations in the design and evaluation of flight deck displays and controls

DOT National Transportation Integrated Search

2013-11-01

The objective of this effort is to have a single source document for human factors regulatory and guidance material for flight deck displays and controls, in the interest of improving aviation safety. This document identifies guidance on human factor...

View of a stone age adze cutting tool floating freely in the flight deck.

NASA Technical Reports Server (NTRS)

1992-01-01

View of a stone age adze cutting tool floating freely in the forward flight deck and framed by the forward and side windows. On the Earth below, the big island of Hawaii can be seen through the window.

Brown on aft flight deck with microphone

NASA Image and Video Library

1998-10-31

STS095-E-5177 (31 Oct. 1998) --- On Discovery's aft flight deck, astronaut Curtis L. Brown Jr., STS-95 commander, checks over notes with ground controllers in Houston. The photo was taken with an electronic still camera (ESC) at 00:41:51 GMT, Oct. 31.

Flight deck human factors issues for National Airspace System (NAS) en route controller pilot data link communications (CPDLC)

DOT National Transportation Integrated Search

2017-05-01

Fundamental differences exist between transmissions of Air Traffic Control clearances over voice and those transmitted via Controller Pilot Data Link Communications (CPDLC). This paper provides flight deck human factors issues that apply to processin...

Flight-deck automation - Promises and problems

NASA Technical Reports Server (NTRS)

Wiener, E. L.; Curry, R. E.

1980-01-01

The paper analyzes the role of human factors in flight-deck automation, identifies problem areas, and suggests design guidelines. Flight-deck automation using microprocessor technology and display systems improves performance and safety while leading to a decrease in size, cost, and power consumption. On the other hand negative factors such as failure of automatic equipment, automation-induced error compounded by crew error, crew error in equipment set-up, failure to heed automatic alarms, and loss of proficiency must also be taken into account. Among the problem areas discussed are automation of control tasks, monitoring of complex systems, psychosocial aspects of automation, and alerting and warning systems. Guidelines are suggested for designing, utilising, and improving control and monitoring systems. Investigation into flight-deck automation systems is important as the knowledge gained can be applied to other systems such as air traffic control and nuclear power generation, but the many problems encountered with automated systems need to be analyzed and overcome in future research.

Agricultural Airplane Mission Time Structure Characteristics

NASA Technical Reports Server (NTRS)

Jewel, J. W., Jr.

1982-01-01

The time structure characteristics of agricultural airplane missions were studied by using records from NASA VGH flight recorders. Flight times varied from less than 3 minutes to more than 103 minutes. There was a significant reduction in turning time between spreading runs as pilot experience in the airplane type increased. Spreading runs accounted for only 25 to 29 percent of the flight time of an agricultural airplane. Lowering the longitudinal stick force appeared to reduce both the turning time between spreading runs and pilot fatigue at the end of a working day.

X-15: Extending the Frontiers of Flight

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2007-01-01

A history of the design and achievements of the high-speed, 1950s-era X-15 airplane is presented. The following chapters are included: A New Science; A Hypersonic Research Airplane; Conflict and Innovation; The Million-Horsepower Engine; High Range and Dry Lakes; Preparations; The Flight Program; and the Research Program. Selected biographies, flight logs and physical characteristics of the X-15 Airplane are included in the appendices.

The Cognitive Consequences of Patterns of Information Flow

NASA Technical Reports Server (NTRS)

Hutchins, Edwin

1999-01-01

The flight deck of a moderm commercial airliner is a complex system consisting of two or more crew and a suite of technological devices. When everything goes right, all modem flight decks are easy to use. When things go sour, however, automated flight decks provide opportunities for new kinds of problems. A recent article in Aviation Week cited industry concern over the problem of verifying the safety of complex systems on automated, digital aircraft, stating that the industry must "guard against the kind of incident in which people and the automation seem to mismanage a minor occurrence or non-routine situation into larger trouble." The design of automated flight deck systems that flight crews find easy to use safely is a challenge in part because this design activity requires a theoretical perspective which can simultaneously cover the interactions of people with each other and with technology. In this paper, I will introduce some concepts that can be used to understand the flight deck as a system that is composed of two or more pilots and a complex suite of automated devices. As I will try to show, without a theory, we can repeat what seems to work, but we may not know why it worked or how to make it work in novel circumstances. Theory allows us to rise above the particulars of specific situations and makes the application of the roots of success in one setting applicable to other settings.

Development and Flight Test of an Emergency Flight Control System Using Only Engine Thrust on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Burken, John J.; Maine, Trindel A.; Fullerton, C. Gordon

1997-01-01

An emergency flight control system that uses only engine thrust, called the propulsion-controlled aircraft (PCA) system, was developed and flight tested on an MD-11 airplane. The PCA system is a thrust-only control system, which augments pilot flightpath and track commands with aircraft feedback parameters to control engine thrust. The PCA system was implemented on the MD-11 airplane using only software modifications to existing computers. Results of a 25-hr flight test show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds, altitudes, and configurations. PCA approaches, go-arounds, and three landings without the use of any normal flight controls were demonstrated, including ILS-coupled hands-off landings. PCA operation was used to recover from an upset condition. The PCA system was also tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control, a history of accidents or incidents in which some or all flight controls were lost, the MD-11 airplane and its systems, PCA system development, operation, flight testing, and pilot comments.

Comparison of predicted and measured drag for a single-engine airplane

NASA Technical Reports Server (NTRS)

Ward, D. T.; Taylor, F. C.; Doo, J. T. P.

1985-01-01

Renewed interest in natural laminar flow (NLF) has rekindled designers' concerns that manufacturing deviations, (loss of surface contours or other surface imperfections) may destroy the effectiveness of NLF for an operational airplane. This paper reports on experimental research that compares predicted and measured boundary layer transition, total drag, and two-dimensional drag coefficients for three different wing surface conditions on an airplane typical of general aviation manufacturing technology. The three flight test phases included: (1) assessment of an unpainted airframe, (2) flight tests of the same airplane after painstakingly filling and sanding the wings to design contours, and (3) similar measurements after this airplane was painted. In each flight phase, transition locations were monitored using either sublimating chemicals or pigmented oil. As expected, total drag changes were difficult to measure. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag was approximately 20 counts between the unpainted airplane and the 'hand-smoothed' airplane for typical cruise flight conditions.

Flight Deck Display Technologies for 4DT and Surface Equivalent Visual Operations

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J., III; Jones, Denis R.; Shelton, Kevin J.; Arthur, Jarvis J., III; Bailey, Randall E.; Allamandola, Angela S.; Foyle, David C.; Hooey, Becky L.

2009-01-01

NASA research is focused on flight deck display technologies that may significantly enhance situation awareness, enable new operating concepts, and reduce the potential for incidents/accidents for terminal area and surface operations. The display technologies include surface map, head-up, and head-worn displays; 4DT guidance algorithms; synthetic and enhanced vision technologies; and terminal maneuvering area traffic conflict detection and alerting systems. This work is critical to ensure that the flight deck interface technologies and the role of the human participants can support the full realization of the Next Generation Air Transportation System (NextGen) and its novel operating concepts.

Detail view of the flight deck looking aft. The aft ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail view of the flight deck looking aft. The aft viewing windows are uncovered in this view and look out towards the payload bay. The overhead viewing windows have exterior covers in place in this view. The aft flight deck contains displays and controls for executing maneuvers for rendezvous, docking, payload deployment and retrieval, payload monitoring and the remote manipulator arm controls. Payload bay doors are also operated from this location. This view was taken in the Orbiter Processing Facility at the Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Evaluating Nextgen Closely Spaced Parallel Operations Concepts with Validated Human Performance Models: Flight Deck Guidelines

NASA Technical Reports Server (NTRS)

Hooey, Becky Lee; Gore, Brian Francis; Mahlstedt, Eric; Foyle, David C.

2013-01-01

The objectives of the current research were to develop valid human performance models (HPMs) of approach and land operations; use these models to evaluate the impact of NextGen Closely Spaced Parallel Operations (CSPO) on pilot performance; and draw conclusions regarding flight deck display design and pilot-ATC roles and responsibilities for NextGen CSPO concepts. This document presents guidelines and implications for flight deck display designs and candidate roles and responsibilities. A companion document (Gore, Hooey, Mahlstedt, & Foyle, 2013) provides complete scenario descriptions and results including predictions of pilot workload, visual attention and time to detect off-nominal events.

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

3D-CDTI User Manual v2.1

NASA Technical Reports Server (NTRS)

Johnson, Walter; Battiste, Vernol

2016-01-01

The 3D-Cockpit Display of Traffic Information (3D-CDTI) is a flight deck tool that presents aircrew with: proximal traffic aircraft location, their current status and flight plan data; strategic conflict detection and alerting; automated conflict resolution strategies; the facility to graphically plan manual route changes; time-based, in-trail spacing on approach. The CDTI is manipulated via a touchpad on the flight deck, and by mouse when presented as part of a desktop flight simulator.

An Overview of Flight Test Results for a Formation Flight Autopilot

NASA Technical Reports Server (NTRS)

Hanson, Curtis E.; Ryan, Jack; Allen, Michael J.; Jacobson, Steven R.

2002-01-01

The first flight test phase of the NASA Dryden Flight Research Center Autonomous Formation Flight project has successfully demonstrated precision autonomous station-keeping of an F/A-18 research airplane with a second F/A-18 airplane. Blended inertial navigation system (INS) and global positioning system (GPS) measurements have been communicated across an air-to-air telemetry link and used to compute relative-position estimates. A precision research formation autopilot onboard the trailing airplane controls lateral and vertical spacing while the leading airplane operates under production autopilot control. Four research autopilot gain sets have been designed and flight-tested, and each exceeds the project design requirement of steady-state tracking accuracy within 1 standard deviation of 10 ft. Performance also has been demonstrated using single- and multiple-axis inputs such as step commands and frequency sweeps. This report briefly describes the experimental formation flight systems employed and discusses the navigation, guidance, and control algorithms that have been flight-tested. An overview of the flight test results of the formation autopilot during steady-state tracking and maneuvering flight is presented.

STS 51-L crewmembers during training session in flight deck simulation

NASA Technical Reports Server (NTRS)

1985-01-01

S85-46207 (December 1985) --- Shuttle Mission Simulator (SMS) scene of astronauts Michael J. Smith, Ellison S. Onizuka, Judith A. Resnik, and Francis R. (Dick) Scobee in their launch and entry positions on the flight deck. The photo was taken by Bill Bowers.

STS-104 CDR Lindsey on forward flight deck prior to re-entry

NASA Image and Video Library

2001-07-25

STS104-345-021 (25 July 2001) --- Attired in his shuttle launch and entry suit, astronaut Steven W. Lindsey, STS-104 commander, looks over a procedures checklist at the commander’s station on the forward flight deck of the space shuttle Atlantis.

Brown at RMS controls on the aft flight deck

NASA Image and Video Library

1998-11-24

STS095-366-031 (29 Oct-7 Nov 1998) --- Astronaut Curtis L. Brown, Jr., mission commander, operates controls on the aft flight deck of the Space Shuttle Discovery. Brown was joined by four other NASA astronauts and two payload specialists for the nine-day mission.

Flight determined lift and drag characteristics of an F-8 airplane modified with a supercritical wing with comparison to wind-tunnel results

NASA Technical Reports Server (NTRS)

Pyle, J. S.; Steers, L. L.

1975-01-01

Flight measurements obtained with a TF-8A airplane modified with a supercritical wing are presented for altitudes from 7.6 kilometers (25,000 feet) to 13.7 kilometers (45,000 feet), Mach numbers from 0.6 to 1.2, and Reynolds numbers from 0.8 x 10 to the 7th power to 2.3 x 10 to the 7th power. Flight results for the airplane with and without area-rule fuselage fairings are compared. The techniques used to determine the lift and drag characteristics of the airplane are discussed. Flight data are compared with wind-tunnel model results, where applicable.

Preliminary Flight Results of a Fly-by-throttle Emergency Flight Control System on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies were followed by flight tests. The principles of throttles only control, the F-15 airplane, the augmented system, and the flight results including actual landings with throttles-only control are discussed.

A flight management algorithm and guidance for fuel-conservative descents in a time-based metered air traffic environment: Development and flight test results

NASA Technical Reports Server (NTRS)

Knox, C. E.

1984-01-01

A simple airborne flight management descent algorithm designed to define a flight profile subject to the constraints of using idle thrust, a clean airplane configuration (landing gear up, flaps zero, and speed brakes retracted), and fixed-time end conditions was developed and flight tested in the NASA TSRV B-737 research airplane. The research test flights, conducted in the Denver ARTCC automated time-based metering LFM/PD ATC environment, demonstrated that time guidance and control in the cockpit was acceptable to the pilots and ATC controllers and resulted in arrival of the airplane over the metering fix with standard deviations in airspeed error of 6.5 knots, in altitude error of 23.7 m (77.8 ft), and in arrival time accuracy of 12 sec. These accuracies indicated a good representation of airplane performance and wind modeling. Fuel savings will be obtained on a fleet-wide basis through a reduction of the time error dispersions at the metering fix and on a single-airplane basis by presenting the pilot with guidance for a fuel-efficient descent.

Lightning swept-stroke attachment patterns and flight conditions for storm hazards 1981

NASA Technical Reports Server (NTRS)

Fisher, B. D.

1984-01-01

As part of the NASA Langley Research Center Storm Hazards Program, 111 thunderstorm penetrations were made in 1981 with an F-106B airplane in order to record direct-strike lightning data and the associated flight conditions. Ground-based weather radar measurements in conjunction with these penetrations were made by NOAA National Severe Storms Laboratory in Oklahoma and by NASA Wallops Flight Facility in Virginia. In 1981, the airplane received 10 direct lightning strikes; in addition, lightning transient data were recorded from 22 nearby flashes. Following each flight, the airplane was thoroughly inspected for evidence of lightning attachment, and the individual lightning attachment points were plotted on isometric projections of the airplane to identify swept-flash patterns. This report shows the strike attachment patterns that were found, and tabulates the flight conditions at the time of each lightning event. Finally, this paper contains a table in which the data in this report are cross-referenced with the previously published electromagnetic waveform data recorded onboard the airplane.

14 CFR 121.391 - Flight attendants.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight attendants. 121.391 Section 121.391..., FLAG, AND SUPPLEMENTAL OPERATIONS Airman and Crewmember Requirements § 121.391 Flight attendants. Link... least the following flight attendants on each passenger-carrying airplane used: (1) For airplanes having...

14 CFR 121.413 - Initial and transition training and checking requirements: Check airmen (airplane), check airmen...

Code of Federal Regulations, 2012 CFR

2012-01-01

... accomplished in part or in full in an airplane, in a flight simulator, or in a flight training device. This... accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate. (g) The initial and transition flight training for check airmen (simulator) must include the...

14 CFR 121.413 - Initial and transition training and checking requirements: Check airmen (airplane), check airmen...

Code of Federal Regulations, 2013 CFR

2013-01-01

... accomplished in part or in full in an airplane, in a flight simulator, or in a flight training device. This... accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate. (g) The initial and transition flight training for check airmen (simulator) must include the...

14 CFR 121.413 - Initial and transition training and checking requirements: Check airmen (airplane), check airmen...

Code of Federal Regulations, 2010 CFR

2010-01-01

... accomplished in part or in full in an airplane, in a flight simulator, or in a flight training device. This... accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate. (g) The initial and transition flight training for check airmen (simulator) must include the...

14 CFR 121.413 - Initial and transition training and checking requirements: Check airmen (airplane), check airmen...

Code of Federal Regulations, 2011 CFR

2011-01-01

... accomplished in part or in full in an airplane, in a flight simulator, or in a flight training device. This... accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate. (g) The initial and transition flight training for check airmen (simulator) must include the...

14 CFR 36.105 - Flight Manual Statement of Chapter 4 equivalency.

Code of Federal Regulations, 2011 CFR

2011-01-01

... equivalency. 36.105 Section 36.105 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.105 Flight Manual Statement of Chapter 4 equivalency. For each airplane...

14 CFR 36.105 - Flight Manual Statement of Chapter 4 equivalency.

Code of Federal Regulations, 2010 CFR

2010-01-01

... equivalency. 36.105 Section 36.105 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.105 Flight Manual Statement of Chapter 4 equivalency. For each airplane...

14 CFR 61.183 - Eligibility requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... following for a flight instructor certificate with an airplane or a glider rating: (1) Receive a logbook... the applicant with flight training in those training areas in an airplane or glider, as appropriate... recovery instructional procedures in an airplane or glider, as appropriate, that is certificated for spins...

14 CFR 61.183 - Eligibility requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... following for a flight instructor certificate with an airplane or a glider rating: (1) Receive a logbook... the applicant with flight training in those training areas in an airplane or glider, as appropriate... recovery instructional procedures in an airplane or glider, as appropriate, that is certificated for spins...

14 CFR 61.183 - Eligibility requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... following for a flight instructor certificate with an airplane or a glider rating: (1) Receive a logbook... the applicant with flight training in those training areas in an airplane or glider, as appropriate... recovery instructional procedures in an airplane or glider, as appropriate, that is certificated for spins...

14 CFR 61.183 - Eligibility requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... following for a flight instructor certificate with an airplane or a glider rating: (1) Receive a logbook... the applicant with flight training in those training areas in an airplane or glider, as appropriate... recovery instructional procedures in an airplane or glider, as appropriate, that is certificated for spins...

STS-41 crew communicates with ground controllers from OV-103's flight deck

NASA Image and Video Library

1990-10-10

STS041-02-035 (6-10 Oct 1990) --- A fish-eye lens view shows two of STS-41's three mission specialists on the flight deck of Discovery. Astronaut William M. Shepherd, right, communicates with ground controllers as Astronaut Bruce E. Melnick looks on.

STS-26 Pilot Covey, wearing sleep mask, rests on aft flight deck

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 Pilot Richard O. Covey, wearing sleep mask (blindfold) and a headset, props his feet under the pilots seat and rests his head and back on the aft flight deck onorbit station panels while he sleeps. At Covey's right are the mission station control panels.

Human factors considerations in the design and evaluation of flight deck displays and controls : version 2.0

DOT National Transportation Integrated Search

2016-12-01

The objective of this effort is to have a single source reference document for human factors regulatory and guidance material for flight deck displays and controls, in the interest of improving aviation safety. This document identifies guidance on hu...

Krikalev in front of flight deck windows

NASA Image and Video Library

2001-03-12

STS102-E-5139 (12 March 2001) --- Cosmonaut Sergei K. Krikalev, now a member of the STS-102 crew, prepares to use a camera on Discovery's flight deck. Krikalev, representing Rosaviakosmos, had been onboard the International Space Station (ISS) since early November 2000. The photograph was taken with a digital still camera.

STS-33 MS Carter operates translation hand control (THC) on aft flight deck

NASA Image and Video Library

1989-11-27

STS033-93-011 (27 Nov 1989) --- Astronaut Manley L. Carter, Jr., STS-33 mission specialist, operates translation hand control (THC) at the aft flight deck on orbit station while peering out overhead window W7. Carter's communications kit assembly headset microphone extends across his face.

Brown at aft flight deck control during SPARTAN capture

NASA Image and Video Library

1998-11-03

STS095-E-5134 (3 Nov. 1998) --- Astronaut Curtis L. Brown, STS-95 commander, on Discovery's aft flight deck during operations to retrieve the free-flying Spartan 201-05 satellite. The photograph was taken with an electronic still camera (ESC) at 3:17:38 GMT, Nov. 3.

General view of the flight deck of the orbiter Discovery ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view of the flight deck of the orbiter Discovery looking forward and overhead at the overhead instrumentation and control panels. This view was taken at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Commander Truly on aft flight deck holding communication kit assembly (ASSY)

NASA Image and Video Library

1983-09-05

STS008-04-106 (30 Aug-5 Sept 1983) --- On aft flight deck, Richard M. Truly, STS-8 commander, holds communication kit assembly (ASSY) headset (HDST) interface unit (HIU) and mini-HDST in front of the on orbit station. Hasselblad camera is positioned on overhead window W8.

Krikalev on the aft flight deck with laptop computers

NASA Image and Video Library

1998-12-10

S88-E-5107 (12-11-98) --- Sergei Krikalev, mission specialist representing the Russian Space Agency (RSA), surrounded by monitors and computers on the flight deck, holds a large camera lens. The photo was taken with an electronic still camera (ESC) at 09:33:22 GMT, Dec. 11.

Horowitz at the aft flight deck during rendezvous ops

NASA Image and Video Library

2001-08-12

STS105-E-5061 (12 August 2001) --- Astronaut Scott J. Horowitz, STS-105 mission commander, looks over a checklist on the aft flight deck of the Space Shuttle Discovery during rendezvous operations with the International Space Station (ISS). The image was recorded with a digital still camera.

Crewmember in the aft flight deck.

NASA Image and Video Library

1992-11-01

STS052-24-014 (22 Oct-1 Nov 1992) --- Canadian payload specialist Steven G. MacLean tries out gymnastics in the weightlessness of space on the aft flight deck of the Earth-orbiting Space Shuttle Columbia. MacLean, along with five NASA astronauts, spent ten days aboard Columbia for the STS-52 mission.

Synergistic Allocation of Flight Expertise on the Flight Deck (SAFEdeck): A Design Concept to Combat Mode Confusion, Complacency, and Skill Loss in the Flight Deck

NASA Technical Reports Server (NTRS)

Schutte, Paul; Goodrich, Kenneth; Williams, Ralph

2016-01-01

This paper presents a new design and function allocation philosophy between pilots and automation that seeks to support the human in mitigating innate weaknesses (e.g., memory, vigilance) while enhancing their strengths (e.g., adaptability, resourcefulness). In this new allocation strategy, called Synergistic Allocation of Flight Expertise in the Flight Deck (SAFEdeck), the automation and the human provide complementary support and backup for each other. Automation is designed to be compliant with the practices of Crew Resource Management. The human takes a more active role in the normal operation of the aircraft without adversely increasing workload over the current automation paradigm. This designed involvement encourages the pilot to be engaged and ready to respond to unexpected situations. As such, the human may be less prone to error than the current automation paradigm.

Flight test evaluation of a separate surface attitude command control system on a Beech 99 airplane

NASA Technical Reports Server (NTRS)

Gee, S. W.; Jenks, G. E.; Roskam, J.; Stone, R. L.

1976-01-01

A joint NASA/university/industry program was conducted to flight evaluate a potentially low cost separate surface implementation of attitude command in a Beech 99 airplane. Saturation of the separate surfaces was the primary cause of many problems during development. Six experienced professional pilots who made simulated instrument flight evaluations experienced improvements in airplane handling qualities in the presence of turbulence and a reduction in pilot workload. For ride quality, quantitative data show that the attitude command control system results in all cases of airplane motion being removed from the uncomfortable ride region.

Flight investigation of the effect of control centering springs on the apparent spiral stability of a personal-owner airplane

NASA Technical Reports Server (NTRS)

Campbell, John P; Hunter, Paul A; Hewes, Donald E; Whitten, James B

1952-01-01

Report presents the results of a flight investigation conducted on a typical high-wing personal-owner airplane to determine the effect of control centering springs on apparent spiral stability. Apparent spiral stability is the term used to describe the spiraling tendencies of an airplane in uncontrolled flight as affected both by the true spiral stability of the perfectly trimmed airplane and by out-of-trim control settings. Centering springs were used in both the aileron and rudder control systems to provide both a positive centering action and a means of trimming the airplane. The springs were preloaded so that when they were moved through neutral they produced a nonlinear force gradient sufficient to overcome the friction in the control surface at the proper setting for trim. The ailerons and rudder control surfaces did not have trim tabs that could be adjusted in flight.

Commander Collins seated in the flight deck commander's station

NASA Image and Video Library

1999-07-24

S93-E-5033 (23 July 1999) --- Astronaut Eileen M. Collins, mission commander, looks over a procedures checklist at the commander's station on the forward flight deck of the Space Shuttle Columbia on Flight Day 1. The most important event of this day was the deployment of the Chandra X-Ray Observatory, the world's most powerful X-Ray telescope. The photo was recorded with an electronic still camera (ESC).

Commander Collins seated in the flight deck commander's station

NASA Image and Video Library

1999-07-24

S93-E-5031 (23 July 1999) --- Astronaut Eileen M. Collins, mission commander, looks over a procedures checklist at the commander's station on the forward flight deck of the Space Shuttle Columbia on Flight Day 1. The most important event of this day was the deployment of the Chandra X-Ray Observatory, the world's most powerful X-Ray telescope. The photo was recorded with an electronic still camera (ESC).

Tani on flight deck

NASA Image and Video Library

2006-10-25

S120-E-006761 (25 Oct. 2007) --- Astronaut Daniel Tani, STS-120 mission specialist, appears to like what he sees through the viewfinder of his camera aimed through windows on the flight deck of the Space Shuttle Discovery. Shortly afterward, Discovery was docked with the International Space Station, which will be Tani's home and work place for the next several months as he switches roles to serve as Expedition 16 flight engineer.

Fish-eye view of STS-112 CDR Ashby on forward flight deck

NASA Image and Video Library

2002-10-18

STS112-347-001 (18 October 2002) --- A “fish-eye” lens on a 35mm camera records astronaut Jeffrey S. Ashby, STS-112 mission commander, at the commander’s station on the forward flight deck of the Space Shuttle Atlantis. Ashby, attired in his shuttle launch and entry suit, looks over a checklist prior to the entry phase of the flight.

Fish-eye view of PLT Melroy and MS Wolf on forward flight deck

NASA Image and Video Library

2002-10-18

STS112-337-036 (18 October 2002) --- A “fish-eye” lens on a 35mm camera records astronauts Jeffrey S. Ashby (left), STS-112 mission commander; Pamela A. Melroy, pilot; and David A. Wolf, mission specialist, on the forward flight deck of the Space Shuttle Atlantis. Attired in their shuttle launch and entry suits, the crew prepares for the entry phase of the flight.

Payload commander Voss on aft flight deck

NASA Image and Video Library

2012-09-18

STS083-305-010 (4-8 April 1997) --- Astronaut Janice E. Voss, mission specialist, works with communications systems on the aft flight deck of the Earth-orbiting Space Shuttle Columbia. Voss, along with five other NASA astronauts and two payload specialist supporting the Microgravity Sciences Laboratory (MSL-1) mission, were less than a fourth of the way through a scheduled 16-day flight when a power problem cut short their planned stay.

Leah Robson, Bridgette Puljiz and Zachary Johnson(back to camera) in the flight deck of NASA's 747 shuttle carrier during Take Your Children to Work Day

NASA Image and Video Library

2004-06-22

Leah Robson and Bridgette Puljiz of Tehachapi (seated) and Zachary Johnson of Palmdale (back to camera) look over the maze of dials and switches in the flight deck of NASA's modified Boeing 747 space shuttle carrier aircraft during Take Your Children to Work Day June 22 at NASA Dryden Flight Research Center.

Design Considerations for Attitude State Awareness and Prevention of Entry into Unusual Attitudes

NASA Technical Reports Server (NTRS)

Ellis, Kyle K. E.; Prinzel, Lawrence J., III; Arthur, Jarvis J.; Nicholas, Stephanie N.; Kiggins, Daniel; Verstynen, Harry; Hubbs, Clay; Wilkerson, James

2017-01-01

Loss of control - inflight (LOC-I) has historically represented the largest category of commercial aviation fatal accidents. A review of the worldwide transport airplane accidents (2001-2010) evinced that loss of attitude or energy state awareness was responsible for a large majority of the LOC-I events. A Commercial Aviation Safety Team (CAST) study of 18 worldwide loss-of-control accidents and incidents determined that flight crew loss of attitude awareness or energy state awareness due to lack of external visual reference cues was a significant causal factor in 17 of the 18 reviewed flights. CAST recommended that "Virtual Day-Visual Meteorological Condition" (Virtual Day-VMC) displays be developed to provide the visual cues necessary to prevent loss-of-control resulting from flight crew spatial disorientation and loss of energy state awareness. Synthetic vision or equivalent systems (SVS) were identified for a design "safety enhancement" (SE-200). Part of this SE involves the conduct of research for developing minimum aviation system performance standards (MASPS) for these flight deck display technologies to aid flight crew attitude and energy state awareness similar to that of a virtual day-VMC-like environment. This paper will describe a novel experimental approach to evaluating a flight crew's ability to maintain attitude awareness and to prevent entry into unusual attitudes across several SVS optical flow design considerations. Flight crews were subjected to compound-event scenarios designed to elicit channelized attention and startle/surprise within the crew. These high-fidelity scenarios, designed from real-world events, enable evaluation of the efficacy of SVS at improving flight crew attitude awareness to reduce the occurrence of LOC-I incidents in commercial flight operations.

Air/ground wind shear information integration: Flight test results

NASA Technical Reports Server (NTRS)

Hinton, David A.

1992-01-01

An element of the NASA/FAA wind shear program is the integration of ground-based microburst information on the flight deck, to support airborne wind shear alerting and microburst avoidance. NASA conducted a wind shear flight test program in the summer of 1991 during which airborne processing of Terminal Doppler Weather Radar (TDWR) data was used to derive microburst alerts. High level microburst products were extracted from TDWR, transmitted to a NASA Boeing 737 in flight via data link, and processed to estimate the wind shear hazard level (F-factor) that would be experienced by the aircraft in the core of each microburst. The microburst location and F-factor were used to derive a situation display and alerts. The situation display was successfully used to maneuver the aircraft for microburst penetrations, during which in situ 'truth' measurements were made. A total of 19 penetrations were made of TDWR-reported microburst locations, resulting in 18 airborne microburst alerts from the TDWR data and two microburst alerts from the airborne in situ measurements. The primary factors affecting alerting performance were spatial offset of the flight path from the region of strongest shear, differences in TDWR measurement altitude and airplane penetration altitude, and variations in microburst outflow profiles. Predicted and measured F-factors agreed well in penetrations near microburst cores. Although improvements in airborne and ground processing of the TDWR measurement would be required to support an airborne executive-level alerting protocol, the feasibility of airborne utilization of TDWR data link data has been demonstrated.

Airborne derivation of microburst alerts from ground-based Terminal Doppler Weather Radar information: A flight evaluation

NASA Technical Reports Server (NTRS)

Hinton, David A.

1993-01-01

An element of the NASA/FAA windshear program is the integration of ground-based microburst information on the flight deck, to support airborne windshear alerting and microburst avoidance. NASA conducted a windshear flight test program in the summer of 1991 during which airborne processing of Terminal Doppler Weather Radar (TDWR) data was used to derive microburst alerts. Microburst information was extracted from TDWR, transmitted to a NASA Boeing 737 in flight via data link, and processed to estimate the windshear hazard level (F-factor) that would be experienced by the aircraft in each microburst. The microburst location and F-factor were used to derive a situation display and alerts. The situation display was successfully used to maneuver the aircraft for microburst penetrations, during which atmospheric 'truth' measurements were made. A total of 19 penetrations were made of TDWR-reported microburst locations, resulting in 18 airborne microburst alerts from the TDWR data and two microburst alerts from the airborne reactive windshear detection system. The primary factors affecting alerting performance were spatial offset of the flight path from the region of strongest shear, differences in TDWR measurement altitude and airplane penetration altitude, and variations in microburst outflow profiles. Predicted and measured F-factors agreed well in penetrations near microburst cores. Although improvements in airborne and ground processing of the TDWR measurements would be required to support an airborne executive-level alerting protocol, the practicality of airborne utilization of TDWR data link data has been demonstrated.

Flight Data Reduction of Wake Velocity Measurements Using an Instrumented OV-10 Airplane

NASA Technical Reports Server (NTRS)

Vicroy, Dan D.; Stuever, Robert A.; Stewart, Eric C.; Rivers, Robert A.

1999-01-01

A series of flight tests to measure the wake of a Lockheed C- 130 airplane and the accompanying atmospheric state have been conducted. A specially instrumented North American Rockwell OV-10 airplane was used to measure the wake and atmospheric conditions. An integrated database has been compiled for wake characterization and validation of wake vortex computational models. This paper describes the wake- measurement flight-data reduction process.

Correlation of the Drag Characteristics of a Typical Pursuit Airplane Obtained from High-Speed Wind-Tunnel and Flight Tests

NASA Technical Reports Server (NTRS)

Nissen, James M; Gadebero, Burnett L; Hamilton, William T

1948-01-01

In order to obtain a correlation of drag data from wind-tunnel and flight tests at high Mach numbers, a typical pursuit airplane, with the propeller removed, was tested in flight at Mach numbers up to 0.755, and the results were compared with wind-tunnel tests of a 1/3-scale model of the airplane. The tests results show that the drag characteristics of the test airplane can be predicted with satisfactory accuracy from tests in the Ames 16-foot high-speed wind tunnel of the Ames Aeronautical Laboratory at both high and low Mach numbers. It is considered that this result is not unique with the airplane.

STS-46 ESA MS Nicollier and PLC Hoffman pose on OV-104's aft flight deck

NASA Technical Reports Server (NTRS)

1992-01-01

STS-46 European Space Agency (ESA) Mission Specialist (MS) Claude Nicollier (left) and MS and Payload Commander (PLC) Jeffrey A. Hoffman pose in front of the onorbit station controls on the aft flight deck of Atlantis, Orbiter Vehicle (OV) 104. The overhead windows W7 and W8 appear above their heads and the aft flight deck viewing windows W9 and W10 behind them. Hoffman and Nicollier have been training together for a dozen years at JSC. Hoffman was an astronaut candidate in 1978 and Nicollier accompanied a group of trainees in 1980. Note the partially devoured chocolate Space Shuttle floating near the two.

Preliminary flight test results of a fly-by-throttle emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. G.; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies have been followed by flight tests. This paper discusses the principles of throttles-only control, the F-15 airplane, the augmented system, and the flight results including landing approaches with throttles-only control to within 10 ft of the ground.

Solar Flight on Mars and Venus

NASA Technical Reports Server (NTRS)

Landis, Geoffrey A.; LaMarre, Christopher; Colozza, Anthony

2002-01-01

Solar powered aircraft are of interest for exploring both Mars and Venus. The thin atmosphere of Mars presents a difficult environment for flying. It is clear that a new approach is needed. By making a totally solar airplane, we can eliminate many of the heavy components, and make an airplane that can fly without fuel. Using high efficiency solar cells, we can succeed with an airplane design that can fly for up to 6 hours in near-equatorial regions of Mars (4 hours of level flight, plus two hours of slow descent), and potentially fly for many days in the polar regions. By designing an airplane for a single day flight. In particular, this change means that we no longer have to cope with the weight of the energy storage system that made previous solar powered airplanes for Mars impractical). The new airplane concept is designed to fly only under the optimal conditions: near equatorial flight, at the subsolar point, near noon. We baseline an 8 kg airplane, with 2 kg margin. Science instruments will be selected with the primary criterion of low mass. Solar-powered aircraft are also quite interesting for the exploration of Venus. Venus provides several advantages for flying a solar-powered aircraft. At the top of the cloud level, the solar intensity is comparable to or greater than terrestrial solar intensities. The atmospheric pressure makes flight much easier than on planets such as Mars. The atmospheric pressure on Venus is presented. From an altitude of approximately 45 km (pressure = 2 bar), to approximately 60 km (pressure = 0.2 bar), terrestrial airplane experience can be easily applied to a Venus airplane design. At these flight altitudes, the temperature varies from 80 C at 45 km, decreasing to -35 C at 60 km. Also, the slow rotation of Venus allows an airplane to be designed for flight within continuous sunlight, eliminating the need for energy storage for nighttime flight. These factors make Venus a prime choice for a long-duration solar-powered aircraft. Fleets of solar-powered aircraft could provide an architecture for efficient and low-cost comprehensive coverage for a variety of scientific missions. Exploratory planetary mapping and atmospheric sampling can lead to a greater understanding of the greenhouse effect not only on Venus but on Earth as well.

Crewmembers in the aft flight deck.

NASA Image and Video Library

1992-12-09

STS053-01-034 (2-9 Dec 1992) --- From the Space Shuttle Discovery's aft flight deck, astronaut Guion S. Bluford, mission specialist, uses a handheld 70mm Hasselblad to photograph a point on Earth. Bluford was joined by four other NASA astronauts for the eight-day mission in Earth-orbit, dedicated to the Department of Defense (DOD).

STS-54 Pilot McMonagle talks to radio station from OV-105's aft flight deck

NASA Image and Video Library

1993-01-15

STS054-S-012 (15 Jan 1993) --- McMonagle talks to a radio station from the flight deck of Endeavour while, in the background, several crewmates await their turns to communicate with other stations. The scene was recorded at 13:54:14:13 GMT, Jan. 15, 1993.

STS-54 MS1 Runco talks to radio station from OV-105's aft flight deck

NASA Image and Video Library

1993-01-15

STS054-S-014 (15 Jan 1993) --- Runco talks to a radio station from the flight deck of Endeavour while, in the background, several crewmates await their turns to communicate with other stations. The scene was recorded at 13:48:45:11 GMT, Jan. 15, 1993.

STS-54 Commander Casper talks to radio station from OV-105's aft flight deck

NASA Image and Video Library

1993-01-15

STS054-S-015 (15 Jan 1993) --- Casper talks to a radio station from the flight deck of Endeavour while, in the background, Runco, left, and Harbaugh await their turns to communicate with other stations. The scene was recorded at 13:45:54:05 GMT, Jan. 15, 1993.

STS-54 MS2 Harbaugh talks to radio station from OV-105's aft flight deck

NASA Image and Video Library

1993-01-15

STS054-S-013 (15 Jan 1993) --- Harbaugh talks to a radio station from the flight deck of Endeavour while, in the background, several crewmates await their turns to communicate with other stations. The scene was recorded at 13:57:20:20 GMT, Jan. 15, 1993.

STS-27 Atlantis, OV-104, crewmembers on shuttle mission simulator flight deck

NASA Image and Video Library

1988-02-03

S88-27505 (3 Feb. 1988) --- Astronauts William M. Shepherd (standing) and Jerry L. Ross, both STS-27 mission specialists, get in some training time on the flight deck of the Shuttle Mission Simulator in the Jake Garn Mission Simulation and Training Facility at NASA's Johnson Space Center. Photo credit: NASA

MS Grunsfeld at commander's station on forward flight deck

NASA Image and Video Library

2002-03-08

STS109-E-5720 (8 March 2002) --- Astronaut John M. Grunsfeld, STS-109 payload commander, wearing a portion of the extravehicular mobility unit (EMU) space suit, occupies the commander’s station on the forward flight deck of the Space Shuttle Columbia. The image was recorded with a digital still camera.

New STS-102 crewmembers Krikalev and Gidzenko in the flight deck

NASA Image and Video Library

2001-03-12

STS102-E-5142 (12 March 2001) --- Cosmonaut Sergei K. Krikalev, now a member of the STS-102 crew, prepares to use a camera on Discovery's flight deck. Krikalev, representing Rosaviakosmos, had been onboard the International Space Station (ISS) since early November 2000. The photograph was taken with a digital still camera.

Glen and Brown on aft flight deck

NASA Image and Video Library

1998-10-31

STS095-E-5180 (31 Oct. 1998) --- Astronaut Curtis L. Brown Jr. (left), STS-95 commander, stands by on Discovery's aft flight deck as U.S. Sen. John H. Glenn Jr., payload specialist, talks with ground controllers in Houston. The photo was taken with an electronic still camera (ESC) at 00:48:48 GMT, Oct. 31.

RME 1317 - MiSDE VRCS test, flight deck activity with Collins

NASA Image and Video Library

1997-05-19

STS084-310-012 (15-24 May 1997) --- Astronaut Eileen M. Collins, STS-84 pilot, occupies the commander's station on the Space Shuttle Atlantis' flight deck during rendezvous operations with Russia's Mir Space Station. She is looking over notes regarding a Risk Mitigation Experiment (RME) called the Mir Structural Dynamics Experiment (MSDE).

77 FR 41930 - Bleed Air Cleaning and Monitoring Equipment and Technology

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-17

... for the engine and auxiliary power unit bleed air supplied to the passenger cabin and flight deck of a... INFORMATION CONTACT: For questions concerning this action, contact Jim Knight, Research Planning Division, AVP... of removing oil-based contaminants from the bleed air supplied to the passenger cabin and flight deck...

MS Reilly with laser range finder on aft flight deck

NASA Image and Video Library

2001-07-14

STS104-E-5026 (14 July 2001) --- Positioned near a window on the aft flight deck of the Space Shuttle Atlantis, astronaut James F. Reilly, STS-104 mission specialist, uses a laser ranging device to hone in on the International Space Station (ISS) during pre-docking operations about 237 miles above Earth.

Commander Bloomfield works at the commander's workstation on the flight deck during STS-110

NASA Image and Video Library

2002-04-09

STS110-E-5067 (9 April 2002) --- Astronaut Michael J. Bloomfield, STS-110 mission commander, occupying the commander’s station, checks data on the cockpit displays on the forward flight deck of the Space Shuttle Atlantis. The image was taken with a digital still camera.

The use of graphs in the ergonomic evaluation of tall pilots' sitting posture.

PubMed

de Ree, J J

1989-10-01

A survey has shown that the average height of KLM pilots has increased by 18 mm (0.7 in) per decade in the last 20 years. Around 6% are taller than 1905 mm (75.0 in), the upper limit of pilot height for flight deck design. With the use of graphs of the flight deck, we established that the main problem of tall pilots is insufficient legroom. Of all KLM/NLM aircraft types, the Boeing 747-200/300 and the Douglas DC-9 are most uncomfortable for pilots taller than 1960 mm (77.2 in). In the Airbus A310, pilots of 2000 mm (78.7 in) have insufficient legroom. The other aircraft types do not present difficulties for pilots up to 2030 mm (79.9 in). Ergonomic adaptations on the flight decks of the Boeing 747-200/300 and the Airbus A310 are necessary to alleviate the problems of tall pilots. Future aircraft types should be designed to accommodate tall pilots. If ergonomic adaptation of the flight deck is impossible, anthropometric limits for pilot selection have to be employed.

Propulsion system-flight control integration and optimization: Flight evaluation and technology transition

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gilyard, Glenn B.; Myers, Lawrence P.

1990-01-01

Integration of propulsion and flight control systems and their optimization offers significant performance improvements. Research programs were conducted which have developed new propulsion and flight control integration concepts, implemented designs on high-performance airplanes, demonstrated these designs in flight, and measured the performance improvements. These programs, first on the YF-12 airplane, and later on the F-15, demonstrated increased thrust, reduced fuel consumption, increased engine life, and improved airplane performance; with improvements in the 5 to 10 percent range achieved with integration and with no changes to hardware. The design, software and hardware developments, and testing requirements were shown to be practical.

Small-scale fixed wing airplane software verification flight test

NASA Astrophysics Data System (ADS)

Miller, Natasha R.

The increased demand for micro Unmanned Air Vehicles (UAV) driven by military requirements, commercial use, and academia is creating a need for the ability to quickly and accurately conduct low Reynolds Number aircraft design. There exist several open source software programs that are free or inexpensive that can be used for large scale aircraft design, but few software programs target the realm of low Reynolds Number flight. XFLR5 is an open source, free to download, software program that attempts to take into consideration viscous effects that occur at low Reynolds Number in airfoil design, 3D wing design, and 3D airplane design. An off the shelf, remote control airplane was used as a test bed to model in XFLR5 and then compared to flight test collected data. Flight test focused on the stability modes of the 3D plane, specifically the phugoid mode. Design and execution of the flight tests were accomplished for the RC airplane using methodology from full scale military airplane test procedures. Results from flight test were not conclusive in determining the accuracy of the XFLR5 software program. There were several sources of uncertainty that did not allow for a full analysis of the flight test results. An off the shelf drone autopilot was used as a data collection device for flight testing. The precision and accuracy of the autopilot is unknown. Potential future work should investigate flight test methods for small scale UAV flight.

STS-29 Commander Coats in JSC fixed base (FB) shuttle mission simulator (SMS)

NASA Technical Reports Server (NTRS)

1986-01-01

STS-29 Discovery, Orbiter Vehicle (OV) 103, Commander Michael L. Coats sits at commanders station forward flight deck controls in JSC fixed base (FB) shuttle mission simulator (SMS). Coats, wearing communications kit assembly headset and flight coveralls, looks away from forward control panels to aft flight deck. Pilots station seat back appears in foreground. FB-SMS is located in JSC Mission Simulation and Training Facility Bldg 5.

STS-26 Commander Hauck in fixed based (FB) shuttle mission simulator (SMS)

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 Discovery, Orbiter Vehicle (OV) 103, Commander Frederick H. Hauck, wearing comunications kit assembly headset and seated in the commanders seat on forward flight deck, looks over his shoulder toward the aft flight deck. A flight data file (FDF) notebook rests on his lap. The STS-26 crew is training in the fixed base (FB) shuttle mission simulator (SMS) located in JSC Mission Simulation and Training Facility Bldg 5.

Cockrell and Rominger go through de-orbit preparations in the flight deck

NASA Image and Video Library

1996-12-06

STS080-360-002 (19 Nov.-7 Dec. 1996) --- From the commander's station on the port side of the space shuttle Columbia's forward flight deck, astronaut Kenneth D. Cockrell prepares for a minor firing of Reaction Control System (RCS) engines during operations with the Wake Shield Facility (WSF). The activity was recorded with a 35mm camera on flight day seven. The commander is attired in a liquid-cooled biological garment.

75 FR 70854 - Harmonization of Various Airworthiness Standards for Transport Category Airplanes-Flight Rules

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-19

..., deploy speed brakes) to stop the airplane within the accelerate stop distance. It also means the minimum... flight diving speed. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and... transport category airplanes. This action would harmonize the requirements for takeoff speeds, static...

14 CFR 91.509 - Survival equipment for overwater operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.509 Survival equipment for overwater operations. (a) No person may take off an airplane for a flight over water more than... section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100...

14 CFR 91.509 - Survival equipment for overwater operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.509 Survival equipment for overwater operations. (a) No person may take off an airplane for a flight over water more than... section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100...

14 CFR 91.509 - Survival equipment for overwater operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.509 Survival equipment for overwater operations. (a) No person may take off an airplane for a flight over water more than... section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100...

14 CFR 91.509 - Survival equipment for overwater operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.509 Survival equipment for overwater operations. (a) No person may take off an airplane for a flight over water more than... section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100...

14 CFR 91.509 - Survival equipment for overwater operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.509 Survival equipment for overwater operations. (a) No person may take off an airplane for a flight over water more than... section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100...

Directional Stability of Towed Airplanes

NASA Technical Reports Server (NTRS)

Soehne, W.

1956-01-01

So far, very careful investigations have been made regarding the flight properties, in particular the static and dynamic stability, of engine-propelled aircraft and of untowed gliders. In contrast, almost no investigations exist regarding the stability of airplanes towed by a towline. Thus, the following report will aim at investigating the directional stability of the towed airplane and, particularly, at determining what parameters of the flight attitude and what configuration properties affect the stability. The most important parameters of the flight attitude are the dynamic pressure, the aerodynamic coefficients of the flight attitude, and the climbing angle. Among the configuration properties, the following exert the greatest influence on the stability: the tow-cable length, the tow-cable attachment point, the ratio of the wing loadings of the towing and the towed airplanes, the moments of inertia, and the wing dihedral of the towed airplane. In addition, the size and shape of the towed airplane vertical tail, the vertical tail length, and the fuselage configuration are decisive factors in determining the yawing moment and side force due to sideslip, respectively.

F/A-18 Performance Benefits Measured During the Autonomous Formation Flight Project

NASA Technical Reports Server (NTRS)

Vachon, M. Jake; Ray, Ronald J.; Walsh, Kevin R.; Ennix, Kimberly

2003-01-01

The Autonomous Formation Flight (AFF) project at the NASA Dryden Flight Research Center (Edwards, California) investigated performance benefits resulting from formation flight, such as reduced aerodynamic drag and fuel consumption. To obtain data on performance benefits, a trailing F/A-18 airplane flew within the wing tip-shed vortex of a leading F/A-18 airplane. The pilot of the trail airplane used advanced station-keeping technology to aid in positioning the trail airplane at precise locations behind the lead airplane. The specially instrumented trail airplane was able to obtain accurate fuel flow measurements and to calculate engine thrust and vehicle drag. A maneuver technique developed for this test provided a direct comparison of performance values while flying in and out of the vortex. Based on performance within the vortex as a function of changes in vertical, lateral, and longitudinal positioning, these tests explored design-drivers for autonomous stationkeeping control systems. Observations showed significant performance improvements over a large range of trail positions tested. Calculations revealed maximum drag reductions of over 20 percent, and demonstrated maximum reductions in fuel flow of just over 18 percent.

Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach

NASA Technical Reports Server (NTRS)

Spivey, Natalie D.; Herrera, Claudia Y.; Truax, Roger; Pak, Chan-gi; Freund, Donald

2007-01-01

Flight tests of the Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the National Aeronautics and Space Administration Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B (836) airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, instead of a centerline mounting, a forward-pointing boom was attached to the radar bulkhead of the airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets flying over land. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. Because of flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for-flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight-testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This report provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project.

Cockpit Resource Management (CRM) for part 91 and 135 operations

NASA Technical Reports Server (NTRS)

Krey, Neil C.; Rodgers, Don

1987-01-01

Every flight is characterized by constant change. It is the way each individual crew responds to that change that determines how effectively they will be able to manage their flight deck. The concepts of Flight Deck Management (FDM) is presented. The principles dealt with are applicable to every flight, and the occurrence of change in the conduct of every flight is given. Nothing remains as it is initially perceived. It is then shown how SimuFlite accomplishes training in these concepts. Finally the challenges which are faced as an industry to make FDM more effective are discussed.

Development and test results of a flight management algorithm for fuel conservative descents in a time-based metered traffic environment

NASA Technical Reports Server (NTRS)

Knox, C. E.; Cannon, D. G.

1980-01-01

A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.

14 CFR 23.251 - Vibration and buffeting.

Code of Federal Regulations, 2012 CFR

2012-01-01

... interfere with the satisfactory control of the airplane or cause excessive fatigue to the flight crew. Stall... flight condition, including configuration changes during cruise, severe enough to interfere with the satisfactory control of the airplane or cause excessive fatigue to the flight crew. Stall warning buffeting...

Subsonic stability and control derivatives for an unpowered, remotely piloted 3/8-scale F-15 airplane model obtained from flight test

NASA Technical Reports Server (NTRS)

Iliff, K. W.; Maine, R. E.; Shafer, M. F.

1976-01-01

In response to the interest in airplane configuration characteristics at high angles of attack, an unpowered remotely piloted 3/8-scale F-15 airplane model was flight tested. The subsonic stability and control characteristics of this airplane model over an angle of attack range of -20 to 53 deg are documented. The remotely piloted technique for obtaining flight test data was found to provide adequate stability and control derivatives. The remotely piloted technique provided an opportunity to test the aircraft mathematical model in an angle of attack regime not previously examined in flight test. The variation of most of the derivative estimates with angle of attack was found to be consistent, particularly when the data were supplemented by uncertainty levels.

Design of the ARES Mars Airplane and Mission Architecture

NASA Technical Reports Server (NTRS)

Braun, Robert D.; Wright, Henry S.; Croom, Mark A.; Levine, Joel S.; Spencer, David A.

2006-01-01

Significant technology advances have enabled planetary aircraft to be considered as viable science platforms. Such systems fill a unique planetary science measurement gap, that of regional-scale, near-surface observation, while providing a fresh perspective for potential discovery. Recent efforts have produced mature mission and flight system concepts, ready for flight project implementation. This paper summarizes the development of a Mars airplane mission architecture that balances science, implementation risk and cost. Airplane mission performance, flight system design and technology maturation are described. The design, analysis and testing completed demonstrates the readiness of this science platform for use in a Mars flight project.

The value of early flight evaluation of propulsion concepts using the NASA F-15 research airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Ray, Ronald J.

1987-01-01

The value of early flight evaluation of propulsion and propulsion control concepts was demonstrated on the NASA F-15 airplane in programs such as highly integrated digital electronic control (HIDEC), the F100 engine model derivative (EMD), and digital electronic engine control (DEEC). (In each case, the value of flight demonstration was conclusively demonstrated). This paper described these programs, and discusses the results that were not expected, based on ground test or analytical prediction. The role of flight demonstration in facilitating transfer of technology from the laboratory to operational airplanes is discussed.

14 CFR 121.424 - Pilots: Initial, transition, and upgrade flight training.

Code of Federal Regulations, 2014 CFR

2014-01-01

... initial flight training that are capable of being performed in an airplane simulator without a visual system; and (ii) A flight check in the simulator or the airplane to the level of proficiency of a pilot... training required by § 121.423 must be performed in a Level C or higher full flight simulator unless the...

Instrument Pilot: Airplane. Flight Test Guide, Part 61 Revised 1973, AC 61-56.

ERIC Educational Resources Information Center

Federal Aviation Administration (DOT), Washington, DC. Flight Standards Service.

This flight test guide is designed to assist the applicant and his instructor in preparing for the flight test for Instrument Pilot Airplane Rating under Part 61 (revised) of Federal Aviation Regulations. It contains information concerning pilot operations, procedures, and maneuvers relevant to the flight test required for the Instrument Rating.…

14 CFR Appendix G to Part 141 - Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor...

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight Instructor Instrument (For an...—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating... curriculum for a flight instructor instrument certification course required under this part, for the...

14 CFR Appendix G to Part 141 - Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor...

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight Instructor Instrument (For an...—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating... curriculum for a flight instructor instrument certification course required under this part, for the...

14 CFR Appendix G to Part 141 - Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor...

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight Instructor Instrument (For an...—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating... curriculum for a flight instructor instrument certification course required under this part, for the...

14 CFR Appendix G to Part 141 - Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor...

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight Instructor Instrument (For an...—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating... curriculum for a flight instructor instrument certification course required under this part, for the...

14 CFR Appendix G to Part 141 - Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor...

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight Instructor Instrument (For an...—Flight Instructor Instrument (For an Airplane, Helicopter, or Powered-Lift Instrument Instructor Rating... curriculum for a flight instructor instrument certification course required under this part, for the...

STS-26 crew on fixed based (FB) shuttle mission simulator (SMS) flight deck

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 Discovery, Orbiter Vehicle (OV) 103, Commander Frederick H. Hauck (left) and Pilot Richard O. Covey review checklists in their respective stations on the foward flight deck. The STS-26 crew is training in the fixed base (FB) shuttle mission simulator (SMS) located in JSC Mission Simulation and Training Facility Bldg 5.

75 FR 2787 - Airworthiness Directives; Turbomeca Turmo IV A and IV C Turboshaft Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-19

... inspection before the first flight of the day, an oil leak was found on an engine deck. A circumferential... inspection before the first flight of the day, an oil leak was found on an engine deck. A circumferential... Airworthiness Directives; Turbomeca Turmo IV A and IV C Turboshaft Engines AGENCY: Federal Aviation...

STS 51-G crew photo on the flight deck

NASA Image and Video Library

1985-06-22

51G-21-011 (17-24 June 1985) --- Group portrait on flight deck of all seven STS-51G crew members. Left to right (front) are John O. Creighton, Shannon W. Lucid, Daniel C. Brandenstein; and (back row) are Sultan Salman Abdelazize Al-Saud, Steven R. Nagel, John M. Fabian and Patrick Baudry. Photo credit: NASA

Human Factors of Flight-deck Automation: NASA/Industry Workshop

NASA Technical Reports Server (NTRS)

Boehm-Davis, D. A.; Curry, R. E.; Wiener, E. L.; Harrison, R. L.

1981-01-01

The scope of automation, the benefits of automation, and automation-induced problems were discussed at a workshop held to determine whether those functions previously performed manually on the flight deck of commercial aircraft should always be automated in view of various human factors. Issues which require research for resolution were identified. The research questions developed are presented.

STS-26 Pilot Covey, wearing sleep mask, rests on aft flight deck

NASA Image and Video Library

1988-10-03

STS026-09-021 (3 Oct 1988) --- Astronaut Richard O. Covey, STS-26 pilot, wearing sleep mask (blindfold) and a headset, props his feet under the pilots seat and rests his head and back on the aft flight deck on orbit station panels while he sleeps. At Covey's right are the mission station control panels.

STS-32 photographic equipment (cameras,lenses,film magazines) on flight deck

NASA Technical Reports Server (NTRS)

1990-01-01

STS-32 photographic equipment is displayed on the aft flight deck of Columbia, Orbiter Vehicle (OV) 102. On the payload station are a dual camera mount with two handheld HASSELBLAD cameras, camera lenses, and film magazines. This array of equipment will be used to record onboard activities and observations of the Earth's surface.

MS Walheim poses with a Hasselblad camera on the flight deck of Atlantis during STS-110

NASA Image and Video Library

2002-04-08

STS110-E-5017 (8 April 2002) --- Astronaut Rex J. Walheim, STS-110 mission specialist, holds a camera on the aft flight deck of the Space Shuttle Atlantis. A blue and white Earth is visible through the overhead windows of the orbiter. The image was taken with a digital still camera.

STS-99 MS Thiele and MS Kavandi work on OV-105's flight deck

NASA Image and Video Library

2000-04-03

STS099-327-003 (11-22 February 2000) --- Astronauts Gerhard P.J. Thiele and Janet L. Kavandi of the Red Team check Shuttle Radar Topography Mission (SRTM) data takes on the flight deck of the Space Shuttle Endeavour. Both are mission specialists, with Thiele representing the European Space Agency (ESA).

Diurnal rhythms of visual accommodation and blink responses - Implication for flight-deck visual standards

NASA Technical Reports Server (NTRS)

Murphy, M. R.; Randle, R. J.; Williams, B. A.

1977-01-01

Possible 24-h variations in accommodation responses were investigated. A recently developed servo-controlled optometer and focus stimulator were used to obtain monocular accommodation response data on four college-age subjects. No 24-h rhythm in accommodation was shown. Heart rate and blink rate also were measured and periodicity analysis showed a mean 24-h rhythm for both; however, blink rate periodograms were significant for only two of the four subjects. Thus, with the qualifications that college students were tested instead of pilots and that they performed monocular laboratory tasks instead of binocular flight-deck tasks, it is concluded that 24-h rhythms in accommodation responses need not be considered in setting visual standards for flight-deck tasks.

75 FR 39863 - Airworthiness Directives; Airbus Model A310 Series Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-13

..., -322, -324, and -325 airplanes, certificated in any category. Subject (d) Air Transport Association... first. (ii) For A310-304, -322, -324, and -325 short range airplanes: Within 700 flight cycles or 1,900 flight hours after the effective date of this AD, whichever occurs first. (iii) For A310-304, -322, -324...

76 FR 44246 - Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead Flight Attendant Rest Compartment

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-25

...; Special Conditions No. 25-442-SC] Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead Flight... conditions. SUMMARY: These special conditions are issued for Boeing Model 747-8 series airplanes. These... applied for, and was granted, an extension of time for the amended type certificate, which changed the...

Flight-determined aerodynamic derivatives of the AD-1 oblique-wing research airplane

NASA Technical Reports Server (NTRS)

Sim, A. G.; Curry, R. E.

1984-01-01

The AD-1 is a variable-sweep oblique-wing research airplane that exhibits unconventional stability and control characteristics. In this report, flight-determined and predicted stability and control derivatives for the AD-1 airplane are compared. The predictions are based on both wind tunnel and computational results. A final best estimate of derivatives is presented.

78 FR 31836 - Special Conditions: Embraer S.A., Model EMB-550 Airplane, Dive Speed Definition With Speed...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-28

... attitudes; or that the airplane is protected by the flight control laws from getting into non-symmetric...-symmetric attitudes, unless the airplane is protected by the flight control laws from getting into non... equivalent to that established by the existing airworthiness standards. DATES: Effective Date: June 27, 2013...

Howard Hughes and His Colorful Aircraft Career

ERIC Educational Resources Information Center

Karwatka, Dennis

2012-01-01

The HK-1 "Hercules" airplane made its maiden flight over 60 years ago, and it still holds the record as the airplane with the largest wingspan that ever flew. Powered by eight massive 28-cylinder engines, it was piloted by Howard Hughes during its one brief flight in California. A large portion of the airplane was made of wood, which…

View of Commander (CDR) Scott Altman working on the Flight Deck

NASA Image and Video Library

2009-05-21

S125-E-013081 (21 May 2009) --- Occupying the commander?s station, astronaut Scott Altman, STS-125 commander, uses the Portable In-Flight Landing Operations Trainer (PILOT) on the flight deck of the Earth-orbiting Space Shuttle Atlantis. PILOT consists of a laptop computer and a joystick system, which helps to maintain a high level of proficiency for the end-of-mission approach and landing tasks required to bring the shuttle safely back to Earth.

View of STS-125 Crew Members working on the Flight Deck

NASA Image and Video Library

2009-05-21

S125-E-013050 (21 May 2009) --- Occupying the commander?s station, astronaut Gregory C. Johnson, STS-125 pilot, uses the Portable In-Flight Landing Operations Trainer (PILOT) on the flight deck of the Earth-orbiting Space Shuttle Atlantis. PILOT consists of a laptop computer and a joystick system, which helps to maintain a high level of proficiency for the end-of-mission approach and landing tasks required to bring the shuttle safely back to Earth.

View of Pilot Gregory Johnson working on the Flight Deck

NASA Image and Video Library

2009-05-21

S125-E-013040 (21 May 2009) --- Occupying the commander?s station, astronaut Gregory C. Johnson, STS-125 pilot, uses the Portable In-Flight Landing Operations Trainer (PILOT) on the flight deck of the Earth-orbiting Space Shuttle Atlantis. PILOT consists of a laptop computer and a joystick system, which helps to maintain a high level of proficiency for the end-of-mission approach and landing tasks required to bring the shuttle safely back to Earth.

STS-46 aft flight deck payload station "Marsha's workstation" aboard OV-104

NASA Image and Video Library

2012-11-19

STS046-01-024 (31 July-8 Aug 1992) --- This area on the Space Shuttle Atlantis' flight deck forward port side was referred to as "Marsha's (Ivins) work station" by fellow crew members who good-naturedly kidded the mission specialist and who usually added various descriptive modifiers such as "messy" or "cluttered". Food, cameras, camera gear, cassettes, cable, flight text material and other paraphernalia can be seen in the area, just behind the commander's station.

Commander Young reviews clipboard notes and procedures on forward flight deck

NASA Image and Video Library

1981-04-14

STS001-07-540 (12-14 April 1981) --- Astronaut John W. Young, commander, is seated at his left side station in the flight deck of the space shuttle Columbia. He holds a loose-leaf book in which he recorded data during the flight. Soon after the launch phase of STS-1, astronauts Young and Robert L. Crippen, pilot, changed from their high altitude pressure garments into the light blue constant wear garment. Photo credit: NASA

STS 61-B crew portrait in-flight on the aft flight deck

NASA Image and Video Library

1985-11-26

61B-21-008 (26 Nov-1 Dec 1985) --- A fish-eye lens allows for the seven-member STS 61-B crew to be photographed on the flight deck of the earth-orbiting Atlantis. Left to right, back row, are astronauts Jerry L. Ross, Brewster Shaw Jr., Mary L. Cleave, and Bryan D. O'Connor; and payload specialist Rodolfo Neri. Front row, left to right, payload specialist Charles D. Walker and astronaut Sherwood C. Spring.

MS Mastracchio operates the RMS on the flight deck of Atlantis during STS-106

NASA Image and Video Library

2000-09-11

STS106-E-5099 (11 September 2000) --- Astronaut Richard A. Mastracchio, mission specialist, stands near viewing windows, video monitors and the controls for the remote manipulator system (RMS) arm (out of frame at left) on the flight deck of the Earth-orbiting Space Shuttle Atlantis during Flight Day 3 activity. Atlantis was docked with the International Space Station (ISS) when this photo was recorded with an electronic still camera (ESC).

Integrated Flight-propulsion Control Concepts for Supersonic Transport Airplanes

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gilyard, Glenn B.; Gelhausen, Paul A.

1990-01-01

Integration of propulsion and flight control systems will provide significant performance improvements for supersonic transport airplanes. Increased engine thrust and reduced fuel consumption can be obtained by controlling engine stall margin as a function of flight and engine operating conditions. Improved inlet pressure recovery and decreased inlet drag can result from inlet control system integration. Using propulsion system forces and moments to augment the flight control system and airplane stability can reduce the flight control surface and tail size, weight, and drag. Special control modes may also be desirable for minimizing community noise and for emergency procedures. The overall impact of integrated controls on the takeoff gross weight for a generic high speed civil transport is presented.

Wind-tunnel free-flight investigation of a 0.15-scale model of the F-106B airplane with vortex flaps

NASA Technical Reports Server (NTRS)

Yip, Long P.

1987-01-01

An investigation to determine the effects of vortex flaps on the flight dynamic characteristics of the F-106B in the area of low-speed, high-angle-of-attack flight was undertaken on a 0.15-scale model of the airplane in the Langley 30- by 60-Foot Tunnel. Static force tests, dynamic forced-oscillation tests, as well as free-flight tests were conducted to obtain a data base on the flight characteristics of the F-106B airplane with vortex flaps. Vortex flap configurations tested included a full-span gothic flap, a full-span constant-chord flap, and a part-span gothic flap.

Development of a Mars Airplane Entry, Descent, and Flight Trajectory

NASA Technical Reports Server (NTRS)

Murray, James E.; Tartabini, Paul V.

2001-01-01

An entry, descent, and flight (EDF) trajectory profile for a Mars airplane mission is defined as consisting of the following elements: ballistic entry of an aeroshell; supersonic deployment of a decelerator parachute; subsonic release of a heat shield; release, unfolding, and orientation of an airplane to flight attitude; and execution of a pull up maneuver to achieve trimmed, horizontal flight. Using the Program to Optimize Simulated Trajectories (POST) a trajectory optimization problem was formulated. Model data representative of a specific Mars airplane configuration, current models of the Mars surface topography and atmosphere, and current estimates of the interplanetary trajectory, were incorporated into the analysis. The goal is to develop an EDF trajectory to maximize the surface-relative altitude of the airplane at the end of a pull up maneuver, while subject to the mission design constraints. The trajectory performance was evaluated for three potential mission sites and was found to be site-sensitive. The trajectory performance, examined for sensitivity to a number of design and constraint variables, was found to be most sensitive to airplane mass, aerodynamic performance characteristics, and the pull up Mach constraint. Based on the results of this sensitivity study, an airplane-drag optimized trajectory was developed that showed a significant performance improvement.

Follow-On Studies for Design Definition of a Lift/Cruise Fan Technology V/STOL Airplane, Volume 1

NASA Technical Reports Server (NTRS)

1977-01-01

A three engine, three fan V/STOL airplane was designed for use as a Research Technology Airplane in proof-of-concept of a candidate configuration for use as a Navy multimission airplane. Use of mechanically interconnected variable pitch fans is made to accommodate power transfer for flight control in hover and to provide flight capability in the event of a single engine failure. The airplane is a modification of a T-39A transport. Design definition is provided for high risk propulsion components and a development test program is defined.

Effects of Ice Formations on Airplane Performance in Level Cruising Flight

NASA Technical Reports Server (NTRS)

Preston, G. Merritt; Blackman, Calvin C.

1948-01-01

A flight investigation in natural icing conditions was conducted by the NACA to determine the effect of ice accretion on airplane performance. The maximum loss in propeller efficiency encountered due to ice formation on the propeller blades was 19 percent. During 87 percent of the propeller icing encounters, losses of 10 percent or less were observed. Ice formations on all of the components of the airplane except the propellers during one icing encounter resulted in an increase in parasite drag of the airplane of 81 percent. The control response of the airplane in this condition was marginal.

77 FR 67263 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-09

... flight cycles. US Airways stated that the engine inlet cowl inspection should follow Airbus Mandatory... months after the engine air intake cowl has accumulated 5,000 total flight cycles. (2) For any engine air... the same airplane has accumulated 5,000 flight cycles or less since the engine air intake cowl was...

78 FR 15876 - Activation of Ice Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-13

... procedures in the Airplane Flight Manual for operating in icing conditions must be initiated. (2) Visual cues... procedures in the Airplane Flight Manual for operating in icing conditions must be initiated. (3) If the... operating rules for flight in icing conditions. This document corrects an error in the amendatory language...

Flight Instructor: Airplane. Written Test Guide.

ERIC Educational Resources Information Center

Federal Aviation Administration (DOT), Washington, DC. Flight Standards Service.

The Flight Standards Service of the Federal Aviation Administration developed the guide to assist applicants who are preparing for the Flight Instructor Certificate with Airplane Rating. The guide contains comprehensive study outlines and a list of recommended study materials and tells how to obtain those publications. It also includes sample test…

Fear of Flying in Airplanes: Effects of Minimal Therapist Guided Stress Inoculation Training.

ERIC Educational Resources Information Center

Beckham, Jean C.; And Others

Flight phobia is an area which has received little controlled investigation, even though between 10 and 20 percent of flight passengers report a fear of flying in airplanes. A study was conducted to examine the efectiveness of a minimal therapist guided form of stress inoculation training (SIT) for flight phobia. Flight phobic volunteers (N=28)…

Flight flutter testing of multi-jet aircraft

NASA Technical Reports Server (NTRS)

Bartley, J.

1975-01-01

Extensive flight flutter tests were conducted by BAC on B-52 and KC-135 prototype airplanes. The need for and importance of these flight flutter programs to Boeing airplane design are discussed. Basic concepts of flight flutter testing of multi-jet aircraft and analysis of the test data will be presented. Exciter equipment and instrumentation employed in these tests will be discussed.

Propulsion Flight Research at NASA Dryden From 1967 to 1997

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Ray, Ronald J.; Conners, Timothy R.; Walsh, Kevin R.

1997-01-01

From 1967 to 1997, pioneering propulsion flight research activities have been conceived and conducted at the NASA Dryden Flight Research Center. Many of these programs have been flown jointly with the United States Department of Defense, industry, or the Federal Aviation Administration. Propulsion research has been conducted on the XB-70, F-111 A, F-111E, YF-12, JetStar, B-720, MD-11, F-15, F- 104, Highly Maneuverable Aircraft Technology, F-14, F/A-18, SR-71, and the hypersonic X-15 airplanes. Research studies have included inlet dynamics and control, in-flight thrust computation, integrated propulsion controls, inlet and boattail drag, wind tunnel-to-flight comparisons, digital engine controls, advanced engine control optimization algorithms, acoustics, antimisting kerosene, in-flight lift and drag, throttle response criteria, and thrust-vectoring vanes. A computer-controlled thrust system has been developed to land the F-15 and MD-11 airplanes without using any of the normal flight controls. An F-15 airplane has flown tests of axisymmetric thrust-vectoring nozzles. A linear aerospike rocket experiment has been developed and tested on the SR-71 airplane. This paper discusses some of the more unique flight programs, the results, lessons learned, and their impact on current technology.

Lock-In Imaging System for Detecting Disturbances in Fluid

NASA Technical Reports Server (NTRS)

Park, Yeonjoon (Inventor); Choi, Sang Hyouk (Inventor); King, Glen C. (Inventor); Elliott, James R. (Inventor); Dimarcantonio, Albert L. (Inventor)

2014-01-01

A lock-in imaging system is configured for detecting a disturbance in air. The system includes an airplane, an interferometer, and a telescopic imaging camera. The airplane includes a fuselage and a pair of wings. The airplane is configured for flight in air. The interferometer is operatively disposed on the airplane and configured for producing an interference pattern by splitting a beam of light into two beams along two paths and recombining the two beams at a junction point in a front flight path of the airplane during flight. The telescopic imaging camera is configured for capturing an image of the beams at the junction point. The telescopic imaging camera is configured for detecting the disturbance in air in an optical path, based on an index of refraction of the image, as detected at the junction point.

Induced Moment Effects of Formation Flight Using Two F/A-18 Aircraft

NASA Technical Reports Server (NTRS)

Hansen, Jennifer L.; Cobleigh, Brent R.

2002-01-01

Previous investigations into formation flight have shown the possibility for significant fuel savings through drag reduction. Using two F/A-18 aircraft, NASA Dryden Flight Research Center has investigated flying aircraft in autonomous formation. Positioning the trailing airplane for best drag reduction requires investigation of the wingtip vortex effects induced by the leading airplane. A full accounting of the vortex effect on the trailing airplane is desired to validate vortex-effect prediction methods and provide a database for the design of a formation flight autopilot. A recent flight phase has mapped the complete wingtip vortex effects at two flight conditions with the trailing airplane at varying distances behind the leading one. Force and moment data at Mach 0.56 and an altitude of 25,000 ft and Mach 0.86 and an altitude of 36,000 ft have been obtained with 20, 55, 110, and 190 ft of longitudinal distance between the aircraft. The moments induced by the vortex on the trailing airplane were well within the pilot's ability to control. This report discusses the data analysis methods and vortex-induced effects on moments and side force. An assessment of the impact of the nonlinear vortex effects on the design of a formation autopilot is offered.

Measured Engine Installation Effects of Four Civil Transport Airplanes

NASA Technical Reports Server (NTRS)

Senzig, David A.; Fleming, Gregg G.; Shepherd, Kevin P.

2001-01-01

The Federal Aviation Administration's Integrated Noise Model (INM) is one of the primary tools for land use planning around airports. The INM currently calculates airplane noise lateral attenuation using the methods contained in the Society of Automotive Engineer's Aerospace Information Report No. 1751 (SAE AIR 1751). Researchers have noted that improved lateral attenuation algorithms may improve airplane noise prediction. The authors of SAE AIR 1751 based existing methods on empirical data collected from flight tests using 1960s-technology airplanes with tail-mounted engines. To determine whether the SAE AIR 1751 methods are applicable for predicting the engine installation component of lateral attenuation for airplanes with wing-mounted engines, the National Aeronautics and Space Administration (NASA) sponsored a series of flight tests during September 2000 at their Wallops Flight Facility. Four airplanes, a Boeing 767-400, a Douglas DC-9, a Dassault Falcon 2000, and a Beech KingAir, were flown through a 20 microphone array. The airplanes were flown through the array at various power settings, flap settings, and altitudes to simulate take-off and arrival configurations. This paper presents the preliminary findings of this study.

View of Pilot Gregory Johnson working on the Flight Deck

NASA Image and Video Library

2009-05-21

S125-E-013042 (21 May 2009) --- Occupying the commander?s station, astronaut Gregory C. Johnson, STS-125 pilot, uses the Portable In-Flight Landing Operations Trainer (PILOT) on the flight deck of the Earth-orbiting Space Shuttle Atlantis. PILOT consists of a laptop computer and a joystick system, which helps to maintain a high level of proficiency for the end-of-mission approach and landing tasks required to bring the shuttle safely back to Earth. Astronaut Scott Altman, commander, looks on.

Commander Crippen at Forward Flight Deck Commanders Station

NASA Image and Video Library

1983-06-24

STS007-31-1614 & S83-35775 (24 June 1983) --- Astronaut Robert L. Crippen is seen at the commander’s station of the Space Shuttle Challenger as it passes through the Earth’s atmosphere on re-entry. The friction results in a pinkish glow visible through the forward windows on the flight deck. The scene was exposed with a 35mm camera.

Social psychology on the flight deck

NASA Technical Reports Server (NTRS)

Helmreich, R. L.

1980-01-01

Social psychological and personality factors that can influence resource management on the flight deck are discussed. It is argued that personality and situational factors intersect to determine crew responses and that assessment of performance under full crew and mission conditions can provide the most valuable information about relevant factors. The possibility of training procedures to improve performance on these dimensions is discussed.

Astronaut William Readdy on flight deck wearing sun glasses

NASA Image and Video Library

1993-09-15

STS051-16-012 (12-22 Sept 1993) --- On Discovery's forward flight deck, astronaut William F. Readdy, pilot, wears shades to block out bright sunshine. Much of the sunshine that normally would be coming through forward windows is blocked by an array of portable computers. Readdy was joined by four other NASA astronauts for almost ten full days in space.

MS Massimino on aft flight deck during EVA 5

NASA Image and Video Library

2002-03-09

STS109-E-5761 (9 March 2002) --- Astronaut Michael J. Massimino, STS-109 mission specialist, looks through an overhead window on the aft flight deck of the Space Shuttle Columbia during the crew’s final interface with the Hubble Space Telescope (HST). The telescope was released at 4:04 a.m. (CST). The image was recorded with a digital still camera.

Astronaut Marsha Ivins with thermal imaging project on flight deck

NASA Image and Video Library

1994-03-05

STS062-04-005 (4-18 March 1994) --- Astronaut Marsha S. Ivins has her hands full with a thermal imaging project on the flight deck of the Space Shuttle Columbia as astronaut Pierre J. Thuot stands by to help. The two mission specialists were joined by three other veteran NASA astronauts for almost 14 full days in Earth-orbit.

Astronaut Kevin Chilton displays map of Scandinavia on flight deck

NASA Technical Reports Server (NTRS)

1994-01-01

Astronaut Kevin P. Chilton, pilot, displays a map of Scandinavia on the Space Shuttle Endeavour's flight deck. Large scale maps such as this were used by the crew to locate specific sites of interest to the Space Radar Laboratory scientists. The crew then photographed the sites at the same time as the radar in the payload bay imaged them.

OAST-Flyer is deployed by the Remote Manipulator System (RMS) as viewed from the flight deck

NASA Image and Video Library

1996-01-14

STS072-320-014 (17 Jan. 1996) --- The end effect of the Space Shuttle Endeavour's Remote Manipulator System (RMS) is about to grapple the Office of Aeronautics and Space Technology's (OAST) -- Flyer satellite. The view was recorded with a 35mm camera aimed through one of Endeavour's overheard windows on the aft flight deck.

JT9D engine diagnostics. Task 2: Feasibility study of measuring in-service flight loads. [747 aircraft performance

NASA Technical Reports Server (NTRS)

Kafka, P. G.; Skibo, M. A.; White, J. L.

1977-01-01

The feasibility of measuring JT9D propulsion system flight inertia loads on a 747 airplane is studied. Flight loads background is discussed including the current status of 747/JT9D loads knowledge. An instrumentation and test plan is formulated for an airline-owned in-service airplane and the Boeing-owned RA001 test airplane. Technical and cost comparisons are made between these two options. An overall technical feasibility evaluation is made and a cost summary presented. Conclusions and recommendations are presented in regard to using existing inertia loads data versus conducting a flight test to measure inertia loads.

Aerodynamic and Acoustic Flight Test Results and Results for the Stratospheric Observatory for Infrared Astronomy

NASA Technical Reports Server (NTRS)

Cumming, Stephen B.; Smith, Mark S.; Cliatt, Larry J.; Frederick, Michael A.

2014-01-01

As part of the Stratospheric Observatory for Infrared Astronomy program, a 747SP airplane was modified to carry a 2.5-m telescope in the aft section of the fuselage. The resulting airborne observatory allows for observations above 99 percent of the water vapor in the atmosphere. The open cavity created by the modifications had the potential to significantly affect the airplane in the areas of aerodynamics and acoustics. Several series of flight tests were conducted to clear the operating envelope of the airplane for astronomical observations, planned to be performed between the altitudes of 35,000 ft and 45,000 ft. The flight tests were successfully completed. Cavity acoustics were below design limits, and the overall acoustic characteristics of the cavity were better than expected. The modification did have some effects on the stability and control of the airplane, but these effects were not significant. Airplane air data systems were not affected by the modifications. This paper describes the methods used to examine the aerodynamics and acoustic data from the flight tests and provides a discussion of the flight-test results in the areas of cavity acoustics, stability and control, and air data.

Aerodynamic and Acoustic Flight Test Results for the Stratospheric Observatory for Infrared Astronomy

NASA Technical Reports Server (NTRS)

Cumming, Stephen B.; Cliatt, Larry James; Frederick, Michael A.; Smith, Mark S.

2013-01-01

As part of the Stratospheric Observatory for Infrared Astronomy (SOFIA) program, a 747SP airplane was modified to carry a 2.5 meter telescope in the aft section of the fuselage. The resulting airborne observatory allows for observations above 99 percent of the water vapor in the atmosphere. The open cavity created by the modifications had the potential to significantly affect the airplane in the areas of aerodynamics and acoustics. Several series of flight tests were conducted to clear the airplanes operating envelope for astronomical observations, planned to be performed between the altitudes of 39,000 feet and 45,000 feet. The flight tests were successfully completed. Cavity acoustics were below design limits, and the overall acoustic characteristics of the cavity were better than expected. The modification did have some effects on the stability and control of the airplane, but these effects were not significant. Airplane air data systems were not affected by the modifications. This paper describes the methods used to examine the aerodynamics and acoustic data from the flight tests and provides a discussion of the flight test results in the areas of cavity acoustics, stability and control, and air data.

Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Webb, Lannie Dean

1996-01-01

A propulsion-controlled aircraft (PCA) system for emergency flight control of aircraft with no flight controls was developed and flight tested on an F-15 aircraft at the NASA Dryden Flight Research Center. The airplane has been flown in a throttles-only manual mode and with an augmented system called PCA in which pilot thumbwheel commands and aircraft feedback parameters were used to drive the throttles. Results from a 36-flight evaluation showed that the PCA system can be used to safety land an airplane that has suffered a major flight control system failure. The PCA system was used to recover from a severe upset condition, descend, and land. Guest pilots have also evaluated the PCA system. This paper describes the principles of throttles-only flight control; a history of loss-of-control accidents; a description of the F-15 aircraft; the PCA system operation, simulation, and flight testing; and the pilot comments.

76 FR 79560 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-22

...-1323; Directorate Identifier 2010-NM-212-AD] RIN 2120-AA64 Airworthiness Directives; Airbus Airplanes... airplanes; Model A330-223F and -243F airplanes; and Model A340-200, -300, -500, and -600 series airplanes... airplane flight manual. We are proposing this AD to prevent movement of the elevators to zero position...

Measurements of the Basic SR-71 Airplane Near-Field Signature

NASA Technical Reports Server (NTRS)

Haering, Edward A., Jr.; Whitmore, Stephen A.; Ehernberger, L. J.

1999-01-01

Airplane design studies have developed configuration concepts that may produce lower sonic boom annoyance levels. Since lower noise designs differ significantly from other HSCT designs, it is necessary to accurately assess their potential before HSCT final configuration decisions are made. Flight tests to demonstrate lower noise design capability by modifying an existing airframe have been proposed for the Mach 3 SR-71 reconnaissance airplane. To support the modified SR-71 proposal, baseline in-flight measurements were made of the unmodified aircraft. These measurements of SR-71 near-field sonic boom signatures were obtained by an F-16XL probe airplane at flightpath separation distances ranging from approximately 740 to 40 ft. This paper discusses the methods used to gather and analyze the flight data, and makes comparisons of these flight data with CFD results from Douglas Aircraft Corporation and NASA Langley Research Center. The CFD solutions were obtained for the near-field flow about the SR-71, and then propagated to the flight test measurement location using the program MDBOOM.

Situational Awareness Issues in the Implementation of Datalink: Shared Situational Awareness in the Joint Flight Deck-ATC Aviation System

NASA Technical Reports Server (NTRS)

Hansman, Robert John, Jr.

1999-01-01

MIT has investigated Situational Awareness issues relating to the implementation of Datalink in the Air Traffic Control environment for a number of years under this grant activity. This work has investigated: 1) The Effect of "Party Line" Information. 2) The Effect of Datalink-Enabled Automated Flight Management Systems (FMS) on Flight Crew Situational Awareness. 3) The Effect of Cockpit Display of Traffic Information (CDTI) on Situational Awareness During Close Parallel Approaches. 4) Analysis of Flight Path Management Functions in Current and Future ATM Environments. 5) Human Performance Models in Advanced ATC Automation: Flight Crew and Air Traffic Controllers. 6) CDTI of Datalink-Based Intent Information in Advanced ATC Environments. 7) Shared Situational Awareness between the Flight Deck and ATC in Datalink-Enabled Environments. 8) Analysis of Pilot and Controller Shared SA Requirements & Issues. 9) Development of Robust Scenario Generation and Distributed Simulation Techniques for Flight Deck ATC Simulation. 10) Methods of Testing Situation Awareness Using Testable Response Techniques. The work is detailed in specific technical reports that are listed in the following bibliography, and are attached as an appendix to the master final technical report.

An Investigation of the Drag Characteristics of a Tailless Delta-Wing Airplane in Flight, Including Comparison with Wind-Tunnel Data

NASA Technical Reports Server (NTRS)

Rolls, L. Stewart; Wingrove, Rodney C.

1958-01-01

A series of flight tests were conducted to determine the lift and drag characteristics of an F4D-1 airplane over a Mach number range of 0.80 to 1.10 at an altitude of 40,000 feet. Apparently satisfactory agreement was obtained between the flight data and results from wind-tunnel tests of an 0.055-scale model of the airplane. Further tests show the apparent agreement was a consequence of the altitude at which the first tests were made.

76 FR 14795 - Special Conditions: Gulfstream Model GVI Airplane; Electronic Flight Control System Mode...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-18

...). Novel or Unusual Design Features The GVI will have a fly-by-wire electronic flight control system. This... type certification basis for Gulfstream GVI airplanes. If the design of the flight control system has... Control System Mode Annunciation. AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final...

78 FR 11555 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Design Roll Maneuver for Electronic...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-19

...; Design Roll Maneuver for Electronic Flight Controls AGENCY: Federal Aviation Administration (FAA), DOT... design roll maneuver for electronic flight controls, specifically an electronic flight control system... control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of 12 passengers...

78 FR 31838 - Special Conditions: Embraer S.A., Model EMB-550 Airplanes; Flight Envelope Protection: General...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-28

... new control architecture and a full digital flight control system which provides flight envelope... Administrator considers necessary to establish a level of safety equivalent to that established by the existing... metal with composite empennage and control surfaces. The Model EMB-550 airplane is designed for 8...

Flight Test Guide (Part 61 Revised); Private Pilot Airplane.

ERIC Educational Resources Information Center

Federal Aviation Administration (DOT), Washington, DC. Flight Standards Service.

This guide provides an outline of the skills required to pass the flight test for a Private Pilot Certificate with Airplane Rating under part 61 (revised) of Federal Aviation Regulations. General procedures for flight tests are described and the following pilot operations outlined: preflight operations, airport and traffic pattern operations,…

Simulation studies of STOL airplane operations in metropolitan downtown and airport air traffic control environments

NASA Technical Reports Server (NTRS)

Sawyer, R. H.; Mclaughlin, M. D.

1974-01-01

The operating problems and equipment requirements for STOL airplanes in terminal area operations in simulated air traffic control (ATC) environments were studied. These studies consisted of Instrument Flight Rules (IFR) arrivals and departures in the New York area to and from a downtown STOL port, STOL runways at John F. Kennedy International Airport, or STOL runways at a hypothetical international airport. The studies were accomplished in real time by using a STOL airplane flight simulator. An experimental powered lift STOL airplane and two in-service airplanes having high aerodynamic lift (i.e., STOL) capability were used in the simulations.

77 FR 48469 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-14

...-0808; Directorate Identifier 2010-NM-170-AD] RIN 2120-AA64 Airworthiness Directives; Airbus Airplanes... airplanes, and Model A340-200 and A340-300 series airplanes. This proposed AD was prompted by reports of an... require, depending on airplane configuration, modifying three flight control primary computers (FCPCs...

78 FR 27015 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-09

... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A330-200 and A330-300 series airplanes, and Model A340-200 and A340-300 series airplanes... seal on a solenoid. This AD requires, depending on airplane configuration, modifying three flight...

The Pressure Distribution over the Wings and Tail Surfaces of a PW-9 Pursuit Airplane in Flight

NASA Technical Reports Server (NTRS)

Rhode, Richard

1931-01-01

This report presents the results of an investigation to determine (1) the magnitude and distribution of aerodynamic loads over the wings and tail surfaces of a pursuit-type airplane in the maneuvers likely to impose critical loads on the various subassemblies of the airplane structure. (2) To study the phenomenon of center of pressure movement and normal force coefficient variation in accelerated flight, and (3) to measure the normal accelerations at the center of gravity, wing-tip, and tail, in order to determine the nature of the inertia forces acting simultaneously with the critical aerodynamic loads. The results obtained throw light on a number of important questions involving structural design. Some of the more interesting results are discussed in some detail, but in general the report is for the purpose of making this collection of airplane-load data obtained in flight available to those interested in airplane structures.

ARC-1945-A-7120

NASA Image and Video Library

1945-02-06

North American P-51B 'Mustang' fighter in flight over bay area. The P-51 with its new laminar-flow wing sections developed by NACA was the first airplane selected for testing of airplane drag in flight and wind tunnel comparison

New Method of Determining the Polar Curve of an Airplane in Flight

NASA Technical Reports Server (NTRS)

Yegorov, B. N.

1945-01-01

A fundamental defect of existing methods for the determination of the polar of an airplane in flight is the impossibility of obtaining the thrust or the resistance of the propeller for any type airplane with any type engine. The new method is based on the premise that for zero propeller thrust the mean angle of attack of the blade is approximately the same for all propellers if this angle is reckoned from the aerodynamic chord of the profile section. This angle was determined from flight tests. Knowing the mean angle of the blade setting the angle of attack of the propeller blade at zero thrust can be found and the propeller speed in gliding obtained. The experimental check of the new method carried out on several airplanes gave positive results. The basic assumptions for the construction of the polars and the method of analyzing the flight data are given.

Ground-to-Flight Handling Qualities Comparisons for a High Performance Airplane

NASA Technical Reports Server (NTRS)

Brandon, Jay M.; Glaab, Louis J.; Brown, Philip W.; Phillips, Michael R.

1995-01-01

A flight test program was conducted in conjunction with a ground-based piloted simulation study to enable a comparison of handling qualities ratings for a variety of maneuvers between flight and simulation of a modern high performance airplane. Specific objectives included an evaluation of pilot-induced oscillation (PIO) tendencies and a determination of maneuver types which result in either good or poor ground-to-flight pilot handling qualities ratings. A General Dynamics F-16XL aircraft was used for the flight evaluations, and the NASA Langley Differential Maneuvering Simulator was employed for the ground based evaluations. Two NASA research pilots evaluated both the airplane and simulator characteristics using tasks developed in the simulator. Simulator and flight tests were all conducted within approximately a one month time frame. Maneuvers included numerous fine tracking evaluations at various angles of attack, load factors and speed ranges, gross acquisitions involving longitudinal and lateral maneuvering, roll angle captures, and an ILS task with a sidestep to landing. Overall results showed generally good correlation between ground and flight for PIO tendencies and general handling qualities comments. Differences in pilot technique used in simulator evaluations and effects of airplane accelerations and motions are illustrated.

Flight-test experience of a helicopter encountering an airplane trailing vortex

NASA Technical Reports Server (NTRS)

Dunham, R. E., Jr.; Holbrook, G. T.; Campbell, R. L.; Van Gunst, R. W.; Mantay, W. R.

1976-01-01

This paper presents results of a flight-test experiment of a UH-1H helicopter encountering the vortex wake of a C-54 airplane. The helicopter was instrumented to record the pilot control inputs, determine the upset experience, and measure critical loads within the rotor system. During the flight-test program 132 penetrations of the vortex wake were made by the helicopter at separation distances from 3/8 to 6-1/2 nautical miles. Test results indicated that the helicopter upsets and the vortex induced blade loads experienced were minimal and well within safe limits. The upsets were very mild when compared to a typical response of a small airplane to the vortex wake of the C-54 airplane.

Flight Test of a Head-Worn Display as an Equivalent-HUD for Terminal Operations

NASA Technical Reports Server (NTRS)

Shelton, K. J.; Arthur, J. J., III; Prinzel, L. J., III; Nicholas, S. N.; Williams, S. P.; Bailey, R. E.

2015-01-01

Research, development, test, and evaluation of flight deck interface technologies is being conducted by NASA to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in the Next Generation Air Transportation System (NextGen). Under NASA's Aviation Safety Program, one specific area of research is the use of small Head-Worn Displays (HWDs) as a potential equivalent display to a Head-up Display (HUD). Title 14 of the US CFR 91.175 describes a possible operational credit which can be obtained with airplane equipage of a HUD or an "equivalent"' display combined with Enhanced Vision (EV). A successful HWD implementation may provide the same safety and operational benefits as current HUD-equipped aircraft but for significantly more aircraft in which HUD installation is neither practical nor possible. A flight test was conducted to evaluate if the HWD, coupled with a head-tracker, can provide an equivalent display to a HUD. Approach and taxi testing was performed on-board NASA's experimental King Air aircraft in various visual conditions. Preliminary quantitative results indicate the HWD tested provided equivalent HUD performance, however operational issues were uncovered. The HWD showed significant potential as all of the pilots liked the increased situation awareness attributable to the HWD's unique capability of unlimited field-of-regard.

Flight test of a head-worn display as an equivalent-HUD for terminal operations

NASA Astrophysics Data System (ADS)

Shelton, K. J.; Arthur, J. J.; Prinzel, L. J.; Nicholas, S. N.; Williams, S. P.; Bailey, R. E.

2015-05-01

Research, development, test, and evaluation of flight deck interface technologies is being conducted by NASA to proactively identify, develop, and mature tools, methods, and technologies for improving overall aircraft safety of new and legacy vehicles operating in the Next Generation Air Transportation System (NextGen). Under NASA's Aviation Safety Program, one specific area of research is the use of small Head-Worn Displays (HWDs) as a potential equivalent display to a Head-up Display (HUD). Title 14 of the US CFR 91.175 describes a possible operational credit which can be obtained with airplane equipage of a HUD or an "equivalent"' display combined with Enhanced Vision (EV). A successful HWD implementation may provide the same safety and operational benefits as current HUD-equipped aircraft but for significantly more aircraft in which HUD installation is neither practical nor possible. A flight test was conducted to evaluate if the HWD, coupled with a head-tracker, can provide an equivalent display to a HUD. Approach and taxi testing was performed on-board NASA's experimental King Air aircraft in various visual conditions. Preliminary quantitative results indicate the HWD tested provided equivalent HUD performance, however operational issues were uncovered. The HWD showed significant potential as all of the pilots liked the increased situation awareness attributable to the HWD's unique capability of unlimited field-of-regard.

Flight Research Using F100 Engine P680063 in the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Conners, Timothy R.; Maxwell, Michael D.

1994-01-01

The value of flight research in developing and evaluating gas turbine engines is high. NASA Dryden Flight Research Center has been conducting flight research on propulsion systems for many years. The F100 engine has been tested in the NASA F-15 research airplane in the last three decades. One engine in particular, S/N P680063, has been used for the entire program and has been flown in many pioneering propulsion flight research activities. Included are detailed flight-to-ground facility tests; tests of the first production digital engine control system, the first active stall margin control system, the first performance-seeking control system; and the first use of computer-controlled engine thrust for emergency flight control. The flight research has been supplemented with altitude facility tests at key times. This paper presents a review of the tests of engine P680063, the F-15 airplanes in which it flew, and the role of the flight test in maturing propulsion technology.

Stability and Controls Analysis and Flight Test Results of a 24-Foot Telescoping Nose Boom on an F-15B Airplane

NASA Technical Reports Server (NTRS)

Moua, Cheng M.; Cox, Timothy H.; McWherter, Shaun C.

2008-01-01

The Quiet Spike(TradeMark) F-15B flight research program investigated supersonic shock reduction using a 24-ft telescoping nose boom on an F-15B airplane. The program goal was to collect flight data for model validation up to 1.8 Mach. In the area of stability and controls, the primary concerns were to assess the potential destabilizing effect of the oversized nose boom on the stability, controllability, and handling qualities of the airplane and to ensure adequate stability margins across the entire research flight envelope. This paper reports on the stability and control analytical methods, flight envelope clearance approach, and flight test results of the F-15B telescoping nose boom configuration. Also discussed are brief pilot commentary on typical piloting tasks and refueling tasks.

Preliminary test results of a flight management algorithm for fuel conservative descents in a time based metered traffic environment. [flight tests of an algorithm to minimize fuel consumption of aircraft based on flight time

NASA Technical Reports Server (NTRS)

Knox, C. E.; Cannon, D. G.

1979-01-01

A flight management algorithm designed to improve the accuracy of delivering the airplane fuel efficiently to a metering fix at a time designated by air traffic control is discussed. The algorithm provides a 3-D path with time control (4-D) for a test B 737 airplane to make an idle thrust, clean configured descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms and the results of the flight tests are discussed.

STS-36 Mission Specialist Hilmers with AEROLINHOF camera on aft flight deck

NASA Image and Video Library

1990-03-03

STS-36 Mission Specialist (MS) David C. Hilmers points the large-format AEROLINHOF camera out overhead window W7 on the aft flight deck of Atlantis, Orbiter Vehicle (OV) 104. Hilmers records Earth imagery using the camera. Hilmers and four other astronauts spent four days, 10 hours and 19 minutes aboard OV-104 for the Department of Defense (DOD) devoted mission.

STS-39 MS Veach monitors AFP-675 panel on OV-103's aft flight deck

NASA Image and Video Library

1991-05-06

STS039-09-036 (28 April-6 May 1991) --- Astronaut Charles L. (Lacy) Veach monitors experiment data on the aft flight deck of the Earth-orbiting Discovery. The photograph was taken with a 35mm camera. Veach and six other NASA astronauts spent over eight days in space busily collecting data for this mission, dedicated to the Department of Defense.

STS-79 crew on flight deck after launch

NASA Image and Video Library

1996-10-29

STS079-348-004 (16 Sept. 1996) --- Soon after the space shuttle Atlantis completed its rocket mode ascent to Earth-orbit, astronaut Terrence W. Wilcutt, pilot, begins to ready the Orbiter for ten days of orbiting Earth by activating switches on the flight deck's right overhead panel. Though the launch was a nocturnal one, the crew experienced its first sunrise just after Atlantis achieved its orbital posture.

STS-43 crewmembers perform various tasks on OV-104's aft flight deck

NASA Image and Video Library

1991-08-11

STS043-37-012 (2-11 Aug 1991) --- Three STS-43 astronauts are busy at work onboard the earth-orbiting space shuttle Atlantis. Astronaut Shannon W. Lucid is pictured performing one of several tests on Computer hardware with space station applications in mind. Sharing the aft flight deck with Lucid are Michael A. Baker (left), pilot and John E. Blaha, mission commander.

General view of the aft Flight Deck looking at the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view of the aft Flight Deck looking at the mission specialist seats directly behind and to the side of the commander and pilot's seats. These seats are removed, packed and stowed during on-orbit activities. This image was taken at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Closeup view of the aft flight deck of the Orbiter ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Close-up view of the aft flight deck of the Orbiter Discovery looking at the aft center control panels A6, A7, A8, A12, A13, A14, A16 and A17. This View was taken at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

MS Hadfield aims a laser range finder through a window on the aft flight deck of Endeavour

NASA Image and Video Library

2001-04-21

S100-E-5141 (21 April 2001) --- Astronaut Chris A. Hadfield of the Canadian Space Agency (CSA) uses a laser ranging device to keep up with the precise location of the International Space Station (ISS) from his post on the aft flight deck of the Space Shuttle Endeavour. The image was recorded with a digital still camera.

STS-116 crew at orbiter aft flight deck window during EVA 2

NASA Image and Video Library

2007-12-14

ISS014-E-09804 (14 Dec. 2006) --- From the aft flight deck on Space Shuttle Discovery, astronauts William A. (Bill) Oefelein (left), STS-116 pilot; Nicholas J. M. Patrick, mission specialist; and Mark L. Polansky, commander, look through an overhead window toward their spacewalking crewmembers, who captured the image during the mission's second of three planned sessions of extravehicular activity (EVA).

STS-43 Pilot Baker eats a sandwich on OV-104's forward flight deck

NASA Image and Video Library

1991-08-11

STS043-02-020 (2-11 Aug. 1991) --- Astronaut Michael A. Baker, STS-43 pilot, seated at the forward flight deck pilot station controls of the Space Shuttle Atlantis, eats a free-floating peanut butter and jelly sandwich while holding a carrot. Surrounding Baker are procedural checklists, control panels, and windows. A lemonade drink bag is velcroed to overhead panel.

Using Engine Thrust for Emergency Flight Control: MD-11 and B-747 Results

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Bull, John

1998-01-01

With modern digital control systems, using engine thrust for emergency flight control to supplement or replace failed aircraft normal flight controls has become a practical consideration. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control. An F-15 and an MD-11 airplane have been landed without using any flight control surfaces. Preliminary studies have also been conducted that show that engines on only one wing can provide some flight control capability if the lateral center of gravity can be shifted toward the side of the airplane that has the operating engine(s). Simulator tests of several airplanes with no flight control surfaces operating and all engines out on the left wing have all shown positive control capability within the available range of lateral center-of-gravity offset. Propulsion-controlled aircraft systems that can operate without modifications to engine control systems, thus allowing PCA technology to be installed on less capable airplanes or at low cost, are also desirable. Further studies have examined simplified 'PCA Lite' and 'PCA Ultralite' concepts in which thrust control is provided by existing systems such as auto-throttles or a combination of existing systems and manual pilot control.

Lateral aerodynamic parameters extracted from flight data for the F-8C airplane in maneuvering flight

NASA Technical Reports Server (NTRS)

Suit, W. T.

1977-01-01

Flight test data are used to extract the lateral aerodynamic parameters of the F-8C airplane at moderate to high angles of attack. The data were obtained during perturbations of the airplane from steady turns with trim normal accelerations from 1.5g to 3.0g. The angle-of-attack variation from trim was negligible. The aerodynamic coefficients extracted from flight data were compared with several other sets of coefficients, and the extracted coefficients resulted in characteristics for the Dutch roll mode (at the highest angles of attack) similar to those of a set of coefficients that have been the basis of several simulations of the F-8C.

77 FR 30885 - Clarification of Prior Interpretations of the Seat Belt and Seating Requirements for General...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-24

... Aviation Flights AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Clarification of prior... seat usage conforms to the limitations contained in the approved portion of the Airplane Flight Manual... following. At the time of the impact, the Pilatus PC-12/45 airplane was operating as a personal flight under...

76 FR 36890 - Clarification of Prior Interpretations of the Seat Belt and Seating Requirements for General...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-23

... Aviation Flights AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed... usage conforms with the limitations contained in the approved portion of the Airplane Flight Manual. The... airplane was operating as a personal flight under the provisions of 14 CFR part 91. The pilot and the 13...

14 CFR Appendix A to Part 136 - Special Operating Rules for Air Tour Operators in the State of Hawaii

Code of Federal Regulations, 2012 CFR

2012-01-01

.... Applicability. This appendix prescribes operating rules for airplane and helicopter visual flight rules air tour... any sightseeing flight conducted under visual flight rules in an airplane or helicopter for compensation or hire. “Air tour operator” means any person who conducts an air tour. Section 3. Helicopter...

14 CFR Appendix A to Part 136 - Special Operating Rules for Air Tour Operators in the State of Hawaii

Code of Federal Regulations, 2014 CFR

2014-01-01

.... Applicability. This appendix prescribes operating rules for airplane and helicopter visual flight rules air tour... any sightseeing flight conducted under visual flight rules in an airplane or helicopter for compensation or hire. “Air tour operator” means any person who conducts an air tour. Section 3. Helicopter...

14 CFR Appendix A to Part 136 - Special Operating Rules for Air Tour Operators in the State of Hawaii

Code of Federal Regulations, 2011 CFR

2011-01-01

.... Applicability. This appendix prescribes operating rules for airplane and helicopter visual flight rules air tour... any sightseeing flight conducted under visual flight rules in an airplane or helicopter for compensation or hire. “Air tour operator” means any person who conducts an air tour. Section 3. Helicopter...

14 CFR Appendix A to Part 136 - Special Operating Rules for Air Tour Operators in the State of Hawaii

Code of Federal Regulations, 2013 CFR

2013-01-01

.... Applicability. This appendix prescribes operating rules for airplane and helicopter visual flight rules air tour... any sightseeing flight conducted under visual flight rules in an airplane or helicopter for compensation or hire. “Air tour operator” means any person who conducts an air tour. Section 3. Helicopter...

77 FR 70384 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Design Roll Maneuver for Electronic...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-26

... design roll maneuver for electronic flight controls, specifically an electronic flight control system... load condition at design maneuvering speed (V A ), in which the cockpit roll control is returned to...-550 airplanes. 1. Design Roll Maneuver for Electronic Flight Controls. In lieu of compliance to 14 CFR...

75 FR 47203 - Airworthiness Directives; McDonnell Douglas Corporation Model MD-11 and MD-11F Airplanes Equipped...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-05

.... This AD requires revising the airplane flight manual to advise the flightcrew to use certain procedures during descent in certain icing conditions. This AD results from reports of several in-flight engine.... These certain icing conditions could cause a multiple engine flameout during flight with the potential...

Line Pilots' Attitudes about and Experience with Flight Deck Automation: Results of an International Survey and Proposed Guidelines

NASA Technical Reports Server (NTRS)

Rudisill, Marianne

1995-01-01

A survey of line pilots' attitudes about flight deck automation was conducted by the Royal Air Force Institute of Aviation Medicine (RAF IAM, Farnborough, UK) under the sponsorship of the United Kingdom s Civil Aviation Authority and in cooperation with IATA (the International Air Transport Association). Survey freehand comments given by pilots operating 13 types of commercial transports across five manufacturers (Airbus, Boeing, British Aerospace, Lockheed, and McDonnell-Douglas) and 57 air carriers/organizations were analyzed by NASA. These data provide a "lessons learned" knowledge base which may be used for the definition of guidelines for flight deck automation and its associated crew interface within the High Speed Research Program. The aircraft chosen for analysis represented a progression of levels of automation sophistication and complexity, from "Basic" types (e.g., B727, DC9), through "Transition" types (e.g., A300, Concorde), to two levels of glass cockpits (e.g., Glass 1: e.g., A310; Glass 2: e.g., B747-400). This paper reports the results of analyses of comments from pilots flying commercial transport types having the highest level of automation sophistication (B757/B767, B747-400, and A320). Comments were decomposed into five categories relating to: (1) general observations with regard to flight deck automation; comments concerning the (2) design and (3) crew understanding of automation and the crew interface; (4) crew operations with automation; and (5) personal factors affecting crew/automation interaction. The goal of these analyses is to contribute to the definition of guidelines which may be used during design of future aircraft flight decks.

Local Flow Conditions for Propulsion Experiments on the NASA F-15B Propulsion Flight Test Fixture

NASA Technical Reports Server (NTRS)

Vachon, Michael J.; Moes, Timothy R.; Corda, Stephen

2005-01-01

Local flow conditions were measured underneath the National Aeronautics and Space Administration F-15B airplane to support development of future experiments on the Propulsion Flight Test Fixture (PFTF). The local Mach number and flow angles were measured using a conventional air data boom on a cone-cylinder mounted under the PFTF and compared with the airplane air data nose boom measurements. At subsonic flight speeds, the airplane and PFTF Mach numbers were approximately equal. Transonic Mach number values were up to 0.1 greater at the PFTF than the airplane, which is a counterintuitive result. The PFTF local supersonic Mach numbers were as much as 0.46 less than the airplane values. The maximum local Mach number at the PFTF was approximately 1.6 at an airplane Mach number near 2.0. The PFTF local angle of attack was negative at all Mach numbers, ranging from -3 to -8 degrees. When the airplane angle of sideslip was zero, the PFTF local value was zero between Mach 0.8 and Mach 1.1, -2 degrees between Mach 1.1 and Mach 1.5, and increased from zero to 1 degree from Mach 1.5 to Mach 2.0. Airplane inlet shock waves crossed the aerodynamic interface plane between Mach 1.85 and Mach 1.90.

Flight Test of the F/A-18 Active Aeroelastic Wing Airplane

NASA Technical Reports Server (NTRS)

Clarke, Robert; Allen, Michael J.; Dibley, Ryan P.; Gera, Joseph; Hodgkinson, John

2005-01-01

Successful flight-testing of the Active Aeroelastic Wing airplane was completed in March 2005. This program, which started in 1996, was a joint activity sponsored by NASA, Air Force Research Laboratory, and industry contractors. The test program contained two flight test phases conducted in early 2003 and early 2005. During the first phase of flight test, aerodynamic models and load models of the wing control surfaces and wing structure were developed. Design teams built new research control laws for the Active Aeroelastic Wing airplane using these flight-validated models; and throughout the final phase of flight test, these new control laws were demonstrated. The control laws were designed to optimize strategies for moving the wing control surfaces to maximize roll rates in the transonic and supersonic flight regimes. Control surface hinge moments and wing loads were constrained to remain within hydraulic and load limits. This paper describes briefly the flight control system architecture as well as the design approach used by Active Aeroelastic Wing project engineers to develop flight control system gains. Additionally, this paper presents flight test techniques and comparison between flight test results and predictions.

Studies of Pilot Control During Launching and Reentry of Space Vehicles, Utilizing the Human Centrifuge

NASA Technical Reports Server (NTRS)

Clark, Carl C.; Woodling, C. H.

1959-01-01

With the ever increasing complexity of airplanes and the nearness to reality of manned space vehicles the use of pilot-controlled flight simulators has become imperative. The state of the art in flight simulation has progressed well with the demand. Pilot-controlled flight simulators are finding increasing uses in aeromedical research, airplane and airplane systems design, and preflight training. At the present many flight simulators are in existence with various degrees of sophistication and sundry purposes. These vary from fixed base simulators where the pilot applies control inputs according to visual cues presented to him on an instrument display to moving base simulators where various combinations of angular and linear motions are added in an attempt to improve the flight simulation.

Engine installation effects of four civil transport airplanes : Wallops Flight Facility study

DOT National Transportation Integrated Search

2003-10-31

This report examines the effects of airplane geometrical configuration on the acoustic directivity characteristics and on the propagation of airplane noise. This effect of airplane geometry is referred to in this report as engine installation effe...

STS-27 crew poses for inflight portrait on forward flight deck with football

NASA Image and Video Library

1988-12-06

STS027-11-012 (2-6 Dec. 1988) --- The crew members for the STS-27 space flight pose on the flight deck of the Earth-orbiting space shuttle Atlantis with a football free-floating in the foreground. Left to right are astronauts Robert L. Gibson, commander; Richard M. (Mike) Mullane, Jerry L. Ross and William M. Shepherd, mission specialists; and Guy S. Gardner, pilot. The football was later presented to the National Football League (NFL) at halftime of the Super Bowl in Miami. Photo credit: NASA

78 FR 25846 - Special Conditions: Airbus, Model A340-600 Series Airplanes; Lower Deck Crew Rest Compartments

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-03

... significantly delay issuance of the design approval and thus delivery of the affected aircraft. In addition, the... specific portion of the special conditions, explain the reason for any recommended change, and include... compartment configuration that affect crew member emergency egress or any other procedures affecting the...

78 FR 4047 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-18

... migration of the latch pins of the main deck side cargo door (MDSCD). This AD requires various repetitive... broken retention bolts and the subsequent migration of the latch pins rather than by the broken latch pin... prompted by reports of broken and damaged latch pin retention bolts and subsequent migration of the latch...

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2010-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, and it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flowfield properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of 2 were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, an< it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flow-field properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Operational requirements for flight control and navigation systems for short haul transport aircraft

NASA Technical Reports Server (NTRS)

Morrison, J. A.

1978-01-01

To provide a background for evaluating advanced STOL systems concepts, a number of short haul and STOL airline operations in the United States and one operation in Canada were studied. A study of flight director operational procedures for an advanced STOL research airplane, the Augmented Wing Jet STOL Research Airplane, was conducted using the STOLAND simulation facility located at the Ames Changes to the advanced digital flight control system (STOLAND) installed in the Augmentor Wing Airplane are proposed to improve the mode sequencing to simplify pilot procedures and reduce pilot workload.

Wind-tunnel Tests of a 2-engine Airplane Model as a Preliminary Study of Flight Conditions Arising on the Failure of the Engine

NASA Technical Reports Server (NTRS)

Hartman, Edwin P

1938-01-01

Wind tunnel tests of a 15-foot-span model of a two-engine low wing transport airplane were made as a preliminary study of the emergency arising from the failure of one engine in flight. Two methods of reducing the initial yawing moment resulting from the failure of one engine were investigated and the equilibrium conditions were explored for two basic modes on one engine, one with zero angle of sideslip and the other with several degrees of sideslip. The added drag resulting from the unsymmetrical attitudes required for flight on one engine was determined for the model airplane. The effects of the application of power upon the stability, controllability, lift, and drag of the model airplane were measured. A dynamic pressure survey of the propeller slipstream was made in the neighborhood of the tail surfaces at three angles of attack. The added parasite drag of the model airplane resulting from the unfavorable conditions of flight on one engine was estimated. From 35 to 50 percent of this added drag was due to the drag of the dead engine propeller and the other 50 to 65 percent was due to the unsymmetrical attitude of the airplane. The mode of flight on one engine in which the angle of sideslip was zero was found to require less power than the mode in which the angle of sideslip was several degrees.

STS-56 Pilot Oswald uses SAREX on forward flight deck of Discovery, OV-103

NASA Technical Reports Server (NTRS)

1993-01-01

STS-56 Pilot Stephen S. Oswald, wearing headset, uses the Shuttle Amateur Radio Experiment II (SAREX-II) while sitting at the pilots station on the forward flight deck of Discovery, Orbiter Vehicle (OV) 103. Oswald smiles from behind the microphone as he talks to amateur radio operators on Earth via the SAREX equipment. SAREX cables and the interface module freefloat in front of Oswald. The antenna located in forward flight deck window W6 is visible in the background. SAREX was established by NASA, the American Radio League/Amateur Radio Satellite Corporation and the JSC Amateur Radio Club to encourage public participation in the space program through a program to demonstrate the effectiveness of conducting short-wave radio transmissions between the Shuttle and ground-based radio operators at low-cost ground stations with amateur and digital techniques. As on several previous missions, SAREX was used on this flight as an educational opportunity for students around the world to learn ab

Study to determine potential flight applications and human factors design guidelines for voice recognition and synthesis systems

NASA Astrophysics Data System (ADS)

White, R. W.; Parks, D. L.

1985-07-01

A study was conducted to determine potential commercial aircraft flight deck applications and implementation guidelines for voice recognition and synthesis. At first, a survey of voice recognition and synthesis technology was undertaken to develop a working knowledge base. Then, numerous potential aircraft and simulator flight deck voice applications were identified and each proposed application was rated on a number of criteria in order to achieve an overall payoff rating. The potential voice recognition applications fell into five general categories: programming, interrogation, data entry, switch and mode selection, and continuous/time-critical action control. The ratings of the first three categories showed the most promise of being beneficial to flight deck operations. Possible applications of voice synthesis systems were categorized as automatic or pilot selectable and many were rated as being potentially beneficial. In addition, voice system implementation guidelines and pertinent performance criteria are proposed. Finally, the findings of this study are compared with those made in a recent NASA study of a 1995 transport concept.

STS-65 Commander Cabana with SAREX-II on Columbia's, OV-102's, flight deck

NASA Technical Reports Server (NTRS)

1994-01-01

STS-65 Commander Robert D. Cabana is seen on the Space Shuttle Columbia's, Orbiter Vehicle (OV) 102's, aft flight deck with the Shuttle Amateur Radio Experiment II (SAREX-II) (configuration C). Cabana is equipped with the SAREX-II headset and holds a cable leading to the 2-h window antenna mounted in forward flight deck window W1 (partially blocked by the seat headrest). SAREX was established by NASA, the American Radio League/Amateur Radio Satellite Corporation and the Johnson Space Center (JSC) Amateur Radio Club to encourage public participation in the space program through a project to demonstrate the effectiveness of conducting short-wave radio transmissions between the Shuttle and ground-based radio operators at low-cost ground stations with amateur and digital techniques. As on several previous missions, SAREX was used on this flight as an educational opportunity for students around the world to learn about space firsthand by speaking directly to astronauts aboard the shuttle.

Study to determine potential flight applications and human factors design guidelines for voice recognition and synthesis systems

NASA Technical Reports Server (NTRS)

White, R. W.; Parks, D. L.

1985-01-01

A study was conducted to determine potential commercial aircraft flight deck applications and implementation guidelines for voice recognition and synthesis. At first, a survey of voice recognition and synthesis technology was undertaken to develop a working knowledge base. Then, numerous potential aircraft and simulator flight deck voice applications were identified and each proposed application was rated on a number of criteria in order to achieve an overall payoff rating. The potential voice recognition applications fell into five general categories: programming, interrogation, data entry, switch and mode selection, and continuous/time-critical action control. The ratings of the first three categories showed the most promise of being beneficial to flight deck operations. Possible applications of voice synthesis systems were categorized as automatic or pilot selectable and many were rated as being potentially beneficial. In addition, voice system implementation guidelines and pertinent performance criteria are proposed. Finally, the findings of this study are compared with those made in a recent NASA study of a 1995 transport concept.

Flight-test of the glide-slope track and flare-control laws for an automatic landing system for a powered-lift STOL airplane

NASA Technical Reports Server (NTRS)

Watson, D. M.; Hardy, G. H.; Warner, D. N., Jr.

1983-01-01

An automatic landing system was developed for the Augmentor Wing Jet STOL Research Airplane to establish the feasibility and examine the operating characteristics of a powered-lift STOL transport flying a steep, microwave landing system (MLS) glide slope to automatically land on a STOL port. The flight test results address the longitudinal aspects of automatic powered lift STOL airplane operation including glide slope tracking on the backside of the power curve, flare, and touchdown. Three different autoland control laws were evaluated to demonstrate the tradeoff between control complexity and the resulting performance. The flight test and simulation methodology used in developing conventional jet transport systems was applied to the powered-lift STOL airplane. The results obtained suggest that an automatic landing system for a powered-lift STOL airplane operating into an MLS-equipped STOL port is feasible. However, the airplane must be provided with a means of rapidly regulation lift to satisfactorily provide the glide slope tracking and control of touchdown sink rate needed for automatic landings.

View of STS-134 Commander Kelly on the Flight Deck

NASA Image and Video Library

2011-05-16

S134-E-005608 (16 May 2011) --- Astronaut Mark Kelly, STS-134 commander, gets down to work soon after Endeavour reaches Earth orbit. Kelly is seated at the commander's station on the shuttle's forward flight deck. Five other veteran crew members are joining the commander on a 16-day mission, much of which will be devoted to work on the International Space Station. Photo credit: NASA

General view of the flight deck of the Orbiter Discovery ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view of the flight deck of the Orbiter Discovery looking forward from behind the commander's seat looking towards the pilot's station. Note the numerous Velcro pads located throughout the crew compartment, used to secure frequently used items when in zero gravity. This image was taken at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

STS-81 pilot Jett on aft flight deck during approach to Mir

NASA Image and Video Library

1997-02-26

STS081-368-011 (12-22 Jan. 1997) --- Astronaut Brent W. Jett, Jr., STS-81 pilot, appears restful and unfazed as Russia's Mir Space Station appears in the window over his shoulder on the Space Shuttle Atlantis' aft flight deck. Following docking of Mir and Atlantis, Jett and his crew mates went on to spend several days sharing experiments and supply-transfer with the Mir-22 crewmembers.

STS-28 Columbia, OV-102, MS Brown uses ARRIFLEX camera on aft flight deck

NASA Image and Video Library

1989-08-13

STS028-17-033 (August 1989) --- Astronaut Mark N. Brown, STS-28 mission specialist, pauses from a session of motion-picture photography conducted through one of the aft windows on the flight deck of the Earth-orbiting Space Shuttle Columbia. He is using an Arriflex camera. The horizon of the blue and white appearing Earth and its airglow are visible in the background.

STS-65 Japanese Payload Specialist Mukai on OV-102's aft flight deck

NASA Technical Reports Server (NTRS)

1994-01-01

STS-65 Japanese Payload Specialist Chiaki Mukai freefloats on Columbia's, Orbiter Vehicle (OV) 102's, aft flight deck in front of overhead windows W7 and W8 while holding a cassette case with bean sprouts in her left hand. Mukai, a physician, represented Japan's National Space Development Agency (NASDA) on the two week mission in support of the International Microgravity Laboratory 2 (IML-2).

STS-30 aft flight deck onboard view of overhead window, Earth limb, cow photo

NASA Image and Video Library

1989-05-08

STS030-10-008 (4-8 May 1989) --- Since the beginning manned space travel, astronauts have taken with them items of personal sentiment. In case of Mark C. Lee, STS-30 mission specialist, a picture of a cow testifies to his background as one reared on a Wisconsin farm. The scene, through a flight deck aft window, also shows Earth some 160 nautical miles away.

Flight investigation of the effects of an outboard wing-leading-edge modification on stall/spin characteristics of a low-wing, single-engine, T-tail light airplane

NASA Technical Reports Server (NTRS)

Stough, H. Paul, III; Dicarlo, Daniel J.; Patton, James M., Jr.

1987-01-01

Flight tests were performed to investigate the change in stall/spin characteristics due to the addition of an outboard wing-leading-edge modification to a four-place, low-wing, single-engine, T-tail, general aviation research airplane. Stalls and attempted spins were performed for various weights, center of gravity positions, power settings, flap deflections, and landing-gear positions. Both stall behavior and wind resistance were improved compared with the baseline airplane. The latter would readily spin for all combinations of power settings, flap deflections, and aileron inputs, but the modified airplane did not spin at idle power or with flaps extended. With maximum power and flaps retracted, the modified airplane did enter spins with abused loadings or for certain combinations of maneuver and control input. The modified airplane tended to spin at a higher angle of attack than the baseline airplane.

14 CFR 25.171 - General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Stability § 25.171 General. The airplane must be.... In addition, suitable stability and control feel (static stability) is required in any condition normally encountered in service, if flight tests show it is necessary for safe operation. [Doc. No. 5066...

14 CFR 25.171 - General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Stability § 25.171 General. The airplane must be.... In addition, suitable stability and control feel (static stability) is required in any condition normally encountered in service, if flight tests show it is necessary for safe operation. [Doc. No. 5066...

14 CFR 23.171 - General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Stability § 23.171 General....181. In addition, the airplane must show suitable stability and control “feel” (static stability) in any condition normally encountered in service, if flight tests show it is necessary for safe operation. ...

14 CFR 23.171 - General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Stability § 23.171 General....181. In addition, the airplane must show suitable stability and control “feel” (static stability) in any condition normally encountered in service, if flight tests show it is necessary for safe operation. ...

14 CFR 25.171 - General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Stability § 25.171 General. The airplane must be.... In addition, suitable stability and control feel (static stability) is required in any condition normally encountered in service, if flight tests show it is necessary for safe operation. [Doc. No. 5066...

14 CFR 23.171 - General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Stability § 23.171 General....181. In addition, the airplane must show suitable stability and control “feel” (static stability) in any condition normally encountered in service, if flight tests show it is necessary for safe operation. ...

Hoshide in intra-deck hatch

NASA Image and Video Library

2008-06-01

S124-E-005419 (1 June 2008) --- Japan Aerospace Exploration Agency (JAXA) astronaut Akihiko Hoshide, STS-124 mission specialist, smiles for a photo while in the hatch which connects the flight deck and middeck of Space Shuttle Discovery.

6. DECK #4 TOPSIDE FROM NORTHEAST CORNER END PIECE FOR ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. DECK #4 TOPSIDE FROM NORTHEAST CORNER END PIECE FOR ROBOTIC ARM FOR ANCHORING ASTRONAUT FOR MECHANICAL WORK. - Marshall Space Flight Center, Neutral Buoyancy Simulator Facility, Rideout Road, Huntsville, Madison County, AL

Emergency Flight Control Using Computer-Controlled Thrust

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Fullerton, C. Gordon; Stewart, James F.; Gilyard, Glenn B.; Conley, Joseph A.

1995-01-01

Propulsion Controlled Aircraft (PCA) systems are digital electronic control systems undergoing development to provide limited maneuvering ability through variations of individual engine thrusts in multiple-engine airplanes. Provide landing capability when control surfaces inoperable. Incorporated on existing and future airplanes that include digital engine controls, digital flight controls, and digital data buses, adding no weight for additional hardware to airplane. Possible to handle total failure of hydraulic system, depending on how surfaces respond to loss of hydraulic pressure, and broken control cables or linkages. Future airplanes incorporate data from Global Positioning System for guidance to any suitable emergency runway in world.

Simulated-airline-service flight tests of laminar-flow control with perforated-surface suction system

NASA Technical Reports Server (NTRS)

Maddalon, Dal V.; Braslow, Albert L.

1990-01-01

The effectiveness and practicality of candidate leading edge systems for suction laminar flow control transport airplanes were investigated in a flight test program utilizing a modified JetStar airplane. The leading edge region imposes the most severe conditions on systems required for any type of laminar flow control. Tests of the leading edge systems, therefore, provided definitive results as to the feasibility of active laminar flow control on airplanes. The test airplane was operated under commercial transport operating procedures from various commercial airports and at various seasons of the year.

A Flight Deck Decision Support Tool for Autonomous Airborne Operations

NASA Technical Reports Server (NTRS)

Ballin, Mark G.; Sharma, Vivek; Vivona, Robert A.; Johnson, Edward J.; Ramiscal, Ermin

2002-01-01

NASA is developing a flight deck decision support tool to support research into autonomous operations in a future distributed air/ground traffic management environment. This interactive real-time decision aid, referred to as the Autonomous Operations Planner (AOP), will enable the flight crew to plan autonomously in the presence of dense traffic and complex flight management constraints. In assisting the flight crew, the AOP accounts for traffic flow management and airspace constraints, schedule requirements, weather hazards, aircraft operational limits, and crew or airline flight-planning goals. This paper describes the AOP and presents an overview of functional and implementation design considerations required for its development. Required AOP functionality is described, its application in autonomous operations research is discussed, and a prototype software architecture for the AOP is presented.

Flight Deck Weather Avoidance Decision Support: Implementation and Evaluation

NASA Technical Reports Server (NTRS)

Wu, Shu-Chieh; Luna, Rocio; Johnson, Walter W.

2013-01-01

Weather related disruptions account for seventy percent of the delays in the National Airspace System (NAS). A key component in the weather plan of the Next Generation of Air Transportation System (NextGen) is to assimilate observed weather information and probabilistic forecasts into the decision process of flight crews and air traffic controllers. In this research we explore supporting flight crew weather decision making through the development of a flight deck predicted weather display system that utilizes weather predictions generated by ground-based radar. This system integrates and presents this weather information, together with in-flight trajectory modification tools, within a cockpit display of traffic information (CDTI) prototype. that the CDTI features 2D and perspective 3D visualization models of weather. The weather forecast products that we implemented were the Corridor Integrated Weather System (CIWS) and the Convective Weather Avoidance Model (CWAM), both developed by MIT Lincoln Lab. We evaluated the use of CIWS and CWAM for flight deck weather avoidance in two part-task experiments. Experiment 1 compared pilots' en route weather avoidance performance in four weather information conditions that differed in the type and amount of predicted forecast (CIWS current weather only, CIWS current and historical weather, CIWS current and forecast weather, CIWS current and forecast weather and CWAM predictions). Experiment 2 compared the use of perspective 3D and 21/2D presentations of weather for flight deck weather avoidance. Results showed that pilots could take advantage of longer range predicted weather forecasts in performing en route weather avoidance but more research will be needed to determine what combinations of information are optimal and how best to present them.

Ground-based and in-flight simulator studies of flight characteristics of a twin-fuselage passenger transport airplane during approach and landing

NASA Technical Reports Server (NTRS)

Grantham, W. D.; Smith, P. M.; Neely, W. R., Jr.; Deal, P. L.; Yenni, K. R.

1985-01-01

Six-degree-of-freedom ground-based and in-flight simulator studies were conducted to evaluate the low-speed flight characteristics of a twin-fuselage passenger transport airplane and to compare these characteristics with those of a large, single-fuselage (reference) transport configuration similar to the Lockheed C-5A airplane. The primary piloting task was the approach and landing task. The results of this study indicated that the twin-fuselage transport concept had acceptable but unsatisfactory longitudinal and lateral-directional low-speed flight characteristics, and that stability and control augmentation would be required in order to improve the handling qualities. Through the use of rate-command/attitude-hold augmentation in the pitch and roll axes, and the use of several turn coordination features, the handling qualities of the simulated transport were improved appreciably. The in-flight test results showed excellent agreement with those of the six-degree-of-freedom ground-based simulator handling qualities tests. As a result of the in-flight simulation study, a roll-control-induced normal-acceleration criterion was developed. The handling qualities of the augmented twin-fuselage passenger transport airplane exhibited an improvement over the handling characteristics of the reference (single-fuselage) transport.

Advanced Technology Blade testing on the XV-15 Tilt Rotor Research Aircraft

NASA Technical Reports Server (NTRS)

Wellman, Brent

1992-01-01

The XV-15 Tilt Rotor Research Aircraft has just completed the first series of flight tests with the Advanced Technology Blade (ATB) rotor system. The ATB are designed specifically for flight research and provide the ability to alter blade sweep and tip shape. A number of problems were encountered from first installation through envelope expansion to airplane mode flight that required innovative solutions to establish a suitable flight envelope. Prior to operation, the blade retention hardware had to be requalified to a higher rated centrifugal load, because the blade weight was higher than expected. Early flights in the helicopter mode revealed unacceptably high vibratory control system loads which required a temporary modification of the rotor controls to achieve higher speed flight and conversion to airplane mode. The airspeed in airplane mode was limited, however, because of large static control loads. Furthermore, analyses based on refined ATB blade mass and inertia properties indicated a previously unknown high-speed blade mode instability, also requiring airplane-mode maximum airspeed to be restricted. Most recently, a structural failure of an ATB cuff (root fairing) assembly retention structure required a redesign of the assembly. All problems have been addressed and satisfactory solutions have been found to allow continued productive flight research of the emerging tilt rotor concept.