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The Advanced Extra-vehicular Activity (EVA) team of the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) Crew and Thermal Systems Division (CTSD) participated in the Desert Research and Technology Study (RATS) in September 2003, at Meteor Crater, AZ. The Desert RATS is an integrated remote field site te t with team members from several NASA centers (Johnson Space Center; Glenn and Ames Research Centers) and universities (Bowling Green State University, University of Cincinnati, Massachusetts Institute of Technology) participating. Each week of the two-week field test had a primary focus. The primary test hardware for the first week was the I-Gravity Lunar Rover Training Vehicle, or Grover, which was on loan to NASA from the United States Geological Survey (USGS) Astrogeology Research Program. The 2003 Grover driving test results serve as a rover performance characterization baseline for the Science, Crew, Operation and Utility Testbed (SCOUT) project team, which will be designing and fabricating a next generation roving vehicle prototype in Fiscal Year (FY) 2004. The second week of testing focused on EVA geologic traverses that utilized a geologic sample field analysis science trailer and also focused on human-robotic interaction between the suited subjects and the EVA Robotic Assistant (ERA). This paper will review the Advanced EVA team's role in the context of the overall Desert RATS, as well as the EVA team results and lessons learned. For information regarding other test participants' results, the authors can refer interested parties to the test reports produced by those Desert RATS teams.

The maturity reached in the development of Unmanned Air Vehicles (UAVs) systems is making them more and more attractive for a vast number of civil missions. Clearly, the introduction of UAVs in the civil airspace requiring practical and effective regulation is one of the most critical issues being currently discussed. As several civil air authorities report in their regulations “Sense and Avoid” or “Detect and Avoid” capabilities are critical to the successful integration of UAV into the civil airspace. One possible approach to achieve this capability, specifically for operations beyond the Line-of-Sight, would be to equip air vehicles with a vision-based system using cameras to monitor the surrounding air space and to classify other air vehicles flying in close proximity. This paper presents an image-based application for the supervised classification of air vehicles. First, several vehicle images, taken from different points of view, are transformed using a descriptor of salient features as to build the five-class database used to train the classification algorithm. Then, the latter compares the descriptor of a vehicle image taken from a random point of view to records in the database. With a positive match, the vehicle will be assigned to one of the following classes: a) civil transport aircrafts, b) military aircrafts, c) general aviation aircrafts, d) helicopters, and e) airships/hot air balloons. The paper provides a possible layout for the algorithm implementation and presents the outcome of several tests performed to evaluate its efficiency and possible exploitation. Indications useful to further studies are presented to help future researches.

This paper will summarize the study that was conducted under the auspices of the National Aeronautics and Space Administration (NASA), lead by Johnson Space Center s Engineering Directorate in support of the Lunar Lander Preparatory Study (LLPS) as sponsored by the Constellation Program Office (CxPO), Advanced Projects Office (APO). The lunar lander conceptual design and analysis is intended to provide an understanding of requirements for human space exploration of the Moon using the Advanced Projects Office Pre-Lander Project Office selected "HabiTank" Lander concept. In addition, these analyses help identify system "drivers," or significant sources of cost, performance, risk, and schedule variation along with areas needing technology development. Recommendations, results, and conclusions in this paper do not reflect NASA policy or programmatic decisions. This paper is an executive summary of this study.

Since its inception in 1957, the P.1127/Harrier family of aircraft has been produced in a diverse range of variants, from the original ground attack fighter to the naval Sea Harrier and on to the trans-Atlantic Harrier II series. These developments testify to the adaptability of the basic design, but behind the scenes a large number of other versions ! were projected over the years. This paper will look at those variants that were studied by the original designers of the Harrier family in Hawker Aircraft/Hawker Siddeley/British Aerospace. It will also touch upon variants that were jointly studied within the US/UK partnership with McDonnell Douglas/Boeing that produced the Harrier II, but a later paper on US aircraft will cover those versions that were predominantly US designed. This paper is the tenth in a series looking at the world's Vertical/Short Take-Off and Landing (V/STOL) concepts in the Twentieth Century; it continues from 'Beyond the Harrier - Kingston V/STOL Projects 1957-1988' SAE Paper 2003-01-3050, September 2003, which describes a number of related projects that were based in part on the Harrier but were carried out under project numbers or names other than the P.1127/Kestrel/Harrier family and the P.1174 two-seat Harrier.

Airplane fire protection demands a very high level of reliability. In flight there is no escape from a fire and with an abundance of fuel and ignition sources, the threat of a fire onboard an airplane is ever present. Today's airplanes comply with existing fire protection regulations. The regulations affecting fire protection change with the advent of new technologies and experiences. This paper addresses methods for fire protection in the design of new airplanes. Prevention of a fire is the best method of fire protection, for it is best to prevent a fire than to have to deal with a fire in flight, but dealing with a fire in flight may become inevitable at one point or another. This is why fire protection methods such as passive methods and active methods are addressed. This paper addresses various fire protection methods from eliminating fuels and ignition sources to reducing flammability, from zoning and compartmentation to material selection and ventilation, from temperature control to fire detection and fire extinguishing or fire suppression systems. In addition the fire protection design basis for all areas of the airplane, from radome to the tail that include the flight deck, engines, auxiliary power unit (APU), cabin, cargo compartments, fuel tanks, lavatories, crew compartments, electrical and electronics compartment, accessory compartments and the tail compartment are discussed.

Rotorcraft perform missions that include Aeromedical transport, search and rescue, law enforcement, and vitally important disaster relief missions, which are needed for this nation's safety and security. Unfortunately, the nation's airspace is becoming increasingly crowded and the Instrument Flight Rules (IFR) system is not readily able to cope with increases of IFR rotorcraft and future tilt rotor aircraft operations, which limits these crucial rotorcraft operations to times when the weather is good or exposes aircrews to additional risk when weather is poor. Simultaneous Non Interfering (SNI) operations will increase airspace capacity and enhance safety by exploiting new navigation technology as well as the capabilities of Vertical Flight (VF) aircraft. SNI will achieve increased capacity by using innovative VF airway routes, new VF terminal instrument procedures, and reduced required separation standards in selected terminal areas. In order for SNI to become a reality, methods for implementing theories need to be developed. This paper takes the concepts of past SNI studies one step further into the applied research and operational implementation phases. The FAA's goal is to incorporate SNI theories into methods, procedures and criteria that will improve the current ATC system. SNI is in its infancy, and the path to total SNI operations will be strewn with many obstacles, twists and changes, but some benefits provided by SNI theory is attainable in the very near future. This paper describes the FAA's proposed short, medium and long-range research, development, and implementation plans for SNI operations in the United States National Airspace System (NAS).

Federal Motor Vehicle Safety Standard No. 213 specifies requirements for child restraint systems used in motor vehicles and was first introduced by the National Highway Safety Bureau in 1971. In 1981, the standard was modified to require dynamic testing of child restraints. Over the following 21 years, Standard No. 213 was modified on numerous occasions, most recently in June of 2003. This paper outlines the history of Standard No. 213 with a discussion of the changes that have been proposed, the comments submitted to NHTSA in response to these proposed changes, and NHTSA's final decision (rule making) regarding which changes to adopt. Detailed discussion is included regarding NHTSA's May 2002 proposal to change the crash pulse, test dummies, injury criteria, and test bench required as part of the dynamic testing. The 2002 proposal also included expansion of the standard to cover child restraints for children weighing up to 65 pounds. Before issuing a final rule, NHTSA reviewed numerous comments from industry, academia, professional societies, special interest groups, and private citizens. In addition, both NHTSA and the Juvenile Products Manufacturers Association conducted extensive test programs to evaluate NHTSA's proposed changes to Standard No. 213. In June 2003, NHTSA issued a final rule that adopted the revised crash pulse, test dummies, and test bench. The final rule also adopted the proposal to cover child restraints for children weighing up to 65 pounds. However, the standard did not adopt the proposed modifications to the injury criteria, with the exception of a modification to the way that the head injury criterion (HIC) is calculated. This paper discusses the reasons that NHTSA adopted the modifications to the crash pulse, test dummies, and test bench, yet did not adopt the revised injury criteria.

In a side impact, the occupants on both the struck, or near side, of the vehicle and the occupants on the opposite, or far side, of the vehicle are at risk of injury. Since model year 1997, all passenger cars in the U.S. have been required to comply with FMVSS No. 214, a safety standard that mandates a minimum level of side crash protection for near side occupants. No such federal safety standard exists for far side occupants. The mechanism of far side injury is believed to be quite different than the injury mechanism for near side injury. Far side impact protection may require the development of different countermeasures than those which are effective for near side impact protection. This paper evaluates the risk of side crash injury for far side occupants as a basis for developing far side impact injury countermeasures. Based on the analysis of NASS/CDS 1993-2002, this study examines the injury outcome of over 4500 car, light truck, and van occupants subjected to far side impact. The analysis was restricted to 3-point belted occupants. The paper evaluates the risk of far side impact injury as a function of struck body type, collision partner, delta-V, crash direction (PDOF), occupant compartment intrusion, and injury contact source. Injury risk is evaluated using the maximum injury severity for each occupant, by injury severity for each body region, and by Harm, a social cost measure.

This paper describes the vision of the More Electric Aero Engine; in particular, identifying the areas in which a change of technology can be introduced and the benefits to be gained from its implementation. The paper goes on to describe the design challenges being faced by Rolls-Royce and the Power Optimised Aircraft consortium partners in integrating the prototype technologies on the demonstrator engine. The paper concludes with a review of the key areas for future research, which are required to fully exploit the benefits of electrical technologies in this physically demanding environment.

The National Highway Traffic Safety Administration (NHTSA) is conducting research programs to develop test procedures to reduce death and injury, in particular debilitating lower extremity injuries in frontal offset collisions. This paper presents updated results of Offset Deformable Barrier (ODB) crash tests conducted for the NHTSA. The ODB crash tests were conducted with 50th percentile male and 5th percentile female Hybrid III dummies fitted with advanced lower legs, Thor-Lx/HIIIr and Thor-FLx/HIIIr, to assess the potential for debilitating and costly lower limb injuries. This paper also investigates the implications that the ODB test procedure may have on fleet compatibility by evaluating the results from vehicle-to-vehicle crash tests.

As a result of the 1996 Valujet accident, the United States Federal Aviation Regulations Sec 121.314(c) require that after March 19, 2001, each Class D cargo compartment must meet the requirements of FAR 25.857(c) and FAR25.858 for Class C cargo compartments and all cargo operation aircraft may have the Class D compartments meet the requirements of FAR 25.857(e) for Class E. This paper addresses issues relative to the conversion from Class D to Class C cargo compartments for the design and installation of fire detection systems, fire suppression systems, flight deck indications, systems description and system operation, certification testing, certification, updating of aircraft flight and technical manuals, and continued airworthiness. The paper addresses typical systems that are currently installed in the United States as well as those that are being considered and installed in other countries.

The aircraft design team based at Kingston-upon-Thames in England (called variously Hawker, Hawker Siddeley Aviation and British Aerospace over the years) produced a large number of Vertical and/or Short Take-Off and Landing (V/STOL) projects in the 1957-1988 timeframe. The unique feature of their work was that, alone among Western aircraft designers, they had the practical experience of the P1127/Harrier family to draw on throughout the period. This paper presents comprehensive coverage of the studies carried out at Kingston, perhaps the most wide-ranging series of V/STOL combat aircraft projects undertaken by any design team. It excludes the very substantial work carried out under the P1127 and HS1174 (two-seat Harrier) designations throughout the same period - these will be examined in a future paper. Although they explored the full spectrum of technical solutions to the problems associated with V/STOL, Kingston always saw vectored thrust as the preferred one. This was not because it was the 'optimum' solution, but rather because it was the simplest of the concepts explored and had the day-to-day experience of Harrier operations behind it. Although none of the projects in this paper came to be flown, several of them were seriously studied, with extensive model tests carried out, mock-ups built and even prototype construction undertaken. Much of the knowledge gained was fed back into Harrier developments and ultimately provided a solid foundation for UK participation in the Joint Strike Fighter (JSF) programme. Although covering the full breadth of Kingston project studies, including national and international collaborative ones, the paper also provides greater detail of those projects that were studied most extensively, such as the P1154 of the 1960s and the P1216 of the 1980s. These can be seen as forming a 'main line' of Kingston's project evolution. This paper is the seventh in a series examining V/STOL aircraft projects during the Twentieth Century.

Phase IV of the National Highway Traffic Safety Administration's (NHTSA) rollover research program was performed in 2001, starting in the spring and continuing through the fall. The objective of this phase was to obtain the data needed to select a limited set of maneuvers capable of assessing light vehicle rollover resistance. Five Characterization maneuvers and eight Rollover Resistance maneuvers were evaluated [1]. This paper is "Volume 1" of a two-paper account of the research used to develop dynamic maneuver tests for rollover resistance ratings. Test procedures and results from one Characterization maneuver (the Slowly Increasing Steer maneuver) and four Rollover Resistance maneuvers are discussed (the NHTSA J-Turn, Fishhook 1a, Fishhook 1b, and Nissan Fishhook). Details regarding NHTSA's assessment of the Consumers Union Short Course (CUSC), ISO 3888 Part 2, Ford Path Corrected Limit Lane Change (PCL LC), and Open-Loop Pseudo Double Lane Changes are available in "Volume 2" [2]. Each Rollover Resistance maneuver was evaluated based upon its Objectivity and Repeatability, Performability, Discriminatory Capability, and Appearance of Reality. For each maneuver evaluation factor, the authors assigned an adjectival rating of Excellent, Good, Satisfactory, Bad, or Very Bad.

The objective of this paper is twofold: 1. To generate awareness in the automotive industry of the United States Government (USG) Global Positioning System (GPS) Modernization programs in order to stimulate thought and innovation for future GPS automotive applications that enhance the safety, efficiency and pleasure of driving an automobile. 2. To solicit active participation by the automotive industry in helping to determine the GPS position, velocity and timing requirements for the next 30 years. There is a unique opportunity to influence the designs of the next generation of GPS, called GPS III, to meet the needs of the predominant GPS user, the civil GPS community. The automotive industry represents a significant part of the civil GPS community and it is very important that your future GPS requirements, as well as those of the driving public, are being met in GPS III. Government statistics document that more Americans have died in automobile accidents than have been killed in all the wars that America has ever fought. In his 24 April 2002 press release, Norman Y. Mineta, Secretary of Transportation, stated: "Losing nearly 42,000 of our friends, neighbors and family members [each year] to highway crashes is unacceptable. All of us - individuals as well as government - must work together to change the nation so that highway safety is every American's priority." In addition to these 42 thousand annual fatalities, more than 3 million Americans are injured each year in highway accidents. There is much room for improvement in highway safety, and a dramatic, even revolutionary, change is needed. This paper provides historical data on highway deaths and injuries from the Department of Transportation (DOT); a discussion of some automotive safety improvements and their impact on safety; a history of GPS showcasing some automotive applications as well as a description of GPS Modernization (including GPS III). Concepts for future automotive GPS applications including: warning systems, guidance systems, control systems, and information networks are also introduced. Current GPS performance levels and future Modernized GPS performance improvements are projected.

This paper will present how the automotive industry is focusing more on the protection of pedestrians and cyclists. Approximately 6,000 out of every 35,000 persons killed in traffic accidents annually in the European Union are pedestrians. Therefore the development of passive measures to improve pedestrian safety is strongly supported by the European automotive industry. This paper describes in detail the mechanics and kinematics of an active hood. Furthermore the investigation of the integration and effects of the active hood in a feasible safety concept of modern cars is presented. Additionally, detailed evaluations of real hardware testing and simulation of pedestrian head impact are shown in this paper. The results are discussed, and some new information will be brought up for future strategies in safety concepts for new cars.

Changing safety regulations have prompted airbag manufacturers and automakers to continually create and develop new types of airbag systems. These devices are used to afford protection to vehicle occupants in the event of a collision. Recently, the National Highway Traffic Safety Administration (NHTSA) established new requirements for airbags under Federal Motor Vehicle Safety Standard (FMVSS) 208 - Occupant Crash Protection and FMVSS 201U - Upper Interior Head Impact Protection. This paper will discuss improved testing equipment and methodologies in the areas of component and full-vehicle testing involving various types of airbags. This work has been the direct result of numerous airbag system development projects currently underway. The types of new equipment and test methodologies for airbags that will be discussed in this paper include: - Airbag Deployment Chamber for Static Airbag Deployment; - Synchronized Airbag Deployment/Dummy Impact Testing; - FMVSS 201U Targeting Including Side Curtain Airbag Zone Determination; - Side Pole/Curtain Airbag Development Sled Simulation Testing; - FMVSS 208 Out-of-Position (OOP) Static Airbag Deployment Testing. This paper will provide a broader understanding of the new developments in airbag design, testing, and validation. This paper will also provide information regarding the latest changes to the federal safety regulations with respect to advanced airbag devices and a summary of required testing. It will also offer details regarding the new testing equipment and test methodologies available today.

Whiplash injuries resulting from car collisions cause human suffering and high social costs because of the long-term impairment of victims. Low severity neck injuries are a serious problem in our society. In 1997, the European Whiplash project started with the aim to develop passive safety methodologies in order to reduce the frequency of neck injuries in rear-end impacts. This project has resulted, among others, in a rear impact crash dummy, the so-called RID2. The objective of this paper is to present the design of the dummy and to present its performance in comparison with human volunteer and post mortem human subject (PMHS) tests. A comparison is also made with the Hybrid III dummy in similar test conditions. In general, the responses of the head-neck system of the RID2 in low severity rear impact evaluations correlate better to the human subject tests than the Hybrid III responses, in both the car seat tests and the rigid tests. In the comparison with human volunteers in a real car seat, both the RID2 and the HYBRID III showed realistic kinematics. In this paper, the RID2 dummy has been compared with two sets of human subject data. It is strongly recommended to evaluate the dummy in other test conditions for which data has recently become available. The world-wide testing of the dummy is planned for 2001 and 2002 and includes several of such evaluations and also includes comparison testing with alternative test devices like the THOR dummy and the BioRID dummy.

This paper discusses long-range rovers to be flown as part of NASA’s newly reformulated Mars Exploration Program (MEP). These rovers are currently scheduled for launch first in 2007 as part of a joint science and technology mission, and then again in 2011 as part of a planned Mars Sample Return (MSR) mission. These rovers are characterized by substantially longer range capability than their predecessors in the 1997 Mars Pathfinder and 2003 Mars Exploration Rover (MER) missions. Topics addressed in this paper include the rover mission objectives, key design features, and technologies.

This paper surveys the development and, to a lesser extent, the operational history of anti-armor aircraft of the German Luftwaffe and the Soviet Red Air Force during World War II. Though there were numerous types of specialized ground attack aircraft developed and used during the First World War, this category of combat aircraft received little attention until the Spanish Civil War broke out in 1936 and underscored the vitally important role of the ground attack aircraft. This paper examines the development of a select group of ground attack aircraft: those specialized and designed for anti-armor operations. More specifically, the focus is on those aircraft used in support of the vast tank battles on the Eastern Front during the Second World War. The primary aircraft discussed are the Henschel Hs 129 Panzerknacker and the llyushin II-2 Shturmovik, which were built in huge numbers. The Henschel Hs 123 Fliegender Buchsenoffner, Junkers Ju 87G-2 Sturzkampfbomber and the llyushin 11-10 Shturmovik will also be reviewed to a lesser degree.

This paper presents a part of the major R&D project "Adaptive Wing (ADIF)" of the partners German Aerospace Center (DLR), DaimlerChrysler Research, and DaimlerChrysler Aerospace Airbus. Using as an example the Airbus A330/340 fowler flap, the objective of this project is to show, how the high lift behavior of modern transport aircraft can be improved by intelligent structural concepts, without negative effects on cruise flight. Even an improvement in transonic flight is possible. To reach this aim, a combination of passive and active measures is necessary, as the following paper shows.

The ability for crewmembers to explore the surface of the Moon or Mars effectively on foot remains a significant test of any exploration design. The availability of a pressurized rover would substantially increase the range of exploration by space suited crewmembers. The design of the airlock systems or functions will facilitate crewmembers in accomplishing these efforts. The pressurized rover for planetary exploration incorporates three types of airlocks or pressure ports: the EVA airlock, the sample airlock and the habitat docking port. This paper conducts a survey of selected precedents in pressurized rover design and then analyzes the key issues for airlock design. INTRODUCTION: THREE ENVIRONMENTS -THREE AIRLOCKS The airlock is the physical interface between the three working environments for crewmembers on the lunar or Mars surface. These environments are: the pressurized habitat in which the crew will live and work; the lunar/planetary surface and its atmosphere that require astronauts to wear space suits and carry their own life support; and the pressurized rover that gives them mobility over the surface. All three of these environments intersect in the pressurized rover. Thus, the pressurized rover for planetary exploration incorporates, at a minimum, three types of airlocks or pressure port functions: EVA egress and ingress, scientific sample ingress and removal, and docking or berthing to the pressurized habitat at the planetary base. Each of these three airlocks provides its own unique function that probably cannot be combined into a smaller number of devices. The EVA airlock enables spacesuited astronauts to egress and reenter the rover. The sample airlock provides the connection through which EVA crewmembers pass samples they have collected for analysis in the Astrobiology glove box, inside the rover. The habitat docking port is the connection through which the rover “docks” to the pressurized modules at the planetary base, and through which shirtsleeve crewmembers enter and exit the rover. REVIEW OF ROVER CONCEPTS & REQUIREMENTS In conducting this literature survey, the author began with the Apollo era studies such as the Lockheed MIMOSA study (1966-67) and the Boeing LESA study (1964-66). However, there was a remarkable 20 year hiatus between those studies in the mid-60s and the new flood of concepts that followed the landmark1984 conference on Lunar Bases and Space Activities of the 21st Century at the National Academy of Science in Washington DC (Mendell, 1985). This Conference set the philosophical agenda for human space exploration for at least the next 15 years, envisioning the return to the Moon and going on to Mars as one programmatic continuum. Beginning this review in the 1980s makes it possible to assume a common set of mission objectives and technologies, or at least an awareness of them on the part of the designers. The different approaches to these designs and technologies are significant for understanding why particular rover designs have certain attributes and lack others. Despite this sweep of time, the literature survey reveals surprisingly few serious studies of rover airlocks. Most airlock studies look at airlocks in general, in connection to Space Station or some other orbital vehicle. Thus, in selecting concepts from the literature for this review, it was a goal to find studies that address of airlocks, while including as many science-driven concepts as possible. From a design methodology perspective, this survey groups the pressurized rover concepts into three types of design approaches or sources: science-driven, mission architecture-driven, and system analysis-driven. TABLE 1 provides a comparative overview of the salient characteristics of each of the selected pressurized rover concepts that this paper discusses. These sets of requirements appear here much as they occur in the literature, with no effort to fill in

The WorldSID project is a global effort to design a new generation side impact crash test dummy under the direction of the International Organization for Standardization (ISO). The first WorldSID crash dummy will represent a world-harmonized mid-size adult male. This paper discusses the research and rationale undertaken to define the anthropometry of a world standard midsize male in the typical automotive seated posture. Various anthropometry databases are compared region by region and in terms of the key dimensions needed for crash dummy design. The Anthropometry for Motor Vehicle Occupants (AMVO) dataset, as established by the University of Michigan Transportation Research Institute (UMTRI), is selected as the basis for the WorldSID mid-size male, updated to include revisions to the pelvis bone location. The proposed mass of the dummy is 77.3kg with full arms. The rationale for the selected mass is discussed. The joint location and surface landmark database is appended to this paper.

Between 25 and 30 years ago, the IECEC Proceedings carried a series of papers by the present authors and other members of a JPL team on the problems and the desirable design features associated with the MHW RTGs to be used to power JPL's Voyager I and II spacecraft. The Voyager I and II spacecraft successfully completed their original 12 year missions 10 years ago and are at distances of over 55 AU and 70 AU from the sun. The power systems worked almost precisely as predicted. The Voyager spacecraft seem to have several decades of life left to make measurements outside the solar system. This paper gives a technical overview of the design process and problems.

This paper describes the results of an ongoing project in the GM Motorsports Safety Technology Research Program (MSTRP) to investigate lndianapolis-type (Indy car) race car crashes using an on-board impact recorder as the primary data collection tool. The paper discusses the development of specifications for the impact-recording device, the selection of the specific recorder, and its implementation on a routine basis in Indy car racing. The results from incidents that produced significant data during the racing seasons from 1993 through the first half of 1998 are summarized. Examples of impact recordings are given which are remarkable in terms of the severity of crashes and, in most cases, the resulting lack of significant injuries. A total of 202 cases with peak decelerations above 20 G are summarized. The mean peak rigid body chassis decelerations for the sample were on the order of 53 G. Peak decelerations in excess of 60 G (some as high as 127 G) have been recorded for significant durations in many frontal, side, and rear impacts. Associated mean total velocity change was 28.3 mph for the sample. The relatively tight coupling of the driver's torso to the chassis allows direct inferences of the loads on the torso, particularly in side impacts. The data calls into question the use of chest acceleration as an injury assessment criterion in both frontal and side impacts. For the covering abstract of the conference see IRRD E201429.

Since 1984, the New Car Assessment Program (NCAP) of the National Highway Traffic Safety Administration (NHTSA) has compiled upper neck loads for the belt and air bag restrained 50th percentile male Hybrid III dummy. Over 5 years, in frontal crash tests, NCAP collected upper neck data for 118 passenger cars and 78 light trucks and vans. This paper examines this data and attempts to assess the potential for neck injury based on injury criteria included in Federal Motor Vehicle Safety Standard (FMVSS) No. 208 (the optional sled test). This paper also examines the extent of serious neck injury in actual crashes as reported in the National Automotive Sampling System. Results suggest that serious neck injuries do occur at higher speeds for crashes involving occupants restrained by belts in passenger cars. Results also suggest that neck tension and extension can reach levels in the NCAP frontal crash tests that are higher than those allowed in FMVSS No. 208. Neck tension and extension are generally higher in light trucks and vans than in passenger cars. When neck responses are examined as a function of the Head Injury Criterion for driver and passenger dummies, no correlation is found.

This paper summarizes a body of research being conducted in the Cockpit Display Research Group at NASA Ames Research Center to support the development of a Cockpit Situation Display (CSD) for en route free flight and terminal area operations. The paper first presents an airline and FAA perspective on en route free flight operations. This discussion is followed by perspectives of free flight based on interactions with controllers from an Air Route Traffic Control Center. Next we discuss a concept of strategic en route separation and its benefits for both the airlines and ATC. We follow this with a brief summary of work in progress in the laboratory in support of the CSD design. Finally we conclude the paper by summarizing a completed CVSRF B-747 full mission simulation, where crews utilized an initial CSD designed to support en route free flight. The characteristics of the display, a temporal predictor, and a Route Assessment Tool that supported the flight crews' assessment of all traffic conflicts within ADS-B range (120NM), is discussed.

In the ISO/TC22/SC12/WGI "Child Restraint Systems" (CRS) an ad-hoc group was created to develop a test standard for side impact protection for children in child seats. This paper shortly summarizes the ongoing experience and activities of this ad hoc group, which started in 1993 with an international inquiry at accident research units. Up to now a total database of 139 side impacts with Maximum Abbreviated Injury Scale (MAIS) 2+ injured 0-12 year old children has been analyzed. Focused on accident investigation, a draft proposal for lateral child impact test standard conditions is being developed. One of the major tasks is to simulate the door intrusion effect, especially where the struck-side sitting child is involved. The paper describes new single-sled test experiments to simulate the door intrusion effect by a hinged door with impactor and a hinged door with mass-spring impact system. Suggestions for further work with side impact test procedures are included. (A) For the covering abstract of the conference see IRRD 899572.

An on going NASA (Small Business Innovative Research) SBIR Phase II design and development program will produce the first lightning protected, fiberglass, General Aviation aircraft that is available as a kit. The results obtained so far in development testing of typical components of the aircraft kit, such as the wing and fuselage panels indicate that the lightning protection design methodology and materials chosen are capable of protecting such small composite airframes from lightning puncture and structural damage associated with severe threat lightning strikes. The primary objective of the program has been to develop a lightening protection design for full scale test airframe and verify its adequacy with full scale laboratory testing, thus enabling production and sale of owner-built, lightning-protected, Stoddard-Hamilton Aircraft, Inc. Glasair II airplanes. A second objective has been to provide lightning protection design guidelines for the General Aviation industry, and to enable these airplanes to meet lightening protection requirements for certification of small airplanes. This paper describes the protection design approaches and development testing results obtained thus far in the program, together with design methodology which can achieve the design goals listed above. The presentation of this paper will also include results of some of the full scale verification tests, which will have been completed by the time of this conference.

This paper describes the development and potential use of biomechanical models for seating design that were new in 1994. They superseded the SAE 2-D drafting template and SAE 3-D H-point machine, which were the only representation then widely used to show how to accommodate people in cars. This research was based on the fact that people buying a car have a very personal viewpoint about its seats; they develop a love-hate relationship with the comfort of their seats and how they support and position them. The paper discusses the following aspects of the research: (1) the use of anthropometry of the human torso to develop anthropometric dummies; (2) the 'JOHN' computer models of 'average' males; (3) the placement of JOHN in a design space; (4) using JOHN in a typical seat layout; (5) JOHN's drafting template; (6) the 'JANE' model for small females; (7) the 'JERRY' model for large males; (8) muscle and body contour modelling; and (9) body mass distribution. It was found that the geometric characteristics of people and people's geometric interactions with seats are directly related to the physiological factors of seating comfort.

This paper presents the results done to perform specialized RTG design studies. The analytical results indicate that a lander by itself experiences much higher g-loads than the lander with an integral penetrator; but that minor modifications of the shape of the lander can very substantially reduce the maximum g-load during landing, thus eliminating the need for retrorockets for RTG survival. Paper presented at the 27th IECEC in San Diego, CA August 3-7, 1992. Also included are four copies (3 bound) from Fairchild presentation.

ed and indexed in the SAE Global Mobility Database. No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. ISSN 0148-7191 Copyright 1990 Society of Automotive Engineers, Inc. Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions. For permission to publish this paper in full or in part, contact the SAE Publications Division. Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Activity Board, SAE.

ed and indexed in the SAE Global Mobility Database. No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. ISSN 0148-7191 Copyright 1990 Society of Automotive Engineers, Inc. Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions. For permission to publish this paper in full or in part, contact the SAE Publications Group. Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Activity Board, SAE.

raditional User/Maintenance Manuals provide useful information when dealing with simple machines. However, when dealing with complex systems of systems and highly miniaturized technologies, like UAVs, or with machines with millions of parts, a commercial aircraft is a case in point, new technologies taking advantage of Augmented Reality can rapidly and effectively support the maintenance operations. This paper presents a User/Maintenance Manual based on Augmented Reality to help the operator in the detection of parts and in the sequence to be followed to assemble/disassemble systems and subsystems. The proposed system includes a handheld device and/or an head mounted display or special goggles, to be used by on-site operators, with software management providing data fusion and overlaying traditional 2D user/maintenance manual information with an augmented reality software and appropriate interface. This device is connected by internet to a maintenance centre located in the aircraft manufacturer facilities. The on-site operator can directly access to multimedia content and historical information and can be helped or guided remotely by expert engineers residing at the manufacturer company offices. This resource may exploit Computer Aided Design and Product Data Management PDM remote facilities to prepare additional and specific 3D graphic content, supported also by a video and audio streaming from the camera and microphone of the on-site operator's handheld device. The proposed solution has revealed a number of significant advantages compared to the currently used operations: there is no need for preparing animations and graphic content for all the required maintenance sequences. The expert engineers and designers can both be involved directly in the maintenance tasks, a useful mean of feedback to evaluate the design for further projects or for project improvement. Additionally, the sensitive data is not shared outside the company since data is transmitted for visual display but it is stored on a secured location.

The Global Aerospace Centre for Icing and Environmental Research (GLACIER) facility has been constructed in Thompson, Manitoba, Canada. This project involves the construction and operation of a facility which will provide icing certification tests for large gas turbine engines, as well as performance, endurance and other gas turbine engine qualification testing. MDS Aero Support, in partnership with the National Research Council of Canada (NRC), Pratt and Whitney Canada, and Rolls Royce Canada, has developed a globally unique outdoor engine test and certification facility. The prime purpose of this facility is for icing certification of aviation gas turbine engines, initially for Rolls-Royce and Pratt & Whitney, two of the three largest gas turbine manufacturers in the world. The facility will provide the aviation industry with the required environmental conditions (by virtue of its location), and capability to meet the growing demands for icing certifications and other adverse cold weather conditions. It will also cater to other performance, endurance and specialty testing outside of the icing season. As a generic engine test facility, it includes the infrastructure and test systems necessary for the introduction of both current and future gas turbine engines. The facility is operated by MDS AeroTest which is a subsidiary of MDS Aero Support, while the icing technology and hardware that is part of the entire GLACIER facility is supplied, owned and operated by NRC on a full cost recovery basis. This paper describes the new icing facility and provides insight into the design criteria used to create the unique icing spray system developed to meet the large engine testing requirements. Copyright © 2011 SAE International., SAE 2011 International Conference on Aircraft and Engine Icing and Ground Deicing, 13 June 2011 through 17 June 2011, Chicago, IL

Ice accretions that have formed inside gas turbine engines as a result of flight in clouds of high concentrations of ice crystals in the atmosphere have recently been identified as an aviation safety hazard. NASA s Aviation Safety Program (AvSP) has made plans to conduct research in this area to address the hazard. This paper gives an overview of NASA s engine ice-crystal icing research project plans. Included are the rationale, approach, and details of various aspects of NASA s research.

It has been 30 years since the National Aeronautics and Space Administration (NASA) last developed a crewed spacecraft capable of launch, on-orbit operations, and landing. During that time, aerospace avionics technologies have greatly advanced in capability, and these technologies have enabled integrated avionics architectures for aerospace applications. The inception of NASA s Orion Crew Exploration Vehicle (CEV) spacecraft offers the opportunity to leverage the latest integrated avionics technologies into crewed space vehicle architecture. The outstanding question is to what extent to implement these advances in avionics while still meeting the unique crewed spaceflight requirements for safety, reliability and maintainability. Historically, aircraft and spacecraft have very similar avionics requirements. Both aircraft and spacecraft must have high reliability. They also must have as much computing power as possible and provide low latency between user control and effecter response while minimizing weight, volume, and power. However, there are several key differences between aircraft and spacecraft avionics. Typically, the overall spacecraft operational time is much shorter than aircraft operation time, but the typical mission time (and hence, the time between preventive maintenance) is longer for a spacecraft than an aircraft. Also, the radiation environment is typically more severe for spacecraft than aircraft. A "loss of mission" scenario (i.e. - the mission is not a success, but there are no casualties) arguably has a greater impact on a multi-million dollar spaceflight mission than a typical commercial flight. Such differences need to be weighted when determining if an aircraft-like integrated modular avionics (IMA) system is suitable for a crewed spacecraft. This paper will explore the preliminary design process of the Orion vehicle avionics system by first identifying the Orion driving requirements and the difference between Orion requirements and those of other previous crewed spacecraft avionics systems. Common systems engineering methods will be used to evaluate the value propositions, or the factors that weight most heavily in design consideration, of Orion and other aerospace systems. Then, the current Orion avionics architecture will be presented and evaluated.

This paper presents the design of an intelligent combat maneuvering system capable of aiding operators of unmanned vehicles in critical situations to defend themselves from attack and destruction from either manned or unmanned air threats. The system consists of an intelligent associate system which monitors environmental constraints and interacts with the operator to maintain situational awareness. The architecture uses pre-computed maneuvers based upon the dynamics of the vehicle. The goal of the system design is to provide on-board reactive behaviors and variable levels of autonomy that allow the operator and the vehicle to collaborate in the execution of aggressive combat maneuvers.

The Mission Operations Directorate (MOD) of the Johnson Space Center is responsible for providing continuous operations support for the International Space Station (ISS). Operations support requires flight controllers who are skilled in team performance as well as the technical operations of the ISS. Space Flight Resource Management (SFRM), a NASA adapted variant of Crew Resource Management (CRM), is the competency model used in the MOD. ISS flight controller certification has evolved to include a balanced focus on development of SFRM and technical expertise. The latest challenge the MOD faces is how to certify an ISS flight controller (Operator) to a basic level of effectiveness in 1 year. SFRM training uses a twopronged approach to expediting operator certification: 1) imbed SFRM skills training into all Operator technical training and 2) use senior flight controllers as mentors. This paper focuses on how the MOD uses senior flight controllers as mentors to train SFRM skills.

During the last two weeks of October 2008, the National Aeronautics and Space Administration (NASA) Johnson Space Center (JSC) Advanced Extravehicular Activity (AEVA) team led the field test portion of the 2008 Desert Research and Technology Studies (D-RATS) near Flagstaff, AZ. The Desert RATS field test activity is the year-long culmination of various individual science and advanced engineering discipline areas technology and operations development efforts into a coordinated field test demonstration under representative (analog) planetary surface terrain conditions. The 2008 Desert RATS was the eleventh RATS field test and was the most focused and successful test to date with participants from six NASA field centers, three research organizations, one university, and one other government agency. The main test objective was to collect Unpressurized Rover (UPR) and Lunar Electric Rover (LER) engineering performance and human factors metrics while under extended periods of representative mission-based scenario test operations involving long drive distances, night-time driving, Extravehicular Activity (EVA) operations, and overnight campover periods. The test was extremely successful with all teams meeting the primary test objective. This paper summarizes Desert RATS 2008 test hardware, detailed test objectives, test operations, and test results.

With the Preliminary Design Review (PDR) for the Orion Crew Exploration Vehicle planned to be completed in 2009, Exploration Life Support (ELS), a technology development project under the National Aeronautics and Space Administration s (NASA) Exploration Technology Development Program, is focusing its efforts on needs for human lunar missions. The ELS Project s goal is to develop and mature a suite of Environmental Control and Life Support System (ECLSS) technologies for potential use on human spacecraft under development in support of U.S. Space Exploration Policy. ELS technology development is directed at three major vehicle projects within NASA s Constellation Program (CxP): the Orion Crew Exploration Vehicle (CEV), the Altair Lunar Lander and Lunar Surface Systems, including habitats and pressurized rovers. The ELS Project includes four technical elements: Atmosphere Revitalization Systems, Water Recovery Systems, Waste Management Systems and Habitation Engineering, and two cross cutting elements, Systems Integration, Modeling and Analysis, and Validation and Testing. This paper will provide an overview of the ELS Project, connectivity with its customers and an update to content within its technology development portfolio with focus on human lunar missions.

In the 1955 Le Mans race the worst crash in motor racing history occurred and this accident would change the face of motor racing for decades. After the crash numerous investigations on the disaster were performed, and fifty years after some interesting books were launched on the subject. However, a number of key questions remain unsolved; and one open area is the influence of aerodynamics on the scenario, since the Mercedes-Benz 300 SLR involved in the crash was equipped with an air-brake and its influence on the accident is basically unknown. This work may be considered as a first attempt to establish CFD as a tool to aid in resolving aerodynamic aspects in motor sport accidents and in the present paper, CFD has been used to investigate the aerodynamics and estimate the drag and lift coefficients of the Mercedes-Benz 300 SLR used in the Le Mans race of 1955. The CAD data was obtained by scanning a 1:24 model car and these data were then pre-processed in ANSA and Harpoon, resulting in a volume mesh with 13.5 million cells. Drag and lift coefficients were calculated for a free-stream velocity of 200 kph. Different flow cases were simulated; the Mercedes-Benz 300 SLR on and off the ground, and with and without the air brake in operation. It has been found that the air-brake generates a significant drag increase and a down force on the rear part of the vehicle, as has been documented by the drivers. Furthermore, the Mercedes-Benz 300 SLR is exposed to a lift force in the position on the ground without the airbrake engaged.

Orion is the next vehicle for human space travel. Humans will be sustained in space by the Orion subystem, environmental control and life support (ECLS). The ECLS concept at the subsystem level is outlined by function and technology. In the past two years, the interface definition with other subsystems has increased through different integrated studies. The paper presents the key requirements and discusses three recent studies (e.g., unpressurized cargo) along with the respective impacts on the ECLS design moving forward.

The International Space Station (ISS) Pressurized Mating Adapters (PMAs) Environmental Control and Life Support (ECLS) System is comprised of three subsystems: Atmosphere Control and Supply (ACS), Temperature and Humidity Control (THC), and Water Recovery and Management (WRM). PMAs 1 and 2 flew to ISS on Flight 2A and Pressurized Mating Adapter (PMA) 3 flew to ISS on Flight 3A. This paper provides a summary of the PMAs ECLS design and a detailed discussion of the ISS ECLS Acceptance Testing methodologies utilized for the PMAs.

Long duration space flight crews have relied heavily on almost constant communication with ground control mission support. Ground control teams provide vehicle status and system monitoring, while offering near real time support for specific tasks, emergencies, and ensuring crew health and well being. With extended exploration goals to lunar and Mars outposts, real time communication with ground control teams and the ground s ability to conduct mission monitoring will be very limited compared to the resources provided to current International Space Station (ISS) crews. An operational shift toward more autonomy and a heavier reliance on the crew to monitor their vehicle and operations will be required for these future missions. NASA s future exploration endeavors and the subsequent increased autonomy will require a shift in crew skill composition, i.e. engineer, doctor, mission specialist etc. and lead to new training challenges and mission scenarios. Specifically, operational and design changes will be necessary in many areas including: Habitat Infrastructure and Support Systems, Crew Composition, Training, Procedures and Mission Planning. This paper will specifically address how to apply ISS lessons learned to further use ISS as a test bed to address decreased amounts of ground support to achieve full autonomous operations for lunar and Mars missions. Understanding these lessons learned and applying them to current operations will help to address the future impacts of increased crew autonomy for the lunar and Mars outposts and pave the way for success in increasingly longer mission durations.

This paper will provide an overview of the International Space Station (ISS) Environmental Control and Life Support (ECLS) design of the Node 1 Fire Detection and Suppression (FDS) subsystem and it will document some of the lessons that have been learned to date for this subsystem.

The Urine Receptacle Assembly (URA) initially was developed for Apollo as a primary means of urine collection. The aluminum housing with stainless steel honeycomb insert provided all male crewmembers with a non-invasive means of micturating into a urine capturing device and then venting to space. The performance of the URA was a substantial improvement over previous devices but its performance was not well understood. The Crew Exploration Vehicle (CEV) program is exploring the URA as a contingency liquid waste management system for the vehicle. URA improvements are required to meet CEV requirements, including: consumables minimization, flow performance, acceptable hygiene standards, crew comfort, and female crewmember capability. This paper presents the results of a historical review of URA performance during the Apollo program, recent URA performance tests on the reduced gravity aircraft flight under varying flow conditions, and a proposed development plan for the URA to meet CEV needs.

This paper examines the characteristics of rear impact crashes. General information about rear impact collisions is derived from recent data from the National Automotive Sampling System, General Estimates System (NASS/GES) and Fatality Analysis Reporting System (FARS) as reported in the annual National Highway Traffic Safety Administration (NHTSA) Traffic Safety Facts. Additional details about the frequency, severity, type, and cause of injuries to front seat outboard occupants is analyzed using the National Automotive Sampling System, Crashworthiness Data System (NASS/CDS) data from 1997 to 2005. Serious head and neck injuries are focused on for further analysis. Specific cases from the CDS database that meet this classification are examined. Federal Motor Vehicle Safety Standard (FMVSS) 301-R test data is used to analyze occupant, seat, and vehicle kinematics in single impact rear collisions and to look at the occupant rebound velocity. The 301-R analysis found the forward velocity of the dummy's head after rebound was as high at 6 m/sec. Analysis of NASS cases of vehicle-to-vehicle rear crashes found numerous contacts with frontal components even in the absence of a frontal crash. However, the most severe and frequent injuries were attributed to the seat back and head restraint. Severe injuries were observed in seats with and without deformation.

NASA's Digital Learning Network (DLN) reaches out to thousands of students each year through video conferencing and web casting. The DLN has created a series of live education videoconferences connecting NASA s Extreme Environment Missions Operations (NEEMO) team to students across the United States. The programs are also extended to students around the world live web casting. The primary focus of the events is the vision for space exploration. During the programs, NEEMO Crewmembers including NASA astronauts, engineers and scientists inform and inspire students about the importance of exploration and share the impact of the project as it correlates with plans to return to the moon and explore the planet Mars. These events highlight interactivity. Students talk live with the aquanauts in Aquarius, the National Oceanic and Atmospheric Administration s underwater laboratory. With this program, NASA continues the Agency s tradition of investing in the nation's education programs. It is directly tied to the Agency's major education goal of attracting and retaining students in science, technology, and engineering disciplines. Before connecting with the aquanauts, the students conduct experiments of their own designed to coincide with mission objectives. This paper describes the events that took place in September 2006.

The Boeing Company under the teaming agreement with the Northrop Grumman Systems Corporation and in compliance with the NASA Phase 1 contract, had the responsibilities for the CEV architecture development of the Environmental control and life support (ECLS) system under the NASA Phase 1 contract. The ECLS system was comprised of the various subsystems which provided for a shirt-sleeve habitable environment for crew to live and work in the crew module of the CEV. This architecture met the NASA requirements to ferry cargo and crew to ISS, and Lunar sortie missions, with extensibility to long duration missions to Moon and MARS. This paper provides a summary overview of the CEV ECLS subsystems which was proposed in compliance with the contract activities.

The International Space Station (ISS) Pressurized Mating Adapters (PMAs) Environmental Control and Life Support (ECLS) System is comprised of three subsystems: Atmosphere Control and Supply (ACS), Temperature and Humidity Control (THC), and Water Recovery and Management (WRM). PMA 1 and PMA 2 flew to ISS on Flight 2A and PMA 3 flew to ISS on Flight 3A. This paper provides a summary of the PMAs ECLS design and the detailed Element Verification methodologies utilized during the Qualification phase for the PMAs.