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Léteznek olyan, a világ bármely pontján telepíthető és távoli területeken, mostoha körülmények között alkalmazható katonai csoportok, kisalegységek, amelyek úgy is képesek feladatot végrehajtani, hogy nincs rádiókapcsolatuk a parancsnoksággal. Ők a speciálisan felkészített és kiválasztott különleges műveleti katonák – a „zöldsapkások”. Szolgálatukat önként vállalják kemény, bizonytalan környezetben. Ők a katonai vezetők legfőbb eszközei a nem hagyományos hadviselésben. A különleges erők a múltban és a jelenben egyaránt létfontosságú műveleteket hajtottak, hajtanak végre. Tevékenységük támogatására azonban elengedhetetlenül szükség van a légierő speciálisan felkészített forgószárnyas egységeire. A tanulmány rövid áttekintést nyújt a különleges műveleti forgószárnyas képességről, illetve a szakirodalomról. Tárgyalja a magyar különleges műveleti légi képesség kialakításának körülményeit. Írása végén a szerző javaslatokat fogalmaz meg a nemzeti különleges műveleti légi képesség kialakítását biztosító kiképzéssel kapcsolatban. KULCSSZAVAK: különleges műveleti légicsoport (SOATU), különleges műveleti repülési program (MSAP), kiképzés, különleges műveleti erők regionális komponensparancsnoksága (R-SOCC), H145M helikopter, Zrínyi 2026 Honvédelmi és Haderőfejlesztési Program

A tervezők képzeletét a merevszárnyú repülőgépek fejlődésével párhuzamosan a forgószárnyas repülés lehetősége is megmozgatta. Bár négy évvel a Wright fivérek repülése után, 1907-ben felemelkedett az első helikopter is, még hosszú időnek kellett eltelnie az első gyakorlatban is használható helikopterek megszületéséig. Ennek fő oka az volt, hogy a helikopterrepülésre jellemző aszimmetrikus áramlási viszonyok, a forgószárny vezérlésének bonyolultsága és a reakciónyomaték kiegyensúlyozásának nehézségei sokáig megoldhatatlan feladatot jelentettek a tervezőknek. Az 1930-as években azonban az autogirókkal szerzett tervezési és repülési tapasztalatokkal egyre közelebb kerültek a helikopterrepülés gyakorlati problémáinak megoldásához. Az 1940-es években ezzel megkezdődhetett a repülés forgószárnyas korszaka, amit szélsebesen követett nagyszámú megjelenésük és széles körben való alkalmazásuk mind a polgári, mind a katonai repülés területén. Ebben a cikkben ezt a folyamatot szeretném bemutatni. A téma nagysága miatt természetesen csak egy-egy szelet bemutatására, a jelentősebb mérföldkövekre kitérve.

Rotary-wing aviators’ complete unique flight tasks compared to their fixed-wing counterparts. These tasks likely translate into experiences of workload that differ as well. However, the workload experienced by rotary-wing aviators, particularly in the context of military operational scenarios, is less documented in the literature, particularly in terms of overall flight operations rather than maneuvers specific to an operation, such as medical evacuations.

Degraded visual conditions present a great challenge to rotary-wing aircraft. These conditions can obscure cues used to interpret speed, location and approach. With such cues obscured, pilots must rely on in-cockpit instrumentation, increasing workload, whilst reducing situation awareness. When operating within degraded visual conditions, pilots require easy access to flight critical information, presented in a way that minimises additional workload and maximises situation awareness. One technology that can be beneficial within such conditions is a head-up display (HUD). This study explores the impact of an iteratively designed HUD on pilots’ workload and situation awareness during the safety-critical descent and landing flight phases, during both clear and degraded visual conditions across a series of simulated trials. Results suggest that access to the HUD facilitated pilot awareness, whilst maintaining workload in all conditions. Results support the view that HUDS are beneficial to rotary-wing pilots, particularly in degraded visual environments.

There are numerous challenges while carrying out rotary wing tasks in the multinational operational environment these days. It is because of the differently used technics, tactics and procedures amongst the participating nations and distinct pilot proficiencies. Operational success requires from all the nations, that their helicopter pilots have adequate operational pilot proficiencies. That kind and level of pilot proficiencies, which provide interoperability. Naturally, NATO standardization agencies cannot ignore this task. They have started the standardization work which is the subject of my study.

Bandara Internasional Sam Ratulangi Manado melayani pergerakan pesawat 70-80 per hari, untuk fixed wing dan rotary wing yang terjadwal dan tidak terjadwal. Dalam pelayanan penerbangan memiliki 2 provider, yaitu PT Angkasa Pura I sebagai penyedia fasilitas sisi udara dan Perum LPPNPI sebagai penyedia layanan navigasi udara. Metode penelitian adalah metode analisis deskriptif, dengan menguji teori dan fakta di Bandara Internasional Sam Ratulangi Manado terhadap prosedur dan ketentuan standar dalam dunia penerbangan. Tujuan dari penelitian ini adalah mengkaji permukaan heliport untuk mengambil keselamatan, efisiensi, dan keamanan di Bandara Internasional Sam Ratulangi Manado. Hasil dari penelitian ini adalah kebutuhan heliport untuk operasi helikopter di Bandara Internasional Sam Ratulangi Manado. Dimana heliport berada di permukaan tanah dan dilengkapi dengan marka dan fasilitas pendukung lainnya berdasarkan Lampiran 14 Heliport Volume 2 Aerodrome dan Peraturan Direktur Jenderal Perhubungan Udara Nomor: KP 40 Tahun 2015 Tentang Standar Teknis dan Operasional Peraturan Keselamatan Penerbangan Sipil Bagian 139 Standart CASR 139).

Objective We examined the contribution of binocular vision and experience to performance on a simulated helicopter flight task. Background Although there is a long history of research on the role of binocular vision and stereopsis in aviation, there is no consensus on its operational relevance. This work addresses this using a naturalistic task in a virtual environment. Method Four high-resolution stereoscopic terrain types were viewed monocularly and binocularly. In separate experiments, we evaluated performance of undergraduate students and military aircrew on a simulated low hover altitude judgment task. Observers were asked to judge the distance between a virtual helicopter skid and the ground plane. Results Our results show that for both groups, altitude judgments are more accurate in the binocular viewing condition than in the monocular condition. However, in the monocular condition, aircrew were more accurate than undergraduate observers in estimating height of the skid above the ground. Conclusion At simulated altitudes of 5 ft (1.5 m) or less, binocular vision provides a significant advantage for estimation of the depth separation between the landing skid and the ground, regardless of relevant operational experience. However, when binocular cues are unavailable aircrew outperform undergraduate observers, a result that likely reflects the impact of training on the ability to interpret monocular depth cues.

The United States Army has a vicrory which is has a Gulf War and Iraq War. What is the a victory reason about Gulf War and Iraq War? I thought about that a case study solve to a victory of Gulf War and Iraq War. That is a with a armored unit, a mechanized unit and rotary wing unit maneuver warfare. So I can begin a study on Future Maneuver Warfare and a Application to Rotary Wing Maneuver Warfare. A maneuver warfare is the maneuver has a decisive war to the victory or`` fail. That is not fight with the enemy``s equipment and personnel. But has a advantage of maneuver to decisive battle situation about the enemy direction. The maneuver has a decisive strike which is has a advantage area than the enemy has a advantage area. Also the maneuver could has a deep battle area. The reason has a about ``psychological or mental paralysis achievement``. Therefore maneuver warfare is very important. Also the scientific technique and weapon system is developed to the precision guided missle. And rotary wing weapon system``s speed and ability is better than any weapon system before. So rotary wing have been to the rotary wing revolution in 1980``s. The rotary wing can over front line to the enemy rear area than armored and mechanized unit. In the Middle East War, Gulf War and Iraq War the rotary wing weapons have to victory which is the maneuver go to rear in Iraq. Now the precision guided missle``s development and the urbanization is limited armored unit and mechanized unit to the maneuver. Therefore in the future war the rotary wing weapon which is will cary out important role and function than armored unit and mechanized unit. Also Helicopter maneuver could will be the multidimensional high speed maneuver warfare with armored and mechanized unit in the future war.

The safety of rotary-wing operations is significantly affected by the local weather conditions, especially during key phases of flight including hover and landing. Despite the operational flexibility of rotary-wing craft, such craft accounts for a significantly greater proportion of accidents than their fixed-wing counterparts. A key period of risk when operating rotary-wing aircraft is during operations that occur in degraded visual environments, for example as a result of thick fog. During such conditions, pilots’ workload significantly increases and their situation awareness can be greatly impeded. The current study examines the extent to which providing information to pilots via the use of a head-up display (HUD) influenced perceived workload and situation awareness, when operating in both clear and degraded visual environments. Results suggest that whilst the HUD did not benefit pilots during clear conditions, workload was reduced when operating in degraded visual conditions. Overall results demonstrate that access to the HUD reduces the difficulties associated with flying in degraded visual environments.

Civilian rotary-wing aircraft pilots typically rely on visual information from the external environment to guide flight, but are increasingly required to operate in degraded visual environments. The current study evaluated the impact of a head-up display (HUD) upon pilot performance, perceived situation awareness and workload. A 2 × 2 repeated measures design required qualified rotary-wing pilots (N = 6) to fly in clear and degraded visual conditions both with and without the HUD. In degraded visual conditions, the HUD significantly improved pilot perceived situation awareness whilst simultaneously reducing workload. Objective flight technical performance data offered preliminary support for a positive change in pilot behaviour when using the HUD in degraded visual conditions.

Flight within degraded visual conditions is a great challenge to pilots of rotary-wing craft. Environmental cues typically used to guide interpretation of speed, location and approach can become obscured, forcing the pilots to rely on data available from in-cockpit instrumentation. To ease the task of flight during degraded visual conditions, pilots require easy access to flight critical information. The current study examined the effect of 'Highways in the Sky' symbology and a conformal virtual pad for landing presented using a Head Up Display (HUD) on pilots' workload and situation awareness for both clear and degraded conditions across a series of simulated rotary-wing approach and landings. Results suggest that access to the HUD lead to significant improvements to pilots' situation awareness, especially within degraded visual conditions. Importantly, access to the HUD facilitated pilot awareness in all conditions. Results are discussed in terms of future HUD development. Practitioner Summary: This paper explores the use of a novel Heads Up Display, to facilitate rotary-wing pilots' situation awareness and workload for simulated flights in both clear and degraded visual conditions. Results suggest that access to HUD facilitated pilots' situation awareness, especially when flying in degraded conditions.

This paper describes the development of a methodology to assess the handling qualities requirements for vertical takeoff and landing-capable personal aerial vehicles. It is anticipated that such a personal aerial vehicle would be flown by a “flight-naive” pilot who has received much less training than is typically received even by today’s general aviation private pilots. The methodology used to determine handling requirements for a personal aerial vehicle cannot therefore be based entirely on existing best practice; the use of highly experienced test pilots in a conventional handling assessment limits the degree to which results apply to the flight-naive pilot. Using rotary-wing handling qualities methods as a start point, this paper describes both existing and newly developed alternative methods to subjectively and objectively analyze the performance and workload of flight-naive pilots in typical personal aerial vehicle tasks. A highly reconfigurable generic flight dynamics simulation model that has been...

QinetiQ has been the primary engineering support contractor to the RAAF airworthiness section (ASI-DGTA) since 1996. Over that 16 year time period many airworthiness investigations and assessments of structural integrity have been performed on a wide variety of RAAF aircraft types and Army rotary wing aircraft. A complete capability has been developed to manage structural fatigue in accordance with airworthiness standards, and indeed to transition the management of an aircraft from a design standard to a preferred RAAF management standard in response to capability requirements. Many important lessons have been learnt and have reinforced the capability. This paper describes some of the major programs that QinetiQ has undertaken for the RAAF, and the lessons learnt from them.

Wildlife–aircraft collisions (wildlife strikes) with civilian and military aircraft pose notable risks and economic losses. The 4 military services within the U.S. Department of Defense maintain records regarding wildlife strikes with military aircraft. Although rotary-wing aircraft operations comprise important mission components within all 4 military services, no assessment of wildlife strikes to military rotary-wing aircraft has been conducted. The objectives of this project were to 1) conduct a comprehensive analysis of data available from all military services regarding wildlife strikes with rotary-wing aircraft, and 2) provide recommendations to reduce the frequency and negative impacts of these strikes. We acquired all available wildlife strike records and parsed our database to include only wildlife strikes to military rotary-wing aircraft occurring within the contiguous United States, Alaska, Hawaii, or within near-shore areas along the coasts. We assessed the effects of year, month, time of day, event location (i.e., on- or off-airfield), and wildlife group involved on the frequency of wildlife strikes with rotary-wing aircraft. The frequency of wildlife strikes was highest during autumn (Sept–Nov; 41.6% of all strikes) and lowest during winter (Dec–Feb; 10.4%). Wildlife strikes occurred most often when aircraft were traveling en route (38.3%) or were engaged in terrain flight (28.9%). Raptors and vultures were commonly associated with wildlife strikes that caused damage to aircraft. Wildlife strikes to military rotary-wing aircraft during flight operations within the United States are both costly (averaging US$12,184–$337,281/strike event among the military services) and deadly (2 pilots were killed). Published 2014. This article is a U.S. Government work and is in the public domain in the USA.

This research paper is about team Dhaksha's accomplishment in designing, developing and testing a slew of Rotary Wing Mini Unmanned Aerial Systems for entry into various international aerial robotics/unmanned aerial vehicle (UAV) competitions and civilian applications. Dhaksha, the Unmanned Aircraft System (UAS), developed by the team at Madras Institute of Technology (MIT) campus of Anna University, Chennai, Tamil Nadu, India, with its stable design presented stiff competition to other contestants during the May 2012 technology demonstration called UAVForge organized by Defense Advanced Research Project Agency (DARPA), Department of Defense, USA. Team Dhaksha on behalf of national defense research agency deployed their system as a test bed for Acoustic field testing and analysis. The team also deployed their UAS, for state police, in a religious festival, over a crowd of 20 lakh pilgrims during November 2012, to avail instant aerial images. UAS Dhaksha was deployed for investigation of structural strength of the India's tallest structure, a 300 m high Reinforced Cement Concrete (RCC) tower. Recently during the flash floods in the Himalayan river Mandakini at an altitude of 4200 m above mean sea level, Dhaksha assisted the forces in the relief and rescue operations by providing instant thermal/video images of the scene of disaster.

The length of line to steady the stretcher, as 60 m is confirmed. If required the product pamphlet of the manufacturer can be obtained from the author. The usage of the stretchers described, will necessarily be influenced by the air evacuation asset being used. Cheetahs the light utility helicopters developed from the Alouette II, the lama have demonstrated their capabilities as a rescue machines though they are not primarily meant for an air ambulance role. The stretcher for casualty evacuation is to be placed longitudinally after removing the co-pilots seat and rudder on the port side. However since single pilot flying is not permitted, the stretcher could be slung underneath in either horizontal or vertical axis of the aircraft to enable a “sit down”. Since in flight care like suction/oxygen, intravenous fluid/drug administration is often required to be continued by the attendant, “external: air evacuation should be done only when inescapable. Besides for a conscious patient a ride outside the aircraft in high altitude could be very unnerving! Limitations of stretcher maneuverability will always be there, unless a rotary wing asset is specifically designed for rescue and air ambulance role. Inspite of structural inadequacies of the Cheetah helicopter for casualty air evacuation they have been used for the same from high altitude posts. They are also being used for air transfers in emergency situations from one medical echelon to another in the passenger section of the cockpit/cabin, without stretchers for want of better alternative. Experience of a forward medical unit which air evacuated 132 patients mostly battle casualties post operatively, on cheetahs to rearward medical echelon entitled. “An Appreciation of Casualty Air Evacuation from 328 Field Ambulance” is available with the author

Search and Rescue (SAR) is an operation conducted to find and return to safety the survivors of an emergency incident, where the search may have to be conducted in difficult areas such as in mountains, deserts, forests or at sea. Maritime SAR operations normally involve a large number of vessels and possibly helicopters as well, but this has been found not to be effective enough. This paper looks at Unmanned Aerial Vehicles (UAVs) to assist in maritime SAR operations, leaning towards rotary wing UAVs with the capabilities of flying vertically and horizontally as well as hover at required positions for close monitoring. The focus is on the algorithm for determining the exact position of the target subject(s).

Reńe H. Miller (May 19, 1916–January 28, 2003), Emeritus H. N. Slater Professor of Flight Transportation at the Massachusetts Institute of Technology, was one of the most influential pioneers in rotary wing aeromechanics as well as a visionary whose dream was the development of a tilt-wing/tilt-rotor–based, short-haul air transportation system. This paper pays a long overdue tribute to his memory and to his extraordinary contributions.

The consideration of safety issues in the operation of helicopters involves the capability to perform emergency descending maneuvers through the autorotation principle when the engine is no longer supplying power. When comparing manned and unmanned helicopters, the lower rotor inertia of UAV configurations makes this functionality even more challenging for the pilot since more accurate timing and speed control of the flare phase are required. This paper presents a complete set of guidelines to design a controller for the autonomous autorotation landing of an UAV. This analysis is based on experimental data that corresponds to autorotation landings of a small-size helicopter carried out by a skillful pilot.

The HART II test of 2001 provided a significant and comprehensive database of rotor loads, blade motion, blade pressure distribution, acoustic signature and flow field data. A sub-set of these were released for public access worldwide and an International HART II Workshop was established in 2005. This Workshop, open to the international rotorcraft community, has been held since then at both the AHS Annual Forum as well as the European Rotorcraft Forum. Following the requests of participants, the HART II International Workshop database has been undergoing continuous development. This paper describes the current content and status of the data and the documentation material provided within the workshop database.

This report documents a 4-year program, completed in May 2013 by the Natick Soldier Research, Development and Engineering Center (NSRDEC), to develop and verify the capability to deploy multiple parachute systems from a structure suspended beneath a rotary wing aircraft. The concept is to suspend a range of bundle types, rigged for aerial delivery, from a structure and release them remotely. The development and verification process included payload releases from a helicopter and a crane prior to frame design, modeling and finite element analyses during design, and ground testing and flight maneuvers and airdrop tests of the frame and release system to identify shortcomings, make adjustments, and ultimately provide proof of concept. The tests demonstrated that the concept is feasible. Consequently, it is recommended that development of multiple payload airdrop beneath helicopters be continued at varying forward airspeeds to increase the resupply capability and mission flexibility of rotary wing aircraft and their passengers. The continued testing should incorporate payloads with varying densities to identify any further payload interaction issues that need to be addressed. Testing should also incorporate different fielded parachute systems to ensure these are compatible with the multiple payload airdrop concept. It is also recommended to expand the capability to unmanned systems.

In more than 40 years of development, the Helmet-Mounted Display (HMD) has become a key part of the equipment for fixed and rotary wing pilots and ground soldiers, proving to be a force multiplier and reducing user workload. Rockwell Collins has been a key player in the development of modern HMD technology and is currently fielding major HMDs supporting pilots around the world including the Joint Hemet Mounted Cueing System (JHMCS) and Strike Eye. This paper will outline the history of HMDs over the last 40 years for fixed wing, rotorcraft and soldiers and discuss Rockwell Collins’ role. We will discuss the development and testing required for introduction of HMDs into the modern pilot environment. Within the paper we will point out some of the misconceptions, facts and legends of HMDS.

This slim historical gem, nearly lost in the aftermath of World War II, documents an important period in rotary-wing technology development in Germany during the prewar and war period. In the German work of the period, one can see the struggle for physical understanding of helicopter dynamical theory and the development of an adequate mathematics to tie this theory together. What is astonishing is that aeronautical engineering of that day had as strong a command of helicopter dynamics as it did - without the modern finite-element and computer-aided numerical methods required for a contemporary understanding of the challenges. Because of its ahead-of-its time sophistication and the influence of the German work on the field, Gottinger Monograph N: German Research and Development on Rotary-Wing Aircraft (1939-1945) earns its position on the shelf of the Library of Flight.

PurposeThis paper reflects the design characteristics of helicopters and how each addresses the requirements of efficiency in operation and the ability to perform these operations effectively.Design/methodology/approachThe basic requirements of a helicopter are discussed. A survey of the various rotorcraft configurations follows. A brief perusal of possibilities for the future concludes the paper.FindingsThe helicopter appears in various guises. Each version is designed to a particular brief and fulfils its own particular purpose.Originality/valueThe paper content is generally available from the various rotary wing texts both in print and within libraries. The originality comes from the assembly of these items within one paper which attempts to highlight the particular difficulties faced when designing rotary wing aircraft.

Early fixed-wing research demonstrated that potential cost and training benefits could be derived from simulation-augmented primary flight training. More recent research in this area has been the exception, not the rule. This is especially true for rotary-wing aircrew training research. Currently, the U.S. Army does not use simulation in the primary (contact) phase of initial entry rotary-wing (IERW) training. Research performed by the Army Research Institute showed that a combination of synthetic flight simulation and criterion-based training during the primary phase of IERW had the potential for saving training time and costs in the aircraft. This research was performed using a low-cost simulator based upon the UH-1 helicopter. In the 4 quasi-experiments reported, positive transfer effectiveness ratios (TERs) were observed for most flight maneuvers pretrained in the simulator; student pilots in the simulator group required fewer iterations than control participants to reach proficiency on most flight ma...

The primary objective of this paper is to demonstrate that the field of aeroelasticity continues to play a critical role in the design of modern aerospace vehicles, and several important problems are still far from being well understood. Furthermore, the emergence of new technologies, such as the use of adaptive materials (sometimes denoted as smart structures technology), providing new actuator and sensor capabilities, has invigorated aeroelasticity, and generated a host of new and challenging research topics that can have a major impact on the design of a new generation of aerospace vehicles.

This Trident Scholar project complemented an ongoing research program being conducted at the United States Naval Academy (USNA) involving an investigation of ship air wakes using an instrumented training and patrol (YP) craft. The objective of the program is to validate Computational Fluid Dynamics (CFD) tools that will be useful in determining ship air wake impact on naval rotary wing vehicles. Because the YPs are relatively large vessels with a similar superstructure and deck configuration to that of a cruiser or a destroyer, air wake data can be collected that corresponds well with that of modern naval warships. Data collected from both at-sea measurements and wind tunnel testing are being compared with CFD models already used to help predict ship air wake effects.

Rotary wing aircraft continue to experience mishaps caused by the loss of visual situational awareness and spatial disorientation due to brownout or whiteout in dusty, sandy or snowy conditions as the downwash of the rotor blades creates obscurant clouds that completely engulf the helicopter during approaches to land. BAE Systems has developed a "see-through" brownout landing aid system technology (BLAST) based on a small and light weight 94GHz radar with proven ability to penetrate dust, coupled with proprietary antenna tracking, signal processing and digital terrain morphing algorithms to produce a cognitive real-time 3D synthetic image of the ground and proximate surface hazards in and around the landing zone. A series of ground and flight tests have been conducted at the United States Army's Yuma Proving Ground in Arizona that reflect operational scenarios in relevant environments to progressively mature the technology. A description of the BLAST solution developed by BAE Systems and results from recent flight tests is provided.

Military helicopter operations encounter degraded visual environments (DVE) on a regular basis. A DVE exists when conditions of low visibility, including those caused by rotor downwash in sand/dust ("brown-out"), snow ("whiteout"/ snowball) or water, obscure both horizon and terrain features. DVE conditions have contributed to the loss of numerous helicopter crews and vehicles in desert operations, including a CH-146 crash during take-off. In Canadian helicopter operations over the past 25 years, "snowball" related events (2 accidents and 54 incidents) outnumbered brown-out related events. A NATO Task Group suggested that specific landing symbology systems could provide an immediate short-term solution that will improve situation awareness and reduce the occurrence of mishaps. This paper describes two symbology systems that were developed and the planned evaluation of these under the Degraded Visual Environment Solution for TacHel (DVEST) Program., Head- and Helmet-Mounted Displays XVII; and Display Technologies and Applications for Defense, Security, and Avionics VI, April 25-26, 2012, Baltimore, MD, USA

In the last 30 years, the‐helicopter, has helped transform the battlefield with its unique characteristics of flexibility speed, reach and freedom of movement. With the increasing need to project force over greater ranges there is a requirement for a sup‐port helicopter capable and versatile enough for a wide range of possible conflict Air Vice Marshal Macfayden takes us through the roles, tasks and types of SH and identifies present and future requirements, bearing in mind the key consideration of afford‐ability at which both military and industry will have to look closely and realistically.

A laboratory study has been conducted to validate the special procedure recommended by Norwegian authorities for assessing helicopter noise annoyance. Noise from helicopters has been subjectively compared with noise from a modern commercial fixed wing jet aircraft. At equal noise levels, LEQ, the noise from a helicopter is judged more or less annoying than the noise from the reference aircraft, depending on the type of helicopter. Norwegian procedures call for a 5 dB "penalty" when judging the annoyance of noise from helicopters. Based on the conclusion of the present study, it is recommended that the same procedures for assessing conventional aircraft noise annoyance be used for both fixed wing and rotary wing aircraft without any correction factors.

Over the last two decades, flight control system requirements have been in a state of transition. Rotary wing missions have become more demanding, requiring vehicle management systems capable of conducting highly aggressive missions under night/adverse-weather conditions in severe electromagnetic environments. The digital, fly-by-wire/optics control system technologies developed at Boeing Defense and Space Group, Helicopters Divison to meet these air vehicle requirements are covered. These technologies, which integrate digital multimode control laws and sidestick controllers within redundant-reconfigurable architectures, provide the rotorcraft capabilities required for the 21st century. The advances in flight control design, as developed during various technology demonstrator programmes, and applied in production of the V-22 Osprey tiltrotor and the RAH-66 Comanche scout/attack helicopter, are summarized.

The Ground Proximity Warning System (GPWS) and Terrain Awareness Warning System (TAWS), developed at the Naval Air Warfare Center Aircraft Division (NAWCAD), Patuxent River, is currently fielded on the F/A-18A/B/C/D/E/F/G, AV-8B, being flight tested on the T-45, and E-2D fixed-wing aircraft, and ready for deployment on the MH-60R/S rotary-wing aircraft. GPWS/TAWS is a proven survivability safety-backup system that warns the aircrew of an impending Controlled Flight Into Terrain (CFIT) condition. The fixed-wing system has demonstrated its value with four documented aircraft saves over the past 10 years. There is a demand for an equivalent protection system among the rotary wing community. The following details unique aspects of a TAWS design that has been developed and implemented for use on rotary-wing aircraft to fulfill this need.

Army Aviation, specifically rotary wing and unmanned aerial systems (UAS) are extremely effective in the counter insurgency (COIN) environment. Army Aviation serves as a combat multiplier by providing intelligence, precision fires, mobility to the force, and a presence over the battlefield. The correct organizational template of personnel, airframes, and maintenance within the combat Aviation Brigades is essential to our continued success in the COIN environment. This essay describes the capabilities, structure, employment of aircraft types, and explores the overall effectiveness of aviation operations in support of COIN. In order to continue aviation's success in COIN the Army must complete transformation of all combat aviation brigades to the medium design and recapitalize the attrition in airframes over the last eight years of war.

A bushfire is part of the Australian summer landscape. Over the past two decades there has been an increasing use of aircraft, both fixed and rotary wing, for water bombing and the gathering of fire intelligence. In Australia prior to 2001, the gathering of airborne fire intelligence was mostly catered for by the use of paper maps that were subject to considerable operator error, delays and risk getting the information to the incident management team. The delay and risk factors were generally caused by airborne drops over pre-determined zones, or the aircraft needing to land to supply paper maps with hand drawn fire activity information, or by verbal passing of intelligence over congested radio frequencies.

The Marine Corps does not like to say no...that applies to the conduct of combat operations in a chemical, biological, radiological and nuclear (CBRN) environment. Due to the now wide-spread proliferation of chemical, biological, radiological and nuclear weapons, waging war in a CBRN environment is an ever present possibility for the United States. The depth, breadth, and pace of modern battles will require the speed and flexibility of Marine Corps rotary wing aircraft to support combat operations. However, current Marine aviation squadrons are not prepared to operate in a CBRN environment due to a lack of pilot and aircrew training. Moreover, conducting sustained operations in such an environment would pose an even greater challenge. In fact, decontamination of the aircraft at the conclusion of combat operations poses an insurmountable challenge for such operations. While the Marine Corps advertises the capability of conducting aviation operations in a CBRN environment, its capability is very limited and sustainable only at a very high cost.

The article consist of a powerpoint presentation on MAV development at Bristol and worldwide context. The area discussed include: unmanned or uninhabited air vehicle; unmanned aircraft system; micro air vehicle; fixed wing; flapping wing; rotary wing; aerovironment.

The challenges of modern urban warfare require high agility flying machines capable of flight in confined dirty, dull and dangerous (D3) environments. Recent technological advancements in the field of aerospace and materials have enabled the exploration of flight regimes and designs similar to those of birds and insects. Flying robots with a size limit of 6 inches in all dimensions are called Micro Air Vehicles (MAVs) [1] and smaller ones with the size constraint of 1 inch are termed Nano Air Vehicles (NAVs). Fixed wing aerial vehicles are generally preferred in this flight regime due to simplistic design but these lack the hovering capability. Rotary wing designs are also being pursued with added hovering capability, but these cannot move faster through the air and their endurance is limited by the size and capacity of on-board batteries. In order to mimic the maneuverability of birds and insects, flapping wing designs are required which could produce lift and thrust efficiently using the same wing planform. Future, advancements in materials, manufacturing technology and miniaturization of electronics will enable design and development of flapping wing robots similar to natural birds and insects with very demanding mission profiles. This paper aims at highlighting the future requirements of urban warfare along with the challenges being faced to pursue flapping wing designs mimicking insects and birds flight. Ozet: Modern kent savasi meydan okumalari kirli, mat ve tehlikeli (D3) cevre sinirlarinda ucabilen yuksek ceviklikte, ucan makineleri gerektirmistir. Havacilik ve malzeme alanindaki son teknolojik gelismeler kuslarin ve boceklerinkine benzer tasarimlarin ve ucus rejimlerinin kesfini ortaya cikarmistir. 6 inch olcuye kadar olan tum boyutlardaki robotlar Mikro Hava Tasitlari (Micro Air Vehicles (MAVs)) olarak, 1 inch ve daha kucuk olcude olan olanlar Nano Hava Tasitlari (Nano Air Vehicles (NAVs)) olarak adlandirilmistir. Bu ucus rejiminde, basit tasarimlari nedeni ile genelde sabit kanat antenli tasitlar tercih edilmistir ancak bunlarin gezinme yetenekleri yoktur. Doner kanatli tasarimlar da gezinme yetenegi ilavesi ile takip edebilir olmustur ancak bunlar, havada daha hizli hareket edemezler ve dahili bataryalarinin kapasiteleri ve ebatlari yuzunden dayanikliliklari sinirlidir. Kuslarin ve boceklerin manevra kabiliyetlerini takip edebilmek icin, ayni kanat yapisini etkili bir sekilde kullanilarak itme ve kalkma hareketlerini yapabilen cirpan kanat tasarimlari gerekmektedir. Gelecekte, malzemeler, uretim teknolojisi ve elektronik minyaturizasyon alanlarindaki gelismeler, cok titiz gorev profilleri ile dogal kus ve boceklere benzer cirpan kanatli robotlarin tasarim ve gelisimine imkan saglayacaktir. Bu calisma, kent savaslari boyunca karsilasilacak olan meydan okumalarda bocek ve kus ucuslarini taklit eden cirpan kanatli tasarimlarin gerekliligini vurgulamayi amaclanmistir.

This report describes the job analysis performed by The U.S. Army Research Institute for the Behavioral and Social Sciences Rotary Wing Aviation Research Unit (ARI RWARU). It was part of a larger research project to develop and validate a selection system for U.S. Army rotary wing aviators, called Selection Instrument for Flight Training (SIFT). The activities performed by Army aviators and the personal attributes required to perform those activities were examined. This job analysis helped identify predictor measures subsequently used to validate the prototype SIFT test battery.

The results of a study pertaining to the field-of-view (FOV) of the US Army UH-60A Black Hawk helicopter are presented. The study involved a comprehensive review of Army requirement documents, existing FOV studies, and accidental data. Close attention was given to the dynamic flight characteristics that effect FOV. The study team collected technical data related to rotary wing aircraft design, in general, and the UH-60A design, in particular; conducted a survey of UH-60A pilots; and interviewed users and other technical experts. The study revealed that the current UH-60A design meets the requirements of MIL-STD 850B under static conditions. The only exception is the obstructed view that the door and windshield vertical structures create. However, under dynamic conditions the UH-60A design and normal flight characteristics substantially reduce the FOV in critical areas. Eleven options are identified that can improve and/or enhance the next-generation Black Hawk's FOV if incorporated into the design. Each option is presented and discussed. >

This paper deals with the terrain awareness warning study to determine the feasibility and effectiveness of forward-looking applications and technologies in terrain awareness warning system(TAWS) to mitigate the controlled flight into terrain risk in military helicopter operations. TAWS provides maximum CFIT protection while minimizing nuisance warnings in mountainous terrain and obstacle-rich environments.

The military avionics procurement system is increasingly challenged to deliver sufficient quantity and performance in avionics to meet a wide variety of operational user requirements. This paper traces the development of military avionics over the past forty years to provide a historical perspective of the process. The authors conducted an extensive review of user requirements for selected fixed and rotary wing aircraft assigned to the U.S. Air Force and Army. This study lead to the development of a two-tiered approach to aircraft avionics. The core avionics package (CAP) provides the capabilities required of all aircraft. Extended avionics packages (EAPs) are sensor packages that use the services of the CAP to meet the full user requirement. The authors address several of the challenges that must be met to implement a new approach towards the development of military avionics. They recommend additional study of two fundamental concepts in the Department of Defense (DOD) avionics acquisition process.