A Report On Flight Training

The research focused on the ways in which flight schools can provide a specialized training format that satisfies goals for both professional and recreational pilots. These are unique ways in which, flight schools can achieve flight instruction for students by providing a strong training format that meets the individuals needs. Offering practical and theoretical skills to the students, and ensuring professional instructors. Also the use of modern facilities and equipment for teaching students; with a strong emphasis for FAA standards during all phases of instruction. These are some ideas flight schools should adopt in

The level of training required to become a paratrooper in the 101st Airborne Division was agonizing. The men were taken on night marches, the first one being eleven miles with full field equipment on. While on these marches, the men were not allowed to have a break, cigarettes or water. As for their level of fitness, it was intense. Their fitness was brutal. The men were required to run Mount Currahee 3 miles up and back down and ran at least three to four times a week unless Lt. Sobel instructed otherwise. After getting adjusted to running, the men could run six miles or more in fifty minutes. They were required to go through an obstacle course daily along with other exercises like: push-ups, pull-ups, and deep-knee bends. However, when it

Currently the majority of the UAVs operated by the United States are military assets, and as such are subject to policies, requirements and regulations of the military. These safety requirements will be briefly discussed. As unmanned systems are integrated into national airspace they will be operated in increasing numbers by civil operators, for this reason we will also look at civil safety requirements. UAS will also present some unique situations which have up to this point not been experienced; this will require new areas to be incorporated into the aviation industrial safety arena to ensure our current level of safety is not degraded through their inclusion. This paper will investigate aviation industrial safety as it applies specifically to

With the acquisition of new aircraft, the training requirements increase as well. The Aviation Center at Fort Rucker, Alabama was created to train Army aviators in flight training as well as develop a standard for Aviation a cross the force. Through all of these challenges, the foundation was set for Army Aviation to grow into the fighting force we know now.

Army Brigade Combat Teams (BCTs) continue to face significant challenges synchronizing air and ground operations through the execution of a Unit Airspace Plan (UAP). A well-developed UAP increases combat effectiveness by promoting the safe, efficient, and flexible use of airspace with minimum restraint upon airspace users. This paper does not propose a plan to solve all the challenges BCTs face. The intent is to share lessons learned from 2/25 IBCT’s Air Defense Air Management/ Brigade Aviation Element (ADAM/BAE) cell during our recent Joint Readiness Training Center (JRTC) rotation. Focus is placed on the development and implementation of the UAP. The major challenges discussed are clearly defining the roles and responsibilities of those involved with UAP development, the integration of both small and tactical Unmanned Aerial Systems (UAS), and how to best manage a synchronized UAP.

1. The purpose of this paper is to represent the position on why the United States Air Force (USAF) should bring Warrant Officers (WO) back into service to fly unmanned aircraft. First, a positive of having WOs would be to quickly fill the current manning shortage in the Remotely Piloted Aircraft (RPA) community because more Airmen would qualify only needing a two year degrees. However, the current solution is to push more cadets through Officer Training School (OTS) to fly RPAs. This will fix the manning shortage over time while also fitting the current USAF structure. On the other hand, another positive of WOs flying RPAs in the USAF would be saving money. After an overview, one has to understand the current demographics of the USAF.

This instructor pilot had just finished his AVCATT mission and was understandably frustrated by the handling characteristics of the simulator. Obviously, The AVCATT is not without its limitations. It will never approach the flight realism of the 2B-38. But low-level flight is something that can be trained in the aircraft far more easily than threat reaction. Each resource has its purpose, and the AVCATT is perfectly suited to train ASE and threat-related tactics. It’s up to us as leaders and influential aviators at our units to take advantage of, and properly employ these

Although the potential contribution of UAVs to sectors such as environmental protection, law enforcement and various commercial activities is apparent, they still seem not to be ready for civilian use. This is due to several reasons, including e.g. civilian UAVs (CUAVs) requiring different technological solutions such as optimized platforms, different endurance requirements, dedicated payloads and different ground control systems. An additional important problem to be solved is the integration of UAVs in the civilian airspace, which will require the adoption of civilian airworthiness standards and proven safety features. Last but not least trust has to be created, both at the public sectors and the commercial community, that CUAVs have economic advantages ( Vanclay 2003)

Writers of the German based magazine Military Technology wrote an article in 2012 detailing the possibilities of the vast amount of current drones and of further advancements that may occur in the future. Dennis-Peter Merklinghaus is the editor-in-chief at the magazine and along with Brian Kindamo, a regular contributor to MT, and Jürgen Pöppelmann who served as the aviation expert for the Mönch Group all regaled that “according to recent analyses, UAVs accomplish intelligence gathering, as well as offensive combat roles. The consequences will have increasing demand in the future as forces rely on technology development” (37). They then proceed to look into the future by spinning tails of micro and mini UCAVs that could be taken into hostile territory in substitute for actual soldiers which would save countless lives and subdue the danger from behind a screen with a simple control (Kindamo et al. 38). Kindamo, Merklinghaus, and Pöppelmann list the endless possibilities of UCAVs in the future world armies and aim to sway even the most anti-droner by showing them a future where the aim is so precise, only confirmed targets die.

2. (U) Background. The MQ-1C Gray Eagle (GE) was developed in late 2005 to fulfill the Army’s Extended-Range Multi-Purpose program. This called for a medium-range unmanned aerial system (UAS) platform capable of Intelligence Collection (IC), Electronic Warfare (EW), and direct attack missions while residing at a divisional level. The GE is a battle proven system that has operated in the COIN environments of Iraq and Afghanistan since late 2006. While its conventional warfare application has yet to be tested, the Army has already

Unmanned Aircraft Systems have taken the Army by storm. While most units fly on a regular basis, easily meeting their hourly requirements, and becoming very proficient at these tasks. There are several National Guard Units that continuously fail to meet these requirements. I think that if every National Guard Unit was able to conduct flight operations where they held weekend drills. You would see a drastic increase in annual hours flown, as well as overall proficiency and retention of soldiers in these units. Throughout this paper I will discuss HOR (home of record) unit’s flight hour’s vs non HOR unit’s flight hours. Along with the other difficulties these units face. I will also discuss the effects that low flight hours have on soldier’s

This paper details the evolution of Army Aviation TTP’s, training, and capabilities through Operation Enduring Freedom. It does this by dissecting Army Aviation in the 1990s in an attempt to establish where Aviation was as a force prior to September 2001. This foundation allows for a comparison of standards accepted at the time and then during the war in Afghanistan. The document then delves into Army Aviation as it evolved throughout OEF to meet the stringent demands of the ground force. In doing so, an analysis of Army Aviation can be attained from over two decades of sustained operations.

Human factors issues in flight simulation have been identified to include motion sickness, motion cueing, and adapting fidelity issues related to flying the simulator versus the actual aircraft. Also there is the issue with older legacy simulators that are still in use and their limitations. It is an accepted fact that aircraft simulator design is a balance between technology, design limitations, cost and operational effectiveness and safe to assume that due to these limitations, the simulator will never feel or fly exactly like the actual aircraft (Sewzey & Andrews, 2001). In addition, the high cost of building a simulator, the technical support and operation costs will continue to grow with simulators.

An Air Force introductory course in electronics uses a personalized system of instruction whereby each student views a videotaped lecture and then is given a programmed instruction text. The students work with the text until they have completed the training and passed the test. The pace at which the students complete the course varies and the faster students wait until the others complete before the entire group proceeds further. An alternative system, whereby students viewed the same video-taped lecture and then guided by computer-assisted instruction in place of the programmed text, was proposed. It is the goal of the institute to analyze and compare the efficiencies of both the methods

The purpose of this study is to examine the performance of pilots flying multiple types of aircraft in an experimental setting. Pilot performance will be assessed by written tests and simulator sessions. This study will build on a previous field study, Pilots Flying Multiple Aircraft Types or Multiple Flightdeck Layouts, which was conducted for AVS 4504 Aviation Safety Analysis. The results of that study showed a need for a simulator study to further identify if pilots have issues maintaining currency in multiple types of aircraft.