A Report On Flight Training

Most of the Aviation schools have developed a structured curriculum, which is used to demonstrate various airplane systems which include a complete set of working flight instructions to enhance learning opportunities. They use multimedia services and the Internet to gain more information on the new developments in the field. A proven training system ensures that students are fully trained before they are given certificates to practice flight as a career or for recreational purposes. (Flight Training, 2004)

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.

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)

The Gray Eagle offers a reliable, low-risk next generation UAS solution to meet challenging requirements for reconnaissance, surveillance, and target acquisition (RTSA) and attack operations. The Gray Eagle has an endurance of 25 hours. It has speeds which can reach up to 167 KTAS. It can operate up to 29,000 feet while carrying 1,075 lb (488 kg) of internal and external payload. The Gray Eagle can carry multiple payloads, including the Electro-Optical/Infrared (EO/IR) with laser designation, Synthetic Aperture Radar (SAR) communications relay, and four Hellfire missiles. The Gray Eagle can stay in a combat zone longer than the previous predator drones which supports the Army’s “single fuel in the battlefield” concept. It provides increased horsepower and significantly improved fuel efficiency, utilizing either jet or diesel fuel. The Gray Eagle features a fault-tolerant control system and a triple-redundant avionics system, similar to the systems integrated in the battle-proven Predator-B. Designed with airworthiness as a primary consideration, the Gray Eagle, is engineered to meet and exceed manned aircraft reliability standards. The Gray Eagle is dedicated to direct operational control by Army field commanders. Its expansive mission set includes wide-area intelligence surveillance and reconnaissance (ISR), convoy protection, improvised explosive device (IED) detection and defeat, close air support, communications relay, and weapons delivery missions. The Gray Eagle features an automatic takeoff and landing system (ATLS) that allows the aircraft to be launched and recovered without any operator interaction. The aircraft has successfully conducted tens of thousands of takeoffs and landings. They are attached to the combat aviation brigade in multiple divisions throughout the Army. In each division, the Gray Eagle UAVs support the

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.

Within the commercial aviation setting, considerable criticism has been directed at the current forms of simulator-based training for their singular focus on the

The exercise requires superior features that enable the UAVs to access the locations that regular drones cannot. Unlike the regular spaces, the confined spaces require special drones and software. Although, the construction may differ from one application to the other, the technology should provide a means of controlling the drone beyond the line of sight since the confined spaces may be in hidden locations. Further, the drones must have collision tolerant features in order to effectively move around without getting stuck or components crashing into objects.