An alternative approach for regulating suborbital space vehicles to (that of COMSTAC and the FAA-AST) - we have 50 years of manned spaceflight and 60 years of aviation to learn from.....
This document provides information on the aeronautical experience, flight time requirements, and currency requirements to obtain an instrument rating for airplanes. It also summarizes regulations regarding aircraft and personal documents required for IFR flight, as well as preflight planning considerations such as weather minimums, alternate airports, and fuel requirements. Additionally, it outlines standard instrument procedures such as IFR flight planning, approach types, and cruising altitudes.
This document outlines the requirements for pilots to carry passengers, act as pilot-in-command under instrument flight rules or in reduced visibility, and maintain instrument currency and ratings. It discusses the use of flight simulators, flight training devices, and aviation training devices for completing instrument training and experience requirements. It also provides summaries of various briefing, inspection, and pre-flight requirements for instrument flight.
This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).IHSTFAA
The document summarizes research being conducted by the Federal Aviation Administration (FAA) on enhancing helicopter safety through the use of advanced vision systems. The FAA is exploring concepts of operations that would allow helicopters to fly in lower visibility conditions using technologies like enhanced vision systems, synthetic vision systems, and computer vision systems. Through flight testing and simulation, the FAA aims to quantify the human and safety benefits of these systems, determine required visual references, and enable revisions to regulations and guidance to increase the use of instrument flight rules for helicopters. Industry partners are collaborating with the FAA on sensor characterization, display evaluation, and experimental design.
2017 Heli-Expo - "What the FRAT?" Helicopter Risk Analysis ToolIHSTFAA
This document provides information about a Flight and Ground Risk Analysis Tool (FRAT/GRAT). It discusses the key elements that should be included in a FRAT/GRAT, such as factors related to the pilot, aircraft, environment, and external pressures. It also describes how to determine a risk score and what to do based on the score, such as mitigating risks for a yellow score or cancelling a flight for a red score. Finally, it discusses how a FRAT/GRAT fits within an organization's Safety Management System and regulatory requirements for its use.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
The document discusses the Air Defense Identification Zone (ADIZ) around Washington D.C., Special Use Airspace, and Temporary Flight Restricted Areas. It provides details on: the purpose and boundaries of the DC ADIZ; procedures for operating in the ADIZ including speed restrictions and communication requirements; new ADIZ security monitoring positions; and controller responsibilities for tracking aircraft in the ADIZ.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
This document provides information on the aeronautical experience, flight time requirements, and currency requirements to obtain an instrument rating for airplanes. It also summarizes regulations regarding aircraft and personal documents required for IFR flight, as well as preflight planning considerations such as weather minimums, alternate airports, and fuel requirements. Additionally, it outlines standard instrument procedures such as IFR flight planning, approach types, and cruising altitudes.
This document outlines the requirements for pilots to carry passengers, act as pilot-in-command under instrument flight rules or in reduced visibility, and maintain instrument currency and ratings. It discusses the use of flight simulators, flight training devices, and aviation training devices for completing instrument training and experience requirements. It also provides summaries of various briefing, inspection, and pre-flight requirements for instrument flight.
This document summarizes a presentation given to the Rotor Safety Challenge Session at HeliExpo 2017 about the FAA's Helicopter Flight Data Monitoring (HFDM) research for the Aviation Safety Information Analysis and Sharing (ASIAS) program. The research aims to develop analytical tools to analyze flight data from rotorcraft to proactively identify safety issues. Key areas of research include defining safety metrics for rotorcraft, analyzing flight data with enhanced helicopter performance models, and using data mining techniques to detect anomalies and phase of flight safety events. The goal is to help reduce the helicopter fatal accident rate through voluntary data sharing and analysis within ASIAS.
2017 Heli-Expo "Seeing is Believing" (Advanced Vision Systems).IHSTFAA
The document summarizes research being conducted by the Federal Aviation Administration (FAA) on enhancing helicopter safety through the use of advanced vision systems. The FAA is exploring concepts of operations that would allow helicopters to fly in lower visibility conditions using technologies like enhanced vision systems, synthetic vision systems, and computer vision systems. Through flight testing and simulation, the FAA aims to quantify the human and safety benefits of these systems, determine required visual references, and enable revisions to regulations and guidance to increase the use of instrument flight rules for helicopters. Industry partners are collaborating with the FAA on sensor characterization, display evaluation, and experimental design.
2017 Heli-Expo - "What the FRAT?" Helicopter Risk Analysis ToolIHSTFAA
This document provides information about a Flight and Ground Risk Analysis Tool (FRAT/GRAT). It discusses the key elements that should be included in a FRAT/GRAT, such as factors related to the pilot, aircraft, environment, and external pressures. It also describes how to determine a risk score and what to do based on the score, such as mitigating risks for a yellow score or cancelling a flight for a red score. Finally, it discusses how a FRAT/GRAT fits within an organization's Safety Management System and regulatory requirements for its use.
Design & application of cdo for ahmedabad airport within ahmedabad tmaARVIND KUMAR SINGH
ICAO has emphasized on aviation safety, air navigation capacity and efficient environmental protection by strategic objective. ICAO also focused on the development and implementation on PBN, CDO and CCO for sustainable growth of aviation. Global Air Navigation Plan (2013-2028) provides methodology for integrated aviation planning and increased importance of collaborations and partnership among stakeholders. GANP outlined the implementation issues involving the PBN all over the world. In line with ICAO objective, this focuses on CDO procedure at Ahmedabad airport.
Trial CDO has been implemented but no formal procedure for airlines operator has yet been promulgated at various Indian airports including Ahmedabad Airport. Area and Approach are physically located at same place and trained controllers provide these services on rotation basis at Ahmedabad airport. Air Traffic Services provided with surveillance tools. STARs and SIDs were introduced in year 2008 at Ahmedabad Airport. Ahmedabad Airport has medium density traffic of aircraft movement, average 150 schedule aircraft movement per day and approx 75 scheduled arrivals per day. Due to non availability of published procedure limited Continuous Descent Operations are being performed by the arrivals, at Ahmedabad Airport.
This emphasises on analysis of traffic pattern on arrival routes for possible implementation of CDO is existing arrival procedures and study of existing CDO procedure, analysis of cost benefit, fuel efficiency and carbon emission for Ahmedabad airport.
Design & Application of Continuous Descent Operation (CDO) procedure in Ahmedabad TMA for Ahmedabad Airport will provide more efficient airspace & arrival routes, reduction in pilot –controller work load, cost saving to airlines operators and environmental benefits through reduced fuel burn.
With good CDO procedure, initially minimum 65% of arrivals are expected to perform CDO at Ahmedabad leading to saving of cost of operations and carbon emission, in addition to brand and image building of AAI as ANSP at Ahmedabad. The experience gained will also help AAI extend such procedure to other medium to light density traffic airports and subsequently all airports in line with ICAO Guidelines and requirement.
The document discusses the Air Defense Identification Zone (ADIZ) around Washington D.C., Special Use Airspace, and Temporary Flight Restricted Areas. It provides details on: the purpose and boundaries of the DC ADIZ; procedures for operating in the ADIZ including speed restrictions and communication requirements; new ADIZ security monitoring positions; and controller responsibilities for tracking aircraft in the ADIZ.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
This document summarizes the purpose and activities of the Remote Control Aerial Photographers Association (RCAPA). In 3 sentences: RCAPA is an international organization with over 1,700 members that works to establish safety guidelines and best practices for the commercial drone industry. It provides resources like training, testing, and insurance access to members. The document outlines several challenges around integrating drones into national airspace systems, such as a lack of data to define safe operational limits and concerns that proposed regulations would severely limit small commercial drone operations.
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
This document is from a Federal Aviation Administration (FAA) workshop for Certified Flight Instructors (CFIs) that took place from July 1 to September 30, 2012. The workshop module discusses pilot deviations, including runway incursions. It provides definitions of terms like runway incursion and pilot deviation. It also discusses strategies CFIs can teach to mitigate pilot deviations, such as planning taxi routes, using cockpit discipline, and staying alert when taxiing. The workshop concludes with a quiz to test understanding of topics like when to complete checklists and the need to read back all air traffic control clearances and runway designators.
Luke Monette, OSMRE, “Drones and their use in Environmental Monitoring”Michael Hewitt, GISP
Lukus Monette presented on the Office of Surface Mining Reclamation and Enforcement's (OSMRE) use of unmanned aerial systems (UAS) for inspections and monitoring. The OSMRE has been conducting UAS pilot projects since 2011 to assess their applicability. UAS allow OSMRE to view large areas quickly and safely, reducing time on site and risks to personnel. Data collected, such as images and 3D models, have been useful for measurements, mapping, and historical records. Current limitations include FAA regulations and the lack of trained OSMRE operators and dedicated UAS. The OSMRE plans to procure UAS costing $2,500-5,000 within the
The document discusses guidance from IAMSAR on the role and duties of an Aircraft Coordinator (ACO) in SAR operations. It provides details on qualifying as an ACO and the ACO's responsibilities for coordinating air assets, maintaining flight safety, and cooperating with the Search and Rescue Mission Coordinator and On-Scene Coordinator. It also reviews options for ACO communication plans and procedures for tasks like search missions, providing briefings, and coordinating aircraft during missions.
Accidents and Liabilities by ALIAS ConsortiumALIAS Network
If you are interested in the topic please register to the ALIAS network:
http://network.aliasnetwork.eu/
to download other materials and get information about the ALIAS project (www.aliasnetwork.eu).
The document provides guidelines for aircraft coordinators (ACOs) to standardize coordination of multiple aircraft involved in search and rescue missions. An ACO may be activated by the SAR mission coordinator to coordinate aircraft when there are several aircraft from different countries involved in a mission. The ACO is responsible for maintaining flight safety and coordinating air assets, working with the on-scene coordinator and under the direction of the mission coordinator. The ACO duties include deconflicting aircraft, advising on weather, determining aircraft routes and altitudes, and prioritizing search areas.
1) The AFIRS system consists of onboard hardware and a web-based data conduit that allows automated reporting of aircraft data via satellite communications.
2) It provides real-time situational awareness of aircraft location and status, as well as automated alerts for irregular situations like emergencies.
3) The technology is certified, existing infrastructure like satellite networks can support global implementation, and the system offers operational and safety benefits over current practices.
India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad Internati...SITA
CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport
The document discusses opportunities for aviation safety through improved communication technologies. It notes that while aviation is very safe, accidents still occur when crews face difficulties and lack support. New technologies allow real-time tracking of aircraft and automated transmission of data to help crews, but face institutional barriers. The document argues these technologies could help prevent accidents by providing expert support and awareness of aircraft status.
This document discusses considerations for airport emergency plans including defining primary and secondary response, identifying resources and agencies involved, addressing different types of accidents and incidents, and the importance of training. An effective airport emergency plan accounts for the unique characteristics of each airport and coordinates all responding entities.
This document provides background information on the Traffic Alert and Collision Avoidance System (TCAS II). Key points include:
- TCAS II was developed by the FAA and industry to provide independent collision avoidance protection for aircraft.
- It uses aircraft transponders to identify nearby aircraft and issue advisories to pilots.
- Extensive testing was conducted through operational evaluations with airlines to validate TCAS II's safety and performance.
- TCAS II is now mandated on passenger aircraft over 30 seats internationally to help prevent mid-air collisions.
The document discusses procedures for air traffic controllers to follow in various contingency situations, such as:
- Unlawful interference and aircraft bomb threats
- Fuel dumping
- Air-ground communications failure
- Emergency descent
- Weather deviation and VFR flights encountering adverse weather
- Emergency separation and fuel emergencies
For each contingency, the summary provides high-level instructions for air traffic controllers, such as clearing routes, maintaining separation, communicating with pilots and other ATC units, and directing aircraft as appropriate.
The document outlines the requirements and contents of an Aerodrome Manual. It discusses that ICAO and local regulations require aerodrome operators to submit an Aerodrome Manual as part of the certification process. The manual contains pertinent information about the aerodrome site, facilities, services, equipment, operating procedures, organization, and safety management system. It also describes the various parts of an Aerodrome Manual, including details about the aerodrome site, reporting procedures, operating procedures, safety measures, administration, and safety management system.
The document discusses the transition from traditional NOTAM (Notice to Airmen) messages to digital NOTAM (DIGITAM). It describes some issues with the current NOTAM system and outlines the characteristics of DIGITAM, including being geo-referenced, temporal, linked to static data, transformable, and electronically distributable. It also discusses the Aeronautical Information Exchange Model (AIXM) data standard and how DIGITAM could be implemented for different aeronautical event categories.
Chapter 05 Fire and Rescue Communications Training1PFD
This chapter discusses communications systems and procedures used in aviation fire and rescue operations. It covers airport communication systems including audible alarms, direct-line phones, radio systems, and frequencies. Proper communication procedures and terminology such as the ICAO phonetic alphabet and aviation terms are presented. The chapter also discusses the use of computers, light signals, and hand signals in airport and aircraft rescue firefighting communications.
The document discusses the key aspects of developing an airport emergency plan (AEP) including defining what an AEP is, its objectives, ICAO provisions, types of potential emergencies, structure, agencies involved, responsibilities, equipment, and maps. An AEP establishes procedures to coordinate response to emergencies occurring at an airport or nearby. It considers planning before, response during, and support after emergencies. Relevant maps, contact information, and triage procedures are also included.
1. The document lists Key Performance Parameters (KPPs) and additional system requirements for an Advanced Pilot Training (APT) system. The KPPs include thresholds and objectives for aircraft and simulator availability, sustained G-forces, and simulator visual acuity and performance fidelity.
2. Additional requirements address maneuverability, weapons employment simulation, data links, angle of attack, turn rates, debriefing capabilities, and open systems architecture. Space, weight, power, and cooling growth provisions must also be included.
3. Scenario input is required for both aircraft and simulators to support tactical training, and the aircraft design should enable future in-flight refueling capability.
This document discusses cockpit automation and its implications for pilot training. It begins with background on the increasing automation in aviation and the pilot shortage. This leads to a discussion of changes needed in pilot training to address new technologies and interfaces. The document advocates for more deliberate training analysis through task surveys and analyses. This would identify gaps and needs in current training to ensure pilots have the necessary skills to operate modern automated aircraft safely. It emphasizes evaluating training against operational documents and comparing it to actual tasks and conditions pilots will face. The goal is to develop training that adequately prepares pilots for the human factors challenges of automated cockpits.
The document provides an overview of avionics engineering. It discusses how avionics systems combine aviation and electronics to enable essential flight functions. The development of avionics is driven by requirements to complete missions safely and efficiently with minimal crews. Avionics account for a significant portion of an aircraft's costs. The design of avionics systems must consider key requirements, standards, and characteristics including reliability, maintainability, and how to maximize overall capability within set constraints.
The current aircraft classification rating (ACR) and pavement classification rating (PCR) systems are outdated and inconsistent with modern pavement design methods. An expert proposes adopting a new ACR-PCR system that uses linear elastic analysis to calculate ratings, considers all aircraft wheels and pavement material properties. This overcomes limitations of the current system. The new system will provide benefits like optimized pavement usage and consistent design/rating parameters. It is endorsed by ICAO and aims for effectivity in 2020 and full applicability by 2024 after implementation.
This document summarizes the purpose and activities of the Remote Control Aerial Photographers Association (RCAPA). In 3 sentences: RCAPA is an international organization with over 1,700 members that works to establish safety guidelines and best practices for the commercial drone industry. It provides resources like training, testing, and insurance access to members. The document outlines several challenges around integrating drones into national airspace systems, such as a lack of data to define safe operational limits and concerns that proposed regulations would severely limit small commercial drone operations.
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
This document is from a Federal Aviation Administration (FAA) workshop for Certified Flight Instructors (CFIs) that took place from July 1 to September 30, 2012. The workshop module discusses pilot deviations, including runway incursions. It provides definitions of terms like runway incursion and pilot deviation. It also discusses strategies CFIs can teach to mitigate pilot deviations, such as planning taxi routes, using cockpit discipline, and staying alert when taxiing. The workshop concludes with a quiz to test understanding of topics like when to complete checklists and the need to read back all air traffic control clearances and runway designators.
Luke Monette, OSMRE, “Drones and their use in Environmental Monitoring”Michael Hewitt, GISP
Lukus Monette presented on the Office of Surface Mining Reclamation and Enforcement's (OSMRE) use of unmanned aerial systems (UAS) for inspections and monitoring. The OSMRE has been conducting UAS pilot projects since 2011 to assess their applicability. UAS allow OSMRE to view large areas quickly and safely, reducing time on site and risks to personnel. Data collected, such as images and 3D models, have been useful for measurements, mapping, and historical records. Current limitations include FAA regulations and the lack of trained OSMRE operators and dedicated UAS. The OSMRE plans to procure UAS costing $2,500-5,000 within the
The document discusses guidance from IAMSAR on the role and duties of an Aircraft Coordinator (ACO) in SAR operations. It provides details on qualifying as an ACO and the ACO's responsibilities for coordinating air assets, maintaining flight safety, and cooperating with the Search and Rescue Mission Coordinator and On-Scene Coordinator. It also reviews options for ACO communication plans and procedures for tasks like search missions, providing briefings, and coordinating aircraft during missions.
Accidents and Liabilities by ALIAS ConsortiumALIAS Network
If you are interested in the topic please register to the ALIAS network:
http://network.aliasnetwork.eu/
to download other materials and get information about the ALIAS project (www.aliasnetwork.eu).
The document provides guidelines for aircraft coordinators (ACOs) to standardize coordination of multiple aircraft involved in search and rescue missions. An ACO may be activated by the SAR mission coordinator to coordinate aircraft when there are several aircraft from different countries involved in a mission. The ACO is responsible for maintaining flight safety and coordinating air assets, working with the on-scene coordinator and under the direction of the mission coordinator. The ACO duties include deconflicting aircraft, advising on weather, determining aircraft routes and altitudes, and prioritizing search areas.
1) The AFIRS system consists of onboard hardware and a web-based data conduit that allows automated reporting of aircraft data via satellite communications.
2) It provides real-time situational awareness of aircraft location and status, as well as automated alerts for irregular situations like emergencies.
3) The technology is certified, existing infrastructure like satellite networks can support global implementation, and the system offers operational and safety benefits over current practices.
India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad Internati...SITA
CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport
The document discusses opportunities for aviation safety through improved communication technologies. It notes that while aviation is very safe, accidents still occur when crews face difficulties and lack support. New technologies allow real-time tracking of aircraft and automated transmission of data to help crews, but face institutional barriers. The document argues these technologies could help prevent accidents by providing expert support and awareness of aircraft status.
This document discusses considerations for airport emergency plans including defining primary and secondary response, identifying resources and agencies involved, addressing different types of accidents and incidents, and the importance of training. An effective airport emergency plan accounts for the unique characteristics of each airport and coordinates all responding entities.
This document provides background information on the Traffic Alert and Collision Avoidance System (TCAS II). Key points include:
- TCAS II was developed by the FAA and industry to provide independent collision avoidance protection for aircraft.
- It uses aircraft transponders to identify nearby aircraft and issue advisories to pilots.
- Extensive testing was conducted through operational evaluations with airlines to validate TCAS II's safety and performance.
- TCAS II is now mandated on passenger aircraft over 30 seats internationally to help prevent mid-air collisions.
The document discusses procedures for air traffic controllers to follow in various contingency situations, such as:
- Unlawful interference and aircraft bomb threats
- Fuel dumping
- Air-ground communications failure
- Emergency descent
- Weather deviation and VFR flights encountering adverse weather
- Emergency separation and fuel emergencies
For each contingency, the summary provides high-level instructions for air traffic controllers, such as clearing routes, maintaining separation, communicating with pilots and other ATC units, and directing aircraft as appropriate.
The document outlines the requirements and contents of an Aerodrome Manual. It discusses that ICAO and local regulations require aerodrome operators to submit an Aerodrome Manual as part of the certification process. The manual contains pertinent information about the aerodrome site, facilities, services, equipment, operating procedures, organization, and safety management system. It also describes the various parts of an Aerodrome Manual, including details about the aerodrome site, reporting procedures, operating procedures, safety measures, administration, and safety management system.
The document discusses the transition from traditional NOTAM (Notice to Airmen) messages to digital NOTAM (DIGITAM). It describes some issues with the current NOTAM system and outlines the characteristics of DIGITAM, including being geo-referenced, temporal, linked to static data, transformable, and electronically distributable. It also discusses the Aeronautical Information Exchange Model (AIXM) data standard and how DIGITAM could be implemented for different aeronautical event categories.
Chapter 05 Fire and Rescue Communications Training1PFD
This chapter discusses communications systems and procedures used in aviation fire and rescue operations. It covers airport communication systems including audible alarms, direct-line phones, radio systems, and frequencies. Proper communication procedures and terminology such as the ICAO phonetic alphabet and aviation terms are presented. The chapter also discusses the use of computers, light signals, and hand signals in airport and aircraft rescue firefighting communications.
The document discusses the key aspects of developing an airport emergency plan (AEP) including defining what an AEP is, its objectives, ICAO provisions, types of potential emergencies, structure, agencies involved, responsibilities, equipment, and maps. An AEP establishes procedures to coordinate response to emergencies occurring at an airport or nearby. It considers planning before, response during, and support after emergencies. Relevant maps, contact information, and triage procedures are also included.
1. The document lists Key Performance Parameters (KPPs) and additional system requirements for an Advanced Pilot Training (APT) system. The KPPs include thresholds and objectives for aircraft and simulator availability, sustained G-forces, and simulator visual acuity and performance fidelity.
2. Additional requirements address maneuverability, weapons employment simulation, data links, angle of attack, turn rates, debriefing capabilities, and open systems architecture. Space, weight, power, and cooling growth provisions must also be included.
3. Scenario input is required for both aircraft and simulators to support tactical training, and the aircraft design should enable future in-flight refueling capability.
This document discusses cockpit automation and its implications for pilot training. It begins with background on the increasing automation in aviation and the pilot shortage. This leads to a discussion of changes needed in pilot training to address new technologies and interfaces. The document advocates for more deliberate training analysis through task surveys and analyses. This would identify gaps and needs in current training to ensure pilots have the necessary skills to operate modern automated aircraft safely. It emphasizes evaluating training against operational documents and comparing it to actual tasks and conditions pilots will face. The goal is to develop training that adequately prepares pilots for the human factors challenges of automated cockpits.
The document provides an overview of avionics engineering. It discusses how avionics systems combine aviation and electronics to enable essential flight functions. The development of avionics is driven by requirements to complete missions safely and efficiently with minimal crews. Avionics account for a significant portion of an aircraft's costs. The design of avionics systems must consider key requirements, standards, and characteristics including reliability, maintainability, and how to maximize overall capability within set constraints.
The current aircraft classification rating (ACR) and pavement classification rating (PCR) systems are outdated and inconsistent with modern pavement design methods. An expert proposes adopting a new ACR-PCR system that uses linear elastic analysis to calculate ratings, considers all aircraft wheels and pavement material properties. This overcomes limitations of the current system. The new system will provide benefits like optimized pavement usage and consistent design/rating parameters. It is endorsed by ICAO and aims for effectivity in 2020 and full applicability by 2024 after implementation.
This document provides a conceptual design for an unmanned aerial system called High Voltage to compete in the Airbus Cargo Drone Challenge. The design uses a twin-boom inverted V-tail configuration optimized for safety, reliability, ease of maintenance and high turnaround rate. Key features include vertical takeoff and landing capability using 8 motors, a parachute recovery system, modular battery and payload compartments, and extensive use of composites. The design was selected after evaluating configurations based on figures of merit prioritizing safety, maintenance costs, and profitability to enable widespread commercial adoption.
The document discusses factors that affect aircraft takeoff and landing performance at airfields, including:
- Runway length required for takeoff versus available length based on aircraft weight and design
- Impact of obstacles that must be cleared during takeoff
- Effects of high temperature and altitude on airfield performance due to lower air density
- Impact of wet runways, wind conditions, and maximum certified landing weight on performance.
Space Shuttle Flight Software (PASS) Loss Of Crew Errors J.K. Orr 2015-08-27James Orr
This document summarizes a loss of crew and vehicle (LOCV) error in the Primary Avionics Software System (PASS) that was discovered prior to the Space Shuttle Challenger disaster (STS-51L) in 1986. The error caused the PASS system to hang during a Shuttle Mission Simulator simulation of a contingency abort to Rota, Spain for STS-1. The probability of the PASS error occurring was less than 1 in 240. The Backup Flight System was successfully engaged after 10 seconds when the error occurred. The error had been introduced prior to STS-1. It received high visibility within NASA due to occurring during prime crew training and representing the first total lockup of the PASS flight system after
This document provides a summary of the planning and design for Nasugbu Batangas Airport. It includes an inventory of current airport facilities, a SWOT analysis, estimates of facility requirements and demand/capacity, development alternatives, an airport layout plan, and cost estimates. It also discusses socio-environmental impacts of the airport construction and operations. The main development alternatives considered are maintaining the existing two-runway system versus adding a third runway, as well as expanding passenger terminals and parking facilities.
Maurizio Mancini - the ansp perspectiveALIAS Network
ANSPs are concerned about the increasing integration of drones into airspace as it poses safety and regulatory challenges. Currently, ANSPs do not provide air traffic services for or have visibility into civil drone operations below 500 feet in uncontrolled airspace. However, ANSPs see a need to develop innovative infrastructure and services to safely manage the exponential growth of small drone operations in class F and G airspace through approaches like smart use of technologies like ADS-B and geo-fencing to segregate drone traffic from other aircraft. Ultimately, achieving an acceptable level of safety for all airspace users will require new procedures, rules, training and mitigations as drone operations become more prevalent.
This document provides an overview of the planning and design for Nasugbu Batangas Airport. It includes an inventory of existing airport facilities, a SWOT analysis, estimates of demand and capacity, and outlines the facility requirements including for a new runway. The document also discusses regional land use planning considerations and provides cost estimates and an assessment of socio-environmental impacts of developing the airport.
This document provides an overview of avionics systems and requirements. It discusses how avionics systems enable aircraft to complete their missions safely and efficiently. Major drivers for avionics development include increased safety, air traffic control, all-weather operation, and reduced fuel consumption. The design of avionics systems is an iterative team process that goes through conceptual, preliminary, and detailed design stages. Requirements come from the aircraft mission as well as customers and regulators. Key considerations in avionics system design include capabilities, reliability, maintainability, cost and risk.
PRESENTATION BY P. XEFTERIS AND C. DIONISIO FOR THE ITALIAN INSTITUTE OF NAVIGATION. IT PROVIDES AN OVERVIEW OF ISSUES RELATED TO OPERATIONS AND TECHNOLOGIES FOR CARGO TRANSPORT UAVs OVER 150kG MGTW
Benefit/Cost Analysis For Ait Traffic Control Towers PresentationÜlger Ahmet
The document discusses benefit-cost analyses for air traffic control towers. It provides an overview of what a benefit-cost ratio is in the context of air traffic control towers, why such analyses are required, how the ratios are calculated using various data inputs, and how the results are used. Default values and methodologies used in the benefit-cost program are also outlined.
This is seminar report of ageing of aircraft.this useful for those student who want to give seminar on designing area of aircraft.In this report you will find brief introduction of ageing of aircraft.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
This document provides an overview of the Traffic Alert and Collision Avoidance System (TCAS). It discusses the history of TCAS, which began development in the 1970s following several mid-air collisions. It then describes the components and functions of TCAS, including how it detects intruder aircraft, issues traffic advisories and resolution advisories, and uses specific symbology in its displays. The document also outlines pilots' and air traffic controllers' responsibilities during TCAS advisories to maintain safety. In summary, TCAS is an airborne collision avoidance system that monitors nearby aircraft and issues alerts to pilots if there is a potential collision threat.
This document provides an overview of the Traffic Alert and Collision Avoidance System (TCAS). It discusses the history of TCAS, which began development in the 1970s following several mid-air collisions. It then describes the components and functions of TCAS, including how it detects intruder aircraft, issues traffic advisories and resolution advisories, and uses specific symbology in its displays. The document also outlines pilots' and air traffic controllers' responsibilities during TCAS advisories to maintain safety. In summary, TCAS is an airborne collision avoidance system that monitors nearby aircraft and issues alerts to pilots if there is a potential collision threat.
This document provides information for pilots flying in and out of Krugersdorp Airfield (FAKR) in South Africa, including:
- FAKR has a short gravel runway requiring precision to land, with risks of turbulence, wind shear, and crosswinds.
- Standard traffic patterns cannot be followed due to nearby controlled airspace. Joining procedures involve overhead entries from specific directions and altitudes while monitoring the radio frequency.
- Pilots must maintain situational awareness of other aircraft and obstacles on the airfield, follow radio procedures, and use good judgement when operating at the busy but unmanned field.
The document discusses the requirements for an aircraft to be considered airworthy according to the Federal Aviation Administration (FAA). It defines airworthiness as the aircraft conforming to its type certificate and being properly maintained, and in a condition safe for flight. It outlines the responsibilities of aircraft owners and pilots to ensure the aircraft is in compliance with FAA airworthiness standards and has a valid airworthiness certificate and registration before operation. The document also discusses inspections and repairs required to maintain an aircraft's airworthiness status.
The debris of the ‘last major merger’ is dynamically youngSérgio Sacani
The Milky Way’s (MW) inner stellar halo contains an [Fe/H]-rich component with highly eccentric orbits, often referred to as the
‘last major merger.’ Hypotheses for the origin of this component include Gaia-Sausage/Enceladus (GSE), where the progenitor
collided with the MW proto-disc 8–11 Gyr ago, and the Virgo Radial Merger (VRM), where the progenitor collided with the
MW disc within the last 3 Gyr. These two scenarios make different predictions about observable structure in local phase space,
because the morphology of debris depends on how long it has had to phase mix. The recently identified phase-space folds in Gaia
DR3 have positive caustic velocities, making them fundamentally different than the phase-mixed chevrons found in simulations
at late times. Roughly 20 per cent of the stars in the prograde local stellar halo are associated with the observed caustics. Based
on a simple phase-mixing model, the observed number of caustics are consistent with a merger that occurred 1–2 Gyr ago.
We also compare the observed phase-space distribution to FIRE-2 Latte simulations of GSE-like mergers, using a quantitative
measurement of phase mixing (2D causticality). The observed local phase-space distribution best matches the simulated data
1–2 Gyr after collision, and certainly not later than 3 Gyr. This is further evidence that the progenitor of the ‘last major merger’
did not collide with the MW proto-disc at early times, as is thought for the GSE, but instead collided with the MW disc within
the last few Gyr, consistent with the body of work surrounding the VRM.
ESPP presentation to EU Waste Water Network, 4th June 2024 “EU policies driving nutrient removal and recycling
and the revised UWWTD (Urban Waste Water Treatment Directive)”
The binding of cosmological structures by massless topological defectsSérgio Sacani
Assuming spherical symmetry and weak field, it is shown that if one solves the Poisson equation or the Einstein field
equations sourced by a topological defect, i.e. a singularity of a very specific form, the result is a localized gravitational
field capable of driving flat rotation (i.e. Keplerian circular orbits at a constant speed for all radii) of test masses on a thin
spherical shell without any underlying mass. Moreover, a large-scale structure which exploits this solution by assembling
concentrically a number of such topological defects can establish a flat stellar or galactic rotation curve, and can also deflect
light in the same manner as an equipotential (isothermal) sphere. Thus, the need for dark matter or modified gravity theory is
mitigated, at least in part.
Authoring a personal GPT for your research and practice: How we created the Q...Leonel Morgado
Thematic analysis in qualitative research is a time-consuming and systematic task, typically done using teams. Team members must ground their activities on common understandings of the major concepts underlying the thematic analysis, and define criteria for its development. However, conceptual misunderstandings, equivocations, and lack of adherence to criteria are challenges to the quality and speed of this process. Given the distributed and uncertain nature of this process, we wondered if the tasks in thematic analysis could be supported by readily available artificial intelligence chatbots. Our early efforts point to potential benefits: not just saving time in the coding process but better adherence to criteria and grounding, by increasing triangulation between humans and artificial intelligence. This tutorial will provide a description and demonstration of the process we followed, as two academic researchers, to develop a custom ChatGPT to assist with qualitative coding in the thematic data analysis process of immersive learning accounts in a survey of the academic literature: QUAL-E Immersive Learning Thematic Analysis Helper. In the hands-on time, participants will try out QUAL-E and develop their ideas for their own qualitative coding ChatGPT. Participants that have the paid ChatGPT Plus subscription can create a draft of their assistants. The organizers will provide course materials and slide deck that participants will be able to utilize to continue development of their custom GPT. The paid subscription to ChatGPT Plus is not required to participate in this workshop, just for trying out personal GPTs during it.
Phenomics assisted breeding in crop improvementIshaGoswami9
As the population is increasing and will reach about 9 billion upto 2050. Also due to climate change, it is difficult to meet the food requirement of such a large population. Facing the challenges presented by resource shortages, climate
change, and increasing global population, crop yield and quality need to be improved in a sustainable way over the coming decades. Genetic improvement by breeding is the best way to increase crop productivity. With the rapid progression of functional
genomics, an increasing number of crop genomes have been sequenced and dozens of genes influencing key agronomic traits have been identified. However, current genome sequence information has not been adequately exploited for understanding
the complex characteristics of multiple gene, owing to a lack of crop phenotypic data. Efficient, automatic, and accurate technologies and platforms that can capture phenotypic data that can
be linked to genomics information for crop improvement at all growth stages have become as important as genotyping. Thus,
high-throughput phenotyping has become the major bottleneck restricting crop breeding. Plant phenomics has been defined as the high-throughput, accurate acquisition and analysis of multi-dimensional phenotypes
during crop growing stages at the organism level, including the cell, tissue, organ, individual plant, plot, and field levels. With the rapid development of novel sensors, imaging technology,
and analysis methods, numerous infrastructure platforms have been developed for phenotyping.
Travis Hills' Endeavors in Minnesota: Fostering Environmental and Economic Pr...Travis Hills MN
Travis Hills of Minnesota developed a method to convert waste into high-value dry fertilizer, significantly enriching soil quality. By providing farmers with a valuable resource derived from waste, Travis Hills helps enhance farm profitability while promoting environmental stewardship. Travis Hills' sustainable practices lead to cost savings and increased revenue for farmers by improving resource efficiency and reducing waste.
Unlocking the mysteries of reproduction: Exploring fecundity and gonadosomati...AbdullaAlAsif1
The pygmy halfbeak Dermogenys colletei, is known for its viviparous nature, this presents an intriguing case of relatively low fecundity, raising questions about potential compensatory reproductive strategies employed by this species. Our study delves into the examination of fecundity and the Gonadosomatic Index (GSI) in the Pygmy Halfbeak, D. colletei (Meisner, 2001), an intriguing viviparous fish indigenous to Sarawak, Borneo. We hypothesize that the Pygmy halfbeak, D. colletei, may exhibit unique reproductive adaptations to offset its low fecundity, thus enhancing its survival and fitness. To address this, we conducted a comprehensive study utilizing 28 mature female specimens of D. colletei, carefully measuring fecundity and GSI to shed light on the reproductive adaptations of this species. Our findings reveal that D. colletei indeed exhibits low fecundity, with a mean of 16.76 ± 2.01, and a mean GSI of 12.83 ± 1.27, providing crucial insights into the reproductive mechanisms at play in this species. These results underscore the existence of unique reproductive strategies in D. colletei, enabling its adaptation and persistence in Borneo's diverse aquatic ecosystems, and call for further ecological research to elucidate these mechanisms. This study lends to a better understanding of viviparous fish in Borneo and contributes to the broader field of aquatic ecology, enhancing our knowledge of species adaptations to unique ecological challenges.
Or: Beyond linear.
Abstract: Equivariant neural networks are neural networks that incorporate symmetries. The nonlinear activation functions in these networks result in interesting nonlinear equivariant maps between simple representations, and motivate the key player of this talk: piecewise linear representation theory.
Disclaimer: No one is perfect, so please mind that there might be mistakes and typos.
dtubbenhauer@gmail.com
Corrected slides: dtubbenhauer.com/talks.html
The technology uses reclaimed CO₂ as the dyeing medium in a closed loop process. When pressurized, CO₂ becomes supercritical (SC-CO₂). In this state CO₂ has a very high solvent power, allowing the dye to dissolve easily.
Describing and Interpreting an Immersive Learning Case with the Immersion Cub...Leonel Morgado
Current descriptions of immersive learning cases are often difficult or impossible to compare. This is due to a myriad of different options on what details to include, which aspects are relevant, and on the descriptive approaches employed. Also, these aspects often combine very specific details with more general guidelines or indicate intents and rationales without clarifying their implementation. In this paper we provide a method to describe immersive learning cases that is structured to enable comparisons, yet flexible enough to allow researchers and practitioners to decide which aspects to include. This method leverages a taxonomy that classifies educational aspects at three levels (uses, practices, and strategies) and then utilizes two frameworks, the Immersive Learning Brain and the Immersion Cube, to enable a structured description and interpretation of immersive learning cases. The method is then demonstrated on a published immersive learning case on training for wind turbine maintenance using virtual reality. Applying the method results in a structured artifact, the Immersive Learning Case Sheet, that tags the case with its proximal uses, practices, and strategies, and refines the free text case description to ensure that matching details are included. This contribution is thus a case description method in support of future comparative research of immersive learning cases. We then discuss how the resulting description and interpretation can be leveraged to change immersion learning cases, by enriching them (considering low-effort changes or additions) or innovating (exploring more challenging avenues of transformation). The method holds significant promise to support better-grounded research in immersive learning.
When I was asked to give a companion lecture in support of ‘The Philosophy of Science’ (https://shorturl.at/4pUXz) I decided not to walk through the detail of the many methodologies in order of use. Instead, I chose to employ a long standing, and ongoing, scientific development as an exemplar. And so, I chose the ever evolving story of Thermodynamics as a scientific investigation at its best.
Conducted over a period of >200 years, Thermodynamics R&D, and application, benefitted from the highest levels of professionalism, collaboration, and technical thoroughness. New layers of application, methodology, and practice were made possible by the progressive advance of technology. In turn, this has seen measurement and modelling accuracy continually improved at a micro and macro level.
Perhaps most importantly, Thermodynamics rapidly became a primary tool in the advance of applied science/engineering/technology, spanning micro-tech, to aerospace and cosmology. I can think of no better a story to illustrate the breadth of scientific methodologies and applications at their best.
hematic appreciation test is a psychological assessment tool used to measure an individual's appreciation and understanding of specific themes or topics. This test helps to evaluate an individual's ability to connect different ideas and concepts within a given theme, as well as their overall comprehension and interpretation skills. The results of the test can provide valuable insights into an individual's cognitive abilities, creativity, and critical thinking skills
2. • Acceptable Levels of Risk
• Review of COMSTAC Roadmaps (series/sequential
approach)
• Proposed ‘Parallel’ approach to Air/Space-worthiness
Scope
3. • Aircraft: Hull Loss Rate – 1 in 10 million per flight
– (equivalent of 0.01 accidents per 100,000 flights)
• P2P Supersonic (Boom) – initially somewhere here (acceptable)?
– Equivalence for 1 in 100,000?
• North Sea Helicopter Ops (transportation of workers)
– 1.35 accidents per 100,000 flights
• Military Fast Jet Target
– 2 per 100,000 flights; (better reliability now and less low level ops and combat
missions)
• P2P Hypersonic (JAXA/DLR/LAPCAT HST Spaceplane) – initially somewhere here
(acceptable)?
– Equivalence for 1 in 50,000?
• UAVs (Reaper/Predator)
– 3 accidents per 100,000 flights
• Current Suborbital Vehicles – somewhere here (acceptable)?
– Equivalence for 1 in 5,000 would be 20 accidents per 100,000 missions
– Probably nearer 1 in 1000 per mission in early days…...
• NASA CCP – targets
– 1 in 1000 (ascent/re-entry), equivalence 100 accidents per 100,000 missions during
ascent/re-entry
– 1 in 270 overall for 210 day mission 370 accidents per 100,000 missions
• Space Shuttle
– 1 in 90 per mission (1000 accidents per 100,000)
Acceptable Levels of Safety
4. • From Ken Wong, FAA-AST Licensing and Safety Division Deputy
Manager, 2007:
– Overall historical HSF fatal accident rate is based on number of fatal accidents
divided by total number of launches with crew or space flight participants.
• Includes launches by NASA (Mercury, Gemini, Apollo, Shuttle, etc.) and the U.S.
military (X-15), as well as foreign and commercial launches.
• To date, there have been 5 fatal accidents in 463 crewed orbital and suborbital
launches, resulting in an overall historical rate of approximately 1%.
• Commercial HSF fatal accident rate is based on number of fatal
accidents during commercial missions divided by total number of
commercial launches with flight crew or space flight participants.
– Commercial launch statistics include both licensed and permitted
launches.
– Commercial HSF fatal accident rate was 0% (2007)
• 0 fatal accidents in 5 licensed launches with a human on board
• Note from Ken: The 1% is based on historical and empirical data. This is
not to infer that industry will use this number as its design goal; it is
anticipated that industry will design to a much higher reliability or lower
failure rate
– Commercial HSF fatal accident rate is probably currently 10% (2017)
• 1 fatal accidents in roughly 10 permitted launches with a human on board
Hence we now require no more accidents/mishaps for the next 90
launches with a human on board to be back at 1% - is this achievable??
WONG FAA
6. • 1st Parties
– personnel in control of the vehicle
• 2nd Parties
– persons involved in the SCS but not in
control of the vehicle (fee-paying SFPs and
additional crew members if applicable)
• 3rd Parties
– the uninvolved public (those on the
ground, in the air or at sea)
• i.e. 3rd parties does not equal occupants (3rd
part certification/3rd party standards……)
Definitions……
7. Waiting Game
Nice process with NO knowledge. We have 50 years of space
knowledge involving Human Rated Systems (and more than 50
years in aviation)
9. • Do not wait and do these activities in
‘series’
– How much actual data will be ‘learned’ with low
number of flights; this just extends the period
without ‘proper’/high level technical
requirements
• We should define performance & risk based
Requirements + AMC + GM in ‘parallel’
– FAA-AST already has a useful set of GM (it’s
just nobody is using them because they are not
part of the Req’s + AMC)
Act Now
10. • SS1 – Demo (2004)
– FAA-AST Launch Permit
• SS2 – Development
– FAA-AST Launch Permit
– FAA-AST Launch License – 2018?
• SS3 – ‘Certified’/Licensed (2023??)
– FAA-AST aim to have requirements for humans
and mission assurance, but…..
– Needs rationalised Performance & Risk Based
Requirements (with AMC + GM) sooner
Evolution of SpaceShip2
Regulation
12. • Performance & Risk Based Requirements
– (rationalised for suborbital spaceflight)
• Acceptable Means of Compliance (AMC)
– Without this step, designers/operators may
miss vital requirements in their design (3
inhibits for Inadvertent operation for
commercial human space vehicles)
• Guidance Material
– GM to meet the AMC (to meet the Regulatory
Requirement)
Vehicle Requirements
13. Existing Example
Requirement
(High Level Performance/
Risk Based)
Acceptable Means of Compliance
(To what standard or best practice
- Also may suggest Alternative
AMC)
Guidance Material
(Rationale and how to achieve the
Requirement)
Source: FAA-AST Guide to Commercial Reusable Launch Vehicle Operations and Maintenance,
V1.0, 2005
14. • § 460.11 Environmental control and life
support systems.
• (a) An operator must provide atmospheric conditions adequate
to sustain life and consciousness for all inhabited areas within a
vehicle. The operator or flight crew must monitor and control
the following atmospheric conditions in the inhabited areas or
demonstrate through the license or permit process that an
alternate means provides an equivalent level of safety:
• AMC (states performance-based)
• Advisory Circular AC No.: 460.11-1-A
– (Para 5.0); The design considerations provided are based on case histories
of aircraft, space craft, or the use of similar ECLSS components for other
industrial applications on Earth……
– (Para 5b); an operator must demonstrate an equivalent level of safety for a
system that does not incorporate monitoring or closed-loop control of the
atmospheric conditions in question.
– (Para 6c); While FAA regulations for aircraft are not binding for suborbital
space flight, they may be instructive for some applicants…….
Existing FAA-AST Example
15. • FAA-AST have been ‘restricted’ by Congress – ICAO
are NOT (also EASA/UK/IT/Fr/UAE)
• We need to discuss alternative approach to where
we are all headed i.e. currently in a series/
sequential path of ‘learning’ before developing
‘proper’ standards (or regulations)
• Focussed ICAO-led WG to provide independent and
international SCS Vehicle Performance & Risk
Based Requirements with appropriate AMC & GM
(whilst having important lessons fed in by the FAA-
AST)
• For individual nations (Regions) – please take
advice from your space industry experts (this is not
just aviation with a rocket….)
NEXT STEPS?
16. Thank You For Your Attention
Any Questions?
www.saturnsms.com
andyquinn@saturnsms.com