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Gawron, Valerie J., and Jeff Peer. "Evaluation of Airplane Upset Recovery Training." Aviation Psychology and Applied Human Factors 4, no. 2 (July 1, 2014): 74–85. http://dx.doi.org/10.1027/2192-0923/a000059.
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Loss of control is one of the leading factors in hull losses and fatalities in airline aircraft. To reduce the risk of this type of accident, four types of airplane upset recovery training have been developed (ground-based flight simulation, aerobatic flight, ground-based flight simulation with aerobatic flight, and in-flight simulation). These were evaluated during in-flight reenactments of fatal, hull loss airline airplane accidents. A between-subjects design, with five groups of eight nonmilitary pilots flying in their probationary year for airlines, was used to evaluate these types of training. Each group had received a different type of training, including one group that had received no training. Each pilot completed a 1.4-hr evaluation flight in which eight airplane upsets were introduced. For some scenarios, training clearly works – specifically, 39 evaluation pilots recovered from the wind shear upset. But few evaluation pilots used bank to change the direction of the lift vector to recover from nose-high upsets. Further, very few used differential thrust to recover from rudder- or aileron-induced roll upsets (use of alternate controls). Finally, recovery attempts from icing-induced stalls were generally inadequate.
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Gee, C., and R. Robertson. "Recovery of the flight system following ablation of the tegulae in immature adult locusts." Journal of Experimental Biology 199, no. 6 (June 1, 1996): 1395–403. http://dx.doi.org/10.1242/jeb.199.6.1395.
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The capacity of the flight system to recover from ablation of the tegulae was studied in immature adult Locusta migratoria and compared with recovery in mature adults. We ablated the hindwing tegulae or all tegulae in adult locusts either 1 day after the imaginal moult (immature locusts) or 2 weeks after the imaginal moult (mature locusts). We monitored recovery throughout the recovery period by using a stroboscope to measure the wingbeat frequency of tethered locusts. In addition, we measured other parameters of the flight motor pattern using electromyographic electrodes implanted into recovered locusts. Both methods of monitoring recovery yielded the same results. There was no reduction, during adult maturation, in the capacity of the locust flight system to recover from the loss of these proprioceptors. Plasticity of the locust flight system was therefore maintained in the mature adult locust. This suggests that the flight system is not fixed and simply implemented when the locust reaches adulthood, but that the circuitry can be remodelled throughout the animal's life to produce behaviour adapted to the needs and constraints of the individual.
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Wang, Nianyi, Huiling Wang, Shan Pei, and Boyu Zhang. "A Data-Driven Heuristic Method for Irregular Flight Recovery." Mathematics 11, no. 11 (June 4, 2023): 2577. http://dx.doi.org/10.3390/math11112577.
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In this study, we develop a data-driven heuristic method to solve the irregular flight recovery problem. Based on operational data from China South Airlines, Beijing, China, we evaluate the importance of a flight in the flight network and the influence of a delay on a flight and its subsequent flights. Then, we classify historical states into three scenarios according to their delay reasons and investigate the recovery patterns for each scenario. Inspired by the results of the data analysis, we develop a heuristic algorithm that imitates dispatcher actions. The algorithm is based on two basic operations: swapping the tail numbers of two flights and resetting their flight departure times. The algorithm can provide multiple recovery plans in real time for different scenarios, and we continue to refine and validate the algorithm for more robust and general solutions through a cost analysis. Finally, we test the efficiency and effectiveness of the recovery method based on the flight schedule, with real and simulated delays, and compare it with two other methods and the recovery actions of dispatchers.
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Shao, Quan, Mengxue Shao, Yunpeng Bin, Pei Zhu, and Yan Zhou. "Flight Recovery Method of Regional Multiairport Based on Risk Control Model." Mathematical Problems in Engineering 2020 (April 29, 2020): 1–18. http://dx.doi.org/10.1155/2020/7105381.
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In the regional multiairport system, the contradiction between the limited operating resources and the large flight flow is serious, and the flight delays can easily lead to the occurrence of unsafe events. This paper investigates the abnormal flight recovery method in regional multiairport system based on risk control. The focus is to reschedule arrival-departure flights in real time with minimized delay time and risk probability. In this study, the risk about terminal area control and scene operation was considered in the analysis of the risk control model (RCM), which includes six key risk points: airspace control, flight conflict, ground service, apron support, ground control, and taxiing conflict. The mathematical model on flight recovery was constructed to solve minimized delay time and risk probability with MSINS (multistart algorithm with intelligent neighborhood selection). The data of a typical regional multiairport system in China were selected for experimental verification in order to compare the RCM with the traditional recovery model (TRM). The experimental results show that first, there are some hidden dangers in the traditional recovery methods of flight delay. Flight conflict and apron support are the risk points that need to be controlled most in the multiairport system. Secondly, for the effective solution with the shortest delay time, the RCM can reduce the overall operation risk of the system, but the flight delay time is a little longer. For the effective solution with the lowest risk probability, RCM can reduce the risk of system operation and the delay time of flights at the same time. Therefore, RCM can improve the security level of the system during abnormal flight recovery and ensure or even improve the recovery efficiency.
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Beer, Jeremy, Bria Morse, Todd Dart, Samantha Adler, and Paul Sherman. "Lingering Altitude Effects During Piloting and Navigation in a Synthetic Cockpit." Aerospace Medicine and Human Performance 94, no. 3 (March 1, 2023): 135–41. http://dx.doi.org/10.3357/amhp.6149.2023.
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INTRODUCTION: A study was performed to evaluate a cockpit flight simulation suite for measuring moderate altitude effects in a limited subject group. Objectives were to determine whether the apparatus can detect subtle deterioration, record physiological processes throughout hypobaric exposure, and assess recovery.METHODS: Eight subjects trained to perform precision instrument control (PICT) flight and unusual attitude recovery (UAR) and completed chamber flights dedicated to the PICT and UAR, respectively. Each flight comprised five epochs, including ground level pressure (GLP), ascent through altitude plateaus at 10,000, 14,000, and 17,500 ft (3050, 4270, and 5338 m), then postexposure recovery. PICT performance was assessed using control error (FSE) and time-out-of-bounds (TOOB) when pilots exited the flight corridor. UARs were assessed using response times needed to initiate correction and to achieve wings-level attitude. Physiological indices included Spo2, heart rate (HR), end tidal O2 and CO2 pressures, and respiration metrics.RESULTS: Seven subjects completed both flights. PICT performance deteriorated at altitude: FSE increased 33% at 17,513 ft and 21% in Recovery vs. GLP. Mean TOOB increased from 11 s at GLP to 60 s in Recovery. UAR effects were less clear, with some evidence of accelerated responses during and after ascent.CONCLUSIONS: The test paradigm was shown to be effective; piloting impairment was detected during and after exposure. Physiological channels recorded a combination of hypoxia, elevated ventilation, and hypocapnia during ascent, followed by respiratory slowing in recovery. Findings indicate precision piloting and respiration are subject to changes during moderate altitude exposure and may remain altered after Spo2 recovers, and changes may be linked to hypocapnia.Beer J, Morse B, Dart T, Adler S, Sherman P. Lingering altitude effects during piloting and navigation in a synthetic cockpit. Aerosp Med Hum Perform. 2023; 94(3):135–141.
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Wang, Jin, Peng Zhao, Zhe Zhang, Ting Yue, Hailiang Liu, and Lixin Wang. "Aircraft Upset Recovery Strategy and Pilot Assistance System Based on Reinforcement Learning." Aerospace 11, no. 1 (January 11, 2024): 70. http://dx.doi.org/10.3390/aerospace11010070.
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The upset state is an unexpected flight state, which is characterized by an unintentional deviation from normal operating parameters. It is difficult for the pilot to recover the aircraft from the upset state accurately and quickly. In this paper, an upset recovery strategy and pilot assistance system (PAS) based on reinforcement learning is proposed. The man–machine closed-loop system was established and the upset state, such as a high angle of attack and large attitude angle, was induced. The upset recovery problem was transformed into a sequential decision problem, and the Markov decision model of upset recovery was established by taking the deflection change of the control surface as the action. The proximal policy optimization (PPO) algorithm was selected for the strategy training. The adaptive pilot model and the reinforcement learning method proposed in this paper were used to make the aircraft recover from the upset state. Based on the correspondence between the flight state, the recovery method, and the recovery result, the aircraft upset recovery safety envelopes were formed, and the four-level upset recovery PAS with alarm warning, coordinated control, and autonomous recovery modes was constructed. The results of the digital virtual flight simulation and ground flight test show that compared with a traditional single pilot, the aircraft upset recovery strategy, the upset recovery safety envelopes, and the PAS established in this study could reduce the handling burden of the pilot and improve the success rate and effect of upset recovery. This research has certain theoretical reference values for flight safety and pilot training.
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Bratu, Stephane, and Cynthia Barnhart. "Flight operations recovery: New approaches considering passenger recovery." Journal of Scheduling 9, no. 3 (June 2006): 279–98. http://dx.doi.org/10.1007/s10951-006-6781-0.
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Blue, Rebecca S., Sean C. Norton, Jennifer Law, James M. Pattarini, Erik L. Antonsen, Alejandro Garbino, Jonathan B. Clark, and Matthew W. Turney. "Emergency Medical Support for a Manned Stratospheric Balloon Test Program." Prehospital and Disaster Medicine 29, no. 5 (September 5, 2014): 532–37. http://dx.doi.org/10.1017/s1049023x14000958.
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AbstractIntroductionRed Bull Stratos was a commercial program that brought a test parachutist, protected by a full-pressure suit, in a stratospheric balloon with pressurized capsule to over 127,582 ft (38,969 m), from which he free fell and subsequently parachuted to the ground. Given that the major risks to the parachutist included ebullism, negative Gz (toe-to-head) acceleration exposure from an uncontrolled flat spin, and trauma, a comprehensive plan was developed to recover the parachutist under nominal conditions and to respond to any medical contingencies that might have arisen. In this report, the project medical team describes the experience of providing emergency medical support and crew recovery for the manned balloon flights of the program.MethodsThe phases of flight, associated risks, and available resources were systematically evaluated.ResultsSix distinct phases of flight from an Emergency Medical Services (EMS) standpoint were identified. A Medical Support Plan was developed to address the risks associated with each phase, encompassing personnel, equipment, procedures, and communications.DiscussionDespite geographical, communications, and resource limitations, the medical team was able to implement the Medical Support Plan, enabling multiple successful manned balloon flights to 71,615 ft (21,828 m), 97,221 ft (29,610 m), and 127,582 ft (38,969 m). The experience allowed refinement of the EMS and crew recovery procedures for each successive flight and could be applied to other high altitude or commercial space ventures.BlueRS, NortonSC, LawJ, PattariniJM, AntonsenEL, GarbinoA, ClarkJB, TurneyMW. Emergency medical support for a manned stratospheric balloon test program. Prehosp Disaster Med. 2014;29(5):1-6.
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Fernandez-Montesinos, Aznar M., G. Schram, H. B. Verbruggen, and R. A. Vingerhoeds. "Enhancing Flight Safety: Recovery from Windshear." IFAC Proceedings Volumes 31, no. 29 (October 1998): 104–6. http://dx.doi.org/10.1016/s1474-6670(17)38371-4.
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von Kroge, S., EM Wölfel, LB Buravkova, DA Atiakshin, EA Markina, T. Schinke, T. Rolvien, B. Busse, and K. Jähn-Rickert. "Bone loss recovery in mice following microgravity with concurrent bone-compartment-specific osteocyte characteristics." European Cells and Materials 42 (October 13, 2021): 220–31. http://dx.doi.org/10.22203/ecm.v042a16.
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Space missions provide the opportunity to investigate the influence of gravity on the dynamic remodelling processes in bone. Mice were examined following space flight and subsequent recovery to determine the effects on bone compartment-specific microstructure and composition. The resulting bone loss following microgravity recovered only in trabecular bone, while in cortical bone the tissue mineral density was restored after only one week on Earth. Detection of TRAP-positive bone surface cells in the trabecular compartment indicated increased resorption following space flight. In cortical bone, a persistent reduced viability of osteocytes suggested an impaired sensitivity to mechanical stresses. A compartment-dependent structural recovery from microgravity-induced bone loss was shown, with a direct osteocytic contribution to persistent low bone volume in the cortical region even after a recovery period. Trabecular recovery was not accompanied by changes in osteocyte characteristics. These post-space-flight findings will contribute to the understanding of compositional changes that compromise bone quality caused by unloading, immobilisation, or disuse.
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Etemad-Sajadi, Reza, and Laura Bohrer. "The impact of service recovery output/process on customer satisfaction and loyalty: The case of the airline industry." Tourism and Hospitality Research 19, no. 2 (December 4, 2017): 259–66. http://dx.doi.org/10.1177/1467358417743080.
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The purpose of this research is to identify the impact of airline passengers’ perception of service recovery output/process on their satisfaction and loyalty. We want to identify the direct and indirect effects of service recovery on airline passenger loyalty by distinguishing the output and the process of the service recovery. A questionnaire was distributed to airline passengers who had a problem during their last airline flight. As we had several latent variables, we used partial least squares, a variance-based structural equation modeling method. As findings, we observed that in general, clients were not satisfied with the way that the service has been recovered. The most frequent reason for complaining was a problem due to flight delay, followed by a problem with the baggage, overbooking, and flight cancellation. Nevertheless, the findings reveal the positive impact of service recovery’s output/process qualities on customer satisfaction and customer loyalty. The output quality of service recovery is the most relevant.
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Wang, Z. Jane, James Melfi, and Anthony Leonardo. "Recovery mechanisms in the dragonfly righting reflex." Science 376, no. 6594 (May 13, 2022): 754–58. http://dx.doi.org/10.1126/science.abg0946.
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Insects have evolved sophisticated reflexes to right themselves in mid-air. Their recovery mechanisms involve complex interactions among the physical senses, muscles, body, and wings, and they must obey the laws of flight. We sought to understand the key mechanisms involved in dragonfly righting reflexes and to develop physics-based models for understanding the control strategies of flight maneuvers. Using kinematic analyses, physical modeling, and three-dimensional flight simulations, we found that a dragonfly uses left-right wing pitch asymmetry to roll its body 180 degrees to recover from falling upside down in ~200 milliseconds. Experiments of dragonflies with blocked vision further revealed that this rolling maneuver is initiated by their ocelli and compound eyes. These results suggest a pathway from the dragonfly’s visual system to the muscles regulating wing pitch that underly the recovery. The methods developed here offer quantitative tools for inferring insects’ internal actions from their acrobatics, and are applicable to a broad class of natural and robotic flying systems.
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Zhang, Xiang Hui, and Fu Li Bai. "Research on Recovery Model for Flight Disturbance of Airlines." Applied Mechanics and Materials 253-255 (December 2012): 1307–11. http://dx.doi.org/10.4028/www.scientific.net/amm.253-255.1307.
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Recovery management on fight disturbance serves as an important item in emergency management of airlines. This paper discussed the rule of recovery model establishment for flight disturbance of airlines, established recovery model for flight disturbance based on approximate model for time slot, and took the failure of an airplane for a whole day as an example for analysis. The results show that flight adjustment through established model can reduce cost and provide more effective flight allocation solution for airlines.
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Jenni-Eiermann, Susanne. "Energy metabolism during endurance flight and the post-flight recovery phase." Journal of Comparative Physiology A 203, no. 6-7 (February 21, 2017): 431–38. http://dx.doi.org/10.1007/s00359-017-1150-3.
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Xu, Haiwen, and Songchen Han. "Weighted Time-Band Approximation Model for Flight Operations Recovery considering Simplex Group Cycle Approaches in China." Mathematical Problems in Engineering 2016 (2016): 1–17. http://dx.doi.org/10.1155/2016/3201490.
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The time-band approximation model for flight operations recovery following disruption (Bard, Yu, Arguello, IIE Transactions, 33, 931–947, 2001) is constructed by partitioning the recovery period into time bands and by approximating the delay costs associated with the possible flight connections. However, for disruptions occurring in a hub-and-spoke network, a large number of possible flight connections are constructed throughout the entire flight schedule, so as to obtain the approximate optimal. In this paper, we show the application of the simplex group cycle approach to hub-and-spoke airlines in China, along with the related weighted threshold necessary for controlling the computation time and the flight disruption scope and depth. Subsequently, we present the weighted time-band approximation model for flight operations recovery, which incorporates the simplex group cycle approach. Simple numerical experiments using actual data from Air China show that the weighted time-band approximation model is feasible, and the results of stochastic experiments using actual data from Sichuan Airlines show that the flight disruption and computation time are controlled by the airline operations control center, which aims to achieve a balance between the flight disruption scope and depth, computation time, and recovery value.
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Rogers, R. O., and A. Boquet. "The benefits and limitations of ground-based upset-recovery training for general aviation pilots." Aeronautical Journal 116, no. 1184 (October 2012): 1015–39. http://dx.doi.org/10.1017/s0001924000007466.
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Abstract Research by Rogers et al (2009) and Leland et al established that flight simulator training can improve a pilot’s ability to recover a general aviation aeroplane from an in-flight upset. To reach this conclusion, they administered simulator-based and classroom-based upset-recovery training to two groups of student pilots, then compared their performance in recovering an aerobatic Decathlon aeroplane from a series of four upsets with the performance of a third group of untrained control group pilots subjected to the same upsets. We extend this result by addressing the unanswered question of how much classroom-based training as opposed to simulator-based training contributes to improving a pilot’s upset-recovery manoeuvring skills. After receiving classroom-based upset-recovery training but no simulator training, our participants were subjected to the same series of four upsets in the same Decathlon aeroplane. We then compared the performance of the classroom-trained pilots with the performances of control group pilots and the two groups of simulator-trained pilots. Statistical analysis suggests that classroom-based instruction alone improves a pilot’s ability to recover an aeroplane from an upset. We summarise related research, describe the training experiment and the training program, analyse and interpret flight-test data, and explain what our research implies with respect to establishing career-long commercial pilot upset-recovery training requirements.
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Haake, Jacob G., and Sikha Bagui. "Predicting high-altitude vehicle launch opportunities using machine learning: a preliminary investigation." BOHR International Journal of Computer Science 2, no. 1 (June 21, 2023): 38–45. http://dx.doi.org/10.54646/bijcs.2023.23.
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High-altitude ballooning, along with other aerospace endeavors, requires extensive preplanning and preparation for vehicle launching. In ballooning specifically, weather conditions are especially effective and driving whether or not a launch can occur. As most flights must be shaped around the flight path, both for safety and recovery reasons, it is imperative that any acceptable flight path and day may be considered. The goal of this project is to minimize, using machine learning, the complexity and manpower requirements for determining if a launch can occur.
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Haake, Jacob G., and Sikha Bagui. "Predicting high-altitude vehicle launch opportunities usingmachine learning: a preliminary investigation." BOHR International Journal of Computer Science 2, no. 1 (2023): 21–28. http://dx.doi.org/10.54646/bijcs.2023.13.
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High-altitude ballooning, along with other aerospace endeavors, requires extensive preplanning and preparation for vehicle launching. In ballooning specifically, weather conditions are especially effective and driving whether or nota launch can occur. As most flights must be shaped around the flight path, both for safety and recovery reasons,it is imperative that any acceptable flight path and day may be considered. The goal of this project is to minimize, using machine learning, the complexity and manpower requirements for determining if a launch can occur.
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Wang, Derui, Yanfeng Wu, Jian-Qiang Hu, Miaomiao Liu, Peiwen Yu, Cheng Zhang, and Yan Wu. "Flight Schedule Recovery: A Simulation-Based Approach." Asia-Pacific Journal of Operational Research 36, no. 06 (December 2019): 1940010. http://dx.doi.org/10.1142/s0217595919400104.
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In this paper, we report our work on the flight recovery problem for China Eastern Airlines. Traditionally, the flight recovery problem is often modeled as an integer or mixed integer linear programming problem. However, such a model cannot take many complex constraints and uncertainties in real applications. Furthermore, we have found solutions obtained based on such a model difficult to implement in their existing operations, as in the case of CEA. Therefore, we propose a simulation-based approach, which works well with their existing operations. Our work demonstrates the potentials of simulation based methods in the study of the flight recovery problem, and possibly other similar problems.
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Smith, Kevin M. "Aerodynamic Essentials for Crew Station Design Teams." International Journal of Aviation Systems, Operations and Training 2, no. 1 (January 2015): 1–20. http://dx.doi.org/10.4018/ijasot.2015010101.
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Increasing emphasis is being placed on various aspects of flight dynamics in aviation. This includes such things as upset and stall recovery, wind shear recovery, and approach instability recovery. Operators, safety analysts, and designers are now actively discussing “dynamic situation awareness.” Because of this, there is the need to understand the dynamic nature of flight operations, and incorporate this understanding in state-of-the-art flight deck systems and training programs. This article offers designers, operators, and trainers a quick review of some of the most important aspects of flight dynamics so as to develop programs, procedures, and systems that contribute directly to improving dynamic situation awareness.
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Hazen, Nathan L. "Assuring payload security in flight and recovery: Design approaches and flight experience." Advances in Space Research 5, no. 1 (January 1985): 57–60. http://dx.doi.org/10.1016/0273-1177(85)90425-9.
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Fan, Wei, Yanfei Xu, Liang Lu, Honghai Zhang, Xuecheng Wu, Yan Jiang, and Yingfeng Zhang. "Research on Irregular Flight Recovery Strategy Under Different Flight Route Types With Big Data Computing." International Journal of Information Technologies and Systems Approach 17, no. 1 (July 26, 2024): 1–20. http://dx.doi.org/10.4018/ijitsa.349135.
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During periods of extreme weather conditions, airport closures, or other unforeseen circumstances, air-lines frequently encounter disruptions in their flight schedules, posing flight recovery as a recurrent operational challenge. This paper aims to explore the impact of passenger transfer costs on flight recovery across various route types. Drawing on established methods used to calculate aircraft maintenance and crew assignment costs, this study utilizes an improved large-scale neighborhood search algorithm to perform a large number of calculations on a realistic dataset of airlines, meticulously analyzes the amalgamation of passenger transfer costs across different route types and proposes tailored strategies to mitigate disruptions. Through simulation experiments, the research evaluates the influence of various passenger transfer methods on flight recovery across diverse route types, with the goal of furnishing airlines with more adaptable and targeted decision support.
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BÜSCHGES, ANSGAR, and KEIR G. PEARSON. "ADAPTIVE MODIFICATIONS IN THE FLIGHT SYSTEM OF THE LOCUST AFTER THE REMOVAL OF WING PROPRIOCEPTORS." Journal of Experimental Biology 157, no. 1 (May 1, 1991): 313–33. http://dx.doi.org/10.1242/jeb.157.1.313.
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Previous investigations on the flight system of the locust have found that removal of the wing tegulae in mature locusts (Locusta migratoria) results in an immediate change in the flight motor pattern: the wingbeat frequency (WBF) decreases, the interval between the activity of the depressor and the elevator muscles (the D-E interval) increases, and the phase of the elevator activity in the depressor cycle increases. Here we report the results of a detailed quantitative analysis of these changes. We also examined the flight motor pattern for up to 14 days after removal of the tegulae and found that the changes caused by this operation were not permanent. Beginning on the first day after the operation there was a time-dependent recovery of the WBF, the D-E interval and the phase towards their normal values. In about 80% of the experimental animals the flight motor pattern recovered almost completely. Intracellular recordings from elevator motoneurones showed that this recovery was associated with changes in the pattern of excitatory input to these motoneurones. The modification of activity in elevator motoneurones was dependent on afferent input since complete deafferentation of recovered animals resulted in a motor pattern similar to that following deafferentation of normal animals.
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Gee, Christine E., and R. Meldrum Robertson. "Insulin-like peptides are not involved in maturation or functional recovery of neural circuits in the locust flight system." Canadian Journal of Physiology and Pharmacology 79, no. 4 (April 1, 2001): 362–66. http://dx.doi.org/10.1139/y01-002.
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We sought to manipulate maturation and functional recovery of locust flight circuitry by treating locusts with pharmacological doses of bovine anti-insulin and insulin. Anti-insulin treatment of maturing locusts caused reduced growth of the thoracic nervous system, lower body weight, and softer cuticles compared with control locusts. We were unable to block either maturation or recovery of flight circuitry with anti-insulin. We propose that insulin-related peptides are involved in growth and cuticular changes during adult maturation, but have no role in promoting neuronal sprouting during this period or as a result of injury.Key words: insulin, maturation, functional recovery, proprioceptors, flight.
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Tong, Yu, Haoyun Zhou, Zhao Wu, Qifu Li, and Bei Lu. "Model Predictive Control Based Washout Algorithm Design for Flight Simulator Upset Prevention and Recovery Training." Aerospace 10, no. 10 (October 16, 2023): 886. http://dx.doi.org/10.3390/aerospace10100886.
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To migrate Loss of Control In-flight, the number one cause of aviation fatalities, pilots need to undergo upset prevention and recovery training with flight simulators. The fidelity of a moving base flight simulator is greatly dependent on the washout algorithm of the Stewart platform, which may reach the workspace limits when simulating the aircraft recovery from upset conditions. In this paper, a washout algorithm optimal design method based on the model predictive control technique is proposed for flight simulator upset prevention and recovery training. The parameters of the washout algorithm are calculated directly based on the platform model, and the system limits are explicitly taken into account. The human perception model is incorporated into the optimization problem, for which the objective is to minimize the pilot’s perceived motion mismatch between the real flight and the simulator training. Simulations are conducted and compared with the classical filter-based washout algorithm. Responses of the flight simulator model show that the proposed method can improve the motion cueing effect when the aircraft is in upset conditions.
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Zerath, E., V. Novikov, A. Leblanc, A. Bakulin, V. Oganov, and M. Grynpas. "Effects of spaceflight on bone mineralization in the rhesus monkey." Journal of Applied Physiology 81, no. 1 (July 1, 1996): 194–200. http://dx.doi.org/10.1152/jappl.1996.81.1.194.
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We combined dual-photon absorptiometry, iliac crest histomorphometry, and backscattered electrons analysis to characterize bone mineralization effects of a spaceflight on young monkeys. Two 4- to 5-kg male rhesus monkeys (Macaca mulatta) were flown during a 11.5-day spaceflight that took place onboard Cosmos 2229 biosatellite (Bion 10). Vivarium (n = 4) and Earth-based chair (n = 4) control situations were studied for comparison. Flight monkeys exhibited lower values of iliac cancellous bone volume, associated with nonsignificantly thinner trabeculae. Bone mineralization rate and the proportion of trabecular bone surface involved in mineralization processes were found markedly reduced after spaceflight. Analysis of embedded sections by backscattered electrons imaging showed a nonsignificant shift to lower mineralization in the flight biopsies vs. postflight mock-up biopsies. These results were in accordance with dual-photon absorptiometry evaluations showing a tendency for decreased bone mineral content during flight and recovery thereafter. The ground simulation experiment performed on the same monkeys more than 1 mo after landing suggests that the observed effects were specifically related to spaceflight and that the animals had only partially recovered. Additional animals on future flights will be required to confirm these findings.
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Towner, M. C., T. Jansen-Sturgeon, M. Cupak, E. K. Sansom, H. A. R. Devillepoix, P. A. Bland, R. M. Howie, J. P. Paxman, G. K. Benedix, and B. A. D. Hartig. "Dark-flight Estimates of Meteorite Fall Positions: Issues and a Case Study Using the Murrili Meteorite Fall." Planetary Science Journal 3, no. 2 (February 1, 2022): 44. http://dx.doi.org/10.3847/psj/ac3df5.
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Abstract Fireball networks are used to recover meteorites, with the context of orbits. Observations from these networks cover the bright flight, where the meteoroid is luminescent, but to recover a fallen meteorite, these observations must often be predicted forward in time to the ground to estimate an impact position. This dark-flight modeling is deceptively simple, but there is hidden complexity covering the precise interactions between the meteorite and the (usually active) atmosphere. We describe the method and approach used by the Desert Fireball Network, detailing the issues we have addressed, and the impact that factors such as shape, mass, and density have on the predicted fall position. We illustrate this with a case study of Murrili meteorite fall that occurred into Lake Eyre-Kati Thanda in 2015. The fall was very well observed from multiple viewpoints, and the trajectory was steep, with a low-altitude endpoint, such that the dark flight was relatively short. Murrili is 1.68 kg with a typical ordinary chondrite density but with a somewhat flattened shape compared to a sphere, such that there are discrepancies between sphere-based predictions and the actual recovery location. It is notable that even in this relatively idealized dark-flight scenario, modeling using spherically shaped projectiles resulted in a significant distance between predicted fall position and recovered meteorite.
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Peng, Yunfang, Xuechun Hu, and Beixin Xia. "A Study on Disrupted Flight Recovery Based on Logic-Based Benders Decomposition Method." Aerospace 11, no. 5 (May 9, 2024): 378. http://dx.doi.org/10.3390/aerospace11050378.
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Aiming at the disrupted flight recovery problem, this paper established a mixed-integer programming model based on the resource assignment model to minimize the recovery cost. To deal with the large-scale examples, the Logic-Based Benders decomposition algorithm is designed to divide the problem into a master problem and sub-problems. The algorithm uses MIP in the master problem to determine flight cancellations and aircraft replacements. In the sub-problems, MIP or CP is used to determine the departure time of delayed flights. Later, incorporating sectional constraints into the main problem and iterating until an optimal solution is obtained. Furthermore, the added cutting plane constraint in the iterations of the Benders decomposition algorithm are strengthened to eliminate more inferior solutions. By comparing the results of CPLEX, the Logic-Based Benders decomposition algorithm, and the enhanced Benders decomposition algorithm, it is verified that the improved Benders decomposition algorithm can solve large-scale examples more efficiently with a faster time and fewer iterations.
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Jia, Xiaodong, Shifa Fan, Zhao Zhang, and Hongbiao Wang. "Performance Assessment of Thermoelectric Generators with Application on Aerodynamic Heat Recovery." Micromachines 12, no. 11 (November 14, 2021): 1399. http://dx.doi.org/10.3390/mi12111399.
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Based on thermoelectric generators (TEGs), an aerodynamic heat energy recovery system for vehicle is proposed. A mathematical model describing the energy conversion law of the system is established, and the integrated calculation method which combined aerodynamic heating and thermoelectric (TE) conversion is given. Furthermore, the influences of the typical flight Mach number, flight altitudes and the length of TE legs on the energy conversion behavior of energy recovery systems are investigated. The performance of the energy recovery system is analyzed and evaluated. The results show that, the decrease of flight altitude and the increase of Mach number will obviously improve the performance of the heat energy recovery system with TEGs. The increase of leg length will increase the temperature of the hot end of TEGs and reduce the heat absorbed at the hot end. When the external load, Mach number and flight altitude is fixed, there exists an optimal length of legs corresponding to the maximum output power and maximum conversion efficiency of the system. The results will have significant positive impact on thermal protection and management of supersonic/hypersonic vehicles.
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Shelhamer, Mark. "Parabolic flight as a spaceflight analog." Journal of Applied Physiology 120, no. 12 (June 15, 2016): 1442–48. http://dx.doi.org/10.1152/japplphysiol.01046.2015.
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Ground-based analog facilities have had wide use in mimicking some of the features of spaceflight in a more-controlled and less-expensive manner. One such analog is parabolic flight, in which an aircraft flies repeated parabolic trajectories that provide short-duration periods of free fall (0 g) alternating with high- g pullout or recovery phases. Parabolic flight is unique in being able to provide true 0 g in a ground-based facility. Accordingly, it lends itself well to the investigation of specific areas of human spaceflight that can benefit from this capability, which predominantly includes neurovestibular effects, but also others such as human factors, locomotion, and medical procedures. Applications to research in artificial gravity and to effects likely to occur in upcoming commercial suborbital flights are also possible.
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Kurinnyy, S. M. "Features of parachute systems testing during their creation." Civil Aviation High Technologies 23, no. 1 (February 26, 2020): 84–94. http://dx.doi.org/10.26467/2079-0619-2020-23-1-84-94.
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The article describes a number of stages in the creation of parachute systems for military and special purposes and some features of executing their testing. The necessity of development flight tests and their peak modes are analyzed in details. The feasibility of recovery parachute system creation for saving the weight model during the flight tests connected with checking of parachute systems strength is proved. The procedure of putting the recovery parachute system into the action scheme of the tested parachute system is suggested. The sequence and the stages of three-cascade recovery parachute system operation consisting of the auxiliary parachute, the drogue parachute and the main one are given. The analysis of this system operation considering the phase trajectories of the recovery parachute system and the tested parachute system movement is conducted. Development of possible emergency situations of the tested parachute system including the phase trajectories of motion at all stages is considered. The phase trajectories of motion are given taking into account test envelope with overlapping of the maximum operation conditions and acceleration modes. Development of emergencies is analyzed considering time buffer to put the recovery parachute system into operation. The article considers the example of creating the emergency detection system and its operating procedure when putting the recovery parachute system into action. Positive results from introduction of the recovery parachute system into the flight tests when creating parachute systems for different purposes are predicted. A new strategy of executing flight tests with the introduction of an updated (by the decision of the Chief Designer) test program is proposed. Extension of the test envelope will enable to significantly advance information awareness of the flight experiment, efficiency and quality of its results. Introduction of the emergency detection system will considerably improve reliability of the tested parachute system operation.
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Black, F. Owen, William H. Paloski, Millard F. Reschke, Makoto Igarashi, Fred Guedry, and David J. Anderson. "Disruption of postural readaptation by inertial stimuli following space flight*." Journal of Vestibular Research 9, no. 5 (October 1, 1999): 369–78. http://dx.doi.org/10.3233/ves-1999-9506.
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Postural instability (relative to pre-flight) has been observed in all shuttle astronauts studied upon return from orbital missions. Postural stability was more closely examined in four shuttle astronaut subjects before and after an 8 day orbital mission. Results of the pre- and post- flight postural stability studies were compared with a larger ( n = 34) study of astronauts returning from shuttle missions of similar duration. Results from both studies indicated that inadequate vestibular feedback was the most significant sensory deficit contributing to the postural instability observed post flight. For two of the four IML-1 astronauts, post-flight postural instability and rate of recovery toward their earth-normal performance matched the performance of the larger sample. However, post-flight postural control in one returning astronaut was substantially below mean performance. This individual, who was within normal limits with respect to postural control before the mission, indicated that recovery to pre-flight postural stability was also interrupted by a post-flight pitch plane rotation test. A similar, though less extreme departure from the mean recovery trajectory was present in another astronaut following the same post-flight rotation test. The pitch plane rotation stimuli included otolith stimuli in the form of both transient tangential and constant centripetal linear acceleration components. We inferred from these findings that adaptation on orbit and re-adaptation on earth involved a change in sensorimotor integration of vestibular signals most likely from the otolith organs.
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Jeng, Chi-Ruey. "AIRLINE SERVICE FAILURE AND RECOVERY: THE IMPACT OF RELATIONSHIP FACTORS ON CUSTOMER SATISFACTION." Journal of Air Transport Studies 7, no. 2 (July 1, 2016): 57–70. http://dx.doi.org/10.38008/jats.v7i2.48.
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In aviation industries, service failure during the service delivery process is foreseeable and leads to passenger complaints, which therefore presents the perfect opportunity for airlines to improve their service process and quality and examine their internal organization. Concurrently, the quality of the service recovery measures reflects the ability of airlines to respond to and handle traveler complaints. By rectifying service failures, airlines can enhance traveler satisfaction toward airlines services, thereby generating loyal customers who would engage in word-of-mouth marketing. This study aims to do examine the relationship between service failure, service recovery and passenger’s satisfaction with service recovery types, employee prompt handling, and service recovery efficiency. The questionnaires used in this study consisted of three sections: (1) Customers’ perception of the service recovery types; this section entails using passengers’ subjective perceptions to evaluate the service recovery types adopted by the airlines when handling flight delay situations. (2) Customers’ perception of the airlines employee’s prompt handling; the traveler’s subjective perception to evaluate the airlines employees’ direct responses to flight delays. (3) Customers’ perception of the problem-solving efficiency; this section involves using the passengers’ subjective perception to evaluate the overall flight delay recovery progress. The traveler characteristics were divided into ‘passenger attributes’ and ‘traveling attributes’ and their relationships with service recovery types, employee’s prompt handling, and problem solving efficiency were examined. The research results showed that passenger attributes demonstrated no significant differences with the three dimensions (i.e., service recovery types, employee’s prompt handling, and problem solving efficiency). However, concerning traveling attributes, ‘purpose of travel’ and ‘flight delay experience’ demonstrated significant differences with the threedimensions.
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Fischer, H., and E. Ebert. "Tegula function during free locust flight in relation to motor pattern, flight speed and aerodynamic output." Journal of Experimental Biology 202, no. 6 (March 15, 1999): 711–21. http://dx.doi.org/10.1242/jeb.202.6.711.
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Tegulae are complex proprioceptors at the wing base of locusts. Deafferentation of the tegulae causes a lack of specific phasic information related to the wing downstroke and the timing of the upstroke. Employing telemetry during free flight of the locust Schistocerca gregaria, we investigated the consequences of tegula ablation on free flight parameters including motor patterns (wingbeat frequency and the relationship between the activation of flight muscle antagonists), free flight speed and aerodynamic output. We investigated the role of the tegula pairs of both wings on the motor pattern generated in free-flying locusts. We show that the tegula organs are not essential for generating the motor patterns necessary for free flight. However, they are required for increasing the motor output to give additional effective lifting power during adaptive behaviour. We also investigated long-term changes in the free flight parameters after tegula ablation. The recovery of the adult flight system revealed in the present study suggests that there is adaptation to the loss of proprioceptive information; this argues for a full functional and behavioural recovery of the flight system of the locust under closed-loop conditions.
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Gilad, David, Daniel Gabbai, Omer Tehori, Idan Nakdimon, Amir Bar-Shai, Shachar Shapira, and Oded Ben-Ari. "Return to aviation duty after recovery from COVID-19." Journal of Military, Veteran and Family Health 7, no. 2 (May 1, 2021): 116–20. http://dx.doi.org/10.3138/jmvfh-2020-0041.
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LAY SUMMARY As the COVID-19 pandemic continues to grow in many areas of the world, the virus may increasingly infect military service members and their families. Most service members who contract COVID-19 develop a mild disease course that requires primarily supportive care and steps to limit the spread of infection to others. However, increasing evidence suggests that heart, lung, and coagulation disorders and psychological sequelae may occur even among generally healthy young adult COVID-19 patients. These potential manifestations of the disease are a cause for concern for Israeli Air Force pilot cadets and aircrew personnel, particularly in high-performance aircraft, because they may lead to decreased performance during flight and potentially to sudden incapacitation. In this article, the authors describe the Israeli Aeromedical Center’s recommendations to flight surgeons on the medical workup required before military aviators return to flight duties after recovery from COVID-19.
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Tang, Jiwei, Shumin Pu, Peixi Yu, Weicheng Xie, Yunfei Li, and Binxing Hu. "Research on Trajectory Prediction of a High-Altitude Zero-Pressure Balloon System to Assist Rapid Recovery." Aerospace 9, no. 10 (October 19, 2022): 622. http://dx.doi.org/10.3390/aerospace9100622.
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A comprehensive simulation model is established to predict the trajectory of a high-altitude zero-pressure balloon flight system with no parachute that is required to carry the load floating at the designated altitude for several hours or less. A series of mathematical models, including thermal dynamic, atmospheric, earth, wind, geometry, and exhaust models, are developed to predict the trajectory of the balloon flight system. Based on these models, the uncertainties of the launch parameters and the corresponding flight performance are simulated. Combined with the control strategy, the entire flight trajectory is simulated and discussed in detail, including the ascending, floating, and descending phases. The results show that the vertical velocity takes on a W shape during the ascent process. Furthermore, the balloon begins to gradually descend with weakening solar radiation after noon. Moreover, the landing vertical speed of the balloon flight system can approach zero with the control strategy applied, whereas the lateral drift range is more limited relative to the uncontrolled flight mode. The results and conclusions presented herein contribute to the design and operation of a zero-pressure balloon flight system within limited airspace to improve the rapid recovery ability of the flight system.
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Menon, Anil S., David Jourdan, Derek M. Nusbaum, Alejandro Garbino, Daniel M. Buckland, Sean Norton, Johnathan B. Clark, and Erik L. Antonsen. "Crew Recovery and Contingency Planning for a Manned Stratospheric Balloon Flight – the StratEx Program." Prehospital and Disaster Medicine 31, no. 5 (August 30, 2016): 524–31. http://dx.doi.org/10.1017/s1049023x16000601.
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AbstractThe StratEx program used a self-contained space suit and balloon system to loft pilot Alan Eustace to a record-breaking altitude and skydive from 135,897 feet (41,422 m). After releasing from the balloon and a stabilized freefall, the pilot safely landed using a parachute system based on a modified tandem parachute rig. A custom spacesuit provided life support using a similar system to NASA’s (National Aeronautics and Space Administration; Washington, DC USA) Extravehicular Mobility Unit. It also provided tracking, communications, and connection to the parachute system. A recovery support team, including at least two medical personnel and two spacesuit technicians, was charged with reaching the pilot within five minutes of touchdown to extract him from the suit and provide treatment for any injuries. The team had to track the flight at all times, be prepared to respond in case of premature release, and to operate in any terrain. Crew recovery operations were planned and tailored to anticipate outcomes during this novel event in a systematic fashion, through scenario and risk analysis, in order to minimize the probability and impact of injury. This analysis, detailed here, helped the team configure recovery assets, refine navigation and tracking systems, develop procedures, and conduct training. An extensive period of testing and practice culminated in three manned flights leading to a successful mission and setting the record for exit altitude, distance of fall with stabilizing device, and vertical speed with a stabilizing device. During this mission, recovery teams reached the landing spot within one minute, extracted the pilot, and confirmed that he was not injured. This strategy is presented as an approach to prehospital planning and care for improved safety during crew recovery in novel, extreme events.MenonAS, JourdanD, NusbaumDM, GarbinoA, BucklandDM, NortonS, ClarkJB, AntonsenEL. Crew recovery and contingency planning for a manned stratospheric balloon flight – the StratEx program. Prehosp Disaster Med.2016;31(5):524–531.
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Spielmann, Guillaume, Nadia Agha, Hawley Kunz, Richard J. Simpson, Brian Crucian, Satish Mehta, Mitzi Laughlin, and John Campbell. "B cell homeostasis is maintained during long-duration spaceflight." Journal of Applied Physiology 126, no. 2 (February 1, 2019): 469–76. http://dx.doi.org/10.1152/japplphysiol.00789.2018.
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Long-duration spaceflights reportedly induce immune dysregulation, which is considered a risk to astronaut safety and mission success. Recent studies have examined the impact of spaceflight on markers of adaptive and innate immunity, but no study, to date, has comprehensively evaluated humoral immunity and serological markers of B cell function. The aim of this study was to characterize changes in B cell numbers and phenotypes, along with plasma Igs and polyclonal free light chains (FLCs)—near-“real-time” biomarkers of Ig synthesis—in response to an ~6-mo mission to the International Space Station (ISS). Whole-blood samples were collected before flight, during flight (“Early flight,” “Mid-flight,” and “Late flight”), immediately upon return, and during a recovery period (R + 18, R + 30/R + 33, and R + 60/R + 66) from 23 ISS crew members. B Cell counts and phenotypes were measured throughout the duration of the mission, along with total plasma Ig and FLC levels. There was no effect of spaceflight on the number and proportion of the different B cell subsets. There was no difference in kappa FLC between preflight samples and either in-flight or recovery samples ( P > 0.05), and only a marginal reduction was observed in lambda FLC levels upon return to Earth ( P < 0.05). Furthermore, IgG and IgM remained unchanged during and after spaceflight compared with preflight values ( P > 0.05). Of note, plasma IgA concentrations were elevated in-flight compared with baseline and recovery values ( P < 0.05). These results indicate that B cell homeostasis is maintained during long-duration spaceflight, advocating for potential in-flight vaccination as viable countermeasures against viral reactivation during exploration-class missions.
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Crider, D. A. "Upset recovery training: Lessons from accidents and incidents." Aeronautical Journal 114, no. 1160 (October 2010): 629–36. http://dx.doi.org/10.1017/s0001924000004103.
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Abstract Loss-of-control upsets during normal flight are one of the most common types of aircraft accident. The study of these accidents reveals common characteristics that suggest areas where training can positively impact the safety of flight. A variety of causes lead to in-flight upsets, including mechanical failures, wakes, spatial disorientation, and stalls. While most upsets occur fairly rapidly, those resulting from spatial disorientation often occur more slowly. Spatial disorientation upsets in roll have occurred when the flight crew was distracted or thought that the autopilot was on when it was off. Spatial disorientation accidents in pitch also have occurred due to the somatogravic pitch-up illusion. Upsets due to mechanical failure, wakes, and spatial disorientation most often occur at unstalled conditions well within the aerodynamic flight data envelope. However, improper responses can cause the aircraft to enter a stall after the initial upset or, if the initial upset was due to a stall, continue in a stall. Such improper responses include not putting the column forward enough, or pulling back even though this makes the situation worse. These responses may be due to an over-emphasis during training on recovering with ‘minimum loss of height’; hardly relevant where hitting the ground is not a problem. Nearer to the ground, improper responses could be due to the visual cue that has been called ‘ground rush’. At all altitudes, it is crucial to train pilots to reduce angle of attack as a primary part of upset recovery at, or near, stall. Aircrews are likely to rely on stall protection systems to protect against loss-of-control upsets due to stalls. However, stalls due to airframe icing usually occur at a significantly lower angle-of-attack than stalls that occur with an uncontaminated airframe and, as a result, may occur before the stall protection system reaches the trigger angle-of-attack. Stalls may also occur without warning for uncontaminated airframes when the stall protection system fails. Such cases demonstrate the importance of recognising the stall cues and implementing positive sustained recovery controls promptly, without cues from the stall warning system. Even when the stall warning system does provide warnings, accident/incident history shows that crews may ignore stall warnings and either maintain nose-up controls or fail to execute and sustain positive recovery controls. Accident history also suggests that flight crews can be reluctant to move the pitch control in the nose-down direction when they are stalled and the aircraft is pitched nose low and/or significantly banked. In each of these scenarios, training might prepare pilots to respond correctly. This paper will present short case studies of several aircraft upset accidents and incidents and explore common threads that suggest areas of training that could prevent future upset accidents and incidents.
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Zabirov, Anvar, Vladimirs Shestakov, and Zarif Zabirov. "Analysis of Approaches to Assessing Flight Delays Due to Technical Issues at Airline Network Airports Within the Operational Management Framework." Transactions on Aerospace Research 2024, no. 2 (June 1, 2024): 10–19. http://dx.doi.org/10.2478/tar-2024-0008.
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ABSTRACT This paper analyzes approaches to developing models for the technical exploitation (TE) of aircraft within operational management framework. The operational management contour of the TE of the airline’s AC fleet is considered as a TE process consisting of a sequence of flight routes, which, in turn, comprise a sequence of flights between airports in the airline network during the calendar interval when the aircraft are in this contour. We present a model that evaluates the capacity for aircraft recovery at the network airports of a hypothetical airline (dubbed “RAF”) if the need so arises, utilizing the probabilistic and temporal characteristics of the airports used for aircraft recovery.
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Li, Shun, Gong Duo Zhang, Shi Hui Bi, Xiao Tang Li, and Guo Wei Xie. "Experimental Investigation on Influence of Important Parameters in Centrifugal Granulation for MBFS." Advanced Materials Research 968 (June 2014): 202–5. http://dx.doi.org/10.4028/www.scientific.net/amr.968.202.
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The difficulties of molten metallurgical slag heat recovery caused by low thermal conductivity and high enthalpy are analyzed.Centrifugal granulation is an environment-friendly process in treating the slag. The existing researches on centrifugal granulation are concentrated in the shape, size and mass distribution of slag particles. The relations between flight distance of slag, divorced speed of slag and outside speed of cup and rotary speed and rotary cup diameter were studied. The experimental results indicate that flight distance is farther from the cup and the speeds increase with increasing rotary speed. While rotary speed reaches 1000 rpm, divorced speed and flight distance of slag are almost invariant. When rotary cup diameter increases, the flight distance and the speeds increase simultaneously. Flight is reasonably simplified as:uniform motion in horizontal direction and motion of free falling body in the vertical direction,The experimental results have certain guiding significance to design of heat recovery equipment.
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Sharma, Tara, Julia Kerrigan, David McArthur, Thomas McAllister, Michael McCrea, Steven Broglio, and Christopher Giza. "Flying may not affect symptom recovery after concussion in Athletes." Neurology 93, no. 14 Supplement 1 (September 30, 2019): S23.1—S23. http://dx.doi.org/10.1212/01.wnl.0000581052.89796.27.
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ObjectiveTo determine if there is a relationship between concussion recovery and airplane travel soon after injury in collegiate athletes and military cadets.BackgroundConcussions are a common occurrence in young athletes. Very few studies have examined how flying may influence the clinical progression of a concussive injury.Design/MethodsThis is a prospective cohort study comprised of 3480 college athletes and cadets with concussion obtained from the Concussion Assessment, Research and Education (CARE) Consortium and divided in two groups: those who flew and those who did not fly after concussion. Those with unknown flight status were excluded. Demographics between groups were compared using Chi Square analysis. Symptom burden was calculated by subtracting baseline Sports Concussion Assessment Tool (SCAT3) symptom scores from the post-injury score after flying. Significance between outcome measures and flight status were evaluated using a paired t-test. Analysis of Variance (ANOVA) was used to determine if number of time zones crossed during flight influenced outcomes.Results165 athletes flew 31.8 ± 52.3 [SD] hours after injury, 2235 athletes did not fly, and 1080 had unknown flight status. There were no significant study group differences for age, sex, sport, history of prior concussion, and history of headache. No significant group differences were found in days to return to unrestricted play (p = 0.11), days after injury to start graded exertion (p = 0.50), duration of concussion symptoms (p = 0.23), days until return to normal academic performance (p = 0.75), and symptom burden (p = 0.47). Number of time zones crossed did not affect any outcomes.ConclusionsAirplane travel early after concussion did not significantly affect recovery or severity of concussion symptoms in college athletes and cadets. Further studies need to investigate the possible effects of flying more acutely after injury. These data may help guide future recommendations on flight travel after concussion in athletes.
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Yang, Luyao, Zhikang Wang, Haochen Yu, Baoping Jiang, and Zhengtian Wu. "Aircraft route recovery based on distributed integer programming method." Mathematical Biosciences and Engineering 20, no. 7 (2023): 12802–19. http://dx.doi.org/10.3934/mbe.2023571.
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<abstract> <p>In order to further promote the application and development of unmanned aviation in the manned field, and reduce the difficulty that airlines cannot avoid due to unexpected factors such as bad weather, aircraft failure, and so on, the problem of restoring aircraft routes has been studied. To reduce the economic losses caused by flight interruption, this paper divides the repair problem of aircraft operation plans into two sub problems, namely, the generation of flight routes and the reallocation of aircraft. Firstly, the existing fixed-point iteration method proposed by Dang is used to solve the feasible route generation model based on integer programming. To calculate quickly and efficiently, a segmentation method that divides the solution space into mutually independent segments is proposed as the premise of distributed computing. The feasible route is then allocated to the available aircraft to repair the flight plan. The experimental results of two examples of aircraft fault grounding and airport closure show that the method proposed in this paper is effective for aircraft route restoration.</p> </abstract>
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Phan, Hoang Vu, and Hoon Cheol Park. "Mechanisms of collision recovery in flying beetles and flapping-wing robots." Science 370, no. 6521 (December 3, 2020): 1214–19. http://dx.doi.org/10.1126/science.abd3285.
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At rest, beetles fold and tuck their hindwings under the elytra. For flight, the hindwings are deployed through a series of unfolding configurations that are passively driven by flapping forces. The folds lock into place as the wing fully unfolds and thereafter operates as a flat membrane to generate the aerodynamic forces. We show that in the rhinoceros beetle (Allomyrina dichotoma), these origami-like folds serve a crucial shock-absorbing function during in-flight wing collisions. When the wing collides with an object, it collapses along the folds and springs back in place within a single stroke. Collisions are thus dampened, helping the beetle to promptly recover the flight. We implemented this mechanism on a beetle-inspired wing on a flapping-wing robot, thereby enabling it to fly safely after collisions.
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Song, Young-Joo, Jonghee Bae, Young-Rok Kim, and Bang-Yeop Kim. "Early Phase Contingency Trajectory Design for the Failure of the First Lunar Orbit Insertion Maneuver: Direct Recovery Options." Journal of Astronomy and Space Sciences 34, no. 4 (December 2017): 331–41. http://dx.doi.org/10.5140/jass.2017.34.4.331.
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To ensure the successful launch of the Korea pathfinder lunar orbiter (KPLO) mission, the Korea Aerospace Research Institute (KARI) is now performing extensive trajectory design and analysis studies. From the trajectory design perspective, it is crucial to prepare contingency trajectory options for the failure of the first lunar brake or the failure of the first lunar orbit insertion (LOI) maneuver. As part of the early phase trajectory design and analysis activities, the required time of flight (TOF) and associated delta-V magnitudes for each recovery maneuver (RM) to recover the KPLO mission trajectory are analyzed. There are two typical trajectory recovery options, direct recovery and low energy recovery. The current work is focused on the direct recovery option. Results indicate that a quicker execution of the first RM after the failure of the first LOI plays a significant role in saving the magnitudes of the RMs. Under the conditions of the extremely tight delta-V budget that is currently allocated for the KPLO mission, it is found that the recovery of the KPLO without altering the originally planned mission orbit (a 100 km circular orbit) cannot be achieved via direct recovery options. However, feasible recovery options are suggested within the boundaries of the currently planned delta-V budget. By changing the shape and orientation of the recovered final mission orbit, it is expected that the KPLO mission may partially pursue its scientific mission after successful recovery, though it will be limited.
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Stoop, J. A. "Towards a Failsafe Flight Envelope Protection: The Recovery Shield." Safety and Reliability 33, no. 3 (September 2013): 4–17. http://dx.doi.org/10.1080/09617353.2013.11690972.
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Fernández-Montesinos, M. Aznar, G. Schram, H. B. Verbruggen, and R. A. Vingerhoeds. "Enhancing Flight Safety: Recovery from Windshear During Take-Off." IFAC Proceedings Volumes 31, no. 29 (October 1998): 263–68. http://dx.doi.org/10.1016/s1474-6670(17)38955-3.
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Sun, Jiamin, and Haiming Li. "Abnormal Flight Passenger Recovery Algorithm Based on Itinerary Acceptance." Journal of Computer and Communications 11, no. 11 (2023): 167–82. http://dx.doi.org/10.4236/jcc.2023.1111009.
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de Lemos, F., and J. Woodward. "Calculating block time and consumed fuel for an aircraft model." Aeronautical Journal 125, no. 1287 (March 25, 2021): 847–78. http://dx.doi.org/10.1017/aer.2020.137.
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ABSTRACTIn this paper we present a novel approach to calculate Block Time and Fuel (BTF) consumed for an aircraft model during a flight. The BTF model computes the ground distance between the origin and destination airports, derives the flight’s cruise altitude and by integrating two institutional data sets calculates the duration and the fuel consumed for the whole of taxi-out, take-off, climb, cruise, descent, approach, landing and taxi-in phases. We use the French Association for Operational Research and Decision Support (ROADEF) 2009 Challenge flight rotation to sample our model. The statistical analysis of the results consisted of comparing BTF results for the block time and those from the ROADEF Challenge 2009 with the real ones retrieved from Flightaware® for the same origin and destination airports and aircraft model. Statistical results are reported for percentile and root mean square error, and we show that, using simple calculations, the BTF computational results for block time are in a lower percentile and have lower root mean square error than the block times used by the ROADEF 2009 Challenge. To compare the fuel consumed, we used the values for the real flights published in the literature review. We were able to verify a good fit between the BTF results and those values. Since the BTF model computational results are obtained within a few seconds, we also conclude that the BTF model is suited for flight planning and disruption recovery in commercial aviation.
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Dai, Mingjia, Theodore Raphan, Inessa Kozlovskaya, and Bernard Cohen. "Vestibular adaptation to space in monkeys." Otolaryngology–Head and Neck Surgery 119, no. 1 (July 1998): 65–77. http://dx.doi.org/10.1016/s0194-5998(98)70175-5.
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Otolith-induced eye movements of rhesus monkeys were studied before and after the 1989 COSMOS 2044 and the 1992 to 1993 COSMOS 2229 flights. Two animals flew in each mission for approximately 2 weeks. After flight, spatial orientation of the angular vestibulo-ocular reflex was altered. In one animal the time constant of postrotatory nystagmus, which had been shortened by head tilts with regard to gravity before flight, was unaffected by the same head tilts after flight. In another animal, eye velocity, which tended to align with a gravitational axis before flight, moved toward a body axis after flight. This shift of orientation disappeared by 7 days after landing. After flight, the magnitude of compensatory ocular counter-rolling was reduced by about 70% in both dynamic and static tilts. Modulation in vergence in response to naso-occipital linear acceleration during off-vertical axis rotation was reduced by more than 50%. These changes persisted for 11 days after recovery. An up and down asymmetry of vertical nystagmus was diminished for 7 days. Gains of the semicircular canal-induced horizontal and vertical angular vestibuloocular reflexes were unaffected in both flights, but the gain of the roll angular vestibuloocular reflex was decreased. These data indicate that there are short- and long-term changes in otolith-induced eye movements after adaptation to microgravity. These experiments also demonstrate the unique value of the monkey as a model for studying effects of vestibular adaptation in space. Eye movements can be measured in three dimensions in response to controlled vestibular and visual stimulation, and the results are directly applicable to human beings. Studies in monkeys to determine how otolith afferent input and central processing is altered by adaptation to microgravity should be an essential component of future space-related research. (Otolaryngol Head Neck Surg 1998;119:65-77.)