Flight-path and airspeed control during landing approach for powered-lift aircraft

Manual control of flight path and airspeed during landing approach has been investigated for powered-lift transport aircraft. An analysis was conducted to identify the behavior of the aircraft which would be potentially significant to the pilot controlling flight path and airspeed during the approach. The response characteristics found to describe the aircraft behavior were (1) the initial flight-path response and flight-path overshoot for a step change in thrust, (2) the steady-state coupling of flight path and airspeed for a step change in thrust, and (3) the sensitivity of airspeed to changes in pitch attitude. The significance of these response characteristics was evaluated by pilots on a large-motion, ground-based simulator at Ames Research Center. Coupling between flight path and airspeed was considered by the pilot to be the dominant influence on handling qualities for the approach task. Results are compared with data obtained from flight tests of three existing powered-lift V/STOL aircraft

Flight evaluation of configuration management system concepts during transition to the landing approach for a powered-lift STOL aircraft

Flight experiments were conducted to evaluate two control concepts for configuration management during the transition to landing approach for a powered-lift STOL aircraft. NASA Ames' augmentor wing research aircraft was used in the program. Transitions from nominal level-flight configurations at terminal area pattern speeds were conducted along straight and curved descending flightpaths. Stabilization and command augmentation for attitude and airspeed control were used in conjunction with a three-cue flight director that presented commands for pitch, roll, and throttle controls. A prototype microwave system provided landing guidance. Results of these flight experiments indicate that these configuration management concepts permit the successful performance of transitions and approaches along curved paths by powered-lift STOL aircraft. Flight director guidance was essential to accomplish the task

Flight evaluation of the STOL flare and landing during night operations

Simulated instrument approaches were made to Category 1 minimums followed by a visual landing on a 100 x 1700 ft STOL runway. Data were obtained for variations in the aircraft's flare response characteristics and control techniques and for different combinations of aircraft and runway lighting and a visual approach slope indication. With the complete aircraft and runway lighting and visual guidance no degradation in flying qualities or landing performance was observed compared to daylight operations. elimination of the touchdown zone floodlights or the aircraft landing lights led to somewhat greater pilot workload; however, the landing could still be accomplished successfully. Loss of both touchdown zone and aircraft landing lights led to a high workload situation and only a marginally adequate to inadequate landing capability

A Flight Evaluation of a VTOL Jet Transport Under Visual and Simulated Instrument Conditions

Transition, approach, and vertical landing tests for VTOL transport in terminal are

Introduction & Table of Cases

Commissions of inquiry have been popular mechanisms with Canadian governments. Despite a widespread view that they are used principally to delay action while removing embarrassment from the immediate vicinity of governments, it is a fact that commissions of inquiry have repeatedly - and often highly successfully - served as vehicles for analyzing policy, for evaluating outworn or failed policy, for identifying a consensus about policy and for building support for new policy directions. They have brought facts to light both about specific incidents and about matters of policy concern; facts as diverse as what actually happened at a given time and place and the real makeup of public opinion on the subject matter of the inquiry. The roster of inquiries that have served in these capacities is long and impressive

Re United Ass\u27n of Journeymen & Apprentices of the Plumbing & Pipefitting Industry of the United States and Canada, Local 221, and Fraser-Brace Engineering Co Ltd

The grievor, an employee in the construction industry, was dis­charged for loafing . Warnings given by the field superintendent and the general foreman had not been passed down to him by the working foreman, and the privilege of taking smoke breaks was flexible . The agreement provided that an employee could be discharged for cause . The majority of the board, A.A. White, dissenting, held, even if the requirements of cause in the construction agreement were considerably lower than the requirements of just cause common in general industrial situations, cause for dismissal was not estab­lished here. In the construction industry, where foremen are members of unions, the company may have to take special steps to ensure that warnings reach the employees. The board ordered that the employee be suspended for two days and that he be compensated for lost wages. A.A. White, dissenting, stated that the requirements of cause were less than those of just cause and that this flowed from the fact that the company had agreed to hire exclusively from the union

Re United Ass\u27n of Journeymen & Apprentices of the Plumbing & Pipefitting Industry and Fraser-Brace Engineering Co Ltd

Employee Grievance seeking compensation for loss of wages due to unjust discharge. The broad issue before us is whether the company is liable to compensate the grievor for wages lost during the whole period of six weeks for which he was unemployed. The general principle, stated at the end of our award on the merits in this matter, is that the grievor must have taken all reasonable steps to minimize his loss. The company pressed the argument that not only the grievor but the union as well must have taken all reasonable steps to minimize the grievor\u27s loss. This board is therefore faced not only with the issue of whether all reason­able steps were taken, but also with the issue of whether a failure by the union to take all reasonable steps to minimize the loss will affect the grievor\u27s right to recover

Re Saint John (City of) and Saint John Fire Fighters\u27 Association, IAFF Local 771 (Davidson)

Union grievance on behalf of the Grievor alleging that he was hired and subsequently fired without due process, contrary to the 2001-2003 Collective Agreement between the parties, and seeking full redress. At the outset of the hearing in this matter the parties agreed that this Board of Arbitration is properly constituted and, sub­ject to the City\u27s preliminary objection, properly seized of this matter. The City made a preliminary objection to the jurisdiction of this Board of Arbitration to hear this matter based on the allegation that the Grievor was never an employee of the City; i.e., that he was never hired. The parties agreed that the Board would hear evidence and argument on the preliminary objection and rule on it before dealing with the allegation that the Grievor was improperly discharged

Re York Farms Ltd, Sardis and Canadian Food and Allied Workers, Local P430

Employee Grievance alleging unjust suspension. Counsel agreed at the outset of the hearing that the board was properly constituted and seised of this matter. It was also agreed by counsel that management would not introduce evidence of the grievor\u27s work record on the understanding that if the board concluded that there was just cause for any discipline there would be no reduction in the three-day suspension