Strengthening Oklahoma’s Aviation Maintenance Workforce Pipeline through Collaborative Efforts of CareerTech, Educational Institutions and Industry Partners

As the needs of the 21st century aviation/aerospace workforce change and in-demand job skills evolve, it becomes increasingly important to cohesively bring industry and education together to produce a well-trained, qualified aviation maintenance technical workforce for the state of Oklahoma. The primary focus of this FAA-funded project is to establish a sustainable pipeline that addresses the needs and priorities of the aviation maintenance workforce, a significant sector of the aviation/aerospace industry that drives Oklahoma’s economic growth. This sustainable pipeline will be built with a broad array of educational and industry partners. This pipeline will be designed to recruit, train, and retain a diverse and talented workforce, including underrepresented and disadvantaged populations, into the aviation maintenance industry. This workforce group will consist of high school students and adult learners, including military personnel and aviation/aerospace workers displaced as a result of the coronavirus pandemic. As the students matriculate through the pipeline, each one of them will have various learning opportunities to obtain maintenance certificates, academic scholarships, industry apprenticeships and internships, and an associate degree in applied technology and a bachelor’s degree in aviation management; ensuring that all students receive the academic and professional experiences required for industry employment and advancement. When successfully created and maintained, the use of collaborative agreements among high schools, career techs and colleges/universities will reduce the cost of skills training and higher education opportunities and enable students to graduate with little or no debt and the pipeline of skilled aviation maintenance technicians is increased within the state of Oklahoma

Integration of Military Unmanned Aerial Systems (UAS) into the US National Airspace System: The Relationship Between UAS Accidents and Safety Concerns

The purpose of this study was to discover if a relationship existed between the most common safety concerns and the most common UAS accidents with regards to the integration of military unmanned aerial systems (UAS) into the National Airspace System (NAS). This study examined the most common causes of UAS accidents over a five-year period, the level of safety concerns and common concerns from UAS military pilots and sensor operators. The quantitative data was derived from the Air Force, Navy and Army Safety Offices, while the qualitative data was derived from an online questionnaire and follow-up interviews of US Air Force UAS pilots and sensor operators. Review and observation of the data consisting of data comparison was conducted to discover if there were any relationship between safety concerns and safety accidents. Comparison between the most common accidents during the three phases of flight and the level of safety concerns that each research subject had for accidents to occur during those phases of flight was completed. UAS flight profiles were categorized into takeoff, cruise and landing and the most common accidents (pilot error, engine failure, loss of control and lost link), were divided into the respective phase of flight. Engine failure proved to be the most common cause for accidents while most accidents occurred during the cruise phase of flight. The USAF pilots and sensor operators’ showed a slight level of concern on a scale of 1-5 with regards to accidents occurring with a UAS. Comparison showed there was a positive relationship between the number of accidents during takeoff and landing phases, which had the lowest occurrences, and a slight level of concern of accidents occurring during these phases. There was a negative relationship between the number of accidents during cruise, the highest occurrences of accidents, and the level of concern which was slight. The observed number of near midair and midair collisions were low, which showed a positive relationship with the level of concern, observed as a slight concern. These findings can be attributed to the follow-up interview in which the pilots and sensor operators did not believe safety was the biggest concern when integrating the UAS into the NAS

Enhanced, Risk-Based FAA Oversight on Part 145 Maintenance Practices: A Qualitative Study

The purpose of this qualitative study was to examine the phenomenon of enhanced, risk-based Federal Aviation Administration (FAA) oversight of Part 145 repair stations in Oklahoma that performed aircraft maintenance for Part 121 air carriers. Specifically, this research was utilized to explore the lived (personal) experiences of Part 145 repair station managers concerning operational changes in air carrier maintenance practices. The researchers’ intent was not to examine the effectiveness of changes implemented by the FAA; instead, to explore how management has experienced the enhanced changes in their Oklahoma-based Part 145 repair stations. Forty-two percent of the participants indicated a weak FAA oversight system that has hindered the continuous process improvement program in repair stations. Some of them were financially burdened after hiring additional full-time quality assurance inspectors to specifically manage enhanced FAA oversight. Notwithstanding, the participants of the study indicated that the FAA must apply its surveillance on a more standardized and consistent basis. They want to see standardization in how FAA inspectors interpret regulations and practice the same quality of oversight for all repair stations, particularly those that are repeat violators and fail to comply with federal aviation regulations. The participants believed that when the FAA enforces standardization on a consistent basis, repair stations can become more efficient and safer in the performance of their scope of work for the U.S. commercial air transportation industry

Situational Leadership Styles in United States Air Force Air Traffic Control Towers

Leadership in air traffic control facilities is critical to the safe, orderly, and efficient flow of air traffic. The purpose of this qualitative study was to determine the preferred leadership style for United States Air Force air traffic control tower watch supervisors. A panel of 10 functional experts completed a 25 question scenario-based survey to establish a baseline for this study’s four research questions. A purposeful sample of eight control tower chief controllers representing the eight United States Air Force major commands were interviewed and their responses were compared to the mean of the experts panel. The data from the interviews was analyzed and in addition to the straight forward responses to the research questions two themes emerged: (1) the role of the monitor and (2) the apprentice controller’s role in emergency situations. The study discovered that United States Air Force control towers are fully implementing the fundamentals of situational leadership. The eight interviewees’ responses mirrored the expert panels’ answers. The results of this study provide control tower chief controllers, watch supervisors, and future watch supervisors a frame of reference on how situations are handled across the spectrum of facilities

U.S. meat and poultry demand

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Further Search for the Two-Photon Production of the Glueball Candidate fJ(2220)f_{J}(2220)

The CLEOII detector at the Cornell e+ e- storage ring CESR has been used to search for the two-photon production of the $f_J(2220)$ decaying into pi+ pi-. No evidence for a signal is found in data corresponding to an integrated luminosity of 4.77/fb and a 95% CL upper limit on $\Gamma_{two-photon} * BR{pi+ pi-}$ of 2.5 eV is set. If this result is combined with the BES Collaboration's measurement of $f_J(2220) -> pi+ pi-$ in radiative $J/\psi$ decay, a 95% CL lower limit on the stickiness of the $f_J(2220)$ of 73 is obtained. If the recent CLEO result for \Gamma_{two-photon} * BR{\K_S K_S} is combined with the present result, the stickiness of the $f_J(2220)$ is found to be larger than 102 at the 95% CL. These results for the stickiness (the ratio of the probabilities for two-gluon coupling and two-photon coupling) provide further support for a substantial neutral parton content in the $f_J(2220)$.Comment: 8 pages, postscript file also available through http://w4.lns.cornell.edu/public/CLN

Study of 3-prong Hadronic τ\tau Decays with Charged Kaons

Using a sample of 4.7/fb integrated luminosity accumulated with the CLEO-II detector at the Cornell Electron Storage Ring (CESR), we have measured the branching fractions of the tau lepton into $K^- h^+ \pi^- \nu_\tau$ and $K^- K^+ \pi^- \nu_\tau$ relative to $h^- h^+ h^- \nu_\tau; K^- h^+ \pi^- \pi^0\nu_\tau$ and $K^- K^+ \pi^- \pi^0\nu_\tau$ relative to $h^- h^+ h^- \pi^0 \nu_\tau$. The relative branching fractions are: (5.16+-0.20+-0.50)*$10^{-2}$, (1.52+-0.14+-0.29)*$10^{-2}$, (2.54+-0.44+-0.39)*$10^{-2}$ and $<0.0154$ at 95% C.L., respectively. Coupled with additional experimental information, we use our results to extract information on the structure of three-prong tau decays to charged kaons.Comment: 16 pages postscript file also available through http://w4.lns.cornell.edu/public/CLN

Flavor-Specific Inclusive B Decays to Charm

We have measured the branching fractions for B -> D_bar X, B -> D X, and B -> D_bar X \ell^+ \nu, where ``B'' is an average over B^0 and B^+, ``D'' is a sum over D^0 and D^+, and``D_bar'' is a sum over D^0_bar and D^-. From these results and some previously measured branching fractions, we obtain Br(b -> c c_bar s) = (21.9 $\pm$ 3.7)%, Br(b -> s g) K^- \pi^+) = (3.69 $\pm$ 0.20)%. Implications for the ``B semileptonic decay problem'' (measured branching fraction being below theoretical expectations) are discussed. The increase in the value of Br(b -> c c_bar s) due to $B -> D X$ eliminates 40% of the discrepancy.Comment: 12 page postscript file, postscript file also available through http://w4.lns.cornell.edu/public/CLN

Measurement of Br(D0→K−π+)Br(D^{0}\to K^{-}\pi^{+}) using Partila Reconstruction of Bˉ→D∗+Xℓ−νˉ\bar{B}\to D^{*+}X\ell^{-}\bar{\nu}

We present a measurement of the absolute branching fraction for $D^0 -> K^- pi^+$ using the reconstruction of the decay chain $Bbar -> D^{*+} X l^- nubar$, $D^{*+} -> D^0 pi^+$ where only the lepton and the low-momentum pion from the $D^{*+}$ are detected. With data collected by the CLEO II detector at the Cornell Electron Storage Ring, we have determined $Br(D^0 -> K^- pi^+)= [3.81 +- 0.15(stat.) +- 0.16(syst.)]$.Comment: 10 page postscript file, postscript file also available through http://w4.lns.cornell.edu/public/CLN

Measurement of the Bˉ→Dℓνˉ\bar{B}\to D\ell\bar{\nu} Partila Width and Form Factor Parameters

We have studied the decay $\bar{B} \to D\ell\bar{\nu}$, where $\ell=e or \mu$. From a fit to the differential decay rate $d\Gamma/dw$ we measure the rate normalization ${\cal F}_D(1)|V_{cb}|$ and form factor slope $\hat{\rho}^2_D$, and, using measured values of $\tau_B$, find $\Gamma(\bar{B} \to D\ell\bar{\nu}) = (12.0 \pm 0.9 \pm 2.1) ns^{-1}$. The resulting branching fractions are ${\cal B}(\bar{B}^0 \to D^+\ell^-\bar{\nu})=(1.87 \pm 0.15 \pm 0.32)$ and ${\cal B}(B^- \to D^0\ell^-\bar{\nu})=(1.94 \pm 0.15 \pm 0.34)$. The form factor parameters are in agreement with those measured in $\bar{B} \to D^*\ell\bar{\nu}$ decays, as predicted by heavy quark effective theory.Comment: 11 pages, postscript file also available through http://w4.lns.cornell.edu/public/CLN