Flight investigation of a vertical-velocity command system for VTOL aircraft

A flight investigation was undertaken to assess the potential benefits afforded by a vertical-velocity command system (VVCS) for VTOL (vertical take-off and landing) aircraft. This augmentation system was conceived primarily as a means of lowering pilot workload during decelerating approaches to a hover and/or landing under category III instrument meteorological conditions. The scope of the investigation included a determination of acceptable system parameters, a visual flight evaluation, and an instrument flight evaluation which employed a 10 deg, decelerating, simulated instrument approach task. The results indicated that the VVCS, which decouples the pitch and vertical degrees of freedom, provides more accurate glide-path tracking and a lower pilot workload than does the unaugmented system

Flight investigation of cockpit-displayed traffic information utilizing coded symbology in an advanced operational environment

Traffic symbology was encoded to provide additional information concerning the traffic, which was displayed on the pilot's electronic horizontal situation indicators (EHSI). A research airplane representing an advanced operational environment was used to assess the benefit of coded traffic symbology in a realistic work-load environment. Traffic scenarios, involving both conflict-free and conflict situations, were employed. Subjective pilot commentary was obtained through the use of a questionnaire and extensive pilot debriefings. These results grouped conveniently under two categories: display factors and task performance. A major item under the display factor category was the problem of display clutter. The primary contributors to clutter were the use of large map-scale factors, the use of traffic data blocks, and the presentation of more than a few airplanes. In terms of task performance, the cockpit-displayed traffic information was found to provide excellent overall situation awareness. Additionally, mile separation prescribed during these tests

A piloted-simulation evaluation of two electronic display formats for approach and landing

The results of a piloted-simulation evaluation of the benefits of adding runway symbology and track information to a baseline electronic-attitude-director-indicator (EADI) format for the approach-to-landing task were presented. The evaluation was conducted for the baseline format and for the baseline format with the added symbology during 3 deg straight-in approaches with calm, cross-wind, and turbulence conditions. Flight-path performance data and pilot subjective comments were examined with regard to the pilot's tracking performance and mental workload for both display formats. The results show that the addition of a perspective runway image and relative track information to a basic situation-information EADI format improve the tracking performance both laterally and vertically during an approach-to-landing task and that the mental workload required to assess the approach situation was thus reduced as a result of integration of information

Utilization of a fixed base simulator to study the stall and spin characteristics of fighter airplanes

Feasibility of using fixed simulator to determine stall and spin characteristics of fighter aircraf

Influence of display and control compatibility on pilot-induced oscillations

The differences in techniques used by seven pilots to acquire information from an advanced display for instrument approaches to and landings on a runway were investigated. A fixed base simulator programmed with dynamics resembling the terminal configured vehicle (TCV) was studied. It is shown that the seven pilots can be divided into two groups which used the display with distinctly different strategies for controlling the airplane. A related pattern of performance differences resulted. It is found that pilots who primarily use raw flight path information experience longitudinal oscillations while pilots using attitude information did not

Early flight test experience with Cockpit Displayed Traffic Information (CDTI)

Coded symbology, based on the results of early human factors studies, was displayed on the electronic horizontal situation indicator and flight tested on an advanced research aircraft in order to subject the coded traffic symbology to a realistic flight environment and to assess its value by means of a direct comparison with simple, uncoded traffic symbology. The tests consisted of 28 curved, decelerating approaches, flown by research-pilot flight crews. The traffic scenarios involved both conflict-free and blunder situations. Subjective pilot commentary was obtained through the use of a questionnaire and extensive pilot debriefing sessions. The results of these debriefing sessions group conveniently under either of two categories: display factors or task performance. A major item under the display factor category was the problem of display clutter. The primary contributors to clutter were the use of large map-scale factors, the use of traffic data blocks, and the presentation of more than a few aircraft. In terms of task performance, the cockpit displayed traffic information was found to provide excellent overall situation awareness

Techniques to improve maneuver stability characteristics of a nonlinear wide-body transport airplane in cruise flight

The maneuver control stability characteristics of an aircraft are a flying qualities parameter of critical importance, to ensure structural protection as well as adequate predictability to the pilot. Currently, however, maneuver stability characteristics are not uniquely addressed in the Federal Aviation Regulations (FAR) Part 25, for transport aircraft. In past transport category certification programs, the Federal Aviation Administration (FAA) has used a combination of requirements (longitudinal control, vibration and buffeting, high-speed characteristics, and out-of-trim characteristics) to ensure safe and controllable maneuver stability characteristics over a range of flight conditions and airplane configurations. Controversies exist regarding each of these regulations, however, and considerable expenditures in terms of design studies and testing time have resulted from the requirements. It is also recognized that additional engineering guidance is needed for identifying acceptable nonlinear maneuver stability characteristics, particularly as they relate to relaxed stability, highly augmented transport configurations. The current trend in large aircraft design is toward relaxed, or even negative, static margins for improved fuel efficiency. The advanced flight control systems developed for these aircraft, in many instances, have rendered current aforementioned maneuver stability criteria either too stringent or of little practical use. Current design requirements do not account for these advanced designs. The objective was to evaluate a broad spectrum of linear and nonlinear longitudinal stability characteristics to generate data for defining satisfactory and unacceptable maneuver characteristics, as defined by pilot opinion. Primary emphasis was placed on two techniques of varying column force per normal acceleration. This study was a joint venture with four pilots participating; one from NASA, one from the FAA, and two from industry

Transcriptional Control in Cardiac Progenitors: Tbx1 Interacts with the BAF Chromatin Remodeling Complex and Regulates Wnt5a

Mutations of the Wnt5a gene, encoding a ligand of the non-canonical Wnt pathway, and the Ror2 gene, encoding its receptor, have been found in patients with cardiac outflow tract defects. We found that Wnt5a is expressed in the second heart field (SHF), a population of cardiac progenitor cells destined to populate the cardiac outflow tract and the right ventricle. Because of cardiac phenotype similarities between Wnt5a and Tbx1 mutant mice, we tested potential interactions between the two genes. We found a strong genetic interaction in vivo and determined that the loss of both genes caused severe hypoplasia of SHF–dependent segments of the heart. We demonstrated that Wnt5a is a transcriptional target of Tbx1 and explored the mechanisms of gene regulation. Tbx1 occupies T-box binding elements within the Wnt5a gene and interacts with the Baf60a/Smarcd1 subunit of a chromatin remodeling complex. It also interacts with the Setd7 histone H3K4 monomethyltransferase. Tbx1 enhances Baf60a occupation at the Wnt5a gene and enhances its H3K4 monomethylation status. Finally, we show that Baf60a is required for Tbx1–driven regulation of target genes. These data suggest a model in which Tbx1 interacts with, and probably recruits a specific subunit of, the BAF complex as well as histone methylases to activate or enhance transcription. We speculate that this may be a general mechanism of T-box function and that Baf60a is a key component of the transcriptional control in cardiac progenitors

Bi-allelic Variants in the GPI Transamidase Subunit PIGK Cause a Neurodevelopmental Syndrome with Hypotonia, Cerebellar Atrophy, and Epilepsy

Glycosylphosphatidylinositol (GPI)-anchored proteins are critical for embryogenesis, neurogenesis, and cell signaling. Variants in several genes participating in GPI biosynthesis and processing lead to decreased cell surface presence of GPI-anchored proteins (GPI-APs) and cause inherited GPI deficiency disorders (IGDs). In this report, we describe 12 individuals from nine unrelated families with 10 different bi-allelic PIGK variants. PIGK encodes a component of the GPI transamidase complex, which attaches the GPI anchor to proteins. Clinical features found in most individuals include global developmental delay and/or intellectual disability, hypotonia, cerebellar ataxia, cerebellar atrophy, and facial dysmorphisms. The majority of the individuals have epilepsy. Two individuals have slightly decreased levels of serum alkaline phosphatase, while eight do not. Flow cytometric analysis of blood and fibroblasts from affected individuals showed decreased cell surface presence of GPI-APs. The overexpression of wild-type (WT) PIGK in fibroblasts rescued the levels of cell surface GPI-APs. In a knockout cell line, transfection with WT PIGK also rescued the GPI-AP levels, but transfection with the two tested mutant variants did not. Our study not only expands the clinical and known genetic spectrum of IGDs, but it also expands the genetic differential diagnosis for cerebellar atrophy. Given the fact that cerebellar atrophy is seen in other IGDs, flow cytometry for GPI-APs should be considered in the work-ups of individuals presenting this feature