3 1 0 2 r e b m e c e D
- y l u J
July - December 2013 1 THE SOCIETY OF EXPERIMENTAL TEST PILOTS BOARD OF DIRECTORS President ...... Kevin Prosser, Calspan Vice President...... Timothy Morey, Wyle Secretary ...... Michael Wallace, Boeing Treasurer ...... Todd Ericson, Col, USAF /egal 2I¿cer ...... Roderick Cregier, Col, USAF Executive Advisor ...... Doug Benjamin, Boeing President-Elect ...... Mark Stucky, Scaled Composites Technical Advisor ...... Patrick Duffy, JT3, LLC Technical Advisor ...... Greg Lewis, NTPS Canadian Section Representative ...... Maurice Girard, Bombardier Aerospace Central Section Representative ...... Dan Hinson, Cessna Aircraft East Coast Section Representative ...... John Tougas, Boeing European Section Representative...... Jeremy Tracy, AgustaWestland Great Lakes Section Representative ...... Robbie Robinson, Textron Northwest Section Representative ...... Ed Kolano, FAA Southeast Section Representative ...... David Wright, Col, USAF Southwest Section Representative ...... Norm Driscoll, Designet West Coast Section Representative ...... Andrew McFarland, CAPT, USN Executive Director...... Paula S. Smith
CANADIAN SECTION CENTRAL SECTION Chairman ...... Dan Hinson Chairman ...... Andy Litavniks Vice Chairman ...... Aaron Tobias Vice Chairman ...... Jeff Peer Secretary ...... Steve Long Secretary ...... Chuck Ellis Treasurer ...... Jeff Karnes Treasurer ...... Maurice Girard Educational Outreach...... Aaron Tobias EAST COAST SECTION EUROPEAN SECTION Chairman ...... Gideon Singer Chairman ...... Tobias Van Esselstyn Secretary...... Brian Sandberg NORTHWEST SECTION Treasurer ...... Scott Dornisch Educational Outreach...... Eric Mitchell Chairman ...... Ed Kolano Vice Chairman ...... Jennifer Henderson Secretary ...... Gerry Whites GREAT LAKES SECTION Treasurer ...... Leon Robert Educational Outreach...... Jennifer Henderson Chairman ...... Robbie Robinson Vice Chairman ...... David Glade SOUTHWEST SECTION Secretary ...... Eric Fitz Chairman ...... Dan Wells Treasurer ...... Sam Ryals Vice Chairman ...... Norm Driscoll Educational Outreach...... Gary Konnert Secretary ...... Jim Acree Treasurer ...... Jeff Trang SOUTHEAST SECTION WEST COAST SECTION Chairman ...... David Wright Chairman ...... Andrew McFarland Vice Chairman ...... Varun Puri Vice Chairman ...... Andrew Thurling Treasurer ...... Ryan Sanford Secretary...... Glenn Graham Treasurer ...... Richard Zins Educational Outreach...... Timothy McDonald SETP COMMITTEES Flight Test Safety Committee Chairman ...... Gerald Whites Membership Committee Chairman ...... Eric Hansen 2014 Fellows Coordinating Committee Chairman ...... Steve Rainey Publications Committee Chairman ...... Allen Peterson Critical Incident Response Committee...... Billie Flynn Constitution/ SOP Committee...... Greg Lewis 2 July - December 2013 SETP 2014 CALENDAR 7th Southeast Symposium 44th West Coast Symposium 21 February 2014 0DUFK Eglin AFB, FL Catamaran Resort, San Diego, CA 29th East Coast Symposium 4th Northwest Symposium 11 April 2014 25 April 2014 River’s Edge Conference Center at Naval The Museum of Flight, Seattle, WA Air Station - Patuxent River, MD Great Lakes Symposium Flight Test Safety Workshop 22 May 2014 12-15 May 2014 :ULJKW3DWWHUVRQ$)%%DQTXHW&HQWHU Hilton Savannah DeSoto, Savannah, GA Dayton, OH Central Section Symposium 46th European Symposium 13 June 2014 -XQH The Hotel at Old Town, Wichita, KS Luleå & Vidsel, Sweden 58th Symposium & Banquet 6HSWHPEHU Grand Californian Hotel & Spa Anaheim, CA
COCKPIT is published by The Society of Experimental Test Pilots Address all correspondence to SETP Publications Chairman, 3RVW2I¿FH%R[ /DQFDVWHU&DOLIRUQLD Statements and opinions advanced in technical papers and letters-to-the-editor are those of the authors and do not necessarily coincide with the tenets of The Society of Experimental Test Pilots. Letters to-the-editor are encouraged whenever there are dissenting opinions. Table of Contents: President’s Memo ...... 4 Editor’s Memo...... 5 Technical Articles ...... 2014 Symposium Information ...... New Members and Upgrades...... 51 Who...What...Where ...... .QRZ7KH&RUSRUDWH0HPEHU Section News ...... Scholarship Foundation News ...... SETP Foundation News ...... WK$QQXDO6\PSRVLXPDQG%DQTXHW5HSRUW ...... 2013 Symposium Highlights...... Last Flights......
COVER PHOTO 3DVW3UHVLGHQWVJDWKHUIRUDSKRWRDWWKHWK$QQXDO6\PSRVLXPLQ$QDKHLP Front row (L to R) Doug Shane, Steve Rainey, Billie Flynn, Doug Benjamin, Wendell Shawler, Jesse Jacobs, Jimmy Doolittle, Bob Ettinger, Roy Martin Back row (L to R) James Brown, Ricardo Traven, James Sandberg, Ed Schnei- der, Rogers Smith, Greg Lewis, Tom Morgenfeld, Lynn Hanks, Terry Tomeny
July - December 2013 3 PRESIDENT’S MEMO Greetings fellow test pilots and SETP members! I hope you all had a safe and joyous holiday season. We have a lot to look forward to this year and I hope \RXFDQ¿QGDZD\WRSDUWLFLSDWHLQRQHRUPRUHRI the SETP activities we have planned for you this year. The symposium season kicked off in October with a joint SETP/SFTE symposium in Ft Worth, Texas and a European Flight Test Safety Committee Workshop in Amsterdam, Netherlands. These local symposia offer a fantastic opportunity for members to share lessons learned and connect with fellow testers in the area at a very low cost. I encourage all members to make time to attend at least one regional symposium this year. Just check out the “Symposia” tab on the SETP.org website to get more information on upcoming symposia. Kevin Prosser (AF) I also need to thank Doug Benjamin and his Board Calspan of Directors for handing me the stick with the Society SETP President ZHOOWULPPHGDQGKXPPLQJDORQJHI¿FLHQWO\'HVSLWH WKHVLJQLILFDQWFKDOOHQJHVWKDWWKH6HTXHVWHUWUDYHO UHVWULFWLRQVDQGDIXUORXJKWKUXVWXSRQWKH6RFLHW\RXUPLVVLRQRILPSURYLQJÀLJKWWHVW safety through the sharing of lessons learned was accomplished. The Anaheim symposium was the most at risk yet the S&B team did a fantastic job of scaling back costs to keep WKHUHJLVWUDWLRQSULFHORZZLWKRXWVDFUL¿FLQJTXDOLW\,QGHHGLWZDVRQHRIWKHEHVWVHULHV of technical sessions I have ever seen. If you did not attend, you missed a great event, so consider visiting the podcast section of the SETP.org website to view one of the many great presentations. My goal as President of your SETP is to ensure that our mission continues to be accomplished, and I feel the best way to accomplish our mission is through the face to face sharing of lessons learned. That means to continue to support the execution of well DWWHQGHGWHFKQLFDOV\PSRVLDDQGPHHWWKH¿QDQFLDOFKDOOHQJHVWKDWIDFHXVLQWKDWHQGHDYRU A supplement to the technical symposia is provided by the SETP website. It is through WKHZHEVLWHWKDWPHPEHUVZKRDUHQRWDEOHWRDWWHQGWKHV\PSRVLDFDQUHDSWKHEHQH¿WV of the symposia by reviewing the written papers or podcasts. With this in mind, my priorities for the 2013/2014 year are as follows: &RQWLQXHWREHJRRGFXVWRGLDQVRI6(73UHVRXUFHV7KLVPHDQVDGGUHVVLQJWKH¿QDQFLDO LPSDFWRI6HTXHVWHUZKLOHEHLQJPLQGIXORI6(73¶VORQJWHUPREOLJDWLRQV5HGXFLQJ spending where necessary and increasing revenues when possible while maintaining LQIUDVWUXFWXUHDQGTXDOLW\LQDOOZHGR
2. Finish the SETP.org website improvements begun over a year ago. Launch the improved website which includes search features that will allow our members to share lessons OHDUQHGPXFKPRUHÀXLGO\ 3. Re-engage the UAV development committee. Rogers Smith, SETP past president, chairs this committee and I will work with Rogers to expand the reach of our lessons learned to 8$9WHVWHUVDQGDOVRWRH[SDQGWKHUHVSHFWDQGLQÀXHQFHWKDWRXUPHPEHUVKDYHZLWKLQ this community. ([SDQGPHPEHUVKLS,FRQWLQXHWRKHDUVWRULHVRISHRSOHWKDWDUHTXDOL¿HGWREHPHPEHUV but are not and of problems with the application process. We will resolve these issues, 4 July - December 2013 reach out to potential members that have fallen through the cracks, and seek members in new locations. Ground work has already begun by Doug Benjamin to investigate the viability of a Japan Section and a Brazil Section. I look forward to seeing you at one of the many regional symposia around the world this year and I hope everyone that is able makes the effort to attend the Anaheim symposia in September.
Fly Safe,
Kevin Prosser President, SETP
Editor’s Memo: A Little Help Please!
Greetings SETP Members and associates. I’m AL Peterson the SETP Publications Chairman and I have a favor to ask of all of you. I need your help in ¿nding, soliciting, and sending in good technical articles, ReÀe;tions style articles, photos, and general member news for publication in Cockpit. Our society members are doing great and fantastic work out there in the world, but you would never know it based on the lack of technical articles and other information that get submitted to Cockpit for consideration for publication. Quite honestly, we struggle every issue to ¿nd good technical and ReÀe;tions articles to publish, and I know we don’t receive a fraction of the news about the great things our members are doing. If you know someone who has written a technical or historical Àight test article please encourage them to submit it. If you know someone who has done some interesting Àight test work past or present but hasn’t written an article, encourage them to hit the keyboard and then send it in. Likewise for sending in news about the great things our members are doing, if you know something interesting that has happened in the Àight test world please send it in. Good Tuality and interesting photos should also be sent in for inclusion in the news section and also for consideration for the cover of Cockpit. Cockpit is sent to and belongs to everyone in the Society and in order to keep it useful and relevant technically, journalistically, and socially we need everyone to actively seek out and send in articles, news, and photos. Thanks in advance for your support. Cheers, AL
July - December 2013 5 TECHNICAL ARTICLES
EDITOR’S NOTE: Greg Lewis’ paper that follows was presented in both San Diego and Anaheim to excellent reviews but has not been widely published. Additionally at the end of the article there is some minor new information that has not been previously presented. Thus, the paper is being presented to the wider membership audience in this edition of COCKPIT.
'HYHORSPHQW RI D )OLJKW 'HPRQVWUDWLRQ IRU &LYLO &HUWL¿FDWLRQ ,FLQJ Flight Test Training
Gregory V. Lewis National Test Pilot School
ABSTRACT 7KLVSDSHUGRFXPHQWVWKHGHYHORSPHQWRIDÀLJKWGHPRQVWUDWLRQVRUWLHLQWHQGHGWRVKRZ ÀLJKWWHVWVWXGHQWVKRZWRHYDOXDWHWKHHIIHFWVRILFLQJRQSHUIRUPDQFHDQGÀ\LQJTXDOL- WLHVRIDQDLUFUDIW8VLQJJXLGHOLQHVSXEOLVKHGE\WKH)$$IRUÀLJKWWHVWRI&)53DUW DLUFUDIWWKH1DWLRQDO7HVW3LORW6FKRROKDVGHYHORSHGDSUR¿OHIRUDÀLJKWWHVWH[HUFLVH using an SR-22 aircraft with simulated “pre-activation” ice applied to the leading edge of the wing and horizontal tail. The paper details the preparation of the aircraft, the buildup WRÀLJKWDQGWKHHQGSURGXFWLQWHUPVRIGHJUDGDWLRQLQFOLPESHUIRUPDQFHVWDOOZDUQLQJ stall speed and stall characteristics. One unexpected result regarding the use of tufts for ÀRZYLVXDOL]DWLRQZDVIRXQG7KLVZDVIXUWKHULQYHVWLJDWHGDQGLVGRFXPHQWHGDVDÀLJKW test lesson learned.
THE NEED 7KH¿UVWTXHVWLRQWKDWPLJKWEHDVNHGLVZK\DIWHU\HDUVZLWKRXWLWGLGWKHVFKRROGHFLGH WRDGGDGHPRQVWUDWLRQVRUWLHIRULFLQJÀLJKWWHVW"7KHSULPDU\UHDVRQZDVWKHLQFUHDVHG LPSRUWDQFHRILQÀLJKWLFLQJRQFLYLOFHUWL¿FDWLRQDVHPSKDVL]HGE\WKH&HVVQDH[SHULHQFH GXULQJWKHLUFHUWL¿FDWLRQRIWKH0XVWDQJ&HVVQDUHSRUWHGWRWKH6RFLHW\LQWKDWWKHUH ZHUHVRPH³FKDOOHQJHV´ZKLOHFHUWLI\LQJWKH0XVWDQJIRUÀLJKWLQWRNQRZQLFLQJ'XHWR DQLQFUHDVHGHPSKDVLVE\WKH)$$WKHUXOHVLQHIIHFWFKDQJHG$OOKDQGOLQJTXDOLWLHV in icing conditions were now expected to meet the same standards as uncontaminated air- FUDIW6RXQGVVLPSOH LIDQDLUFUDIWLVJRLQJWREHDSSURYHGWRÀ\LQWRNQRZQLFLQJ ),., LWVKRXOGÀ\MXVWDVZHOOLQLFLQJDVLWGLGEHIRUHHQWHULQJLFLQJ%XWWKHUXOHVKDGQ¶WDOZD\V been applied this way. The change included stall characteristics as well. As an example, it meant that during a wings-level, full aerodynamic stall, the maximum allowed bank angle change is only 15 degrees. Both for uncontaminated and ice contaminated aircraft. For Cessna this meant that after the normal development program without any icing, they ap- plied ice shapes to the wing and found that the stall characteristics were degraded, which in turn lead to more development. Ten variations of stall strips and vortex generators were WULHGDGGLQJDERXWVRUWLHVWRDQDOUHDG\FURZGHGFHUWL¿FDWLRQSODQ7KLVKLJKOLJKWHG the need for increased, early icing considerations. And therefore, we at the school added a -XO\'HFHPEHU module on icing to our curriculum. The second motivation to pursue a demonstration sortie came from customer feedback. 7KHVFKRROKDVWDXJKW)$$WHVWSLORWVDQGHQJLQHHUVIRUWKHSDVW\HDUV2QHRIWKHIHHG- back items we received was that the FAA students would like to do things they couldn’t do GXULQJURXWLQHFXUUHQF\À\LQJ THE PLAN 6HOHFWLQJDQDLUFUDIWIRUWKHLQÀLJKWGHPRQVWUDWLRQVHHPHGOLNHDVLPSOHWDVNDW¿UVWEXW was subject to a lot of constraints: D,WKDGWREHDQLQKRXVHDLUFUDIW:HXVHDLUFUDIWURXWLQHO\DWWKHVFKRROEXW we didn’t want a one-of-a-kind aircraft such that scheduling would be adversely impacted by any maintenance availability issues. E,WZRXOGEHEHVWLIWKHDLUFUDIWFKRVHQZDVFHUWL¿HGLQWKHH[SHULPHQWDOFDW- egory, avoiding the need to change a normal category aircraft to experimental just for the GHPRQVWUDWLRQÀLJKWV F8VLQJDQDLUFUDIWWKDWKDGEHHQSUHYLRXVO\WHVWHGIRUÀLJKWLQWRNQRZQLFLQJ would obviously reduce the risk and sortie development buildup. G,WVKRXOGEHHDV\WRPRGLI\GHPRGLI\DQGWKHPRGL¿FDWLRQKDGWRVWDQGXSWR repeated use without degradation. H)LQDOO\WKHPRGL¿FDWLRQWRWKHDLUFUDIWVKRXOGKDYHREYLRXVLPSDFW\HWWKH DLUFUDIWVKRXOGUHPDLQVDIHWRÀ\URXWLQHO\ $IWHU¿OWHULQJRXUÀ\DEOHDVVHWVWKHDQVZHUZDVWRXVHWKH65:HKDGWKUHHRIWKHP all in the experimental category and Cirrus was willing to share some of their data regard- ing icing testing, which showed a clear impact on stall warning, speed and characteristics. -XO\'HFHPEHU The SR-22 Demonstration Aircraft Having selected the aircraft we then applied simulated ice to the leading edges of both the wing and the horizontal tail. We used a two inch wide strip of 40 grit sandpaper on the leading edges. This was intended to simulate the amount of ice that would accrete before the pilot activated the anti-ice system, the “pre-activation” ice testing recommended in the )$$¶V$GYLVRU\&LUFXODU '³&HUWL¿FDWLRQRI3DUW$LUSODQHVIRU)OLJKWLQ,F- LQJ&RQGLWLRQV´,WLVDOVRVLPLODUWRWKHFRQ¿JXUDWLRQWHVWHGSUHYLRXVO\E\&LUUXV Sandpaper Applied to Leading Edge Initially the application of the sandpaper was done by laying the two inch strip of sand- paper on double sided tape and then putting that on the leading edges of the wing and tail. After 12 hours the sandpaper would curl up at the edges, presenting the possibility of LQFUHDVHGDLUÀRZGLVWXUEDQFHVRUHYHQWKHSRVVLELOLW\RIVHSDUDWLRQIURPWKHDLUFUDIWLQD -XO\'HFHPEHU non-symmetric manner, creating a test hazard. This possibility was dramatically reduced by gluing the sandpaper to aluminum tape and then applied to the wing, as shown in the SUHYLRXV¿JXUH7KLVSURYHGWREHUREXVWDQGUHXVDEOHRQPDQ\VRUWLHVZLWKRXWDQ\LVVXHV During the safety review process it was decided that we should tuft the wings to help assess WKHHIIHFWRIWKHVDQGSDSHURQWKHÀRZVHSDUDWLRQFKDUDFWHULVWLFV7KHLGHDZDVDOVRWRNHHS the wings tufted for student demonstrations for the training value. It was suggested by Cir- UXVWKDWZHVKRXOGEHFDUHIXOWRV\PPHWULFDOO\WXIWWKHZLQJVDQGZHGLGVRZLWKLQFKORQJ ZRROWXIWVLQDLQFKVTXDUHJULGDVVKRZQLQWKHIROORZLQJSLFWXUH Wing Tufts %HIRUHÀ\LQJZLWKWKHVDQGSDSHURQWKHOHDGLQJHGJHVWKHVDIHW\UHYLHZWHDPVXJJHVWHG DKLJKVSHHGWD[LWHVWWRDVVHVVWKHÀRZDVPXFKDVSRVVLEOH:HZHUHDEOHWRHVWDEOLVKD steady high taxi speed, fast enough to raise the nose but slow enough that we didn’t get air- borne. The aircraft is geometry limited to a pitch angle of 12.5 degrees on the ground, but LWZDVIHOWWKDWORRNLQJDWÀRZSDWWHUQVLQWKHWRGHJUHHDQJOHRIDWWDFNUDQJHEHIRUH FRPPLWWLQJ WR ÀLJKW ZRXOG PLWLJDWH VRPH RI WKH KD]DUGV DVVRFLDWHG GXULQJ ORZ DOWLWXGH ÀLJKWDIWHUWDNHRIIZLWKDFRQWDPLQDWHGZLQJ:HHQGHGXSGRLQJWKHWD[LWHVWWZLFHRQFH without sandpaper and once with the sandpaper. 7KHSODQIRUWD[LDQGÀ\LQJSURJUHVVLRQJUHZDOLWWOHPRUHFRPSOH[ZKHQWKHVDIHW\WHDP UDLVHGWKHTXHVWLRQRIKRZWKHWXIWVPLJKWDIIHFWWKHÀRZ7KHHQGUHVXOWRIWKHGLVFXVVLRQV ZDVWKHVHTXHQFHVKRZQLQWKHIROORZLQJWDEOH -XO\'HFHPEHU ¿ 3ODQQHG%XLOGXS6HTXHQFH As we had no previous experience with the high speed taxi characteristics of the SR-22, it VHHPHGSUXGHQWWRGRWKDW¿UVWZLWKRXWHLWKHUWXIWVRUVLPXODWHGLFH7KHWHVWSODQLQFOXGHG DEDVHOLQHÀLJKWZLWKWXIWVIROORZHGE\DKLJKVSHHGWD[LZLWKWXIWVRQO\ZKLFKPLJKW seem illogical. The rational was that the tufts might have an effect, so an up-and-away assessment of near-stall conditions with lots of altitude below the aircraft was considered preferable to doing this initially on the runway at high speed. Once the effect of the tufts ZDVGHWHUPLQHGGXULQJORZVSHHGÀLJKWDQGODWHUGXULQJKLJKVSHHGWD[LVDQGSDSHUZDV DGGHGWRWKHDLUFUDIW7KLVFRQ¿JXUDWLRQZDV¿UVWDVVHVVHGGXULQJWD[LEHIRUHFRPPLWWLQJ 3 WRÀLJKWZLWKDFRQWDPLQDWHGZLQJ7KLVZDVDVRPHZKDWOHQJWK\EXWFOHDUO\FDXWLRXV c approach. TEST RESULTS Taxi tests showed that nosewheel liftoff (NWLO) could be achieved about 10 kts below WDNHRIIVSHHGDOORZLQJXVWRREVHUYHÀRZVHSDUDWLRQSDWWHUQVLQWKHYDULRXVFRQ¿JXUDWLRQV at a steady 10 degrees angle of attack before getting airborne. Taxi results with just tufts had no noticeable differences compared to a clean wing. Adding both tufts and ice had VRPHHIIHFWV1:/2DQGWDNHRIIVSHHGVZHUHLQFUHDVHGE\NWV0RUHVLJQL¿FDQWO\VWDOO ZDUQLQJFDPHRQTXLWHHDUO\DVORZDVGHJUHHVDQJOHRIDWWDFN%XWWKHÀRZSDWWHUQ GLGQRWVKRZDQ\VLJQL¿FDQWVHSDUDWLRQXSWRWKHGHJUHHVDFKLHYHGGXULQJWKHWD[LWHVW Because the simulated ice blocked the pressure sensor for stall warning on the Cirrus, the early warning was judged to be erroneous and the decision was made to proceed to takeoff ZLWKLFHLQVWDOOHGZLWKWKHPLWLJDWLRQVRIXVLQJQRÀDSVWRDYRLGFRQ¿JXUDWLRQFKDQJHVQHDU WKHJURXQGURWDWLQJNWVIDVWHUWKDQQRUPDOWRDSLWFKDWWLWXGHRIRQO\GHJUHHVYVWKH normal 10 degrees, and lifting off 10 kts faster than normal. 7KHÀLJKWHYDOXDWLRQRIWKHDLUFUDIWZLWKVLPXODWHGSUHDFWLYDWLRQLFHRQWKHOHDGLQJHGJHV w RIWKHZLQJDQGKRUL]RQWDOWDLOZHQWTXLWHZHOO$VLQJOHÀLJKWZDVVXI¿FLHQWWRGH¿QHD p demonstration sortie. During the one sortie we determined stall warning speed, stall speed i DQGVWDOOFKDUDFWHULVWLFVDWERWKLGOHDQGPD[LPXPFRQWLQXRXVSRZHU%DVHGRQD UHDOWLPHDVVHVVPHQWRIWKHWHVWUHVXOWVWKHODQGLQJRQWKDWÀLJKWZDVGRQHLQWKHQRUPDO ODQGLQJFRQ¿JXUDWLRQDWDVSHHGNWVIDVWHUWKDQQRUPDO i 6WDOOVSHHGUHVXOWVZHUHWKDWWKHLFHFDXVHGWKHVWDOOVSHHGWREHVLJQL¿FDQWO\KLJKHUDERXW R 10 July - December 2013 NWVRUDLQFUHDVHLQDOOWKUHHWHVWHGFRQ¿JXUDWLRQV7KHGDWDVKRZQLQWKHIROORZLQJ ¿JXUHZHUHDOOFRUUHFWHGWRDVWDQGDUGZHLJKWRIOEV Stall Speed Increases in Different Flap Settings Stall warning speed increased even more than the stall speed. The warning came on up to 30 kts above stall versus the typical 5 kts of warning without pre-activation ice present. The cause of the increase was the simulated ice blocking the pressure port which triggers the warning. The port is shown in the following photograph. The port was changed on later production aircraft by the manufacturer due to the unacceptably high stall warning margin in icing conditions. Stall Warning Sensor Stall characteristics were also negatively affected by the presence of simulated leading edge ice contamination. Bank angle excursions during all types of stalls with ice were an average RIWLPHVELJJHUWKDQWKHFOHDQZLQJDVVKRZQLQWKH¿JXUHEHORZ'XHWRWKHVLJQL¿FDQW July - December 2013 11 degradation of stall characteristics, especially during accelerated stalls, the demonstration sortie is limited to wings level stalls with a maximum deceleration rate of 1 kt/sec. Bank Angle Excursions during Stalls 'XULQJVWDOOVZLWKRXWLFHWKHWXIWVVKRZHGWKDWWKHÀRZRQWKHLQERDUGVHFWLRQRIWKHZLQJ separated before the outboard section. After the sandpaper was applied, the outer portion RIWKHZLQJVHSDUDWHG¿UVW7KLVLVOLNHO\GXHWRWKH³LFH´FRYHULQJXSWKHVWDOOVWULSRQWKH inboard section of the wing. Although the roll excursions were much bigger, overall the stall characteristics remained safe for the demonstration sortie with appropriate mitigation procedures in place, such as taking off and landing 10 kts faster than normal, limiting intentional stalls to 1 kt/sec decelerations at a minimum of 5,000 ft AGL. $QXQDQWLFLSDWHGWHVWUHVXOWZDVDVLJQL¿FDQWGHFUHDVHLQUDWHRIFOLPE$VFDQEHVHHQLQ WKHIROORZLQJJUDSKFOLPEUDWHZDVIRXQGWREHGRZQE\RIWKHÀLJKWPDQXDO7KHWHVW UHVXOWVVKRZQZHUHWKHDYHUDJHIRXQGRYHUVHYHUDOÀLJKWVDOOGDWDFRUUHFWHGWRPD[LPXP ZHLJKWDWIWGHQVLW\DOWLWXGH Climb Performance Degradation 12 July - December 2013 Attributing this large degradation in performance at low angles of attack in a climb solely to the small amount of simulated ice seemed unlikely, so a further investigation was initiated. The most popular theory was that the airframe and/or the engine/propeller PLJKWQRWEHSURGXFLQJWKHSHUIRUPDQFHH[SHFWHGRIDQHZDLUFUDIW(YHQWKHQD ORVV VHHPHG H[FHVVLYH 7KH ¿UVW VWHS LQ WKH IXUWKHU LQYHVWLJDWLRQ ZDV WR UHPRYH WKH “ice” and repeat the climb test. The results showed a noticeable increase in climb rate to ISPFORVHUWRWKHSUHGLFWHGYDOXH7KHQWKHWXIWVZHUHUHPRYHGDQGWKHFOLPEUDWH DJDLQLPSURYHGVLJQL¿FDQWO\WRHVVHQWLDOO\WKHYDOXHSXEOLVKHGLQWKHÀLJKWPDQXDO7KH variations are shown in the graph on the next page. 7KXVWKHUHLVDYHU\ODUJHQHJDWLYHHIIHFWPRUHWKDQRIWKHOHDGLQJHGJHLFHRQFOLPE SHUIRUPDQFH7KDWZDVVXUSULVLQJEXWHYHQPRUHXQH[SHFWHGZDVWKHGHJUDGDWLRQ LQFOLPESHUIRUPDQFHMXVWGXHWRWKHWXIWLQJRQWKHZLQJ7KHORVVRIFOLPEUDWH GXHWRWKHWXIWVPD\QRWVHHPVRLPSRUWDQWEXWIWPLQPLJKWEHSUHWW\VLJQL¿FDQWLI \RXZHUHGRLQJDÀLJKWWHVWSURJUDPLQDOLJKWWZLQZLWKDQHQJLQHVKXWGRZQZKHUH\RXU available excess power is very low. Climb Performance Changes with Tufts and Ice 6800$5< $ VDWLVIDFWRU\ ÀLJKW GHPRQVWUDWLRQ SUR¿OH IRU LFLQJ ÀLJKW WHVWLQJ ZDV GHYHORSHG Application of a 2 inch strip of 40 grit sandpaper on the leading edge of the wing DQG KRUL]RQWDO WDLO KDG VLJQL¿FDQW HIIHFWV RQ WKH SHUIRUPDQFH DQG À\LQJ TXDOLWLHV RI WKH&LUUXV65DLUFUDIW6SHFL¿FDOO\VWDOOVSHHGLQFUHDVHGDQDYHUDJHRIVWDOO warning came on much earlier, up to 30 kts above the stall, stall characteristics were QRWLFHDEO\GHJUDGHGLQWKHUROOD[LVDQGFOLPESHUIRUPDQFHZDVGHJUDGHGE\GXH WRWKHVLPXODWHGLFLQJ7KLVGHPRQVWUDWLRQVRUWLHKDVEHHQVDIHO\ÀRZQZLWKVWXGHQWV WRGDWHVKRZLQJWKHSRWHQWLDOO\VLJQL¿FDQWLPSDFWRILFLQJRQSHUIRUPDQFHDQGÀ\LQJ TXDOLWLHVDQGWKXVKLJKOLJKWLQJWKHLPSRUWDQFHRIDGGUHVVLQJLFLQJFRQVLGHUDWLRQVHDUO\LQ any aircraft development program. LESSON LEARNED 7XIWVRQWKHXSSHUVXUIDFHRIWKHZLQJXVHGWRYLVXDOL]HÀRZVHSDUDWLRQSDWWHUQVFDQKDYH VLJQL¿FDQWHIIHFWV'XULQJWKLVHYDOXDWLRQWKHDGGLWLRQRIWXIWVGHFUHDVHGWKHFOLPEUDWH July - December 2013 13 DWWKHRSWLPXPFOLPEVSHHGDQGFRQ¿JXUDWLRQE\IWPLQRYHURIWKHDYDLODEOH climb performance. EPILOGUE 7KH DELOLW\ WR GHPRQVWUDWH VLJQL¿FDQW FKDQJHV LQ SHUIRUPDQFH DQG KDQGOLQJ DWWULEXWHG to a relatively small amount of pre-activation icing prompted the school to develop and LQWURGXFHDWKUHHGD\DLUFUDIWLFLQJÀLJKWWHVWPRGXOHIRUWKH\HDUORQJ3URIHVVLRQDO&RXUVH at the National Test Pilot School. The course content includes: a. Twenty hours of academics including: 1. Discussion of icing cloud microphysics and atmospheric thermodynamics )$$LFLQJFHUWL¿FDWLRQUHTXLUHPHQWV 3. Procedures necessary to validate aircraft ice protection systems 4. Compliance with Federal Aviation Regulations E'HPRQVWUDWLRQÀLJKWV WZRÀLJKWVSHUSLORWRQHZLWKRXWVLPXODWHGLFHDVDEDVHOLQH and one with the 40 grit sandpaper applied to demonstrate the effects on performance DQGÀ\LQJTXDOLWLHV7KHÀLJKWVDUHFRQGXFWHGZLWKXSWRWZRÀLJKWWHVWHQJLQHHUVLQWKH aircraft. Based on the presentation of this paper at the Anaheim Symposium and the feedback IURP WKH 3URIHVVLRQDO &RXUVH VHVVLRQV WKH )$$ UHTXHVWHG DQG WKH VFKRRO GHYHORSHG D VLPLODUGD\FRXUVHIRU)$$WHVWSLORWVDQGÀLJKWWHVWHQJLQHHUV7KLVFRXUVHKDVDOVRVHHQ VLJQL¿FDQWLQWHUQDWLRQDOLQWHUHVW 14 July - December 2013 ************************************************************************* Statements and opinions advanced in technical papers and letters-to-the-editor are those of the authors and do not necessarily coincide with the tenets of The Society of Experimental Test Pilots. Letters to-the-editor are encouraged whenever there are dissenting opinions. ************************************************************************* MAINTAINING RELEVANCE IN THE MIDST OF DRAMATIC STRATEGIC CHANGE Daniel Vanderhorst (F) Experimental Test Pilot, DAF Lt Col Donald G. Sheesley (AF) Experimental Test Pilot, USAF INTRODUCTION Over the last few decades, the world has been a stage for dramatic change. Defense budgets have fluctuated significantly, information technology (IT) has transformed IURPDQRYHOW\WRDXWLOLW\DQGHYHQWKHQDWXUHRIZDUIDUHKDVFKDQJHGIURPDFRQÀLFW with the monolithic enemy of the USSR to the asymmetric warfare we experience today. There is a rising concern about how SETP can stay out in front of this bow wave of change and continue to be a guiding force in aviation test and evaluation. ,Q 6(73ZDVIRUPHGE\DFRQJORPHUDWHRI:RUOG:DU,,DQG.RUHDQ:DUYHWHUDQV As the years passed, the next large group to join SETP was composed primarily of Vietnam War veterans and now new members are joining in the midst of the ‘War against Terror’. $VLJQL¿FDQWDPRXQWRIFKDQJHKDVRFFXUUHGLQWKDWWLPHDQGLWFRXOGHDVLO\EHYLHZHG as a threat to the survival of SETP’s guiding principles. However, it can better serve as PRWLYDWLRQIRUGHWHUPLQLQJKRZEHVWWRFRQWULEXWHDQG¿WLQWRWKHQHZHQYLURQPHQW&KDQJH FDQEHLQWLPLGDWLQJDQGLWPD\EHGLI¿FXOWEXWDQRSHQPLQGDQGFULWLFDOWKLQNLQJVNLOOV are needed to truly understand how changes in the environment and the Society can best be managed. This paper presents information to objectively analyze some of the changes and offers proposals for how SETP can maintain its relevance to aviation test and evaluation. TECHNOLOGY ADVANCEMENTS 7KHWHFKQRORJLFDODGYDQFHPHQWVRIVRFLHW\VLQFH KDYHEHHQZLGHVSUHDGDQG continue to reshape mankind’s environment. Most notably, technological changes KDYHDIIHFWHGKXPDQLQWHUDFWLRQPRGHVRIWUDQVSRUWDWLRQDQGRIVSHFL¿FLQWHUHVWWR SETP, the design, development, and operation of aerospace vehicles. Human interaction from a distance has been transformed from common mail letters and telephone calls to the interwoven web of communication provided by the internet, e- mail, and cell phones. The proliferation of this technology over time is easily illustrated with the H[DPSOHRIFHOOSKRQHRZQHUVKLS,Q WKH\ZHUHYLUWXDOO\VFLHQFHILFWLRQEXW today very few people in the civilized world are without one. Just in the last decade, WKHZRUOGKDVJRQHIURPRQO\FHOOSKRQHVSHUKXQGUHGLQKDELWDQWVWRDOPRVW Today there are almost as many cell phones as there are people on the planet. Technological advancements in motorized vehicles have progressed dramatically WKURXJKWKHLQFRUSRUDWLRQRIVRIWZDUH:KHQ6(73ZDVIRXQGHGLQ YHKLFOH functions were performed using basic mechanical or hydraulic forces. Modern vehicles UHO\RQXSWRPLOOLRQOLQHVRIVRIWZDUHFRGHDQGWRHOHFWURQLFFRQWUROXQLWVWR do everything from keeping the engine running to applying the brakes automatically.2,3 These software advancements were also applied to the way pilots interact with DLUFUDIW,QWKH)RI WKHSLORWGLGQRWZRUU\DERXWZKLFKVRIWZDUHYHUVLRQZDV July - December 2013 15 ORDGHGEXWQRZVRIWZDUHLQWKH)WDNHVFDUHRIRIWKHDLUFUDIW¶VIXQFWLRQV These advances free up the pilot to be less of a housekeeper and more of a decision maker. Although automation may sound appealing, this shift has not attracted more people to be pilots. , f P % 7 Figure 1 Z b INTEREST AND BUDGETARY SHIFTS d While more software has been added to airplanes, people have actually been losing F interest in becoming pilots (Figure 2). Over the last few decades, the number of d U.S. civilian student pilots has fallen even though the U.S. population has grown by t a0LQ WR0LQ 7KLVVKLIWLVOLNHO\GXHWRGLIIHUHQFHVLQ H UHTXLUHGHIIRUWWRJHWDMREDQGWKHFRUUHVSRQGLQJVDODULHV,WWDNHVPDQ\PRUH\HDUV U to get a decent job as a pilot than to get a decent job in IT. Additionally, a starting software engineer gets about $50K a year, but a regional commercial airline pilot only gets offered about $25K a year to start. On the high end, a wide-body captain in L DPDMRUDLUOLQHWRSVRXWDWDERXW.EXWD*RRJOHVRIWZDUHHQJLQHHUWRSVRXWDW t .,WFHUWDLQO\DSSHDUVSHRSOHDUHPRUHLQWHUHVWHGLQPDNLQJPRQH\LQDVKRUW amount of time and aviation is not as attractive as it once was. a -XO\'HFHPEHU Figure 2 ,QWRGD\¶VZRUOGRIKLJKFRVWDFTXLVLWLRQVEXGJHWDU\VSHQGLQJFDQEHDJRRGLQGLFDWRU for where interest and efforts are being focused. The worldwide budgetary changes PDGHRYHUWKHODVWIHZGHFDGHVDSSHDUWRFRQ¿UPWKDWLQWHUHVWLQDYLDWLRQLVVKLIWLQJ %DFNLQ WKH86EXGJHWVWDUWHGRXWZLWKDOPRVWJRLQJWRGHIHQVH 7RGD\WKH86VSHQGVDERXWRQGHIHQVHDQGEXGJHWLQJDURXQGWKHUHVWRIWKH ZRUOGLVYHU\VLPLODU)RUH[DPSOHWKH8.DQG,QGLDVSHQGDERXWRQGHIHQVHDQG both look about the same as the U.S. for entitlements.10 Clearly, the defense industry does not have as much to spend, but not everything in the U.S. defense sector is being FXWEDFN(YHQWKRXJK'R'DFTXLVLWLRQDQGGHYHORSPHQWSURJUDPGROODUVKDYHEHHQ decreasing in recent years, the annual budget for unmanned aircraft has grown from less than $300M to almost $4B since the beginning of the War on Terror (Figure 3).11,12 However, predictions vary greatly for future funding of unmanned aircraft. Original UHSRUWVLQGLFDWHGWKH'R'ZRXOGFRQWLQXHWRVSHQGPRUHDQQXDOO\UHDFKLQJ%LQ %XWZLWKWKHFXUUHQW¿VFDOXQFHUWDLQW\PRUHDQGPRUHUHSRUWVDUHVKRZLQJD shallow but steady growth in investment in unmanned systems.14 Either way, the country LVVWLOOLQYHVWLQJLQGLIIHUHQWDVSHFWVRIDYLDWLRQWKDQLQWKHSDVWDQGLWVHHPVWRFRQ¿UP that interest in aviation is shifting. Even test pilots in the Society are experiencing that VKLIWLQIRFXVDVRIWKHSDSHUVDWWKH6(73:HVW&RDVW6\PSRVLXPZHUH about unmanned aircraft or software operating the aircraft in some manner or another. -XO\'HFHPEHU Figure 3 MANNED VS. UNMANNED AIRCRAFT The shift in focus to procuring unmanned systems is further illustrated by analyzing the number of aircraft in the inventory. In 2001, the DoD had approximately 50 drones, but DVRIWKHUHZHUHFORVHWR±RYHURIWKHWRWDOÀHHW:LWKPRVWRIWKH86 PDQQHGDLUFUDIWLQYHQWRU\EHLQJUHWUR¿WWHGUHIXUELVKHGDQGJLYHQH[SDQGHGPLVVLRQVHWV to last well into the next few decades, one might wonder if the DoD is still making new manned aircraft. Figure 4 While DoD funded production lines of manned aircraft have not stopped completely, there are a lot less of them and they are producing a lot less aircraft than in the past. This is mostly because the development time and cost are so much larger for PDQQHGDLUIUDPHV)RUH[DPSOHWKH)WRRN\HDUVIURP³¿UVWÀLJKW´WRLQLWLDO operational capability (IOC) while a complex unmanned aircraft did the same in 3 \HDUV$GGLWLRQDOO\PLVVLRQVHWVDVLGHWKH86FDQEX\DERXW3UHGDWRUVIRUWKH FRVWRIRQH)5DSWRU7KHHIIHFWVRILQFUHDVHGGHYHORSPHQWWLPHDQGFRVWIRU -XO\'HFHPEHU manned aircraft can easily be seen from the trends shown in Figure 5. Since the 6RFLHW\ZDVHVWDEOLVKHGWKHQXPEHURI³¿UVWÀLJKWV´RIPDQQHG86PLOLWDU\XVHDLUFUDIW KDVGURSSHGVLJQL¿FDQWO\WRDSSUR[LPDWHO\SHUGHFDGH+RZHYHU)LJXUHDOVR illustrates that unmanned aircraft development has been on the rise. Just in the last GHFDGHWKHUHKDVEHHQDOPRVWWZLFHWKHQXPEHURIXQPDQQHGDLUFUDIW³¿UVWÀLJKWV´DV compared to manned aircraft. The appetite for actionable real time intelligence seems to be driving an increase in new starts for unmanned aircraft. Figure 5 The prevalence of unmanned aircraft is not isolated to the military or just to the U.S. 2QO\RIWKHYDULRXVPRGHOVRIXQPDQQHGDLUFUDIWLQWKHZRUOGDUHXVHGLQWKH86 $GGLWLRQDOO\RQO\RIWKHXQPDQQHGDLUFUDIWPRGHOVLQWKH86DUHH[FOXVLYHO\XVHG IRUPLOLWDU\SXUSRVHV )LJXUH )LJXUH -XO\'HFHPEHU Since inception, these systems have experienced a few nomenclature changes, but the common term today is UAS, or “unmanned aerial system”. A UAS is composed of the ground systems, which provide a means of controlling the aircraft, and the aircraft itself. There are many different types of UAS, from the miniature, to the hand launched, to the traditionally sized airplanes with which society is most familiar. Focusing on the later, they can be broken down into 2 categories pertinent for this discussion: the RPV, or Remotely Piloted Vehicle; and the UAV, or Unmanned Aerial Vehicle. These UAS types both have pilots controlling their operation, but in different ways. Comparing them XVLQJDW\SLFDODLUFUDIWKDQGOLQJTXDOLWLHVORRSDSLORWÀ\LQJD539LV³,QWKH/RRS´ZKLOH RQHÀ\LQJD8$9LVPRUH³2QWKH/RRS´ )LJXUH 7KLVSRLQWLVLOOXVWUDWHGLQ)LJXUHE\XVLQJDJUHDWO\VLPSOL¿HGEORFNGLDJUDPRI an aircraft’s sensors, pilot, flight controls/flight control computers (FCC) and the DLUFUDIW¶VUHVSRQVHWRFKDQJHV)RUDWUDGLWLRQDOUHYHUVLEOHÀLJKWFRQWURODLUFUDIWD GLVWXUEDQFHLV¿UVWGHWHFWHGE\WKHDLUFUDIW¶VVHQVRUV RUSLWRWVWDWLFV\VWHP DVZHOODV by its pilot (seeing the instruments change and from feeling or hearing it). The pilot FRPPDQGVWKHÀLJKWFRQWUROVWRFRXQWHUWKHGLVWXUEDQFHDQGWKHDLUFUDIWUHVSRQGV,Q turn, the aircraft response is detected by the instruments and pilot. The feedback loop then FRQWLQXHVKRSHIXOO\ZLWKJRRGKDQGOLQJTXDOLWLHV 20 July - December 2013 )RUD539WKHKDQGOLQJTXDOLWLHVORRSLVDOPRVWLGHQWLFDOO\ZLWKDFRXSOHH[FHSWLRQV First, the pilot has to rely on vision to detect changes to the aircraft state (effectively ORVLQJVHQVHVDQGSRWHQWLDOO\PDNLQJÀ\LQJRUWHVWLQJKDUGHU 6HFRQGWKHSLORW effectively has a wireless connection to the flight controls vs. a direct mechanical OLQNDJH+RZHYHUWKHSLORWLVVWLOO³LQWKHORRS´DQGKDQGÀ\LQJWKHDLUFUDIW)RUD8$9 the pilot is more “on the loop” in that he or she commands state changes in terms of a desired response or mission task to be performed. Essentially, the “housekeeping” of À\LQJ³RQFRQGLWLRQV´LVGRQHWKURXJKDGLUHFWOLQNIURPWKHDLUFUDIWVHQVRUVWRWKHÀLJKW control computers which then decide if a change needs to be made to achieve the pilot’s desired command. )LJXUH Thus far, this simplified example excludes any reference to modern flight control V\VWHPIHHGEDFNLQWHUPVRIDQJOHRIDWWDFNVLGHVOLSORDGIDFWRUHWF0RGHUQÀ\E\ ZLUHDLUFUDIW OLNHWKH) KDYHDGLUHFWOLQNDJHIURPWKHVHQVRUVWRWKHÀLJKWFRQWURO FRPSXWHUV JUHHQOLQHVLQ)LJXUH ,WZDVDGGHGWRLPSURYHKDQGOLQJTXDOLWLHVIRUWKH SLORWDQGPDNHÀ\LQJDQGPLVVLRQWDVNVHDVLHUPXFKOLNHDQDXWRSLORWWDNHVRQDORWRI WKH³KRXVHNHHSLQJ´RIÀ\LQJ7KHVDPHLVWUXHZLWK539VDQG8$9VLWMXVWGHSHQGVRQ how much “housekeeping” the autopilot is allowed to do. Therefore, from a handling TXDOLWLHVORRSSHUVSHFWLYHLWDSSHDUVWKHUHDUHIHZGLIIHUHQFHVEHWZHHQFRQWUROOLQJPRGHUQ À\E\ZLUHPDQQHGDLUFUDIWDQG8$6V July - December 2013 21 Some other interesting similarities and differences between modern manned systems DQG8$6VDUHHYLGHQWZKHQORRNLQJDWWKHLUFRFNSLWV)LJXUH VKRZVDSLFWXUHRI a RPV cockpit (actually a Predator). It has a stick and a throttle and even a sensor operator. It is not much different from a side-by-side manned aircraft. The UAV cockpit has displays that are similar, but the controls (or inceptors, to use an F-35 term) are a NH\ERDUGDQGWRXFKVFUHHQ$W¿UVWJODQFHLWGRHVQRWORRNDWDOOOLNHDUHDOFRFNSLW 7KDWLVXQWLORQHORRNVDWWKH$LUEXVFRFNSLW2WKHUWKDQKDYLQJDIRUZDUGIDFLQJ window instead of a forward facing camera, it is hard to pick out differences. Not RQO\DUH8$6KDQGOLQJTXDOLWLHVORRSVYHU\VLPLODUWRPRGHUQPDQQHGDLUFUDIW DV previously discussed), but it appears the design of the cockpits are very similar too. )LJXUH Despite the similarities of the “means” and “ways” pilots operate UASs and modern manned aircraft, SETP has said that the pilot must be “in the cockpit” for a test ÀLJKWWRTXDOLI\DVDPHPEHUVKLSFRXQWHU7KHUDWLRQDOHJLYHQLVHDV\WRH[SODLQZLWK an anecdote. It is a lot like breakfast with Ham & Eggs. The “UAS” pilot is like the Chicken…she is just a participant, but the “manned” aircraft pilot is like the Pig….he is committed. This stance by the Society is effectively saying that pilots’ lives have to be at risk to make them true test pilots. It is true that risk to one’s personal wellbeing adds a very 5($/G\QDPLFWRÀLJKWWHVWWKDW8$6SLORWVGRQRWKDYHWRGHDOZLWK+RZHYHUWKHIDFW that technology is making a professional’s job easier is not exclusive to piloting aircraft. &RQVLGHUWKHKHDUWVXUJHRQDKLJKO\WUDLQHGSURIHVVLRQDOZLWKDXQLTXHVHWRISK\VLFDO VNLOOVDQGVXEMHFWPDWWHUH[SHUWLVH±DGYDQFHVLQWHFKQRORJ\KDYHPDGHVXUJHU\PRUH accurate and safer to perform using remotely controlled arms and robots.20 Does the fact that the surgeon’s hands are less bloody or exposed make them less of a surgeon RUUHTXLUHOHVVRIWKHLUVNLOORUH[SHUWLVH"$SSO\LQJWKLVWRSLORWVGRHVLWPDNHWKHP OHVVTXDOLILHGRUOHVVHIIHFWLYHWHVWSLORWVMXVWEHFDXVHWKH\DUHDFFRPSOLVKLQJWKHLU 22 July - December 2013 MREVGLIIHUHQWO\WKDQLQWKHSDVWDVDQDGDSWDWLRQWRWKHFKDQJLQJZRUOGHQYLURQPHQW" NETWORK PROLIFERATION Moving beyond UASs and surgery, a couple other technological changes are just as amazing. For example, real-time information sharing is already being used to network together ground vehicles. Cars are sensing the environment around them and adjusting speed or applying brakes to react to that environment even before the driver is aware. Additionally, FM sideband WUDQVPLVVLRQVUHOD\WUDI¿FFRQGLWLRQLQIRUPDWLRQWRWKHFDUV6RRQWKHHQWLUHURDGZD\ZLOO be able to react to an accident or change in weather conditions without intervention from the driver. ,QWHURSHUDELOLW\IRUDLUFUDIWLVMXVWDVIDVFLQDWLQJ7RGD\WKHPLOLWDU\EDWWOH¿HOGLVPRUH integrated through networks than ever before. Manned aircraft pilots are routinely placed into data-linked networks with manned and unmanned aircraft alike. )RULQVWDQFHWKH1DY\0+DQG the Fire Scout UAS can exchange information and act within a broader network to prosecute surface threats.21 Networked information LVWHOOLQJSLORWVZKHUHWRÀ\KRZWR À\WKHUHDQGZKDWWRGRRUGHVWUR\ when they get there. Remarkably, some networking is even being aimed at controlling the DLUFUDIW¶VÀLJKWFRQWUROVDQGPRWLRQ itself. A few technologies are attempting to network aircraft together and use software to integrate the participating aircraft’s flight controls and flight path to accomplish air refueling of UASs or even coordinated attacks on ground targets.22,23 It appears this network and UAS proliferation is stretching to every corner of aviation and it may not be too long before aircraft are refueling from unmanned tankers. Networking of aircraft is not isolated to military uses either. The FAA has developed a Time- 6SDFH1HWZRUN 761 NQRZQDV1H[W*HQWRPDQDJHDLUWUDI¿FE\XVLQJ$'6%DQG*36WR determine and share positional information. The FAA plans to use that information through DV\VWHPFDOOHG'DWD&RPPXQLFDWLRQWRGLUHFWO\LQWHUDFWZLWKDQDLUFUDIW¶VÀLJKWFRQWURO computer.24 The information networks within which current generation aircraft operate LVFRQVLGHUHGE\PDQ\WREHMXVWDVLPSRUWDQWDVDLUÀRZLVWRNHHSLQJWKHSODQHDORIW$V ÀLJKWWHVWSURIHVVLRQDOVZHOONQRZFRPSRQHQWVRIDV\VWHP RUQHWZRUN PXVWEHWHVWHGDV part of that system (network) and not in isolation in order to be representative. Therefore, it appears the test pilot’s function in evaluating an aircraft within a network has become no less important than evaluating an aircraft within the atmosphere. SETP DEMOGRAPHICS It is obvious the strategic environment has changed dramatically since SETP was founded. However, to understand the implications of those changes on the Society, an DQDO\VLVRI6(73PXVW¿UVWEHSHUIRUPHG6(73LVDIRFXVHGDQGHOLWH6RFLHW\DQGLWLV easy to see from Figure 10 that “the Society is strong”. It is over 2400 members strong with a solid foundation of Fellows and a large core of Members.25 July - December 2013 23 Figure 10 However, the average age of membership has been steadily climbing (Figure ,QLWDSSHDUVWRKDYHUHDFKHGD³QDWXUDOSODWHDX´RI\HDUVROG/RJLFDOO\ if SETP retains most of its membership over time, and continues to recruit new, \RXQJPHPEHUVWKHPHDQDJHZLOOHYHQWXDOO\VWDELOL]H$SODWHDXFORVHWR is expected because most of the younger test pilots join when they are about 30 \HDUVROGDQGWKHROGHURQHVGLHRIIZKHQWKH\DUHDSSUR[LPDWHO\ \HDUVROG 24 July - December 2013 Figure 11 Although SETP membership numbers are strong and the mean age has stabilized, ZKHQORRNLQJDWLWVGHPRJUDSKLFVLWLVTXLFNO\HYLGHQWWKDWWKH6RFLHW\LVQRWYHU\ GLYHUVL¿HG )LJXUH 7KHODUJHPDMRULW\RI6(73PHPEHUVDUH86FLWL]HQVDQG have military backgrounds. Additionally, the Society relies heavily on Test Pilot 6FKRROV 736V IRUUHFUXLWPHQWDVRIPHPEHUVDUHJUDGXDWHVRIDUHFRJQL]HG VFKRRO,QIDFW RIQHZUHFUXLWVDUHJUDGXDWHVRIDUHFRJQL]HG7HVW3LORW6FKRRO Figure 12 These demographics should not be surprising. One could assume from the name of the Society that SETP is primarily composed of test pilots and that most of them would have some sort of formal training from a recognized school. However, there are inherent risks for any Society to be overly reliant on a particular source of membership. Stove piping and mono-polar views are two potential results. However, the combination of SETP’s non-diversity and the environmental changes already discussed could threaten the continued existence and relevancy of the Society if it does not “adapt and overcome”. It seems prudent for SETP membership to assess these DQGRWKHUSRWHQWLDOFRQVHTXHQFHVRIQRWDGMXVWLQJWRWKHFKDQJLQJHQYLURQPHQWDQGZKDW can be done today to avoid them. WHAT-IF… :KDWKDSSHQVLI6(73ORVHVJRYHUQPHQWVXSSRUWRU736JUDGXDWHSURGXFWLRQGURSV" Will the Society lose its younger members due to them having less discretionary LQFRPH":LOO6(73KDYHWURXEOHVWD\LQJFRQQHFWHGWRFXUUHQWRSHUDWLRQVLQDYLDWLRQ" ,VWKH6RFLHW\DWULVNRILWVPHPEHUVKLSEHFRPLQJ³OHDQHU´DQG³DJLQJRXW´"6(73 PHPEHUVVKRXOGTXHVWLRQGRHVWKH6RFLHW\SURYLGHHQRXJKYDOXHWRPHPEHUVWRUHWDLQ WKHLQWHUHVWDQGFRPPLWPHQWRIWRPRUURZ¶VWHVWSLORWV":KDWGRHVWKH6RFLHW\JLYH EDFN",VLWUHOHYDQWWRZKDWWKHZRUOGRIDYLDWLRQLWLVHQJDJHGLQ",QRUGHUWRUHPDLQUHOHYDQW and continue to provide the wealth of knowledge and experience resident in the Society, VRPHTXHVWLRQVDUHSRVHGIRU6(73WRFRQVLGHU Should symposiums and section meetings include more educational type presentations RQWRSLFVWKDWZRXOGLQWHUHVWQHZFLYLOLDQDQGPLOLWDU\WHVWSLORWVDOLNH")RUH[DPSOH SUHVHQWDWLRQVRQIOLJKWFRQWUROGHVLJQWKHODWHVWRQKRZWRWHVWKDQGOLQJTXDOLWLHV of a homebuilt aircraft, or how operational test (OT) pilots are doing business could spark interest and provide relevant information about industry and mission advancements. A back to basics refresher on these types of topics would also help many who have forgotten some of their education because they do not get to use it as often as in the past. What about new areas of testing that SETP members never dreamed would be relevant or in need of a test pilot’s consideration; like Network testing July - December 2013 25 DQG8$6WHVWLQJ"$GGLWLRQDOO\VKRXOGDIRUPDO736IHHGEDFNORRSEHDGGHGWRUHPDLQ FXUUHQWRQZKDWLVEHLQJWDXJKWDWWKHVFKRROKRXVHV"1RWDQLQIRUPDORQHOLNHLVQRZ enjoyed where some members just happen to be working there. But one where the Society’s members would be informed on what is currently being taught at the TPSs and the SETP Board of Directors would provide TPS curriculum inputs based on the latest in industry. Also, whether people accept it or not, the UAS is here and a relevant part of aviation (both military and civilian). To remain relevant, it is critically important for SETP members to understand how new technology developments in aviation are or are not similar to those used historically for membership criteria. )XUWKHUPRUHPHPEHUVVKRXOGWKHQDVVHVVZKHWKHUWKRVHFULWHULDQHHGXSGDWLQJ" REASSESSING OURSELVES In order to determine whether SETP membership criteria needs updating, the Society needs to be truly informed about the differences and commonalities of these new types of testing. Some of these have been discussed, but luckily more detailed information is readily available. Last year, the President of the Society chartered a committee to write a paper dealing with the role of SETP in the Development and Test of unmanned aircraft. The committee, led by Rogers Smith, produced an excellent SDSHUZKLFKLQFOXGHGDWDEOHFRPSDULQJÀLJKWWHVWEHWZHHQDPDQQHGDLUFUDIWDQGD 8$6 )LJXUH 7KLVWDEOHVKRZVDIHZVLJQL¿FDQWGLIIHUHQFHVEXWWKHUHDOWDNHDZD\ LVWKHDPRXQWRIFRPPRQDOLW\EHWZHHQWKHWZR RIDUHDV7KLVLQGLFDWHVWKHUHLV DSSUR[LPDWHO\FRPPRQDOLW\LQWHVWEHWZHHQPDQQHGDLUFUDIWDQG8$6ZLWKRXW taking into account any weighting factors. The committee concluded that the test pilot’s contribution is critical and essential in both cases, and went on to recommend that SETP become more informed with respect to UASs. The committee provides many other supporting details, but it appears the test pilot approaches testing of an unmanned aircraft in the same way as that of a manned aircraft, and in some cases an unmanned aircraft pilot’s job is harder based on losing 4 senses. Figure 13 -XO\'HFHPEHU Based on the similarities of testing manned and unmanned aircraft, it naturally follows WKDWVRPH6(73PHPEHUVZRXOGTXHVWLRQ³ZKDWUHDOO\GLIIHUHQWLDWHVWHVWSLORWV DQ\PRUHIURPWKHYLGHRJDPHURUEDFN\DUGUDGLRFRQWUROOHGDLUFUDIWSLORW"´,WLVDJRRG TXHVWLRQEXW6(73PHPEHUVVKRXOGUHPDLQFRQ¿GHQWLQWKHLULGHQWLW\DQGWKDWWKHLU skills are even more valued if they can remain relevant to the changing aviation environment. Recalling the earlier discussion about the advance of IT in taking over FRFNSLWIXQFWLRQVDIHZRIWKHUHTXLUHPHQWVIRUDWHVWSLORWFDQEHDQDO\]HGIURPDVOLJKWO\ GLIIHUHQWSHUVSHFWLYH7KHYDULRXVIDFHWVRIWHVWSLORWLQJDUHVKRZQDVHTXDOFLUFOHVLQ Figure 14, but most would agree that multiple factors will determine which of these facets will dominate for any particular aircraft, program, environment, and situation. Figure 14 One perspective is that modern technology may have decreased the emphasis of the test pilot as a “meat servo and emphasized the cognitive areas. In other words, the test pilot’s value to the community has more to do with what is in their head than how ZHOOWKH\FDQÀ\WKHSHUIHFWWHVWSRLQW1RWWRVD\WKDWDELOLW\LVQRWDFULWLFDOSDUW of testing, but it is easier to fly test points today due to better knowledge and XQGHUVWDQGLQJRIÀLJKWFRQWUROGHVLJQÀ\LQJTXDOLWLHVKDQGOLQJTXDOLWLHVDQGV\VWHPV integration. This is more important when the shape of an aircraft or wing makes it less stable. Less stable aircraft designs that are primarily focused on stealth considerations, like the B-2, are now more prevalent in manned and unmanned aircraft where the PLVVLRQPD\QRWUHTXLUHWKHQRUPDOG%DQGGHJUHHVRIJDLQDQGSKDVHPDUJLQ Aircraft like the UAS have missions which are generally focused around a sensor, and WKHDLUFUDIW¶VKDQGOLQJTXDOLWLHVPXVWEH³JRRGHQRXJK´WRHQDEOHSURSHUSHUIRUPDQFHRI that sensor. In this case, determining what is “good enough” is more of a cognitive H[HUFLVHWKDQRQHLQYROYLQJÀ\LQJVNLOOV SUMMARY AND CONCLUSIONS 6(73ZDVFUHDWHGLQ ZLWKDFKDUWHU³WRSURPRWHDLUVDIHW\E\SUHVHQWLQJ SLORWRSLQLRQ WRPDLQWDLQFRJQL]DQFHRIQHZHTXLSPHQW«WRSURPRWHVRXQGDHURQDXWLFDO GHVLJQDQGGHYHORSPHQW«XOWLPDWHO\UHVXOW LQJ LQDLGWRWKHGHVLJQHU´6LQFHWKHQ -XO\'HFHPEHU SETP has developed into a very strong, elite, and focused society which has been a UHOHYDQWDQGJXLGLQJIRUFHLQDYLDWLRQWHVWDQGHYDOXDWLRQ$VDUHVXOWÀLJKWWHVWKDV transformed from the age when high risk testing was commonplace and accident prone to now where greater knowledge, technology, and methodical buildup approaches enable testers to take risks only when necessary and in a smarter way with less SRWHQWLDOIRUORVVRIOLIHDQGRUDLUFUDIW$VDYLDWLRQWHFKQRORJ\ÀLJKWWHVWVDIHW\DQGWHVW HIIHFWLYHQHVVKDYHLPSURYHGWKHFRVWDQGWLPHUHTXLUHGIRUDLUFUDIWGHYHORSPHQWKDV increased. However, while the number of costly manned aircraft development programs has declined, the thirst for actionable real time intelligence, combined with a lower cost, shorter DFTXLVLWLRQVWLPHOLQHDQGJUHDWHUZLOOLQJQHVVWRDFFHSWULVNRIORVLQJWKHDLUFUDIWKDVOHGWR DVLJQL¿FDQWLQFUHDVHLQQHZXQPDQQHGDLUFUDIWSURJUDPV7KHVHSURJUDPVKDYHZHDWKHUHG the storms of continued federal budget cuts and prospered as relevant aviation systems for both civilian and military uses across the globe. Additionally, the advent of networked systems controlling aircraft motion for air refueling and other mission tasks indicates that software is more and more gaining control of aircraft and taking on cockpit tasks traditionally performed by the pilot. These changes in the strategic environment will likely pose challenges to SETP maintaining relevance in the future if it does not adapt, recognizing that LWVYDOXHDVÀLJKWWHVWSURIHVVLRQDOVLVQRZPRUHFRJQLWLYHO\UHODWHGWKDQÀ\LQJVNLOOUHODWHG RECOMMENDATIONS 1. Do more educational presentations and updates to SETP membership on what is being WDXJKWDWWKH7HVW3LORW6FKRROVWKHODWHVWWHFKQLTXHVLQWHVWLQJ)OLJKW&RQWUROV+46\VWHPV and Operational Test methods. 7KH6RFLHW\VKRXOGFRQVLGHUDGGLQJDIRUPDOIHHGEDFNORRS 6(73±736 ±6(73IRFXVLQJRQWHVWWHFKQRORJ\LQGXVWU\IHHGEDFNDQGÀLJKWWHVW WHFKQLTXHV 3. The Board of Directors should consider tasking the SETP Membership Committee to perform a study and report on the potential incorporation of some UAS and Network testing LQWR6(73PHPEHUVKLSTXDOL¿FDWLRQV 4. Members should consider/discuss future directions for the Society. 6SHFL¿FDOO\PHPEHUVVKRXOGDVVHVVZKHWKHUWKH6RFLHW\LVDFWLQJLQDFFRUGDQFHZLWK6(73¶V Charter and whether it should continue to be exclusionary at the potential detriment to its value to the community, or be more inclusionary of new types of relevant aviation testing DQGWKHÀLJKWWHVWSURIHVVLRQDOVLQYROYHG REFERENCES 1 “Measuring the Information Society 2012”, International Telecommunication Union, Place des Nations CH-1211 Geneva Switzerland. 11 Sep 2012 ³)LQDO5HSRUW´1$6$6WXG\RQ)OLJKW6RIWZDUH&RPSOH[LW\$GDP:HVW0DU ³7KLV&DU5XQVRQ&RGH´,(((6SHFWUXP5REHUW1&KDUHWWH)HE :HE Dec 2012 $RSDRUJ*HQHUDO,QIRUPDWLRQDQG6WDWLVWLFV)$$&HUWL¿FDWHG3LORWV ³5HVLGHQW3RSXODWLRQ'DWD±&HQVXV´ZZZFHQVXVJRY5HWULHYHG February 2013. ³6RIWZDUH(QJLQHHU6DODULHV´ZZZJODVVGRRUFRP5HWULHYHG$SULO ³3LORW6DODULHV´ZZZJODVVGRRUFRP5HWULHYHG$SULO ³3LORW3D\ :DQWWR.QRZ+RZ0XFK 21 “Navy Successfully links UAV data to Helo in Flight Trials.” 11 Jan 2012. AOL Defense. Carlo Munoz. Web retrieval 22 April 13. 22 Nasa.gov 23 Popularmechanics.com 24 NextGen Transformational Programs. Rep. US Department of Transportation, FAA, ,QGHSHQGHQFH$YHQXH6::DVKLQJWRQ'& -XQH:HE July 2013. 25 Author’s research and data basing of SETP membership folders, Dec 2012 ³7KH5ROHRIWKH6RFLHW\RI([SHULPHQWDO7HVW3LORWVLQWKH'HYHORSPHQWDQG7HVWLQJ of Unmanned Air Vehicles” SETP UAV Development and Flight Test Committee, 5RJHUV6PLWK&KDLUPDQ -XO\ 6(73&RQVWLWXWLRQ6RFLHW\RI([SHULPHQWDO7HVW3LORWV1RUWK(OP$YHQXH /DQFDVWHU&$ 8QGDWHG:HE-XO\ -XO\'HFHPEHU +DUPRQL]LQJ5XQZD\,QFXUVLRQ6HYHULW\&ODVVL¿FDWLRQZLWK$OHUWVIURP)OLJKW'HFN Equipage Robert E. Joslin Federal Aviation Administration &KLHI6FLHQWL¿FDQG7HFKQLFDO$GYLVRU)OLJKW'HFN7HFKQRORJ\,QWHJUDWLRQ Introduction One of the initiatives of the Next Generation Air Transportation System (NextGen) is LQFRUSRUDWLQJDÀLJKWGHFNGLVSOD\IRU$LUSRUW7UDI¿F6LWXDWLRQ$ZDUHQHVVZLWK,QGLFDWLRQV and Alerts (SURF-IA) to mitigate runway incursions. The proposed metric to assess the effectiveness of SURF-IA will be through the analysis of the change in rate of pilot deviation type runway incursions (ADS-B, 2011). However, the model used by the Federal Aviation $GPLQLVWUDWLRQ )$$ IRUFODVVL¿FDWLRQRIUXQZD\LQFXUVLRQVHYHULW\GLIIHUVIURPWKHPRGHO XVHGIRU685),$ÀLJKWGHFNDOHUWVWKDWZLOOEHGLVSOD\HGWRSLORWV &DUGRVL )60,6 57&$ 7KLVWHFKQLFDOSDSHUH[SORUHVZKHWKHUWKHGLIIHUHQFHVLQWKHPRGHOV PD\UHVXOWLQDSLORWQRWUHFHLYLQJDQDOHUWIURPWKHÀLJKWGHFNHTXLSDJHIRUDQHYHQWWKDW would be categorized and reportable by the FAA as a serious runway incursion or receiving QXLVDQFHDOHUWVIRUQRQVHULRXVUXQZD\LQFXUVLRQV )$$ Overview A brief background on runway incursions will be provided followed by explanations of the )$$5XQZD\,QFXUVLRQ6HYHULW\&ODVVL¿FDWLRQ 5,6& PRGHODQGWKHUXQZD\LQFXUVLRQ DOHUWLQJPRGHOXVHGLQWKHÀLJKWGHFNHTXLSDJHIRU685),$7KH685),$DOHUWLQJPRGHO will then be applied to a sample set of runway incursion incidents to determine which LQFLGHQWVZRXOGKDYHWULJJHUHGDQDOHUWRQWKH685),$ÀLJKWGHFNGLVSOD\7KHDVVXPSWLRQ LVWKDWDQDOHUW ZDUQLQJRUFDXWLRQ IURP685),$VKRXOGEHFRQVLGHUHGHTXLYDOHQWWRD VHULRXVUXQZD\LQFXUVLRQ&DWHJRU\$RU&DWHJRU\% )$$ )$$D 7KH5,6& model is based on the research conducted by Cardosi (2005), Sheridan (2004), and Sheridan, Cardosi, and Hammond (2004) and is used by the FAA Runway Incursion Assessment Team 5,$7 DVSDUWRIWKHLU4XDOLW\0DQDJHPHQW6\VWHP 406 SURFHVVWRYDOLGDWHUXQZD\ LQFXUVLRQVHYHULW\FODVVL¿FDWLRQV )$$0DUFKD )$$0DUFKE . Background Reduction of runway incursions has been a top strategic objective for the FAA over the last GHFDGHDQGLGHQWL¿HGDVRQHRIDYLDWLRQ¶VPRVWFULWLFDOFRQWLQXLQJFKDOOHQJHVE\WKH1DWLRQDO Transportation Safety Board (NTSB) and the European Aviation Safety Agency (EASA, 176% )$$D ,Q2FWREHUWKH)$$DGRSWHGWKH,QWHUQDWLRQDO &LYLO$YLDWLRQ2UJDQL]DWLRQ ,&$2 GH¿QLWLRQRIUXQZD\LQFXUVLRQDVDQ\RFFXUUHQFHDW an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and take-off of aircraft. The revised GH¿QLWLRQH[SDQGHGWKHOHJDF\)$$GH¿QLWLRQWRLQFOXGHVXUIDFHLQFLGHQWVDQGZURQJ UXQZD\GHSDUWXUHV,QDGGLWLRQWKHUHYLVHGGH¿QLWLRQFKDQJHGVRPHRIWKHGHVFULSWRUVIRU WKHFDWHJRULHVDQGW\SHVRIUXQZD\LQFXUVLRQV>)LJXUH@ )$$ 30 July - December 2013 Figure 1. Previous and current FAA definition of runway incursion severity classifications. Adapted from the “National Runway Safety Plan 2009-2011,” by the Federal Aviation Administration, 2009. 5XQZD\LQFXUVLRQVDUHDOVRGH¿QHGE\W\SH RSHUDWLRQDOHUURUVGHYLDWLRQV 2(' vehicle-pedestrian deviation (VP/D), or pilot deviation (PD). Runway incursion are only UHSRUWHGDQGWUDFNHGDWDLUSRUWVWKDWKDYHDQRSHUDWLQJDLUWUDI¿FFRQWUROWRZHU )$$ 7KH)$$GH¿QHV&DWHJRU\$DQG&DWHJRU\%UXQZD\LQFXUVLRQVDVVHULRXVUXQZD\ LQFLGHQWV)URPRYHURIUXQZD\LQFXUVLRQVZHUHIURPSLORWGHYLDWLRQV )$$ )$$F 7KH)$$RSHQVDQHQIRUFHPHQWLQYHVWLJDWLRQZKHQLWUHFHLYHV DSLORWGHYLDWLRQUHSRUW )$$)RUP RIDUXQZD\LQFXUVLRQWKDWLQYROYHVSRVVLEOH UHJXODWRU\YLRODWLRQV )$$ )$$F )60,6 ,IWKHLQYHVWLJDWLRQUHYHDOV a violation of an FAA regulation, the pilot may be subject to legal enforcement action VXFKDVFHUWL¿FDWHDFWLRQRUFLYLOSHQDOW\ )$$ )$$E 5XQZD\,QFXUVLRQ&ODVVL¿FDWLRQ0RGHO $5XQZD\,QFXUVLRQ6HYHULW\&ODVVL¿FDWLRQ 5,6& FRPSXWHUSURJUDPZDVGHYHORSHGE\ the FAA and VOLPE National Transportation System Center with the aim of standardizing assessments of runway incursion events among the FAA and ICAO member states ,&$2 7KHSULPDU\IDFWRUVFRQVLGHUHGLQWKH5,6&PRGHODUHKRUL]RQWDOYHUWLFDO proximity of the aircraft and/or vehicle/pedestrian, geometry of the encounter, evasive or corrective action, available reaction time; environmental conditions; and factors that affect system performance such as communication failures/errors (Figure 2). Each factor’s ZHLJKWHGVFRUHLVXVHGWRFDOFXODWHD¿QDOVFRUHWKDWGHWHUPLQHVWKHVHYHULW\FDWHJRU\ July - December 2013 31 Figure 2. Runway incursion severity classification calculator. Adapted from the “Manual on the Prevention of Runway Incursions,” by ICAO, 2007. Flight-Deck Technology for Runway Incursion Alerting NextGen will transition the National Airspace System (NAS) to a satellite-based navigation and surveillance system through various applications of Automatic Dependent Surveillance-Broadcast [ADS-B] (FAA, 2011a). In February 2011, the FAA issued $GYLVRU\ &LUFXODU ³$LUZRUWKLQHVV $SSURYDO IRU $'6% ,Q 6\VWHPV DQG ) $SSOLFDWLRQV´ZKLFKVWDWHGWKDW(QKDQFHG7UDI¿F6LWXDWLRQDO$ZDUHQHVVRQWKH$LUSRUW w Surface with Indications and Alerts (SURF-IA) would be one of the initial applications 5 RI$'6%>,Q@ )$$E 7KH)$$VXEVHTXHQWO\FKDUWHUHGDQ$YLDWLRQ5XOHPDNLQJ w Committee (ARC) for ADS-B(In) that recommended the implementation of SURF-IA as ( one of the top ten priorities (ADS-B, 2011). Using ADS-B technology, SURF-IA builds on the existing Airport Surface Situational Awareness (ASSA) application through a Cockpit 'LVSOD\RI7UDI¿F,QIRUPDWLRQ>&'7,@ -RQHV 3ULQ]HO -RQHV3ULQ]HO2WHUR %DUNHU 7KH&'7,LVHQKDQFHGZLWKWKH685),$YLVXDODOHUWVDXUDODOHUWVDQG LQGLFDWLRQV WKDW KLJKOLJKW WUDI¿F DQG UXQZD\ VWDWXV WKURXJK DOSKDQXPHULF LQIRUPDWLRQ DQGV\PERORJ\>)LJXUH@ -RQHV 57&$ 7KHPLQLPXPSHUIRUPDQFH UHTXLUHPHQWVRIWKHPRGHOIRU685),$DOHUWLQJDUHVHWIRUWKLQWKH6DIHW\3HUIRUPDQFH DQG ,QWHURSHUDELOLW\ 5HTXLUHPHQWV 635 'RFXPHQW GHYHORSHG E\ 57&$ >@ DV depicted in Figure 4 and Figure 5. F D o C 32 July - December 2013 )LJXUH &RQFHSWXDO FRFNSLW GLVSOD\ RI D ZDUQLQJ IURP VXUIDFH WUDI¿F DZDUHQHVV with indications and alerts. Adapted from “Safety, Performance and Interoperability 5HTXLUHPHQWV'RFXPHQWIRU(QKDQFHG7UDI¿F6LWXDWLRQDO$ZDUHQHVVRQWKH$LUSRUW6XUIDFH with Indications and Alerts (SURF-IA),” by Radio Technical Commission for Aeronautics (RTCA DO-323) . Figure 4. SURF-IA Alerts for Intersecting Runways. Adapted from “Safety, Performance DQG,QWHURSHUDELOLW\5HTXLUHPHQWV'RFXPHQWIRU(QKDQFHG7UDI¿F6LWXDWLRQDO$ZDUHQHVV on the Airport Surface with Indications and Alerts (SURF-IA),” by Radio Technical Commission for Aeronautics (RTCA DO-323). July - December 2013 33 34 July - December 2013 Model Differences The RISC model is primarily based on aircraft state, environmental factors, and non- WHPSRUDO TXDQWLWDWLYH IDFWRUV IRU FORVHVW KRUL]RQWDO RU YHUWLFDO RYHUÀLJKW SUR[LPLW\ 7KH685),$ PRGHOIRU DOHUWVUHOLHVRQ TXDQWLWDWLYHDLUFUDIWVWDWHIDFWRUVWKDWFRQVLGHU horizontal and vertical proximity as well as temporal considerations. An overview of the primary model factors is provided in Table 1. The primary differences in the SURF-IA alerting model and the RISC model for a serious FODVVL¿FDWLRQDUHDVIROORZV 685),$ PRGHO ZLOO DOHUW ZKHQ FRQÀLFWLQJ DLUFUDIW LV ZLWK VHFRQGV RI WKH UXQZD\WKUHVKROGZKLOHWKH5,6&PRGHOFRQVLGHUVWUDI¿FDWQDXWLFDOPLOHRUJUHDWHUIURP the runway threshold, as a non-serious runway incursion. 685),$ZLOODOHUWZKHQFRQÀLFWLQJWUDI¿FLVRQWKHVDPHUXQZD\ZLWKHLWKHU aircraft moving at > 40 knots with closure, even if the take-off clearance has been cancelled RURWKHUZLVHGLUHFWHGE\$7&ZKLOHWKH5,6&PRGHODFFRXQWVIRUDLUWUDI¿FFRQWUROOHU instructions and interventions. 685),$ ZLOO DOHUW IRU DQ\ FRQÀLFWLQJ WUDI¿F RSHUDWLQJ EHORZ IW DERYH ¿HOGHOHYDWLRQ $)( ZLWKKRUL]RQWDODQGRUYHUWLFDOFORVXUHZKLOHWKH5,6&PRGHOIRUD VHULRXVLQFLGHQWW\SLFDOO\UHTXLUHVOHVVWKDQIHHWKRUL]RQWDOVHSDUDWLRQRUOHVVWKDQ IHHWYHUWLFDO RYHUÀLJKW VHSDUDWLRQ $Q³RQUXQZD\FRQGLWLRQ´IRUDQDLUFUDIWQRWOLQHGXSZLWKWKHUXQZD\LVGH¿QHG by the SURF-IA model as any part of the aircraft inside the runway shoulder. An airplane is also considered to have met the “on runway condition ” in the SURF-IA model if it is approximately lined up with the runway and is within one runway width RIWKHUXQZD\FHQWHUOLQH )LJXUH +RZHYHUWKH)$$5XQZD\6DIHW\3URJUDP2UGHU $DQGWKH5,6&PRGHOGH¿QHDUXQZD\LQFXUVLRQWREHZKHQDQ\SDUWRIWKHDLUFUDIW vehicle or pedestrian is inside the runway hold position markings (i.e. hold line) which is encompassed by the runway safety area (RSA). The accepted practice of the RIAT is to consider an “on runway condition” to be any time an aircraft, vehicle, or pedestrian has July - December 2013 35 crossed the runway edge line. A comparative depiction of the “on runway condition” for WKH685),$PRGHO5,6&PRGHODQG5,$7LVSURYLGHGLQ)LJXUH Note: The actual dimensions of the airport surface geometry vary with the assigned aerodrome code which is a function of the approach category and design group (tail height and wing span) for the airplanes authorized to use the runway. There are some differences EHWZHHQ,&$2DQG86DLUSRUWVXUIDFHJHRPHWU\ 57&$ )$$E )$$ -XO\'HFHPEHU Analysis/Results 7KHDQDO\VLVIRFXVHGRQZKHWKHUWKHUHZDVDGLIIHUHQFHEHWZHHQLQFLGHQWVFODVVL¿HG as serious runway incursion incidents using the RISC model and the runway incursion incidents that would trigger the SURF-IA model to display an alert (warning or caution) WRWKHSLORWRQWKH&'7,7KHVDPSOHVHWFRQVLVWHGRIUXQZD\LQFXUVLRQLQFLGHQWV UHFRUGHGLQWKH)$$5XQZD\6DIHW\2I¿FH 562 GDWDEDVHIRUWKHSHULRG2FWREHU 1RYHPEHUZKLFKLQFOXGHGVXI¿FLHQWVXUYHLOODQFHGDWDIRUWKH)$$5XQZD\ 6DIHW\ 2I¿FH WR SURGXFH YLGHR UHHQDFWPHQWV 7KH YLGHR UHHQDFWPHQWV DQG UXQZD\ incursion report narratives were viewed by the author while participating as a non-voting observer at the RIAT meeting conducted on November 30, 2011 in Washington DC. 7KHPLQLPXPUHTXLUHPHQWVIRUWKH685),$DOHUWLQJPRGHOZHUHWKHQDSSOLHGWRHDFK LQFLGHQWXVLQJWKHORJLFDGDSWHGIURP57&$'2>)LJXUH@ 57&$ )LJXUH 685),$ $OHUWLQJ /RJLF 7UHH $GDSWHG IURP ³6DIHW\ 3HUIRUPDQFH DQG ,QWHURSHUDELOLW\ 5HTXLUHPHQWV 'RFXPHQW IRU (QKDQFHG 7UDI¿F 6LWXDWLRQDO$ZDUHQHVV on the Airport Surface with Indications and Alerts (SURF-IA),” by Radio Technical Commission for Aeronautics [RTCA DO-323], 2010. This analysis assumed a Navigational Accuracy for Position with an Estimated Position Uncertainty (EPU) of < 3m (NACp = 11), and a Navigational Accuracy for Velocity with a horizontal velocity error of < 0.3 m/sec (NACv = 4). No probabilities for Radius of Containment (Rc) or System Design Assurance (SDA) were considered. For the RISC model, serious incidents were those which were categorized as Category A or Category B. For the SURF-IA model, any incident that would have triggered an alert (warning or caution) on the CDTI was coded as a serious incident (Table 2). Any other outcome for either model was coded as a non-serious incident. -XO\'HFHPEHU Table 2 &RPSDULVRQ RI 5XQZD\ ,QFXUVLRQ &ODVVL¿FDWLRQ DQG SUHGLFWHG 685),$$OHUWLQJ IRU ,QFLGHQWVUHFRUGHGE\WKH)$$5XQZD\6DIHW\2I¿FHIURP2FWREHU1RYHPEHU 2011. Comparative Examples A pilot deviation (PD) type runway incursion incident at Burlington International Airport (BTV) VT resulted in a horizontal clearance of 40-50 feet and 100 feet vertical clearance between an aircraft executing a touch & go and an aircraft that had crossed the hold short line to the same runway, but did not cross the runway edge. An operator error (OE) type UXQZD\LQFXUVLRQDW/RJDQ,QWHUQDWLRQDO$LUSRUW %26 0$UHVXOWHGLQD%DLUFUDIW being cleared to land and crossing the landing threshold while an Airbus 330 was just VWDUWLQJWRURWDWHIHHWGRZQWKHVDPHUXQZD\%RWKLQFLGHQWVZHUHFODVVL¿HGE\ the RIAT and the RISC model as Category C non-serious runway incursions however, both incidents would have triggered a runway incursion warning alert from the SURF-IA PRGHOUHTXLULQJLPPHGLDWHSLORWDFWLRQ Conclusions SURF-IA alerts are likely for all serious (Category A or Category B) runway incursion incidents. Most non-serious Category C runway incursion incidents and some non- serious Category D runway incursion incidents are likely to annunciate SURF-IA alerts RQÀLJKWGHFNGLVSOD\V(PSLULFDOGDWDIURPDVWDWLVWLFDOO\VLJQL¿FDQWVDPSOHVL]HDUH UHTXLUHGWRGHWHUPLQHWKHIROORZLQJ 1) Annunciations for non-serious runway incursion incidents may trigger pilot DFWLRQV ZKLFK PD\ EH XQH[SHFWHG WR DLUWUDI¿F FRQWUROOHUV DQG RWKHU WUDI¿F VXFK DV UHTXHVWVRUH[HFXWLRQRIJRDURXQGVXQSUHGLFWDEOHPDQHXYHULQJLQWKHWHUPLQDODUHDRU increased pilot-to-controller communication. 3LORWVPD\EHFRPHGHVHQVLWL]HGWRDOHUWVIURP685),$DVZHOODVRWKHUÀLJKW deck displays with alerts, if they are routinely instructed by ATC to ignore the emergency/ abnormal procedures associated with a “red” warning alert or “amber/yellow” caution alert from a SURF-IA CDTI. Recommendations )XQG UHVHDUFK WR JDWKHU D VWDWLVWLFDOO\ VLJQL¿FDQW VDPSOH RI 5,$75,6&DQG 685),$GDWDIURPUXQZD\LQFXUVLRQLQFLGHQWVLQYROYLQJ685),$HTXLSSHGDLUFUDIW occurring at the initial 44 airports which will have full SURF-IA capability (ADS-B, 2011). Research should include gathering the empirical human factors data stated in the previous section. $PHQGWKH)$$SLORWGHYLDWLRQUHSRUWIRUP )$$)RUP3UHOLPLQDU\ 3LORW'HYLDWLRQ5HSRUW WRLQFOXGHDEORFNLQGLFDWLQJLI685),$ÀLJKWGHFNHTXLSDJH was installed and operational (FAA, 2010c). ([WHQGWKHXQGHUO\LQJK\SRWKHVLVIRUKDUPRQL]DWLRQRILQFLGHQWFODVVL¿FDWLRQWR PRGHOVZLWKÀLJKWGHFNDOHUWLQJIRURWKHUHPHUJLQJ1H[W*HQÀLJKWGHFNHTXLSDJHVXFK -XO\'HFHPEHU DV1HDU0LG$LU&ROOLVLRQV 10$& FODVVL¿FDWLRQKDUPRQL]HGZLWKÀLJKWGHFNDOHUWV IRU7UDI¿F6LWXDWLRQ$ZDUHQHVVZLWK$OHUWV>76$$@ 57&$QG References $XWRPDWLF'HSHQGHQW6XUYHLOODQFH%URDGFDVW $'6% )HG5HJ Cardosi, K. (2005). A method for rating the severity of runway incursions. Proceedings RIWKH86$(XURSHWK$LU7UDI¿F0DQDJHPHQW5HVHDUFK and Development Seminar, Baltimore, MD. European Aviation Safety Agency [EASA] (2010). Annual safety review 2010. Retrieved from http://www.easa.eu.int )HGHUDO $YLDWLRQ $GPLQLVWUDWLRQ >)$$@ )$$ DGYLVRU\ FLUFXODU Airport Design. Retrieved from http://faa.rgl.gov/ )HGHUDO$YLDWLRQ$GPLQLVWUDWLRQ >)$$@ )$$ RUGHU %)$$ FRPSOLDQFH and enforcement program. Retrieved from http://faa.rgl.gov/ )HGHUDO$YLDWLRQ$GPLQLVWUDWLRQ>)$$@ 1DWLRQDOUXQZD\VDIHW\SODQ Retrieved from http://www/faa.gov/airports/ runway_safety / Federal Aviation Administration [FAA] (2010a). FAA advisory circular 25.1322-1-Flightcrew alerting. Retrieved from http://faa.rgl.gov/ )HGHUDO$YLDWLRQ$GPLQLVWUDWLRQ >)$$@ E )$$ RUGHU $5XQZD\ VDIHW\ program. Retrieved from http://faa.rgl.gov/ )HGHUDO$YLDWLRQ$GPLQLVWUDWLRQ F -2$$LU7UDI¿F2UJDQL]DWLRQ$LUFUDIW $FFLGHQWDQG,QFLGHQW1RWL¿FDWLRQ,QYHVWLJDWLRQDQG Reporting. Retrieved from http://faa.rgl.gov/ Federal Aviation Administration [FAA] (March, 2011a). AJS-4 Runway Incursion $VVHVVPHQW3URFHVV$-656255,7)$722I¿FHRI Safety, Washington, DC. Federal Aviation Administration [FAA] (March, 2011b). Runway Incursion Severity $VVHVVPHQW*XLGDQFH$-656255,7$722I¿FHRI Safety, Washington, DC. Federal Aviation Administration [FAA] (2011a). FAA NextGen implementation plan. Retrieved from http://www/faa.gov/about/initiatives/ nextgen/media/ Federal Aviation Administration [FAA] (2011b). FAA advisory circular $LUZRUWKLQHVVDSSURYDOIRU$'6% ,Q V\VWHPVDQGDSSOLFDWLRQV Retrieved from http://faa.rgl.gov/ Federal Aviation Administration [FAA] (2011c). National Runway Incursion Totals . Retrieved from http://www.faa.gov/airports/runway_safety /statistics/ )OLJKW 6WDQGDUGV ,QIRUPDWLRQ 0DQDJHPHQW 6\VWHPV >)6,06@ )$$ 2UGHU 5HWULHYHGIURPKWWS IVLPVIDDJRY -XO\'HFHPEHU ,QWHUQDWLRQDO&LYLO$YLDWLRQ2UJDQL]DWLRQ>,&$2@ 0DQXDORQWKHSUHYHQWLRQRI runway incursions. Retrieved from http://www.icao.int/fsix/_Library\ -RQHV'5 3ULQ]HO/- 5XQZD\LQFXUVLRQSUHYHQWLRQIRUJHQHUDODYLDWLRQ operations. Proceedings of the AIAA/IEEE 25th Digital Avionics Conference. -RQHV'53ULQ]HO/-2WHUR6' %DUNHU*' &ROOLVLRQDYRLGDQFHIRU DLUSRUWWUDI¿FFRQFHSWHYDOXDWLRQ3URFHHGLQJVRIWKH AIAA/IEEE 25th Digital Avionics Conference. National Transportation Safety Board [NTSB] (2011). Most wanted list of safety improvements. Retrieved from http://www/nrtsb.gov/safety /mwl.html Radio Technical Commission for Aeronautics (RTCA) (2010). Safety, performance and LQWHURSHUDELOLW\UHTXLUHPHQWVGRFXPHQWIRUHQKDQFHG WUDI¿FVLWXDWLRQDODZDUHQHVVRQWKHDLUSRUWVXUIDFHZLWKLQGLFDWLRQVDQGDOHUWV (SURF-IA)RTCA-DO 323. Washington, D.C. 5DGLR7HFKQLFDO&RPPLVVLRQIRU$HURQDXWLFV 57&$ QG 7UDI¿FVLWXDWLRQDZDUHQHVV with alerts (TSAA). Washington, D.C. Sheridan, T. (2004). An interpolation method for rating the severity of runway incursions. Proceedings of the Symposium on Human Performance, Situational Awareness and Automation. Daytona Beach, FL. Sheridan, T., Cardosi, K., & Hannon, D. (2004). Rating the severity of close-call events. Proceedings of the Human Factors and Ergonomics 6RFLHW\WK$QQXDO0HHWLQJ86$ 40 July - December 2013 5HÀH;WLRQV July - December 2013 41 42 July - December 2013 Flight Testing at Edwards AFB in the 1950s. Harry P. Schmidt Previously published in the Aug/Sept 2013 ASME magazine. 7KHKLJKSHUIRUPDQFH0,*RYHU.RUHDLQWKHHDUO\ VVSXUUHGGHYHORSPHQW RIDQHZ86¿JKWHU7KH86$)ZDQWHGVXSHUVRQLFVSHHGVDQGIRRWDOWLWXGH capability. North American designed their Mach 1.2 F-100 utilizing Pratt &Whitney’s QHZSRXQGWKUXVWHQJLQHWKH-WRPHHWWKH86$)GHVLUHV,QWKRVHHDUO\ days of high performance jets, with an industry having only rudimentary knowledge of supersonic aerodynamics, no computers to help design either airframes or engines, and a wing sweepback design copied from a German jet, it was no surprise that the DLUIUDPHKDGYHU\WURXEOLQJÀLJKWFKDUDFWHULVWLFV KLJKOLJKWHGZKHQ1$¶VFKLHIWHVWSLORW *HRUJH:HOFKZDVNLOOHGGXULQJDKLJKVSHHGGLYHWKH¿UVWRIVHYHUDOFUDVKHV DQG the engine encountered severe compressor stalls caused by inlet duct curvature. Both 1$DQG3 :H[SDQGHGWKHLUÀLJKWWHVWRSHUDWLRQVWRUHFWLI\WKHLULQGLYLGXDOSUREOHPV ,KDGMXVWFRPSOHWHGD\HDUVWLQWDVD86$)¿JKWHUSLORWÀ\LQJ) V$IWHUKDYLQJ won a big air-to-air rocket firing competition a month before leaving, the win made me a favorite of the CO, Maj. Chappie James, later a 4-star general. When P&W needed a fighter pilot to test their new F-100 at Edwards AFB, Chappie recommended me. Although I had numerous civilian jobs offered, the thought of flying at Edwards was an overwhelming challenge. I applied. Thanks to an engineering degree from RPI and Chappie’s recommendation, P&W offered me the job. When I arrived at Edwards I found a very small P&W staff operating that facility consisting of the manager, Jim Peed, supported by four engineers. Since I was a new 3 :HPSOR\HHZLWKQRÀLJKWWHVWH[SHULHQFHDQG,SHUFHLYHGWKDWWKHVPDOOWHVW HQJLQHHULQJJURXSDW(GZDUGVZDVDOVRUHODWLYHO\\RXQJDQGQHZWRÀLJKWWHVWLQJ, ZDVKXPEOHGWKDW3 :ZRXOGHQWUXVWWHVWLQJWKHLULPSRUWDQWQHZ-HQJLQHWRXV While I was the weak link and awed with the responsibility, I wondered if we could we PHHWWKHFKDOOHQJHV"7KH-ZDVFULWLFDOWR3 :¶VORQJWHUPVXFFHVVVRRXUWHVWLQJ SURJUDPZDVYLWDOERWKWRWKH86$)¶VQHZVXSHUVRQLF¿JKWHUVDVZHOODVWR3 : ,KDGVHULRXVUHVHUYDWLRQV±WKH)ZDVNQRZQWREHDGLI¿FXOWDLUFUDIWWRÀ\PD\EH even dangerous under certain conditions. For unknown reasons, the few military pilots DW($)%ZKRKDGÀRZQWKHDLUFUDIWEHIRUHZHUHODUJHO\XQFRPPXQLFDWLYHZLWKPHWKHQ DFLYLOLDQDERXWDEQRUPDOÀLJKWFKDUDFWHULVWLFVDQGÀLJKWPDQXDOVZHUHQ¶WDYDLODEOH for several years more. Everybody knew about a low speed instability problem on WDNHRIIDOOSLORWVRQWKHLU¿UVWWDNHRIIH[SHULHQFHGVHYHUHXSDQGGRZQFKDQJHVWRSLWFK DWWLWXGHLQTXLFNVXFFHVVLRQVRPHWKLQJWKH\FDOOHGLWWKH³-&´PDQHXYHU July - December 2013 43 To solve the high speed stall problem, P&W engineers tweaked the engine turbine vanes to provide greater stall margin. After P&W experts in Hartford had reviewed WKHGDWDIURPHDFKWHVWÀLJKWWKHLUHQJLQHHUVZRXOGIXUWKHUPRGLI\WKHVWDOOPDUJLQ DVDSSURSULDWHDQGZHZRXOGÀ\DJDLQWRSHUIRUPWKHVDPHPDQHXYHUWRHYDOXDWH the change to compressor stall boundaries. It was important that the wind-up turns EHSHUIRUPHGLQH[DFWO\WKHVDPHPDQQHUHDFKWLPHIRUZLWKRXWFRQVLVWHQF\RIÀLJKW SUR¿OHWKHVWDOOUHVXOWVFRXOGQRWEHWUXVWHGWREHFRPSDUDEOH0DLQWDLQLQJH[DFWO\ VLPLODUDOWLWXGHVDLUVSHHGVDQG*ORDGVZDVQRWDVLPSOHWDVN:HFDUHIXOO\PRGL¿HG VWDOOPDUJLQVVLQFHHQJLQHHI¿FLHQF\LVKLJKHVWZKHQRSHUDWLQJFORVHWRWKHVWDOOOLQH,Q other words, fuel consumption (SFC) increased with greater stall margins, so we had to balance increased SFCs vs improved stall margin. Achieving the optimum balance was LPSRUWDQWVLQFHWKH-¶VDWWUDFWLYHQHVVZDVEDVHGXSRQJUHDWHUWKUXVWDVZHOODVJUHDWHU HI¿FLHQF\$IWHUDIHZPRQWKVZHKDGUHVROYHGDQGRSWLPL]HGWKHFRPSUHVVRUVWDOOLVVXH ,QWKHIDOORI ZHUHFHLYHGRXU)DWZLQHQJLQH¿JKWHUZLWKWZR-VDQGDWRSVSHHG of about Mach 1.5. Made by McDonnell, it represented a major step forward in speed and altitude performance beyond the F-100. The engine had even worse compressor stall problems than the F-100 since the design had engine air inlets on each side of the fuselage, with more VHYHUHWXUQVLQWKHDLUGXFWIXUWKHUGLVWRUWLQJDLUÀRZWRWKHHQJLQHFRPSDUHGWRWKH) We had no access to prior operational experience with the aircraft, once again no manuals, operating procedures or recommended airspeeds, and no USAF or McDonnell pilots to talk with. We soon knew it had “pitch-up”, and that high AoA’s (angle of attack) ZHUHUHVSRQVLEOHIRUSLWFKXS±EXWKRZKLJKZDVWRRKLJKZDVQHYHUDQVZHUHGDQG what caused the problem was unknown. After two crashes only a few months later ZHNQHZLWZDVGDQJHURXV±ZDUQLQJDYRLGSLWFKXSRUFUDVK,QLWLDOO\KRZHYHU compressor stalls occurred long before the pitch-up boundary, so we were operating in a VDIHÀLJKWUHJLPH7KDWVRRQFKDQJHG,QLWLDOO\LWZDVQRWKDUGWRJHWFRPSUHVVRUVWDOOV± just advance the throttles and an engine would stall. Slowly we improved the stall margins and began with serious wind-up turns at all altitudes and airspeeds. We were performing supersonic wind-up turns above 50,000’, substantially above the F-100’s capabilities. We had made progress with improving the stall margin, but now encountered the dangerous threat of pitch-up. WKRXJKWLWZDVWKHZLQJWKDWEODQNHGRXWÀRZRYHUWKH7WDLO HOHYDWRUV DWKLJK$R$V$V our compressor stall situation improved, soon I was living on the dangerous intersection RIWKHFRPSUHVVRUVWDOODQGSLWFKXSERXQGDULHVDQGÀHZVHYHUDOÀLJKWVDWWKHUHTXHVWRI the USAF just to evaluate the pitch-up boundary. Fortunately I believed I could detect WKHRQVHWRISLWFKXSNHHSLQJPHVDIH±PDQ\RWKHUVZHUHQRWVROXFN\(YHQWXDOO\ McDonnell engineers (and Lockheed with their F-104) concluded it was a T-tail problem and installed a stick shaker / stick pusher system to theoretically keep pilots out of trouble, and some years later that same system was adopted for civil aircraft with a T-tail design. 2XU)RQWKHUDPSDIWHULQVWDOODWLRQRIWKH¿UVW&'QR]]OH 44 July - December 2013 ,QDERXW-DQXDU\ ZHUHFHLYHGDQHZHQJLQHIURP+DUWIRUG7KLVHQJLQHKDGD ³FRQYHUJHQWGLYHUJHQWQR]]OH´ZKLFKLQWKHRU\ZRXOGSHUPLWVXSHUVRQLFDLUÀRZVLQ the nozzle, substantially increasing thrust and speeds. With only one new engine we ZHQWWR0DFKDQGWKHQZKHQWKHVHFRQGHQJLQHZDVLQVWDOOHGZHZHQWFORVHU to Mach 2.0 (depending upon altitude and temperature). We were testing the fastest aircraft in the world! Only the few in P&W engineering knew how fast we were going. :KHQ86$))LJKWHU2SVDW($)%OHDUQHGLQ0DUFK WKDWWKH(QJOLVKKDGMXVWEURNHQ RXU86KHOGZRUOG¶VVSHHGUHFRUGPDGHLQDQ)&WKH\HDUEHIRUHDWPSKWKH USAF guys were distressed that there wasn’t a US aircraft that could reclaim the record. I told them about our F-101 with our new more powerful CD nozzle engines and offered to À\DQ\WLPHWKH\GHVLUHGWRUHJDLQWKHUHFRUG,QVWHDGWKH\ZDQWHGWRXVHRXUDLUFUDIWEXW did not want a P&W (civilian) pilot. The USAF would use a military pilot. In December WKH\VHQW0DM$GULDQ'UHZWRÀ\RXU3 :WHVWDLUFUDIWVHWWLQJDQHZZRUOG¶VVSHHG UHFRUGRIPSK We could operate above 55,000’ supersonically, although our maximum speed was somewhere between 35 - 40,000’. Since we were operating the fastest aircraft in the ZRUOGZH¿JXUHGZHFRXOGDOVRVHWDQXQRI¿FLDOZRUOG¶VDOWLWXGHUHFRUGE\DFKLHYLQJ max Mach at about 40,000’ and then climb, trading airspeed for altitude. One day we tried. I followed our plan: Max level speed just below 40,000’, then slowly climb and EOHHGRIIDLUVSHHGGXULQJWKHFOLPE$WDERXW¶ORRNLQJRXWVLGH,VDZDVLJKW, ZDVQRWSUHSDUHGIRU±WKHVN\ZDVEODFN\RXFRXOGVHHVWDUVGXULQJWKHGD\YLVLELOLW\ was out to the horizon a jillion miles away, and you could easily see the curvature of the HDUWK6XGGHQO\D¿UHZDUQLQJOLJKWFDPH³RQ´RQWKHOHIWHQJLQHVRWKDWHQJLQHZDVVKXW down. Almost immediately the right engine started a compressor stall, so all thrust was ORVWIURPWKDWHQJLQHZKLFKZDVWKURWWOHGEDFN,KHDGHGGRZQTXLFNO\JRLQJRYHUWKH WRSDWDERXW¶ZLWKRQO\RQHRSHUDWLQJHQJLQH An uneventful landing was made at Edwards. Then the engineers and I went out for a few EHHUVGLVFXVVLQJWKHÀLJKWSDUWLFXODUO\WKHEHDXWLIXOYLHZVRIHDUWK ,QWKHVSDFHRIVHYHUDOPRQWKVÀ\LQJWKH)ZHKDG«VXFFHVVIXOO\FRPSOHWHGRXU compressor stall investigation, 2/ tested new CD nozzle engines making us the fastest DLUFUDIWLQWKHZRUOGÀRZQWR¶PDNLQJXVWKHKLJKHVWÀ\LQJDLUFUDIW contributed to the knowledge of pitch-up in aircraft designed with sweptback wings and 7WDLOVKHOSIXOIRUODWHU¿JKWHUDVZHOODVVLPLODUO\GHVLJQHGFLYLODLUFUDIW$OWRJHWKHU QRWDQLQVLJQL¿FDQWFRQWULEXWLRQWRDHURQDXWLFDONQRZOHGJHIURPDQHZDQGSUHYLRXVO\ XQSURYHQÀLJKWWHVWJURXS 7KHQZHJRWQHZ--SRZHUHGDLUFUDIWQHZWHVWSURJUDPVDQGPRUHFKDOOHQJHV +DUU\6FKPLGW3 :WHVWSLORWDW(GZDUGV$)%GXULQJPLG V About the Author: +DUU\6FKPLGWJUDGXDWHGIURP53,LQ $WWKHEHJLQQLQJRIWKH.RUHDQ:DUKH LPPHGLDWHO\HQWHUHGLQWR86$)SLORWWUDLQLQJVSHQGLQJWKHQH[WIRXU\HDUVDVD¿JKWHUSLORW with service in Korea, on Okinawa, and in the US. He received high score in the USAF’s DLUWRDLUURFNHW¿ULQJFRPSHWLWLRQEHWZHHQDOO$LU'HIHQVH&RPPDQGVTXDGURQVDW0RRG\ $)%DVDPHPEHURI&KDSSLH-DPHV¶WK),6+HMRLQHG3 :DVDQHQJLQHHULQJWHVW pilot immediately after leaving the Air Force and became P&W’s lead engineering test SLORWDW(GZDUGV$LU)RUFH%DVHGXULQJWKHLQLWLDOWHVWLQJRIWKHLU-LQWKH)DQG )+HKHOGXQRI¿FLDOVSHHGDQGDOWLWXGHUHFRUGVLQ3 :¶VH[SHULPHQWDO)ZLWK their new convergent-divergent nozzles. Later the Air Force borrowed P&W’s F-101 with ZKLFKWKH\VHWDQRI¿FLDOZRUOG¶VVSHHGUHFRUGRIRYHUPSK July - December 2013 45 ,Q KHUHFHLYHGWKH:LQJV&OXERI1HZ -XO\'HFHPEHU 2014 SYMPOSIUM INFORMATION AND CALL FOR PAPERS 4th Northwest Section Regional Symposium Seattle, Washington 25th April 2014 7KH3DFL¿F1RUWKZHVWPHPEHUVRIWKH6RFLHW\RI([SHULPHQWDO7HVW3LORWVZLOOFRQYHQH our fourth annual Regional Symposium on Friday, the 25th of April at The Museum of Flight. Aviation interests of this region are very diverse, from Large Transport Aircraft to Light Sport Aircraft and from unmanned aircraft to avionics, navigation systems, aviation sensors, and displays. The purpose of this symposium is to share the knowledge gained in the course of planning, H[HFXWLRQDQGGRFXPHQWDWLRQRIÀLJKWWHVWDFWLYLWLHV7KHLQWHQWRIWKHV\PSRVLXPLVKHOS prevent re-learning of hard lessons through cross pollination of the ideas and discoveries IURPRXUVHHPLQJO\GLIIHUHQW\HWVLPLODUDQGUHODWHGDUHDVRIÀLJKWWHVW)ROORZLQJWKH same formula of our successful previous symposia, we continue to solicit presentations and attendance from both members and non-members. 7KLVLVDQRI¿FLDO&DOOIRU3DSHUV Presentations should be limited to 30 minutes, including the discussion period. No audio or video recordings will be made, nor will proceedings be published for this Symposium; WKHUHIRUHIRUPDOZULWWHQSDSHUVDUHQRWUHTXLUHG7KRVHLQWHUHVWHGLQSUHVHQWLQJVKRXOG submit an abstract by 1 March 2014 to: Jennifer Henderson; Symposium Chair C/O Laurie Balderas ( [email protected]) For further information, contact Jennifer at: [email protected] -XO\'HFHPEHU Flight Test Safety Workshop a0D\ Hilton Savannah DeSoto 15 East Liberty Street Savannah, GA 31401 &RPHHQJDJHLQÀLJKWWHVWVDIHW\LQWKH/RZ&RXQWU\*XOIVWUHDPLVSURXGWRKRVWWKH ÀLJKWWHVWFRPPXQLW\LQ6DYDQQDKDQG\RXU)76:SODQQLQJWHDPKDVJRQHWRJUHDW OHQJWKVWRPDNHWKHHYHQWUHOHYDQWDIIRUGDEOHDQGIXQ 7KHWKHPHRIWKHZRUNVKRSLV³$KKDKPRPHQWVLQÀLJKWWHVW GLVFRYHU\DQGFORVHFDOOV ZKDWZHOHDUQHGDQGWKHUHVXOWLQJWDFWLFVWHFKQLTXHVDQGSURFHGXUHVWRWHVWVDIHO\´ 7KH ÀLJKW WHVW FRPPXQLW\ SULGHV LWVHOI RQ WKRURXJK SODQQLQJ DQG KD]DUG DQDO\VLV WR reduce risk as low as reasonably practicable. Residual risk, unplanned factors, and anomalous aircraft/system behavior challenge test teams to detect and react, many times instinctively, to an adverse situation. The goal of this workshop is to share personal, team or program experience when test results did not meet predictions or expectations, or when intervention strategies were implemented in planning -or real-time- to preclude a hazardous outcome. $OLPLWHGEORFNRIURRPVLVUHVHUYHGIRU86JRYHUQPHQWSHUVRQQHODW SHUQLJKWDQG for all others the rate is $135.00 per night. To book your hotel reservation, please call RUYLVLWVHWSRUJ The deadline to book your room is Tuesday, 22 April 2014. ******************************************************* The Great Lakes Symposium 22 May 2014 :ULJKW3DWWHUVRQ$)%%DQTXHW&HQWHULQ2KLR IRUPHUO\NQRZQDVWKH2I¿FHU¶V&OXE 7KLVLVDQRI¿FLDOFDOOIRUSDSHUV3UHVHQWDWLRQVVKRXOGEHOLPLWHGWRPLQXWHVLQFOXGLQJ the discussion period. No proceedings are published for this Symposium therefore formal ZULWWHQSDSHUVDUHQRWUHTXLUHG7KRVHLQWHUHVWHGLQSUHVHQWLQJVKRXOGVXEPLWDQDEVWUDFW by 3 March 2014 to: Robbie Robinson, Symposium Chairman &26(73+HDGTXDUWHUV(PDLO /DXULH#VHWSRUJ 3RVW2I¿FH%R[ /DQFDVWHU&DOLIRUQLD -XO\'HFHPEHU Central Section Symposium 13 June 2014 7KLVLVDQRI¿FLDOFDOOIRUSDSHUV3UHVHQWDWLRQVVKRXOGEHOLPLWHGWRPLQXWHVLQFOXGLQJ the discussion period. No proceedings are published for this Symposium therefore formal ZULWWHQSDSHUVDUHQRWUHTXLUHG7KRVHLQWHUHVWHGLQSUHVHQWLQJVKRXOGVXEPLWDQDEVWUDFW E\$SULOWR Laurie Balderas Email: [email protected] 3RVW2I¿FH%R[ /DQFDVWHU&DOLIRUQLD ******************************************************* 46th SETP Symposium and 25th SFTE Symposium LULEÅ - SWEDEN 15 – 18 JUNE 2014 CALL FOR PAPERS The combined European SETP and SFTE Flight Test Symposium will provide an excellent opportunity to share lessons learned, best practices and test technology advancements. $OOÀLJKWWHVWUHODWHGWRSLFVDUHZHOFRPH 7(67,1*72*(7+(5LVFKRVHQDVWKHV\PSRVLXPWKHPHWRUHÀHFWWKHLPSRUWDQFH RIFROODERUDWLRQQHHGHGWRSHUIRUPVXFFHVVIXOÀLJKWWHVWLQJ :KDWFDQZHOHDUQIURPHDFKRWKHU" 0RVWÀLJKWWHVWLQJLVSODQQHGSHUIRUPHGDQGUHSRUWHGZLWKLQWKHVFRSHRIWHVWWHDPV%XW ZKDWLVDJRRGWHVWWHDP"+RZVKRXOGWKHWHVWWHDPVEHRUJDQL]HG"+RZGR7HVW3LORWV Test Engineers and Managers organize and control the activities needed to perform HI¿FLHQWWHVWLQJ"'RHVWKHDFWXDOV\VWHPXQGHUWHVWIURP¿[HGZLQJWRKHOLFRSWHU VORZWR IDVW VPDOOWRODUJH PDQQHGWRXQPDQQHGPDNHDGLIIHUHQFH" If possible, papers should address the symposium theme in some way, whether in examples or lessons learned, in order to contribute to a summary lessons learned. Deadline for abstracts: 3rd March 2014 1RWL¿FDWLRQWRDXWKRUVEHIRUH UG$SULO 'HDGOLQHIRUVXEPLVVLRQRISDSHUV WK$SULO Please submit an abstract of your paper (not more than one page) to: 7HFKQLFDO3DSHUV&RPPLWWHH SDSHUV#ÀLJKWWHVWVZHGHQRUJ -XO\'HFHPEHU 7+(62&,(7<2)(;3(5,0(17$/7(673,/276 WK6<0326,80 %$148(7 7KH*UDQG&DOLIRUQLDQ+RWHOa$QDKHLP&DOLIRUQLD 6HSWHPEHU CALL FOR PAPERS What you do in life echoes in eternity. Presenting at SETP’s annual Symposium and %DQTXHWLVDQRSSRUWXQLW\WRPDNHDJRRGµQRLVH¶LQRXUFRPPXQLW\&RQFHSWVDQGOHVVRQV are publicly shared that in-turn stimulate conversations during social events. The feedback RQHUHFHLYHVFRPHIURPÀLJKWWHVWSURIHVVLRQDOVLQWKH\HDU¶VPRVWLPSRUWDQWJDWKHULQJ Papers for the 2014 Symposium will be selected on the basis of their potential to educate and enlighten Symposium attendees. Technical content is paramount; tailor your submission to provide value to a diverse international audience. Papers that describe your solutions to new problems or new solutions to old problems are especially welcome. Manuscripts ZLOOEHJUDWHIXOO\DFFHSWHGIRURQOLQHSXEOLFDWLRQEXWZLOOQRWEHUHTXLUHG Abstracts should provide, in no more than 150 words, the one or two critical ideas or lessons you hope your audience will remember and how your lessons will be explained and/or defended in the presentation. The deadline for abstract submission is 31 May 2014. Titles should not exceed ten words. 3OHDVHIHHOIUHHWRFRQWDFW0U5RZHDWUREURZH#OPFRFRPVKRXOG\RXKDYHDQ\TXHVWLRQV UHJDUGLQJFRQWHQWWKHPHVRUSURFHVV 3/($6(127( 3$3(560867%(7(&+1,&$//<25,(17('1276$/(6 25,(17('$92,'',5(&75()(5(1&(72&203(7,1*6<67(06 Email or mail all abstracts to: Attn: Mr. Rob Rowe Symposium Chairman &26(73+HDGTXDUWHUV 32%R[ /DQFDVWHU&DOLIRUQLD Email: [email protected] 50 July - December 2013 NEW MEMBERS AND UPGRADES The Society would like to welcome the following new Members: Beaton, Jonathan (PAM) Beltrame, Raffaele (M) LT, USN EADS Cassidian Joined 17-Jul-13 Joined 11-Sept-13 Bergeron, Mathieu (PAM) De Montet- Guerin, Isabelle (M) Maj, RCAF Airbus SAS Joined 20-Nov-13 Joined 11-Sept-13 'LVDUX¿QR6KDZQ 0 Durcan, Steve (PAM) The Boeing Company Flt Lt, RAF Joined 21-Aug-13 Joined 17-Jul-13 Gates, Nigel (PAM) Iturmendi, Miguel (M) Lt Cdr, RN Airborne Engineering Dynamics/ Joined 21-Aug-13 Simcom International Joined 21-Aug-13 July - December 2013 51 Keinänen, Vesa (M) Lawniczak, Jon (PAM) Finnish Air Force Flight Test Center CW4, USA Joined 17-Jul-13 Joined 21-Aug-13 Moslener, Brandt (AM) Nesrsta, Ryan (PAM)( ) CDR, USN MAJ, USA Joined 11-Sept-13 Joined 21-Aug-13 Ruonala, Mikko (PAM) Trickey, Charles (PAM) Capt, Finnish AF Maj, USAF Joined 21-Aug-13 Joined 17-Jul-13 Vayssettes, Thierry (PAM) Waters, Jack (M) Capt, French AF The Boeing Company Joined 11-Sept-13 Joined 17-Jul-13 Zilberman, Eric (PAM) LT, USN Joined 17-Jul-13 52 July - December 2013 PHOTOS NOT AVAILABLE FOR THE FOLLOWING NEW MEMBERS: Allen, William (PAM) Ashley, Rob (PAM) LT, USN Maj, USA Joined 17-Jul-13 Joined 17-Jul-13 Boddy, Christopher (PAM) Carlson, Justin (PAM) FLT LT, RAF Capt, USMC Joined 17-Jul-13 Joined 17-Jul-13 Debbink, John Paul (PAM) Gardner, Jacob (PAM) LT, USN Flt Lt, RAAF Joined 20-Nov-13 Joined 21-Aug-13 Hamilton, Angus (PAM) Hammond, Benjamin (PAM) LCDR, RAN LT, RAN Joined 17-Jul-13 Joined 17-Jul-13 Hightower, Paul (M) Huber, Todd (M) The Boeing Company CDR, USN Joined 20-Nov-13 Joined 20-Nov-13 Leuthner, Stephan (PAM) Luebkert, Michael (PAM) EADS Cassidian LT, USN Joined 17-Jul-13 Joined 17-Jul-13 Mackay, David (M) Seguin, Elliott (M) Virgin Galactic Scaled Composites Joined 20-Nov-13 Joined 20-Nov-13 Douglas Silverman (PAM) Small, Scott (M) LT, USN The Boeing Company Joined 17-Jul-13 Joined 20-Nov-13 Sweat, Joseph (AM) Underwood, Donald W. (PAM) Lockheed Martin Aeronautics Capt, USMC Joined 20-Nov-13 Joined 17-Jul-13 Underwood, Lindsay (PAM) Williams, George (PAM) LT, USN FLT LT, RAF Joined 17-Jul-13 Joined 17-Jul-13 Wilson, Michael (M) LCDR, USN Joined 20-Nov-13 July - December 2013 53 Congratulations to those members who have upgraded their membership! Beckey, Carl (M) Berman, Chad (M) Maj, USAF LT, USN Upgraded 20-Nov-13 Upgraded 21-Aug-13 Christensen, Kevin (AF) Correia, James (AF) Bell Helicopter US Army Aviation Upgraded 11-Sept-13 Flight Test Directorate Upgraded 20-Nov-13 Cosme, Jesus (M) Fields, Dail (M) Maj, USAF Maj, USMC Upgraded 20-Nov-13 Upgraded 21-Aug-13 Fontaine, Troy (AF) Gibson, James (M) Department of Homeland Security Maj, USMC Upgraded 11-Sept-13 Upgraded 21-Aug-13 54 July - December 2013 Graham, Glenn (AF) Col, USAF Hanekom, Stefan (AM) Upgraded 21-Aug-13 Maj, South African Air Force Upgraded 20-Nov-13 Hemmingsen, Martin (AM) McElroy, Ronald (AF) Maj, USAF FAA Upgraded 17-Jul-13 Upgraded 17-Jul-13 McMillan, Robert (AM) Russell, Robert (M) LCDR, USN Maj, USAF 11-Sept-13 Upgraded 21-Aug-13 Sheesley, Donald (AF) Lt Col, USAF Stubben, Mark (AF) Upgraded 17-July-13 Northrop Grumman Upgraded 17-Jul-13 Taylor, Christopher (AF) Volk, Charles (AF) CAA Raytheon Aircraft Co. Upgraded 17-July-13 Upgraded 21-Aug-13 July - December 2013 55 Walters, Thomas (AF) Ward, David (AF) Plane and Simple Solutions, LLC CW4, USA Upgraded 11-Sept-13 Upgraded 21-Aug-13 Young III, James W. (AF) AeroTEC Seattle Upgraded 17-Jul-13 PHOTOS NOT AVAILABLE FOR THE FOLLOWING MEMBERS WHO HAVE UPGRADED THEIR MEMBERSHIP: Bippert, Eric(M) Bolding, Randy (AF) Maj, USAF Aviation Technical Test Center Upgraded 21-Aug-13 Upgraded 20-Nov-13 Chapa, Michael (AF) Hamilton, Tucker (M) Northrop Grumman Aerospace Sector Maj, USAF Upgraded 20-Nov-13 Upgraded 20-Nov-13 Kingen, Michael (M) Marcolesco, James (AF) Capt, USMC Maj, USAF Upgraded 20-Nov-13 Upgraded 17-Jul-13 Oliver, Michael (AM) LCDR, USN Upgraded 20-Nov-13 -XO\'HFHPEHU WHO...WHAT...WHERE After a distinguished 31 year career at Scaled Composites, Doug Shane (F) was appointed Executive Vice President and General Manager of The Spaceship Company this past July. ******************************************* (GZDUGV736FODVV%JUDGXDWHVDWWKH$QQXDO6\PSRVLXP %DQTXHW$QDKHLP /HIWWRULJKWDUH -LP0DUWLQ ) /HR-DQVVHQV ) To submit news and photos please contact Susan Gron at: [email protected] 6(73+HDGTXDUWHUV 32%R[ /DQFDVWHU&$ -XO\'HFHPEHU KNOW THE CORPORATE MEMBER Capturing The World’s Attention At Mach Speed On Sunday, October 14, 2012, Sage Cheshire Aerospace made the world stand still with an event that contributed as much to the science of human physiology as it did to brand awareness. As lead contractor on Red Bull Stratos, Sage Cheshire’s purpose-built pressurized capsule transported Felix Baumgartner to the edge of space, allowing him to perform the world’s highest human free-fall to earth, achieving terminal velocity of Mach 1.25 after 50 seconds using only his one-of-a-kind space suit. From designing the vehicle to assembling the mission team, Sage Cheshire employed its broad range of expertise and relationships in the aerospace industry. Red Bull Stratos’ achievements in the field of high-altitude egress and human physiology are now facilitating research about human survivability in near-space (or even Mars-like) environments. )RXQGHGLQ6DJH&KHVKLUH,QFLVDVPDOOÀHHWIRRWHGFRPSDQ\WKDWKDVWKH DELOLW\WRTXLFNO\GHVLJQDQGHFRQRPLFDOO\SURGXFHDHURVSDFHSDUWVDQGYHKLFOHV XVLQJVWFHQWXU\PDWHULDOVDQGWHFKQLTXHVIURP5 'SURWRW\SLQJWRSURGXFWLRQ parts. The company offers a complete range of services including design, engineering, IDEULFDWLRQDQGÀLJKWWHVWLQJDQGÀLJKWRSHUDWLRQV$FODVVLFH[DPSOHRIWKHLUGHVLJQ WRÀ\HWKLFLVHPERGLHGLQWKHLU6WUDWRVSKHULF&DSVXOH 6& ZKLFKLVDUHXVDEOH vehicle they developed to facilitate projects involving high-altitude research and WHVWLQJ,WLVDQH[WUHPHO\ÀH[LEOHDQGFRVWHIIHFWLYHSODWIRUPZKLFKFDQDFFRPPRGDWH pressurized and non-pressurized payloads lofted into the atmosphere underneath a stratospheric balloon. Recently, the Sage Cheshire team was able to move from the SURMHFWGHVLJQSKDVHWRÀ\LQJDFRPPXQLFDWLRQVWHVWEHGDWIHHWLQIRXUPRQWKV Situated in California’s Antelope Valley, Sage Cheshire Aerospace is in the heart of &DOLIRUQLD¶VKLVWRULFDQGSUROL¿FDHURVSDFHFRPPXQLW\QHDU(GZDUGV$)%,WVÀLJKWWHVWLQJ DQGRSHUDWLRQVFUHZFDQTXLFNO\GHSOR\WRORFDWLRQVDSSURSULDWHWRWKHLUZRUN,WVXQLTXH experience in low-observable aircraft like the B2 Stealth Bomber, experimental aircraft, prototype development and near-space exploration gives them the edge in the next theater of research and development. http://www.sagecheshire.com/ -XO\'HFHPEHU -XO\'HFHPEHU CENTRAL On Oct 10th, the Central Section of SETP held a dinner event at the Kansas Aviation Museum in partnership with SFTE and AIAA. Fifty-nine people attended the event to listen to Mr. Walt House, the museum historian, talk about aircraft manufacturing LQWKH:LFKLWDDUHD:LFKLWDKDVDULFKKLVWRU\LQDYLDWLRQHVSHFLDOO\LQWKHODWH V DQGHDUO\ VDQGLWZDVTXLWHLQWHUHVWLQJWRVHHROGSKRWRVRIWKHIDFLOLWLHVWKDWDUH still around today. Dinner was catered by Premier, who provided an outstanding meal. In addition to the food and speaker, a new exhibit at the museum was also unveiled. The Lloyd C Stearman award, which is presented for the best paper at the annual &HQWUDO6HFWLRQV\PSRVLXPDQGWKHRULJLQDO&HQWUDO6HFWLRQ&KDUWHUVLJQHGLQ DUHRQORDQWRWKHPXVHXPDQGDUHGLVSOD\HGIRUWKHSXEOLFWRVHH\HDUURXQG$¿WWLQJ home. It was a great event and thanks again to Dan Hinson for organizing the event. -XO\'HFHPEHU -XO\'HFHPEHU NORTHWEST 6(731RUWKZHVWZDQWVWRVD\DJUHDW7KDQN Honeywell Test Pilots Joe Duval & Scott Nyberg, gave a comprehensive tour to a small JURXSHDFKPRUQLQJEHIRUHÀ\LQJWKHLUVFKHGXOHGWHVWPLVVLRQV0HPEHUVRI6(73DQG SFTE participated in this opportunity to see how other professional Flight Testers do their jobs. Honeywell pilot Randy Moore was instrumental in coordinating this effort. SETP SECTION CHAIRMEN CANADA CENTRAL Andy Litavniks Dan Hinson [email protected] [email protected] EAST COAST EUROPEAN Tobias Van Esselstyn Gideon Singer [email protected] [email protected] GREAT LAKES NORTHWEST Robbie Robinson Ed Kolano [email protected] [email protected] SOUTHEAST SOUTHWEST David Wright Dan Wells [email protected] [email protected] WEST COAST Andrew McFarland [email protected] -XO\'HFHPEHU SCHOLARSHIP FOUNDATION NEWS The following notes were received from Scholarship recipients: Dear SETP Scholarship Foundation, Thank you so much for awarding me a scholarship again this year. I really appreciate the amazing generosity you have shown to me the past four years. I have truly enjoyed my college experience here at The University of Florida. I worked through the summer here at the FDOT Materials Lab on campus. I worked with ultra-high yield concrete specimens by applying strain gages to determine how varying compositions held up to compression WHVWV Again, I appreciate your generous support. My father loved SETP and would be humbled by your continued support of me. Sincerely, Andrew Simpson Thank you again so much for your generosity and aid in this next school semester. Every WLPH,DPQRWL¿HGRIWKHVFKRODUVKLSDPRXQW\RXSD\RQP\EHKDOI,DPWKULOOHGDQG humbled. It has alleviated stress from my workload and has never failed to cover in full the expenses that are a part of gaining this degree. From the bottom of my heart, THANK <28 Sincerely, Faith Brown -XO\'HFHPEHU I just want to thank SETP for everything they have done for me the past four years. Without the support from SETP there is no way I would have accomplished my undergraduate degree free of debt. Thanks to SETP’s gracious scholarship I now hold a B.A. in History and am now currently working on my M.A. and working as a T.A. for the University of Nevada. Being able to accomplish this free of debt I am able to further pursue my academic studies in hopes of eventually receiving my PhD and becoming a Professor of History. Once again I want to thank everyone at SETP for all they have done for me and my family, and I wish you all the best. Best, Mark D. Cooley Dear SETP Scholarship Foundation Board, 7KDQN\RXYHU\PXFKIRUDZDUGLQJPHDVFKRODUVKLS $JDLQOHWPHJUDWHIXOO\WKDQNWKH6RFLHW\IRULWVFRQWLQXHGSUHVWLJLRXVLQÀXHQFHLQP\OLIH Sincerely, Thomas Luke Madenwald I would like to thank everyone at SETP for the Herman R. Salmon Scholarship. I am very honored to be presented with this award and plan to put it to good use. I believe my father was much like Mr. Salmon, a bold leader with a strong passion to discover. It is people like Mr. Salmon that have encouraged me to get to where I am today, and this award will GH¿QLWHO\VHUYHDVDQH[SUHVVLRQRIHQFRXUDJHPHQWIRUPHWRDFKLHYHDOOWKDW,FDQ It is truly an honor to be a Salmon Scholar. Thank you all very much, Jake George -XO\'HFHPEHU Dear SETP Scholarship foundation, I wanted to thank you again for everything you have done for me over the years. Thanks to your generosity I graduated summa cum laude in anthropology and with distinction in ecology this May, without debt! I’ll be staying at CU Boulder to continue on to my master’s in anthropology. I have already been approved to study silvered leaf monkeys RQ3KX4XRF,VODQG9LHWQDPQH[WVXPPHU,¶PWKULOOHGWRKDYHWKHVHRSSRUWXQLWLHVDQG will always remember your help and kindness all these years. I’ve attached a photo of me receiving my diploma and medal for Latin honors, thank you again. Most Sincerely, Robin Fiore -XO\'HFHPEHU SETP FOUNDATION NEWS -XO\'HFHPEHU SETP FOUNDATION AND SETP SCHOLARSHIP FOUNDATION ESTATE PLANNING The SETP Foundation and SETP Scholarship Foundation are working together on estate planning presentations to include in each issue of Cockpit Magazine. Each issue will contain a case strategy like the one listed below. If you are interested in estate planning, SOHDVHFRQWDFW6(73DW Understanding Charitable Giving +RZ&DQ0\&KDULW\DQG,%RWK%HQH¿WIURP0\*LIW" By using a charitable remainder trust, the trustee can sell highly appreciated gifted investments and reinvest the proceeds to generate income without incurring a capital gains tax liability. Thus, a properly planned gift could enable you to realign your investment SRUWIROLRDOORZ\RXWRGLYHUVLI\\RXUKROGLQJVDQGHYHQLQFUHDVH\RXUFDVKÀRZ -XO\'HFHPEHU Whatever gifting strategy you choose, planned giving can be very rewarding. It’s wonderful WRVHH\RXUJLIWDWZRUNDQGWRUHFHLYHWD[EHQH¿WVDVZHOO While trusts offer numerous advantages, they involve up-front costs and ongoing administrative fees. The use of trusts involves a complex web of tax rules and regulations. To the membership: 6(73UHFHQWO\UHFHLYHGWKLVUHTXHVWIURP0DUNXV9|OWHURI6WXWWJDUW8QWHUWUNKHLP Germany, who is an engineer by training and a 3,000 hour glider pilot. He does a podcast, omega tau: it is a non-commercial podcast on science and engineering, with one focus on aviation topics. Omega tau typically publishes shows between one and three hours so he can really go into some details about a topic. Depending on the topic, he gets up to 10,000 listeners. Markus has no commercial interest; he is just an aviation geek who wants to talk to interesting people, to make his listeners happy. If you wish to get involved, you may contact him at: 3KRQH Email: [email protected] -XO\'HFHPEHU 57th ANNUAL SYMPOSIUM & BANQUET REPORT 6HSWHPEHU Grand California Hotel, Anaheim, California 7KH6RFLHW\¶VWKDQQXDO6\PSRVLXPDQG%DQTXHW 6 % ZDVKHOGDW'LVQH\¶V*UDQG &DOLIRUQLDQ+RWHOIURP6HSWHPEHU7KH¿VFDOHQYLURQPHQWLQWKH86DWWKH WLPHZDVXQVWDEOHZLWKWKH³VHTXHVWUDWLRQ´EXGJHWFXWVDQGD'HSDUWPHQWRI'HIHQVHEDQ on conference attendance affecting US military members. The S&B Team worked diligently throughout the year to ensure that the event would continue as scheduled, and suffer no degradation from previous years. In concert with SETP President Doug Benjamin we sent RXWUHTXHVWVIRUWKHPHPEHUVKLSWRUHJLVWHUDQG\RXUHVSRQGHGPDJQL¿FHQWO\'HVSLWHWKH GLI¿FXOW¿VFDOHQYLURQPHQWRYHUUHJLVWUDQWVDWWHQGHG-XGLFLRXVFRVWVDYLQJPHDVXUHV ZKLFKZHUHPRVWO\WUDQVSDUHQWWRWKHDWWHQGHHVKHOSHGPDNHWKHHYHQWD¿QDQFLDOVXFFHVV as well as a superb technical and social capstone for the year. Bottom line: everyone had a great time and the Society is still in the black. All the normal events associated with the S&B took place over the course of the weekend, DQGZLWKRQO\RQHH[FHSWLRQWKH\DOOVFRUHGZHOORYHUVL[RQDVHYHQVFDOHRQ\RXUFULWLTXHV 7KHLQGLYLGXDOHYHQWFKDLUVZLOO¿OO\RXLQEHORZVR,ZRQ¶WVWHDOWKHLUWKXQGHU:HPDGHD FRXSOHRIFKDQJHVWRKHOSNHHSFRVWVGRZQDQGWRHQWLFHSHRSOHWRDWWHQG7KH¿UVWFKDQJH was an update to the registration rate structure, to include a “no-frills” option that allowed IRONVWRDWWHQGZLWKRXWSD\LQJIRUVRFLDOHYHQWV0RVWFULWLTXHVSUDLVHGWKHQHZDODFDUWH pricing scheme, and several people took advantage of it and the one-day option to attend. In retrospect, removing the penalty for late registration was probably a mistake because LWPDGHLWGLI¿FXOWIRUWKH6(73VWDIIDQG'LVQH\WRSODQ([SHFWWKHODWHIHHVWRUHWXUQ next year. The second major change was moving the location of the Friday night reception out of the park and onto the lawn behind the Disneyland Hotel. The intent was to make the reception more about socializing and networking than riding the rides. This event JHQHUDWHGWKHPRVWFULWLTXHFRPPHQWVZLWKVHYHUDOSHRSOHH[SUHVVLQJGLVDSSRLQWPHQWRQ being outside the park. On the other hand, most of the comments were very favorable, and WKHHYHQWVFRUHGMXVWEHORZDVL[RYHUDOO7KHUHDUHVHYHUDOGHWDLOVWR¿[IRUQH[WWLPHEXW expect the location to remain. Throughout all of this the Disney hotel, event, and catering staff provided us with outstanding service as usual. It was truly a pleasure working with them, and nice to know they look forward to our annual visit as much as we do. All in all, everything ran exceptionally smooth from my perspective, which was awesome to see. The technical symposium chaired by Bill Gray, was a smashing success. He and his team of Session Chairs put together an absolutely superior group of papers that scored well DERYHVL[RQWKHFULWLTXHVIRUERWKYDULHW\DQGTXDOLW\7KHUHZHUHPDQ\SRVLWLYHFRPPHQWV and the only trend on the downside was that there were no rotary wing papers this year. :H¶OOKDYHWR¿[WKDWQH[W\HDU7KHDQQXDO$ZDUGV%DQTXHW6DWXUGD\QLJKWZDVDOVRD KXJHVXFFHVVZLWKDQRYHUDOOVFRUHRIRXWRIVHYHQ,WZDVDJUHDWZD\WRKRQRURXU DQQXDODZDUGUHFLSLHQWVDQGLQGXFWWKH)HOORZVFODVVRILQWRWKH6RFLHW\%DQTXHW Chair Mark Shackelford and MC Ed Schneider deserve a ton of praise for hosting a truly wonderful event to cap off the year. In closing, I have a lot of kudos to hand out. First, none of this would have been possible without the SETP staff. They provided me and my team with world-class support, and their hard work made everything look easy during the S&B. Second, my S&B team also deserves a ton of thanks for taking time from their busy schedules to help put this together. It was a pleasure working with them throughout the year. Third, we received superb mentorship and guidance from the SETP leadership, especially President Doug Benjamin. He was a major force in helping convince folks to attend, and helping me understand the S&B’s impact to the Society at large. Fourth, my Educational Outreach chair Tim McDonald deserves -XO\'HFHPEHU special mention for reenergizing this critical program. There were eight schools and a total RIVWXGHQWVWHDFKHUVDQGSDUHQWVZKRSDUWLFLSDWHGWKLV\HDUZKLFKZDVRXWVWDQGLQJ Finally, I want to thank all the folks who spent their own hard-earned money to attend the S&B this year. Hopefully you got a lot out of it, and had as much fun as I did. For those who missed out, please consider attending next year. The Society needs your support. See you in Anaheim in 2014! Col Rod “Trash” Cregier, USAF (AF) General Chairman WK$QQXDO6\PSRVLXPDQG%DQTXHW Technical Tour This year’s 2013 Gerry L. Morton Technical Tour took place at the Jet Propulsion Laboratory (JPL). Approximately 50 intrepid symposium attendees took the hour-long bus trip to Pasadena, CA where they were met by Jennifer Trosper, JPL’s Mars Curiosity Mission Manager and Deputy Program Manager. Jennifer, who also served in key leadership positions on the Mars Spirit and Opportunity programs, provided the attendees with an excellent overview of JPL’s mission and accomplishments. The tour progressed to the Mission Control Center. Here we stood at the spot JPL personnel deem the “center of the universe” as data from all current man-made objects in deep space are compiled in that room. The tour observed real-time data not only from JPL’s latest spacecraft Curiosity on Mars, but also from the farthest man-made object from Earth - 9R\DJHU,6LJQL¿FDQWO\9R\DJHUKDGMXVWEHFRPHWKH¿UVWYHKLFOHWROHDYHRXUVRODUV\VWHP DIHZPRQWKVSUHYLRXV-3/HQJLQHHUVGHVFULEHGLQGHWDLOWKHGLI¿FXOW\RIFRPPXQLFDWLQJ with these deep-space probes from a rotating planet at distances where, even at the speed of light, round-trip communication times are measured in tens of minutes or more and the power of the received signal is barely perceptible. 7KHVHGLI¿FXOWLHVZHUHKLJKOLJKWHGWRRXUJDWKHULQJGXULQJDPLVVLRQFRQWUROYLGHRUHSOD\ RI&XULRVLW\¶V³PLQXWHVRI7HUURU´ODQGLQJRQWKHUHGSODQHWZKHUHGXHWRWKHWUDQVPLVVLRQ time, the success or failure of the mission had already occurred prior to reception of the ¿UVWWHOHPHWHUHGODQGLQJGDWD0DQ\TXHVWLRQVFHQWHUHGDURXQG-3/¶VDSSURDFKWRWHVWLQJ a complex system such as the lander on Earth to ensure its complete success during a one- WLPHODQGLQJRQDQRWKHUSODQHWDYHU\XQLTXHVHWRISURJUDPDWLFFRQVWUDLQWV )ROORZLQJ0LVVLRQ&RQWUROWKHWRXUZDVDOORZHGUDUHDFFHVVWRWKH0DUV New Member Luncheon The SETP President Doug Benjamin (F) was delighted to personally welcome 12 of the 14 new members present at Anaheim, along with 2 of their spouses, to the Society at his Thursday Reception over a buffet lunch in the SETP Suite. Generously sponsored in memory of the late David Thomas (F) by his family, who were represented by his son Cameron, the reception saw the new members individually hosted by speakers, chairmen, and panellists from the year’s regional conferences across the USA and Europe, enabling them to get up close and personal with their Society’s Board of Directors, Charter Members, and selected Fellows in a wholly relaxed and informal environment. By way of sealing their welcome into the SETP family, each new member was presented with a voucher to spend in the Society’s shop, while in a gesture exemplifying the personality of the membership, George Cooper (F) once again very generously presented HDFKQHZPHPEHUZLWKDQDXWRJUDSKHGERWWOHRI³7HVW3LORW´UHGZLQHIURPKLV Cooper-Garrod vinyard. -XO\'HFHPEHU As witnessed by the outstanding photographs, not only was the Reception wonderfully enjoyable, but it also enabled new friendships to form from the newest to the longest VHUYLQJRIRXUPHPEHUVWRWKHEHQH¿WRIFRQWLQXHGÀLJKWWHVWVDIHW\HQKDQFHPHQWDFURVV our Society in years to come. Tim Below (AF) -XO\'HFHPEHU -XO\'HFHPEHU President’s Dinner Photos -XO\'HFHPEHU Friday Luncheon This year’s Friday Luncheon featured an outstanding talk from our Guest Speaker, Retired U.S. Air Force Lieutenant General George Muellner, Chairman of the Board of the Air Force Association and SETP Fellow. As part of SETP’s STEM outreach program, Lieutenant General Muellner also met with our guest students and new members at a reception prior to the luncheon. CAPT Brett “Banya” Pierson, USN Luncheon Speaker, Retired U.S. Air Force Lieutenant General George Muellner, Chairman of the Board of the Air Force Association Students from local high schools attended the Friday sessions and Luncheon. -XO\'HFHPEHU Friday Night Reception The Friday Night Reception on the lawn of the Disneyland Hotel allowed members and guests to gather for dinner and socializing. The atmosphere was reminiscent of the poolside reception at the Beverly Hills Hotel. -XO\'HFHPEHU -XO\'HFHPEHU -XO\'HFHPEHU Awards Banquet 7KHWK$QQXDO$ZDUGV%DQTXHWZDV&KDLUHGE\/W*HQ 5HW 0DUN6KDFNHOIRUG 0 with Ed Schneider (F) as Master of Ceremonies. 7KHWK$QQXDO$ZDUGV%DQTXHWZDVDVXFFHVVIXOZHOODWWHQGHGHYHQWZKHUHZHFRQWLQXHG the long standing tradition of honoring members for their outstanding contributions to ÀLJKWWHVW2XUPRVWUHVSHFWHG0DVWHURI&HUHPRQLHV0U(G6FKQHLGHUOHGWKHLQGXFWLRQ of new Fellows and the awards ceremony. We offered a special tribute to Fellow David :7KRPDVZKRXSRQKLVSDVVLQJODWHODVW\HDUGRQDWHGDVLJQL¿FDQW¿QDQFLDOJLIWWRWKH Society directed at the annual New Members Reception. A special highlight of the evening was the well-deserved naming of Mrs. Katherine Benjamin as a “Friend of the Society” for her exceptional contributions to the Society. 7KLVHYHQWUHTXLUHGH[WUDRUGLQDU\HIIRUWE\WKH6(736WDII'LVQH\DQG&ODXGH3DVTXLV¶ AV team. It was a memorable evening! (L to R) President Doug Benjamin (L to R) President Doug Benjamin and Katherine Benjamin and Cameron Thomas Friend of the Society Award -XO\'HFHPEHU (L to R) President Doug Benjamin (F) (L to R) Award winners - Clint Nichols and award winners (M), Mark Stucky (AF), and Mike Jeff Trang (AF), Alsbury (M), Scaled Composites American Eurocopter, and “Spaceship Two – The Road to Denis Hamel, Rocket-Powered Flight Test” American Eurocopter Ray E. Tenhoff Award “The U.S. Army and the EC145 - (Sponsored by Aerospace Services International) Transition from the Light Utility Helicopter to Armed Aerial Scout.” Herman R. Salmon Technical Publications Award (Sponsored by Symbolic Displays) (L to R) President Doug Benjamin (F), (L to R) President Doug Benjamin (F) award Presenter JR McDonald, award Presenters Robert Mckay, Mark and award winner Moya, William Kuhlemeier and award winner Art Tomassetti “A Better Way to Monitor Flight Tests in the Control Room: Limit Based Tony LeVier Flight Test Safety Award Displays” (Sponsored by Gentex Corporation) ETA Award (Sponsored by Lockheed Martin) -XO\'HFHPEHU 2013 SETP Fellows Rolf Beglinger Etienne De Malleray Wolf-Dietrich Havenstein Terry Lutz Alan Norman Roy Palmer Pete Purvis Hubert Smith -XO\'HFHPEHU Art Tomassetti Gerald Whites 2013 SETP Fellow Class (L - R) President Doug Benjamin, Gerald Whites, Art Tomassetti, Dave Lawrence accepting for Hubert Smith, Pete Purvis, Roy Palmer, Alan Norman, Terry Lutz, Wolf- Dietrich Havenstein, Larry Rockliff accepting for Etienne De Malleray, Rolf Beglinger -XO\'HFHPEHU JAMES H. DOOLITTLE AWARD (Center Right) Award winner - Tom Burbage (M), Lockheed Martin Corporation. Presented by (L to R) Doug Benjamin (F), Dennis O’Donoghue and Jimmy Doolittle III (F) James H. Doolittle Award (Sponsored by The Boeing Company) 7RP%XUEDJHLVD1DYDO$YLDWRUDQGD JUDGXDWHRIWKH1DY\7HVW3LORW6FKRRO+H VHUYHGRQDFWLYHGXW\IURP WR DQGLQWKH1DY\5HVHUYHIURP WR He retired as a Navy Captain. 7RPEHJDQZRUNLQJIRUWKHWKHQ/RFNKHHG&RUSRUDWLRQLQ ,Q KHZDVDSSRLQWHG 9LFH3UHVLGHQWIRU:DVKLQJWRQRSHUDWLRQVLQWKH¿UVWRIVHYHQOHDGHUVKLSSRVLWLRQVZLWK increasing major responsibilities. Some highlights include… )URPµ WRµ KHVHUYHGDV*HQHUDO0DQDJHUIRUWKH)³5DSWRU³,Q KHEHFDPH President of the Lockheed’s operations in Marietta, Georgia, and led it’s restructuring. Finally in November 2000, he was promoted to the position of Executive Vice-President DQG*HQHUDO0DQDJHURIWKHMRLQWVWULNH¿JKWHUSURJUDP 7RPZDVWKHNH\OHDGHURIWKH-6)WHDPIURPWKHSURWRW\SH;WKURXJKGHYHORSPHQW DQGGHOLYHU\RIWKHRSHUDWLRQDO)+HZDVUHVSRQVLEOHIRUIXO¿OOLQJWKHUHTXLUHPHQWV of the three aircraft variants for three U.S. services, and 10 international customers. For more than a decade until his retirement in 2013, Tom led the largest defense procurement SURJUDPLQKLVWRU\LQWRSURGXFWLRQRIDVXFFHVVIXOPXOWLUROH¿JKWHU To enhance program success, he repeatedly placed experimental test pilots in key leadership SRVLWLRQV7KH)FKLHISLORWUHSRUWHGWRKLPSURYLGLQJDQXQ¿OWHUHGSDWKIRUWKHWHVW SLORWVWRWKHERVV,QWKH)SURJUDP7RPVHOHFWHGDWHVWSLORWDV9LFH3UHVLGHQWRIÀLJKW test, and manned the test force leadership at Edwards and Pax River with former test pilots. +HDOVREURXJKWPLOLWDU\WHVWSLORWVLQWR/RFNKHHG)W:RUWKIRXU\HDUVEHIRUH¿UVWÀLJKWWR get design change inputs from the F-35 customers, while the aircraft was still taking shape. 7RP¶VDFFRPSOLVKPHQWVDVDQLQGXVWU\DQGWHFKQLFDOOHDGHUDUHXQHTXDOHGIRUDPRGHUQ test pilot. He is a truly deserving recipient of this prestigious honor. -XO\'HFHPEHU IVEN C. KINCHELOE AWARD (R to L) Award winner - Mark Stucky (AF), Scaled Composites. Presented by Iven Kincheloe III, Jeannine Kincheloe, Doug Benjamin (F), and JR McDonald. Iven C. Kincheloe Award (Sponsored by Lockheed Martin Corporation) 0DUN6WXFN\KDVPDGHVLJQL¿FDQWFRQWULEXWLRQVRYHUWKHSDVW\HDUWRWKH9LUJLQ*DODFWLF “Space- Ship 2” program while serving as an experimental test pilot at Scaled Composites &RUSRUDWLRQ+LVEURDGDQGVXVWDLQHGHIIRUWVFXOPLQDWHGLQKLVSLORWLQJRIWKH¿UVWURFNHW SRZHUHGDQGVXSHUVRQLFÀLJKWRIWKHDLUSODQHRQ$SULO WK0DUNDOVRDFFRPSOLVKHG PDQ\RWKHUVLJQL¿FDQWÀLJKWVLQWKHEXLOGXSWRWKLVPLOHVWRQH ³)RUJHU´DVKHOLNHVWREHNQRZQSHUIRUPHGWKH¿UVWR[LGL]HUÀRZDQGYHQWWHVWVDQGWKH ¿UVWPDQQHGSUHVVXUL]DWLRQDQGGXPSWHVWLQJRIWKHURFNHWPRWRUV\VWHPRQWKHDLUFUDIW +HGLGQXPHURXVVWDELOLW\DQGFRQWUROWHVWVLQFOXGLQJDQHYDOXDWLRQRIWKHSURWRW\SHÀLJKW control dampers for their effects on vehicle handling and performance, as well as handling tests with a shortened aft skirt. He evaluated the wing/strake thermal protection systems, and accomplished feathered strake evaluations. He performed maximum glide speed mach DQGG\QDPLFSUHVVXUHÀXWWHUWHVWVDVZHOODVKRUL]RQWDOWDLOORDGVWHVWLQJ 2QJOLGHÀLJKWRIWKHYHKLFOH³)RUJHU´H[SHULHQFHGDQXQH[SHFWHGWDLOVWDOODWUHOHDVH followed by an uncontrollable pitch over and immediate inverted spin. He successfully UHFRYHUHGDQGH[HFXWHGDÀDZOHVVODQGLQJXVLQJWKHHPHUJHQF\WULPV\VWHP 'XULQJWKHVDPHSHULRG³)RUJHU´ÀHZWHVWÀLJKWVRQ6FDOHG&RPSRVLWHV³:KLWH.QLJKW 2” mothership. He accomplished static and dynamic engine out testing, sub-system performance tests, and two releases of “Space Ship 2“. Additionally, he successfully handled an unexpected failure of multiple engines on the aircraft. In addition to his primary role as test pilot, “Forger” has served as technical advisor, design engineer, instructor pilot and mentor on the program. )RUKLVVLJQL¿FDQWLQGLYLGXDODFKLHYHPHQWVLQWHVWLQJ³6SDFH6KLS´DQGKLVHQWLUHERG\ of work on both “Space-Ship 2” and “White-Knight 2”, Mark is an outstanding and most deserving recipient of the 2013 Iven C. Kincheloe award! -XO\'HFHPEHU 2013/2014 SETP PRESIDENT F s 2013/2014 SETP President Kevin Prosser (AF) accepts the “Symbol W of Control” from 2012/2013 SETP President Doug Benjamin (F) G H W h y W m y n \ t -XO\'HFHPEHU -XO\'HFHPEHU -XO\'HFHPEHU -XO\'HFHPEHU 7th European Flight Test Safety Workshop )URP 2FWREHUWKHWK(XURSHDQ)76:ZDVKHOGDWWKHSUHPLVHVRIWKH1DWLRQDO Aerospace Laboratory NLR in Amsterdam, The Netherlands. With an almost capacity DWWHQGDQFH WKH SDUWLFLSDQWV GLVFXVVHG ÀLJKW WHVW VDIHW\ LVVXHV LQ D QXPEHU RI VHVVLRQV WLWOHG ³/HVVRQV /HDUQHG´ ³)OLJKW 'HFN 'HVLJQ &HUWL¿FDWLRQ DQG ([SHULHQFH´ ³1RYHO Concepts” and “Learning and Training”. The sessions were chaired by Gerry Whites, Bob Mulder, Jim Sandberg and Dieter Reisinger. Those presentations that were released for publication are available for download at the website of the Flight Test Safety Committee ZZZÀLJKWWHVWVDIHW\RUJ An evening canal cruise sailed past the highlights of Amsterdam. The Workshop Dinner was enlightened by a dinner speech by Harry “Slinger” Van Hulten on commercial space exploration. The European FTSW Award was awarded by Heidi Biermeier to Maurice “Moe” Girard %RPEDUGLHU IRUKLVRXWVWDQGLQJFRQWULEXWLRQWRÀLJKWWHVWVDIHW\DQGKLVZRUNLQUHODWLRQ to the European Workshop series. The Technical Tour brought the participants to Gilze-Rijen AFB, home of the Dutch He- licopter Command and the base for the Royal Netherlands Air Force (RNLAF) Rotary )OLJKW7HVW:LQJ$QXPEHURIEULH¿QJVZHUHSUHSDUHGE\51/$)WHVWSLORWVDQGÀLJKW test engineers, followed by a visit to a static lineup. Thanks to the participants and the sponsorship of Gulfstream, SAAB, NLR and the RN- LAF the Workshop was a great success. The European Workshop series seems to get better every year, the trend will continue next year in Munich, Germany. -XO\'HFHPEHU SW Section/SFTE International Symposium The SW Section/SFTE International Symposium was held at the Worthington +RWHO )RUW :RUWK 7; WKLV SDVW 2FWREHU 7KH 6\PSRVLXP LQFOXGHGGD\V of papers, a day of classes, and tours at both Lockheed & Bell. We received tremendous exposure as half of the papers presented were SETP Members. Major Companies included: AgustaWestland, Airbus, Bell, BAE, Boeing, Calspan, EADS, Embraer, Eurocopter, Gulfstream, Korea Aerospace, Lockheed, Mitsubishi, Northrop, P&W, Rockwell, Rolls Royce, Saab, Scaled Composites, Sikorsky and TAI. Overall the SW Section/SFTE International Symposium was a great success with a WRWDO RI DWWHQGHHV LQFOXGLQJ FROOHJH VWXGHQWV DQG +LJK 6FKRRO VWXGHQWV Kevin Prosser Bill Kuhlemeier Al Norman Pietro Venanzi Dan Wells Paul Metz Art Tomassetti Bob Wilson -XO\'HFHPEHU LAST FLIGHTS 'RQDOG'$UPVWURQJ $) PDGHKLVODVWÀLJKWRQ )ULGD\-XQH+HZDVERUQ0D\ in Redwood City, CA, and was a 4th generation Californian. His great grandparents arrived in Hollister, &DOLIRUQLDLQDIWHUWUDYHOLQJIRURYHUD\HDUIURP Missouri in a covered wagon pulled by a team of oxen. Mr. Armstrong knew from a young age that aviation was to be his life’s passion, and he shared this passion with his father, Howard. He and his dad studied together and both obtained their pilots licenses. His father enjoyed À\LQJDQGEHFDPHLQYROYHGZLWKWKH&LYLO$LU3DWURO Shortly thereafter, while on a Civil Air Patrol search and rescue mission, Howard was killed when his plane went GRZQLQDPRXQWDLQRXVUDYLQH'RQZDVRQO\\HDUV old when his dad passed away, and from that point on, he knew he wanted to focus his career on aviation safety. 'RQZDVDQRI¿FHULQWKH8QLWHG6WDWHV$UP\DQGVHUYHGLQWKH.RUHDQ:DUDVDKHOLFRSWHU SLORWZLWKWKH0$6+8QLW+HPHWDQGIHOOLQORYHZLWKDQRWKHURI¿FHULQWKH0$6+ Unit, Elna McDougald, an RN serving in the Army as a surgical nurse, and they later married upon their return to the United States. Don graduated from Stanford University in ZLWKD%6GHJUHHLQ0HFKDQLFDO(QJLQHHULQJDQGODXQFKHGKLVFDUHHULQWRÀLJKWWHVW VWDUWLQJDW+LOOHU$LUFUDIW+HÀHZDVDQH[SHULPHQWDOWHVWSLORWIRUQLQH\HDUVVSDQQLQJ Hiller’s development of four-place, turbocharged, and turbine-powered helicopters, and their transition from aerodynamic to electronically augmented control systems. +HVHUYHGDVDSLORWIRU)$$:HVWHUQ5HJLRQIURP WR KDQGOLQJYLUWXDOO\DOO URWDU\ZLQJSURJUDPVIRU+XJKHV 7RRO&R /RFNKHHGDQG)DLUFKLOG+LOOHU)URP WR KHSDUWLFLSDWHGLQWKH'&DQGDOODYLRQLFVDQGDXWRODQGWHVWLQJIRUWKH'& DQGPRGHOV'RQZHQWWR)$$+HDGTXDUWHUVLQ ULVLQJWREHFRPH&KLHI )OLJKW7HVW%UDQFKUHVSRQVLEOHIRUÀLJKWWHVWSROLF\GXULQJWKHGHYHORSPHQWRIVWDQGDUGV IRUFHUWL¿FDWLRQRI&RQFRUGHRSHQLQJWKHGRRUWR,)5RSHUDWLRQRIFLYLOKHOLFRSWHUVDQG JXLGLQJUHVHDUFKRQKDQGOLQJTXDOLWLHVDQGSHUIRUPDQFHVWDQGDUGVRI9672/WUDQVSRUWV ,Q KHUHWXUQHGWR/RV$QJHOHVDV&KLHI)OLJKW7HVW%UDQFKDQGEHFDPH$VVLVWDQW 0DQDJHURIWKH/RV$QJHOHV$LUFUDIW&HUWL¿FDWLRQ2I¿FH,QWKDWSRVLWLRQKHPDQDJHGWKH FHUWL¿FDWLRQRIWKH0'VHULHVWUDQVSRUWV+HDOVRVHUYHGRQWKH$GPLQLVWUDWRU¶V6HOHFW %RDUGIRU)OLJKW7HVW6WDQGDUGL]DWLRQLQ ZKLFKUHVXOWHGLQWKHDGRSWLRQRI QXPHURXVUHFRPPHQGDWLRQVDGYDQFLQJWKHTXDOL¿FDWLRQVRI)$$WHVWSLORWVWKHLUWUDLQLQJ DQGLQÀXHQFHDQGWKHLUUHVSRQVLELOLW\IRULQFOXGLQJKXPDQIDFWRUVLQWKHLUFHUWL¿FDWLRQ evaluations. Don retired from FAA in 2001 after 44 years of government service. Not one to sit idle for long, he enjoyed working as a consultant DER Flight Test Pilot, as well as serving in an active capacity in his local National Active and Retired Federal Employees Association (NARFE) Chapter for many years after retirement. He was also a dedicated and loving family man, and enjoyed spending his golden years with his daughter, son-in-law, and grandson. Don was preceded in death by his wife Elna McDougald Armstrong and grandson Alexander Kovacevic. He is survived by his daughter Donna and son-in-law Edward, and his grandson Nikolas Bazan. Donations may be made in his memory to Samaritan’s Purse at www.samaritanspurse.org. -XO\'HFHPEHU 0DQIUHG%UHQQZDOG 0 ZDVERUQRQ2FWREHU LQ=ULFKDQGSDVVHGDZD\RQ2FWREHUQHDU his home in Sarasota, Florida after a long progressive disease. ,Q KHVWDUWHGKLVEDVLFPLOLWDU\WUDLQLQJDQGEHFDPH a maintenance crew member on the P-51 Mustang. He was then selected for pilot training and got his wings LQ0D\ +HDSSOLHGLQWKHSURIHVVLRQDOZLQJRI Swiss Air Force and was accepted. He then became an RI¿FHUDQGÀLJKWLQVWUXFWRU)RXU\HDUVODWHUWKHWHVW pilot team at Emmen had a job opening and Manfred was selected to become a test pilot. He started with production and acceptance tests on Swiss built DeHavilland Venoms and soon with the acceptance tests on Hawker Hunter in Dunsfold. That was the time when the personal friendship with Bill Bedford started. Envelope expansion for several weapons and the integration of a bomb delivery system were the next duties on the Hunter. At the same time, the Federal Aircraft Factory started SURGXFWLRQRI$ORXHWWH,,,DQG)UHGPDGHSURGXFWLRQDQGUHFHSWLRQÀLJKWV,QWKH 6ZLVV$LU)RUFHKHEHFDPHVTXDGURQOHDGHURIWKH¿UVWPLOLWLDVTXDGURQRSHUDWLQJWKH +XQWHU,Q WKHLQWHJUDWLRQRIWKH+XJKHV7$5$1V\VWHPRQWKH0LUDJH,,,VWDUWHG on Holloman AFB to become the Mirage IIIS. Fred was responsible for the air to air part DQGPDGHVHYHUDOPLVVLOH¿ULQJV )UHGEHFDPHDPHPEHURI6(73LQ$SULO DQGZDVDFWLYHDVDVWDIIPHPEHURQDOO European symposia held in Switzerland and as a participant in numerous other European and U.S. symposia. Back home, the Mirage Simulator was waiting for test pilots care. When the Swiss early warning radar and control system Florida went operational, Fred became an intercept director and later Chief Air Defence in a militia function and was promoted to the rank of Colonel. Soon the project of a transport helicopter came up and Fred took the lead in the evaluation of the French Puma and Superpuma and the US Blackhawk and Bell 314 ST. He stayed current on jets, took part in the OT&E program of the Swiss F-5E at Edwards $)%PDGHWKHFRFNSLWGH¿QLWLRQRIWKH+XQWHU7UDLQHUDQGZDV±DWWKHEHJLQQLQJSURMHFW SLORWIRUWKH+DZNHU6LGOH\+DZN0N¿QDODVVHPEO\LQ(PPHQ+HZDVDOVRSURMHFW pilot for the Superpuma. With his experience from the Mirage simulator he also became project pilot for the simulators Hawk and Superpuma. $WWKHHQGRI )UHGUHWLUHGDIWHU\HDUVRIDFWLYHGXW\WRWDOOLQJKRXUVDQG ODQGLQJVRQGLIIHUHQWDLUSODQHVDQGGLIIHUHQWKHOLFRSWHUV+LVFRPPHQWDIWHU UHWLUHPHQW ³1RZ,VWRSSHGÀ\LQJFRPSOHWHO\,QHYHUKDGDEDGDFFLGHQWEXWDQXPEHURI TXLWHFULWLFDOVLWXDWLRQV,EHOLHYH,WRRNP\VKDUHRIOXFNDQGHQMR\OLIHQRZDVDQDLUOLQH SDVVHQJHU7KHUHDUHVWLOOPDQ\WKLQJVWRGRZLWKRXWÀ\LQJ«´ Fred is survived by his wife Renate, his daughter Eveline and his son Manfred. -XO\'HFHPEHU CAPT Michael “Cos” Cosgrove, USN (Ret) (M) , SDVVHGDZD\RQ$XJXVWDIWHUDORQJEDWWOHZLWK SQHXPRQLD%RUQ$SULO LQ0DGULG6SDLQKH was the son of Alfred Kevin Cosgrove of Chicopee, MA and the late Irene Beatrice (Roulier) Cosgrove. Cos graduated from the U.S. Naval Academy, $QQDSROLV0'LQ +HPDUULHGKLVZLIHRIQHDUO\ \HDUV5KHDRQ6HSWHPEHU DWWKH:HVWRYHU Air Force Base in MA. He attended Post Graduate Naval 6FKRROLQ0RQWHUH\&$LQ ZDVDPHPEHURIWKH 861DYDO7HVW3LORW6FKRROFODVVLQ3DWX[HQW River, MD; and a graduate of the Naval War College in LQ1HZSRUW5,'XULQJKLVQDYDOFDUHHUKHÀHZ PRUHWKDQKRXUVLQGLIIHUHQWW\SHVRIDLUFUDIW and supported multiple deployments at sea. He participated in the evacuation of Americans IURP6RXWK9LHWQDPLQ DQGRQDODWHUGHSOR\PHQWZDVFUHGLWHGZLWKWZRVXFFHVVIXO UHVFXHVLQWKHZHVWHUQ3DFL¿F Cos held several positions at NAS Patuxent River. During his last tour, he served as Commander of the Naval Test Wing Atlantic. He retired from the Navy after 30 years of service and remained active in the community. He served as the Vice President of the Patuxent River Council of the Navy League of the United States. During his past time, he enjoyed attending Naval Academy football games with his fellow alumni. He also enjoyed spending time at his ski home in West Virginia and taking annual beach trips to Ocean City, MD with his family. In addition to his father, Cos is survived by his devoted wife, Rhea Cosgrove of Lexington Park, MD; his sons Michael Cosgrove of Lexington Park, MD; Liam Cosgrove (Jamie) of Callaway, MD; and Joe Cosgrove (Janna) of Denver, CO; his brother Dan Cosgrove (Marcia) of Port Matilda, PA; and sister Terri Strandburg (John) of Wilbra-ham, MA; grandchildren Holden Garrison, Andrew Cosgrove, Ethan Cosgrove and Emma Cosgrove; niece Katie Strandburg and nephew Kevin Cosgrove. In addition to his mother, he was pre-deceased by a brother, the late Pat Cosgrove. 0HPRULDOFRQWULEXWLRQVPD\EHGLUHFWHGWRWKH:RXQGHG:DUULRU3URMHFW32%R[ 7RSHND.6RUWKH1DYDO$FDGHP\$WKOHWLF$VVRFLDWLRQFR%XVLQHVV2I¿FH Brownson Rd., Annapolis, MD 21402 (on memo line: Navy Heavy Weight Crew Program, 0HPRU\RI0$&RVJURYHµ -XO\'HFHPEHU Colonel William E. Crouch Jr., USA (Ret) (M), was born LQ/DXUHO'(RQ0D\ DQGSDVVHGDZD\RQ September 2013 in Panama City, FL. Bill attended Laurel High School and enlisted in the US $UP\$LU&RUSVDIWHUJUDGXDWLRQLQ %LOOZDVVHOHFWHG to attend the United States Military Academy at West 3RLQW1<DQGJUDGXDWHGLQ :KLOHDW:HVW3RLQWKH met the love of his life, Betty Jane (BJ) Macaulay, whom he married after graduating and being commissioned as Second Lieutenant. Bill served with distinction during his 30 year Army Career. $VD)LHOG$UWLOOHU\2I¿FHUKH¿UVWVHUYHGZLWKWKHG $LUERUQH'LYLVLRQWKHQGHSOR\HGWRWKH.RUHDQ&RQÀLFW LQ1RYHPEHU ZLWKWKHWK)LHOG$UWLOOHU\%DWWDOLRQWK,QIDQWU\'LYLVLRQ$IWHU UHWXUQLQJKRPHKHDWWHQGHG$UWLOOHU\FRXUVHVDW)RUW6LOO2.DQG)RUW%OLVV7;ZKHUH %LOOZDVDVVLJQHGDVDQLQVWUXFWRUQ %LOODQG%-ZHUHEOHVVHGZLWKWKHLUGDXJKWHU Deborah Ann. ,Q DIWHUJUDGXDWLQJIURPWKH$UWLOOHU\2I¿FHUV¶$GYDQFHG&RXUVHWKHQ&DSWDLQ&URXFK started the second phase of his Army Career in Army Aviation. Bill attended Mississippi State University where he earned a Master of Science degree in Aeronautical Engineering in )ROORZLQJJUDGXDWLRQKHZDVDVVLJQHGWR)RUW5XFNHUIRUÀLJKWWUDLQLQJDQGHDUQHG KLV$UP\DYLDWRUZLQJVLQ +HUHPDLQHGDW)RUW5XFNHUVHUYLQJWKUHH\HDUVDWWKH United States Army Aviation Test Board. He was then assigned to and graduated from the 8QLWHG6WDWHV$UP\&RPPDQGDQG*HQHUDO6WDII&ROOHJHLQ)RUW/HDYHQZRUWK.6LQ %LOOGHSOR\HGRQKLV¿UVWWRXULQ9LHWQDPDV/LJKW$YLDWLRQ3URMHFW2I¿FHUGHYHORSLQJ DYLDWLRQFRPEDWWDFWLFVDQGWHFKQLTXHV5HWXUQLQJKRPHKHDVVXPHGGXWLHVDV&KLHI Aircraft Branch of the Combat Development Command’s Aviation Agency. Bill applied for and was selected for the United States Naval Test Pilot School. After graduation Bill was assigned to the United States Army Aviation Test Activity at Edward Air Force Base, CA as an experimental test pilot, Chief, Flight Test Engineering, and later Deputy Commander. ,Q KHUHWXUQHGWR9LHWQDPDVFRPPDQGHURIWKH WK$YLDWLRQ%DWWDOLRQ WK,QIDQWU\ 'LYLVLRQDQGODWHUDV([HFXWLYH2I¿FHUWK$YLDWLRQ*URXS+HUHWXUQHGKRPHWRDWWHQG WKH8QLWHG6WDWHV$UP\:DU&ROOHJHDQGUHWXUQHGWR9LHWQDPLQ WRFRPPDQGWKH 101st Aviation Group, 101st Airborne Division (Airmobile). When his unit redeployed to WKH8QLWHG6WDWHVLQ-DQXDU\ %LOOVHUYHGDV*VW$YLDWLRQ%ULJDGHDQGODWHUDV Deputy Commander for Operations, 3d Brigade (Separate), 1st Cavalry Division. As a Colonel, Bill served in the Pentagon as Chief of Airmobility Division (later reorganized DVWKH$YLDWLRQ6\VWHPV'LYLVLRQ LQWKH2I¿FHRIWKH'HSXW\&KLHIRI6WDIIIRU5HVHDUFK 'HYHORSPHQWDQG$FTXLVLWLRQXQWLO-XO\ +HFRQFOXGHGKLVPLOLWDU\FDUHHULQ as Commander, U.S. Army Aviation Development Test Activity in Fort Rucker, AL. He FRQWLQXHGWRZRUNZLWK$UP\$YLDWLRQDVDPHPEHURILQGXVWU\XQWLOKLVUHWLUHPHQWLQ Bill was the recipient of numerous military awards. They included the Legion of Merit with three Oak Leaf Clusters, Distinguished Flying Cross with an Oak Leaf Cluster, Bronze Star Medal with a “V” device for Valor and three Oak Leaf Clusters, Air Medal with 32 awards, Army Commendation Medal with a “V” device for Valor and an Oak Leaf Cluster, and many foreign awards. Upon retirement Bill and BJ moved to Panama City Beach, Florida and although a long time boat owner, Bill decided he needed to take a boating safety course to learn more DERXWERDWLQJ2QHWKLQJOHGWRDQRWKHUDQGKHMRLQHGWKH)ORWLOOD RIWKH86&RDVW*XDUG -XO\'HFHPEHU Auxiliary in Panama City Beach. Bill started out as an instructor and shortly thereafter was DSSRLQWHGDV)ORWLOOD)LQDQFH2I¿FHU2WKHUVWDIIDVVLJQPHQWVLQFOXGHG3HUVRQQHO6HUYLFHV 2I¿FHUDQG&RPPXQLFDWLRQV6HUYLFHV2I¿FHU+LVOHDGHUVKLSSRVLWLRQVLQFOXGHGVHUYLFHDV Flotilla Vice Commander, Flotilla Commander, Division Vice Captain, Division Captain, 'LVWULFW5HDU&RPPRGRUHDQG'LVWULFW9LFH&RPPRGRUHDQGLQKHZDVHOHFWHG Commodore of the Coast Guard’s Eighth District Coastal Region, with responsibility for all Auxiliary activities from the Arizona / New Mexico state line to St. Marks, FL, and covering all or part of eight southern states. Bill’s contributions to Boating Safety and the Auxiliary were extensive, and he received numerous awards, including the prestigious Martin S Herz Award for inspirational leadership in early 2013. He continued to be active as an instructor and advisor until his passing. %LOOLVVXUYLYHGE\KLVZLIHRI\HDUV%-GDXJKWHU'HERUDK+HVVRQDQGVRQLQODZ Colonel James Hesson (USA Ret) (Huntsville, AL), brothers Donald (Seaford, DE), and Francis Crouch (Delmar, DE), sister Jean Span (Burk, VA), and his grandchildren, Captain James Hesson (USAF) (Charleston, SC), Stephen Hesson (Huntsville, AL), and Kirsten Hesson (Huntsville, AL). 'RQDWLRQVPD\EHPDGHWRWKH:RXQGHG:DUULRUV3URMHFW %HOIRUW5RDG6XLWH -DFNVRQYLOOH)ORULGD LQKLVQDPH&RORQHO&URXFK¶VUHPDLQVZLOOEHLQWHUUHGDW Arlington National Cemetery with military honors for his service to the nation at a later date. )UHG-&XWKLOO ) ZDVERUQRQ-XO\ DQGSDVVHG away on 3 October 2013. +HZDVD JUDGXDWHRIWKH86$)7HVW3LORW6FKRRO and held a B.S. Degree in Aeronautical Engineering from Washington State University and a Master of Business Administration from George Washington University. 3ULRUWRDWWHQGLQJWHVWSLORWVFKRRO)UHGÀHZ) DQG)DLUFUDIWLQ¿JKWHUVTXDGURQVLQWKH86DQG (XURSH$IWHU7HVW3LORW6FKRROKHÀHZYDULRXVWHVW SURJUDPVRQWKH))DQG)DLUFUDIW After Command and Staff College he reported to Edwards AFB and served as test pilot in Special Projects (U-2’s) and later spent 2 years as Chief of Fighter 7HVWDW(GZDUGV'XULQJWKLVSHULRGKHÀHZWHVWSURJUDPVRQWKH)$DQGYDULRXV IRUHLJQFODVVL¿HGSURJUDPV$IWHURQH\HDU¶VFRPEDWLQ)¶VLQ6($ZKLFKLQFOXGHG EHLQJ&RPPDQGHURIWKH7DFWLFDO)LJKWHU6TXDGURQKHUHWXUQHGWR(GZDUGV$)%DV F-15 Project Director and was later appointed the F-15 Joint Test Force Director. Fred GLVWLQJXLVKHGKLPVHOIE\PHULWRULRXVDFKLHYHPHQWZKLOHSDUWLFLSDWLQJLQDHULDOÀLJKWDV FKLHISHUIRUPDQFHWHVWSLORWIRUDKLJKO\FODVVL¿HGSURMHFWDWWKHWLPHÀ\LQJWKH0L* MHW¿JKWHU7KHGDWDFRQWULEXWHGLPPHDVXUDEO\WRWKHXQGHUVWDQGLQJRIDIRUHLJQZHDSRQ V\VWHP LQWHOOLJHQFHIURPD6RYLHW¿JKWHUWKDW,VUDHODQGWKH8QLWHG6WDWHVZRXOGIDFH in battle in the coming years. Fred then moved on to duties as Staff Assistant to the 'LUHFWRU7HVWDQG(YDOXDWLRQ2I¿FHRIWKH6HFUHWDU\RI'HIHQVH+HODWHUVHUYHGDV'HSXW\ Commander of an Air Force Fighter Wing. Following his retirement from the Air Force, Fred franchised three Jack in the Box restaurants and worked with his wife Rose in The Cuthill Company, a Real Estate and Brokerage Company. )UHGMRLQHGWKH6RFLHW\LQ ZDVXSJUDGHGWR$VVRFLDWH)HOORZLQ DQGLQ ZDVXSJUDGHGWR)HOORZ+HVHUYHGRQWKH0HPEHUVKLS&RPPLWWHHLQ RQWKH%RDUGRI -XO\'HFHPEHU 'LUHFWRUVDV7HFKQLFDO$GYLVRULQ DV*HQHUDO&KDLUPDQRIWKHWK0LQL6\PSRVLXP LQ DV6(737UHDVXUHULQ DV7HFKQLFDO$GYLVRULQ DV6HFUHWDU\LQ DV9LFH3UHVLGHQWLQ DQG3UHVLGHQWLQ )UHGDOVRVHUYHGRQWKH6FKRODUVKLS )RXQGDWLRQIURP ± A beloved husband, father and grandfather, he is survived by his wife Rosemarie, his three children, Fred, Linda, and Marilyn, seven grandchildren and two great grandchildren. 'RQDWLRQVLQKLVPHPRU\PD\EHPDGHWRWKH6(736FKRODUVKLS)RXQGDWLRQ32%R[ /DQFDVWHU&$ RUYLDWKLVOLQN KWWS ZZZVHWSRUJVFKRODUVKLSIRXQGDWLRQ scholarship.html. %HUQDUG-RKQ'YRUVFDN 0 WRRNKLVODVWÀLJKWRQ September 2013 as the horn sounded Georgia Tech’s win over North Carolina at 3:22P EST. He grew up in Hazleton, PA, where he attended St. Gabriel’s Catholic School and following graduation from +D]OHWRQ+LJK6FKRROLQ 'YRUVFDNHQOLVWHG with the US Navy where he was accepted into the V-5 )OLJKW7UDLQLQJ3URJUDPLQ 8SRQFRPSOHWLRQRI his initial training, he was stationed aboard the USS )UDQNOLQ'HODQR5RRVHYHOWÀ\LQJWKH$LQDSHDFH keeping mission over the Mediterranean. During his commission, Dvorscak organized a basketball league for the enlisted men and learned to play contract EULGJH+HUHFHLYHGKLV:LQJVRI*ROGLQ-DQXDU\ ZKLOHÀ\LQJWKH)8VWDWLRQHGDERDUGWKH866&DERW 5HWXUQLQJ6WDWHVLGHWRÀ\WKH%DQVKHH)LJKWHUZLWK9)1$6-DFNVRQYLOOHKHZHQWRQWR serve aboard the USS Midway, the USS Coral Sea and the USS Leyte. Following his return IURPDFWLYHGXW\LQWKH3DFL¿F'YRUVFDNHQUROOHGDWWKH*HRUJLD,QVWLWXWHRI7HFKQRORJ\ ZKHUHKHJUDGXDWHGLQWKHWRSRIKLVFODVVZLWKD%6LQ$HURVSDFH(QJLQHHULQJLQ +HZDVDPHPEHURIWKH¿UVW861DY\2SHUDWLRQDO-HW)LJKWHU6TXDGURQ7KH6RFLHW\RI Experimental Test Pilots and the Georgia Tech Flight Club. Dvorscak joined Lockheed Aircraft Corporation as an Engineering Test Pilot where he was a pioneer in his industry. Testing most every aircraft that came off the line at Lockheed GXULQJKLVFDUHHUKHZRUNHGWRJHWKHUZLWKÀLJKWHQJLQHHUVDQGGHVLJQHQJLQHHUVWRSHUIHFW the Lockheed products and pave the way for the United States to lead the aviation industry LQWKHGHYHORSPHQWDQGSURGXFWLRQRIFXWWLQJHGJHVDIHDLUFUDIW'YRUVFDNZDVWKH¿UVW SLORWWR)O\%\:LUHLQWKH/RFNKHHG&+HUFXOHVDQGZDVPHPEHURIWKH¿UVWWHDPWR SHUIHFWLQDLUÀLJKWUHIXHOLQJ+HTXDOL¿HGWRÀ\PRUHWKDQDLUFUDIWGXULQJKLVFDUHHU including the Hummingbird I and II: a jet-powered VTOL aircraft; the C-130, C-141, C-5A and B, Jetstar. *UDGXDWLQJIURPWKH861DY\7HVW3LORW6FKRRO&ODVV;;, 'YRUVFDNÀHZWKH'RXJODV )'LQWKH0DFK2QH(UDLQ'HFHPEHU DW3DWX[HQW5LYHU+HWRRNFRPPDQGRYHU 6TXDGURQ951$6$WODQWDDQG1$61HZ2UOHDQVLQWKHPLGVHYHQWLHVEHIRUHUHWLULQJ IURPWKH1DY\5HVHUYHLQ-XO\ DVD&DSWDLQZLWKDFRPPHQGDWLRQIURPWKHQVLWWLQJ 3UHVLGHQW-LPP\&DUWHU DQGUHWLUHGIURP/RFNKHHGLQ 'YRUVFDNFRDXWKRUHG³7KH C-5 Galaxy History” with Roger Lanius, published in 2001. He maintained his pilot and ÀLJKWLQVWUXFWRUOLFHQVHVIROORZLQJUHWLUHPHQWLQVWUXFWLQJÀLJKWJURXQGVFKRRODQGLQRUGHU to promote aviation and the United States Navy he continued to work with small groups such as the Civil Air Patrol and the Fraternal Order of Silver Wings of which he was an active member. -XO\'HFHPEHU During his retirement Dvorscak aided with the assimilation of the National Aerospace Museum, Chantilly, VA; assisted and supported the development of the Marietta Aviation Museum; and, lectured at high school students, senior citizen groups and civic organizations on the Battle of Midway, the Battle of Britain, the C-5 Galaxy and other topics of interest. He was a member of St. Jude the Apostle Catholic Church in Atlanta, Georgia for 50 years where he taught Catechism, and sang in the choir. His favorite pastimes were playing FRQWUDFWEULGJHZLWKKLVZLIH&DURO\QDQGFKHHULQJ*HRUJLD7HFK )UDQFLV$)RVWHU $) ZDVERUQRQ0DUFK in Okarche, OK to Frank and Ruth Foster. He took KLVODVWÀLJKWRQ6HSWHPEHUDIWHUDVWUXJJOH with Myeloplastic Syndrome. Andy’s solo flight was at Wiley Post Airfield, 2NODKRPD&LW\2.RQ-DQXDU\ +HZDV commissioned as 2nd Lieutenant in the Marine Corps RQ0D\ DQGPDUULHGWKDWGD\WR%DUEDUD &RQGLW+HÀHZ)8¶VLQ::,,IURP DQG was a helicopter pilot during the Korean War. Andy was Chief Test Pilot for Kaman Aerospace for 24 years, where he conducted extensive tests for seven world records set by HH-43 and did developmental work on stability augmentations system, structural demo, experimental governor test of T-53, LQLWLDODQGGHYHORSPHQWDOWHVWVRI¿EHUJODVVURWRULQLWLDODQGGHYHORSPHQWDOÀLJKWVRI 7 LQVWDOODWLRQDQG<7DQG37HQJLQHVLQ.+HDOVRSHUIRUPHGLQLWLDODQG GHYHORSPHQWDOÀLJKWVRIGURQHÀLJKWFRQWUROV\VWHPVLQWKH.7.++. DQG48+%KHOLFRSWHUVDVZHOODVPDQ\RWKHUV+HZDVDOVR0DQDJHURIWKH.DPDQ $HURVSDFH'HVHUW'LYLVLRQRIWKH'URQH3URJUDPIRU \HDUVLQ:KLWH6DQGV10 $QG\KDGDYHU\HDUO\KHOLFRSWHUOLFHQVH +LVLQVWUXFWRUKDG+HDOVRZDVWKH ROGHVWSLORWDWWRFRPSOHWH&REUDWUDLQLQJLQ.LOOHHQ7; ,Q-DSDQLQ KHKDGDVTXDGURQRIQG/LHXWHQDQWVVRPHRIZKLFKJHWWRJHWKHU\HDUO\ 7KH\KDYHVDLGWKH\WKRXJKW0DM)RVWHUFRXOGÀ\WKHER[WKDWWKHKHOLFRSWHUFDPHLQ Now that is experimental! He had a great career and loved it. Andy was so proud to be a member of SETP. Andy is survived by his wife, Barbara, son Patrick Foster of Knoxville, TN, son Drew )RVWHURI7DFRPD:$VRQ6WXDUW)RVWHURI -XO\'HFHPEHU Col C. Gordon Fullerton, USAF (Ret) (F), was born on 2FWREHU DQGSDVVHGDZD\RQ$XJXVW He retired from the National Aeronautics and Space $GPLQLVWUDWLRQRQ'HFHPEHUDIWHUDGLVWLQJXLVKHG career as an Air Force test pilot, NASA astronaut, DQGUHVHDUFKWHVWSLORWVSDQQLQJPRUHWKDQ \HDUV )XOOHUWRQORJJHGKRXUVLQVSDFHÀLJKWRQWZR6SDFH Shuttle missions while serving in the NASA astronaut FRUSVIURP6HSWHPEHU XQWLO1RYHPEHU +H then joined the Flight Crew Branch at NASA’s Dryden Flight Research Center, where he served for 22 years DVDUHVHDUFKWHVWSLORWRQDYDULHW\RIKLJKSUR¿OH projects. During the latter years of his career at NASA Dryden, he served as Associate Director of Flight 2SHUDWLRQVDQGDV&KLHIRIWKHGLUHFWRUDWH¶VÀLJKWFUHZEUDQFKRIWHQFDOOHGLWVFKLHI SLORWUHVSRQVLEOHIRUDYDULHW\RIÀLJKWUHVHDUFKDQGDGPLQLVWUDWLYHVXSSRUWDFWLYLWLHV Fullerton earned Bachelor of Science and Master of Science degrees in mechanical HQJLQHHULQJIURPWKH&DOLIRUQLD,QVWLWXWHRI7HFKQRORJ\3DVDGHQD&$LQ DQGO UHVSHFWLYHO\$IWHUZRUNLQJEULHIO\DVDPHFKDQLFDOGHVLJQHQJLQHHU IRU+XJKHV$LUFUDIW&RKHWKHQHQWHUHGWKH86$LU)RUFHLQ-XO\ )ROORZLQJÀLJKWVFKRRO)XOOHUWRQZDV¿UVWWUDLQHGDVDQ)LQWHUFHSWRUSLORWDQGODWHU EHFDPHD%ERPEHUSLORWDW'DYLV0RQWKDQ$LU)RUFH%DVH7XFVRQ$=+HZDVWKHQ selected to attend the Air Force Aerospace Research Pilot School (now the Air Force Test Pilot 6FKRRO (GZDUGV$LU)RUFH%DVH&$LQ 8SRQJUDGXDWLRQKHZDVDVVLJQHGDVDWHVW pilot with the Bomber Operations Division at Wright-Patterson Air Force Base, Dayton, OH. +LVWHVWÀ\LQJH[SHULHQFHOHGWRKLVEHLQJVHOHFWHGWREHDÀLJKWFUHZPHPEHUIRUWKH$LU)RUFH 0DQQHG2UELWLQJ/DERUDWRU\SURJUDPIURP XQWLOWKDWSURJUDPZDVFDQFHOHGLQ Fullerton was then assigned by the Air Force to NASA’s astronaut corps at the NASA Johnson 6SDFH&HQWHU+RXVWRQZKHUHKHVHUYHGRQWKHVXSSRUWFUHZVIRUWKH$SROORDQG OXQDUPLVVLRQV,Q )XOOHUWRQZDVDVVLJQHGWRRQHRIWKHWZRÀLJKWFUHZVWKDWSLORWHGWKH Space Shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. )XOOHUWRQZDVWKHSLORWRQWKHHLJKWGD\6766SDFH6KXWWOHRUELWDOÀLJKWWHVWPLVVLRQ0DUFK 7KHPLVVLRQH[SRVHGWKHRUELWHU&ROXPELDWRH[WUHPHVLQWKHUPDOVWUHVVDQGWHVWHG the 50-foot Remote Manipulator System used to grapple and maneuver payloads in orbit. That mission became the only Space Shuttle mission to land at White Sands, NM, because Rogers Dry Lake at Edwards was too wet to support a landing due to heavy seasonal rains. )XOOHUWRQZDVFRPPDQGHURIWKH676)6SDFHODEPLVVLRQODXQFKHGRQ-XO\ 7KDWPLVVLRQRQWKHVKXWWOHRUELWHU&KDOOHQJHUZDVWKH¿UVWSDOOHWRQO\6SDFHODE PLVVLRQDQGWKH¿UVWWRRSHUDWHWKH6SDFHODE,QVWUXPHQW3RLQWLQJ6\VWHP,WFDUULHG PDMRUH[SHULPHQWVLQWKH¿HOGVRIDVWURQRP\VRODUSK\VLFVDQGLRQRVSKHULFOLIH DQGPDWHULHOVFLHQFH7KHPLVVLRQHQGHG$XJXVW ZLWKDODQGLQJDW(GZDUGV Upon his transfer to NASA Dryden at Edwards Air Force Base, Fullerton became the project pilot on the NASA NB-52B launch aircraft and was heavily involved in the return of that DLUFUDIWWRÀLJKWVWDWXVDIWHUDIRXU\HDUGRZQWLPH)XOOHUWRQÀHZWKH%RQWKH¿UVWVL[ air launches of the commercially developed Pegasus rocket. He was involved in a series of GHYHORSPHQWDLUODXQFKHVRIWKH;&UHZ5HFRYHU\9HKLFOHDQGLQWKH3HJDVXVODXQFKHV IRUWKHK\SHUVRQLF;$+\SHU;VXSHUVRQLFFRPEXVWLRQUDPMHW ³VFUDPMHW´ SURMHFW Fullerton was the project pilot on the Propulsion Controlled Aircraft project, during -XO\'HFHPEHU which he successfully landed both a modified F-15 and an MD-11 transport with all control surfaces neutralized, using only engine thrust modulation for control. $VDSLORWIRU1$6$¶V'&$LUERUQH6FLHQFHÀ\LQJODERUDWRU\)XOOHUWRQGHSOR\HG worldwide to support a variety of research studies, including atmospheric physics, ground PDSSLQJDQGPHWHRURORJ\+HZDVDOVRSLORWLQFRPPDQGRQWKH¿UVWWHVWÀLJKWVRI NASA’s Stratospheric Observatory for Infrared Astronomy, or SOFIA, following major PRGL¿FDWLRQVWRWKH63WRLQWHJUDWHWKHREVHUYDWRU\¶VPHWHULQIUDUHGWHOHVFRSH )XOOHUWRQZDVDVVLJQHGWRHYDOXDWHWKHÀ\LQJTXDOLWLHVRIWKH5XVVLDQ7XVXSHUVRQLF WUDQVSRUWGXULQJWZRÀLJKWVLQ EHFRPLQJRQHRIRQO\WZRQRQ5XVVLDQSLORWVWR À\WKDWDLUFUDIW+HDOVRVHUYHGDVSURMHFWSLORWIRUDVHULHVRIKLJKVSHHGODQGLQJWHVWV RI6SDFH6KXWWOHODQGLQJJHDUFRPSRQHQWVLQVWDOOHGRQDPRGL¿HG&RQYDLU MHWOLQHU Fullerton flew in numerous other research programs at Dryden, including the C-140 JetStar Laminar Flow Control, F-111 Mission Adaptive Wing, F-14 Variable Sweep Flow Transition, Space Shuttle drag chute and F-111 crew module parachute WHVWVRQWKH%; YRUWH[ÀRZFRQWURODQGH[SHULPHQWVRQWKH)6\VWHPV Research Aircraft. He also served as pilot-in-command of NASA’s modified %RHLQJ6KXWWOH&DUULHU$LUFUDIWRQQXPHURXVIHUU\IOLJKWVRI6SDFH6KXWWOHV PRXQWHGDWRSWKH¶VIXVHODJHIURP(GZDUGVWRWKH.HQQHG\6SDFH&HQWHU Fullerton was on active duty in the Air Force for 30 years, rising to the rank of Colonel, SULRUWRKLVUHWLUHPHQWIURPWKHVHUYLFHLQ +HSLORWHGPRUHWKDQGLIIHUHQWW\SHV RIDLUFUDIWGXULQJKLV$LU)RUFHDQG1$6$FDUHHUDPDVVLQJPRUHWKDQÀLJKWKRXUV Among the special awards and honors Fullerton has received are the Iven C. Kincheloe $ZDUGLQ 'HSDUWPHQWRI'HIHQVH'LVWLQJXLVKHG6HUYLFHDQG6XSHULRU6HUYLFH Medals; Air Force Distinguished Flying Cross; NASA Distinguished and Exceptional 6HUYLFH0HGDOV 1$6$6SDFH)OLJKW0HGDOVLQ DQG *HQHUDO7KRPDV':KLWH Space Trophy; Haley Space Flight Award from the American Institute of Aeronautics and $VWURQDXWLFV $PHULFDQ$VWURQDXWLFDO6RFLHW\)OLJKW$FKLHYHPHQW$ZDUGVIRU DQG WKH&HUWL¿FDWHRI$FKLHYHPHQW$ZDUGIURPWKH6RDULQJ6RFLHW\RI$PHULFD DQG WKH5D\(7HQKRII$ZDUGIURPWKH6RFLHW\RI([SHULPHQWDO7HVW3LORWVLQ DQG Fullerton was inducted into the Astronaut Hall of Fame in 2005, and the International Space Hall of )DPHLQ +HZDVD)HOORZRIWKH6RFLHW\RI([SHULPHQWDO7HVW3LORWVDPHPEHURIWKH7DX Beta Pi honorary engineering fraternity and a Fellow of the American Astronautical Society. )XOOHUWRQKDGEHHQLQGHFOLQLQJKHDOWKVLQFHVXIIHULQJDVHYHUHVWURNHLQODWH -XO\'HFHPEHU Col. Joseph “Joe” Aloysius Guthrie, Jr., USAF (Ret) ) PDGHKLVODVWÀLJKW6HSWHPEHU+HGLHG peacefully in his home in the Nine Mile Valley near Missoula, Montana. He was known by friend and foe as a man of honor, a man who made the tough calls, a gruff man with a sense of humor and an iron-clad sense of duty and he was a great storyteller. -RHZDVERUQ0DUFK LQ3LWWVEXUJK3$WR-RVHSK $OR\VLXV*XWKULHDQG0DUJDUHW+RPPHO*XWKULH,Q his family moved to Cincinnati, Ohio where he attended Elder High School. He was an honor student all four years and earned letters in football, basketball and track. $IWHUJUDGXDWLRQLQ KHUHFHLYHGDQDSSRLQWPHQW WR:HVW3RLQW7KHDSSRLQWPHQWZDVIRUWKH FODVV In the meantime he accepted a football scholarship to Indiana University. (While at West 3RLQWKHSOD\HGIRRWEDOORQWKH3OHEHDQG³%´VTXDGWHDPVZLWKGDLO\VFULPPDJHVDJDLQVW the great Blanchard-Davis teams of that era.) -RHJUDGXDWHGIURP:HVW3RLQWLQ DQGZDVFRPPLVVLRQHGLQWKH,QIDQWU\ZKLFKZDV QRWKLV6HUYLFHRIFKRLFH+HZDQWHGWREHLQWKHQHZO\ IRUPHG$LU)RUFH$ZHHN DIWHUJUDGXDWLRQ-RHZURWHDUHTXHVWIRUWUDQVIHUDQGZDONHGLWWKURXJKWKH3HQWDJRQ7KH UHTXHVWZDVWXUQHGGRZQ-RH¶VFODVVPDWH'RXJ%XVKDOVRVXIIHUHGWKHVDPHIDWH%XVK who was a veteran of WWII and knew how to get things done, talked his way in to General 2PDU%UDGOH\¶VTXDUWHUVRQHHYHQLQJDQGFRQYLQFHGWKH*HQHUDOWRWUDQVIHUKLP-RHDQG four others to the Air Force. 7KXVEHJDQ-RH¶V\HDUFDUHHULQWKH$LU)RUFH+HÀHZDVD)RUZDUG$LU&RQWUROOHU GXULQJWKH.RUHDQ:DUDQGSLORWHGFODVVL¿HGUHFRQQDLVVDQFHPLVVLRQVGXULQJWKH&ROG :DU'XULQJWKH9LHWQDP:DUKHZDVDVVLJQHGWR8GRUQ$LU%DVHLQ7KDLODQGDVVTXDGURQ FRPPDQGHURIWKHQG)LJKWHU6TXDGURQÀ\LQJ$(VIRUFORVHDLUVXSSRUWIRUZDUGDLU control and escort for Jolly Green rescue helicopters. Following his tour in Vietnam he ZDVDVVLJQHGDV&KLHIRI7HVWIRUWKH&$7UDQVSRUW$LUFUDIW)URP -RHZDV Commandant of the Air Force Test Pilot School at Edwards Air Force Base. Then he was assigned as the Air Force Flight Test Center’s Deputy Commander for Operations (Test :LQJ&RPPDQGHU XQWLOKLVUHWLUHPHQWLQ +HFRQWLQXHGKLVFDUHHUDVDWHVWSLORWDQGGLUHFWRURIÀLJKWRSHUDWLRQVIRUWKHQH[WIRXUWHHQ \HDUV¿UVWIRU$PHULFDQ-HW,QGXVWULHV QRZ*XOIVWUHDP$PHULFDQ DQG7UDFRU)OLJKW Systems. ,Q KHPRYHGWR0RQWDQD+HFRQWLQXHGWRZRUNSDUWWLPHIRU)OLJKW6\VWHPVLQWKH ¶VDQGÀHZOLJKWSODQHVORFDOO\+HHQMR\HGWDNLQJKLVQHLJKERUVÀ\LQJDQGHVSHFLDOO\ JLYLQJ\RXQJIRONVWKHLU¿UVWULGHLQDOLJKWSODQH Joe was a Fellow and past president of the Society of Experimental Test Pilots, a member RIWKH0RQWDQD3LORWV$VVRFLDWLRQWKH+HOHQD+DQJDURI4XLHW%LUGPHQDQGRWKHUPLOLWDU\ and aviation organizations. Joe is survived by his wife Carol (Red), his son Michael Guthrie and daughter Karen Guthrie, his stepsons F.M. Wade and Clifton Wade and grandchildren Tyler Guthrie, Erin *XWKULH6WHSKDQ6FDII-HVVLFD6LVVRQ=DFKDUL6LVVRQDQG(ULF(VTXLYHO+HZDVSUHFHGHG LQGHDWKE\KLV¿UVWZLIH0DU\$QQ0F.HQQD*XWKULHKLVGDXJKWHU.LPEHUO\$QQ:HUQHU and stepdaughter Linda Colleen Sisson. Joe wanted to host and toast his last farewell to his fellow pilots and lifelong friends at the spring symposium of the Society of Experimental Test Pilots in San Diego. Arrangements 100 July - December 2013 for the spring Wake (party) are pending. Donations in Joe’s memory can be made to the Society of Experimental Test Pilot Scholarship Foundation at http://www.setp.org/scholarship-foundation/scholarship.html RUE\PDLOWR6(7332%R[ /DQFDVWHU&$ Capt. Robert Michael “Mike” Norman, USN (Ret.) $0 ZDVERUQRQ$SULO DQGSDVVHGDZD\ SHDFHIXOO\RQ$XJXVWVXUURXQGHGE\KLVIDPLO\ at his home in Williamsburg, Virginia. Born in Jacksonville, Florida, he was the son and only child of Lenora Diane Norman and Robert Dean Norman, Capt., U.S. Navy (Ret.). Both parents preceded him in death. ,Q DIWHUJUDGXDWLRQIURP7&:LOOLDPV+LJK School in Alexandria, VA., Mike was appointed to the United States Naval Academy in Annapolis, Maryland. Graduating with a degree in Aerospace Engineering LQ KHZDVFRPPLVVLRQHGLQWRWKH861DY\DV D)LJKWHU3LORWÀ\LQJWKH)WKHQDV:LQJ&RPPDQGHURIWKHWK)LJKWHU6TXDGURQ ,Q DIWHUJUDGXDWLQJIURPWKH861DYDO7HVW3LORW6FKRRODW3DWX[HQW5LYHU0DU\ODQG KHÀHZDQGWHVWHG¿[HGZLQJHGURWDU\ZLQJDQGWLOWURWRUDLUFUDIW,Q 0LNHZDV VHOHFWHGDVD1$6$*URXS $VWURQDXW&DQGLGDWH ,Q ZLWKD3K'LQ$HURVSDFH(QJLQHHULQJIURPWKH8QLYHUVLW\RI6RXWKHUQ&DOLIRUQLD he began working as a Research Scientist with The Boeing Company where he was HPSOR\HGXQWLOWKHWLPHRIKLVGHDWK:KHQSHRSOHDVNHG0LNH³:KDWGR\RXGR"´KH always replied, “I’m a singer and song writer.” Mike was gifted in many things but his passion was music and he often performed at local establishments in the Williamsburg, VA. area. Mike was brilliant, humble and compassionate and is dearly missed by the many who were fortunate enough to know him. Burial will be at Arlington National Cemetery at a future date to be determined. Mike is survived by his loving wife, Carolyn Elizabeth Whitehurst-Norman of Williamsburg, VA.; devoted daughter, Alicia Cristin (Norman) Ebersole and her husband, John Royal Ebersole of Chesapeake, VA.; son, Eric Michael Norman and his wife Amanda Lee Norman of Cocoa, FL; grandson, Levi Richard Norman of Cocoa, FL; two step grandchildren, Logan and Calysta Lawhorn of Cocoa, FL; aunt, Anita Louise Bessent of Jacksonville, FL; and “a brother of another mother” and fellow musician, Guy Burlage of Woodstock, Vermont. July - December 2013 101 3DXO+3REHUH]Q\ +) PDGHKLVODVWÀLJKWRQ$XJXVW LQ2VKNRVK:LVFRQVLQDIWHUDFDUHHURIRYHU \HDUVÀ\LQJPRUHWKDQGLIIHUHQWW\SHVRIDLUFUDIW 3DXOVWDUWHGÀ\LQJLQ ZKHQKHUHEXLOWD:DFR Primary Glider that was given to him by his high school teacher. Having little or no knowledge of actual aircraft construction, he learned a great deal in restoring the JOLGHUDQGWHDFKLQJKLPVHOIWRÀ\LW3DXOPDGHDWRWDO RIVRPHÀLJKWVRYHUDSHULRGRI\HDUVLQWKH glider. 3DXOOHDUQHGWRÀ\DSRZHUHGDLUFUDIWLQ VRORLQJD 3RUWHU¿HOG+3/H%ORQG/DWHUKHPRYHGLQWRYDULRXV 2;SRZHUHGDLUFUDIWVXFKDVWKH$PHULFDQ(DJOH:DFR6ZDOORZDQGWKHQODWHULQWR some of the 220 HP aircraft such as the Waco. Upon entry into World War II, he applied for training as a glider pilot, having had some experience with gliders. He completed the glider pilot training course with the Army and JUDGXDWHGDVD6WDII6HUJHDQW*OLGHU3LORW+HDOVRZDVTXDOL¿HGWRUHFHLYHD&RPPLVVLRQ as a Second Lieutenant Service Pilot, but left the Glider Program going to Helena, Arkansas WRLQVWUXFWSULPDU\LQ6WHDUPDQV37 VDQG¶V %HFDXVHRIKLVORYHIRUÀ\LQJKHGLGDOORIWKHIXQFWLRQDODQGPDLQWHQDQFHWHVWÀLJKWVRQ WKHSULPDU\W\SHDLUFUDIW3DXOOHIWWKHSULPDU\ÀLJKWLQVWUXFWLQJMREDQGZHQWLQWRWKH$LU Transport Command, checking out in all the liaison, primary, basic and advanced trainer type aircraft, both single and twin engine. He did a number of maintenance, rebuild and IXQFWLRQDOWHVWÀLJKWVLQWKHVHDLUFUDIWDQGWKHQODWHUPRYHGLQWRWKH¿JKWHUDLUFUDIWSURJUDP IHUU\LQJDLUFUDIWVXFKDVWKH3 333DQG3+HDOVRÀHZ%& DQG&DLUFUDIW After World War II, he started an aircraft maintenance shop where he did rebuilding, UHFRYHULQJDQGPDLQWHQDQFHRQFLYLODLUFUDIWSHUIRUPLQJWKHWHVWÀ\LQJXSRQFRPSOHWLRQ of maintenance or rebuild. From there he moved to the Air National Guard working as a mechanic and changing his military pilot wings from Service Pilot to Rated Pilot and receiving a Reserve Commission. Paul designed the Air National Guard insignia. After leaving the Air National Guard he took over the position of Maintenance and 2SHUDWLRQV2I¿FHUDQG3LORWIRUWKH:LVFRQVLQ$UP\1DWLRQDO*XDUGLQFKDUJHRIWKH OLDLVRQDLUFUDIWÀ\LQJPDQ\W\SHVRIOLDLVRQDLUFUDIW/DWHUGXULQJWKH.RUHDQ:DUKH WUDQVIHUUHGIURPWKH$UP\1DWLRQDO*XDUGWRWKH$LU)RUFHFKHFNLQJRXWLQWKH3ZKLOH DOVRÀ\LQJWKH3&DQG%+HÀHZDWRXULQ.RUHD 8SRQUHWXUQIURP.RUHDLQWKHIDOORI KHZDVDVVLJQHGWRWKH:LVFRQVLQ$LU1DWLRQDO *XDUGLQ0LOZDXNHH:LVFRQVLQDQGEHJDQÀ\LQJWKH3+DQGODWHUPRYHGLQWRWKH )) 7DQGWKH%RHLQJ& DQG.& DLUFUDIW'XULQJDOOKLVWRXUVKHZDVLQ FKDUJHRIDOOWKHWHVWÀLJKWVDVZHOODVPDMRUWHVWÀLJKWVLQYROYLQJDLUFUDIWWKDWKDGWREH rebuilt as a result of major aircraft accidents. 3DXOGHVLJQHGDQGEXLOWQXPHURXVDLUFUDIWDQGGLGDOOWKHLU¿UVWWHVWÀLJKWV+HIRXQGHG WKH([SHULPHQWDO$LUFUDIW$VVRFLDWLRQ ($$ LQ DQGVHUYHGDV3UHVLGHQWRIWKH RUJDQL]DWLRQXQWLOKLVUHWLUHPHQWLQ +HVHUYHGDV&KDLUPDQRIWKH%RDUGRI($$ XQWLO He received dozens of major awards during his lifetime, including induction into the U.S. 102 July - December 2013 National Aviation Hall of Fame and the Wisconsin Air National Guard Hall of Fame. Paul ZDVQDPHGDQ+RQRUDU\)HOORZRI6(73LQ 3DXOLVVXUYLYHGE\KLVZLIHRI \HDUV$XGUH\VRQ7RP 6KDURQ 3REHUH]Q\RI %URRN¿HOG:LVFRQVLQGDXJKWHU%RQQLH &KXFN 3DUQDOORI2VKNRVKJUDQGGDXJKWHUV $XGUD 0LFKDHO +R\RI2VKNRVK/HVOH\3REHUH]Q\RI%URRN¿HOG:LVFRQVLQDQGVWHS granddaughter Marnee (Russell) Lott of Benbrook, Texas. Paul is also survived by great- granddaughter Charlotte Charley Hoy, and step-great-grandson, Cord Lott. Paul is also survived by his brother, Norm (Betty) Poberezny, nephew, Lewis (Denise) Poberezny, and niece, Eileen Schroeder. Memorials in honor of Paul’s life and legacy can be made to any of the following: EAA $YLDWLRQ)RXQGDWLRQ32%R[2VKNRVK:, (YHUJUHHQ)RXQGDWLRQ 1RUWK:HVW¿HOG6WUHHW2VKNRVK:, RUWKH$PHULFDQ&DQFHU6RFLHW\1RUWKHDVW :LVFRQVLQ 0DUYHOOH/DQH*UHHQ%D\:, -RKQ-D\6KDSOH\ ) ZDVERUQRQ-DQXDU\ DQGSDVVHGDZD\RQ$XJXVW -D\ZDVDQDWLYHRI%LQJKDPWRQ1HZ Predeceased by two brothers John (Elaine) and Tony (Margaret), he is sadly missed by Alexander (Anne) of Fullerton, California and Peter (Anne Marie) in Deauville, France. His ¿YHQHSKHZVDQGQLHFHV0LFKDHO -RDQQD RI9LUJLQLD $QGUHZ 5HEHFFD %XUOLQJWRQ21 Louisa (London, England); Alexandra (Pete) Hood River, Oregon and Vincent (Stephenie) 7DKRH&LW\&$WRJHWKHUZLWK¿YHJUHDWQHSKHZVDQGQLHFHVKDYHORVWDJUHDWPHQWRUEXW have a remarkable role model against which to measure their own successes in life. $0HPRULDO6HUYLFHWRRNSODFHRQ7XHVGD\1RYHPEHUWKEHQHDWK+DZN2QH WKH JDWH*XDUGLDQ# :LQJ&RPR[ Donations to the charity of your choice or The Royal Canadian Sea Cadet Education Foundation (www.canadianseacadetscholarships.ca) would be appreciated. 104 July - December 2013 'HQQLV$UQROG7XFN ) ZDVERUQRQ0DUFK in Tampa, FL and passed away on 10 August 2013 in 'DOODV7;+HZDVWKHVRQRIWKHODWH5REHUW07XFN and Moselle Still Tuck. Dennis graduated from Sebring High School in Sebring, )/LQ +HIXO¿OOHGKLVFKLOGKRRGGUHDPRIEHFRPLQJ DSLORWZKHQKHMRLQHGWKH1DY\LQ DQGZDVVHQWWR the University of South Carolina. He later graduated with a degree in Aeronautical Engineering from the Georgia Institute of Technology. Dennis was recalled to duty in the Korean and Vietnam wars and earned the rank of Commander. He survived the crash of a Corsair off the USS Midway. After being released from active duty, he remained in the Navy Reserve. Dennis had a distinguished and award winning career as a test pilot and aerospace engineer. He was employed as a design engineer with Hughes Aircraft and Pan American Airways and then worked at the FAA as an Engineering Test Pilot. Upon retiring from the FAA, he had a 15 year consulting career that resulted in engagements all over the world. During KLVFDUHHUKHÀHZRYHUGLIIHUHQWPRGHOVRIDLUSODQHVDQGKHOLFRSWHUVZKLFKLQFOXGHG service as the U.S. Test Pilot for the Concorde SST. In retirement, he volunteered as a tutor, an elder in his church, and as a docent for the Frontiers of Flight Museum in Dallas. Dennis authored a biography titled From the Piper Cub to the Concorde SST: A Life and Love of Flying. 'HQQLVMRLQHG6(73LQ DQGEHFDPHD)HOORZLQ +HLVVXUYLYHGE\KLVZLIHRI\HDUV-R7XFNKLVFKLOGUHQ0DUN7XFN5LFKDUG7XFN Nancy Tuck Covin, Terri Tuck and Casey Tuck, step-children Delaney Murchison Bellinger and Ken Murchison, and numerous grandchildren and great grandchildren. He was preceded in death by his parents, brothers Robert M. Tuck and David B. Tuck, and son Timothy Tuck. He will be greatly missed for all his kindness and generosity. Donations in his memory may be made to the North Texas Food Bank at web.ntfb.org or WRWKH)URQWLHUVRI)OLJKW0XVHXP /HPPRQ$YHQXH'DOODV7; July - December 2013 105 Kenneth Wallis (HF), was born in Ely, Cambridge, on $SULO WR+RUDFHDQG(PLO\0D\:DOOLV+H passed away on 1 September 2013 in East Dereham, (QJODQG+HZDV His interest in engineering and aviation was aroused at a very early age. His father and uncle, as amateurs, had EXLOWDQGUDFHGWKHLURZQPRWRUF\FOHVDQGE\0D\ had completed an airplane, the “Wallbro Monoplane.” This was very advanced for its time, with a primary structure of steel tubing and roll control ailerons rather than the wing-warping of the day. Upon leaving school, Ken entered his father’s motor and cycle business. In his spare time, he built a number RIKLJKVSHHGERDWVHPSOR\LQJDLUDQGXQGHUZDWHUSURSHOOHUV+LV¿UVWUDFLQJVXFFHVV FDPHDW'HQYHU6OXLFHLQ&DPEULGJHVKLUHLQ DQGKLVODVWZDVWKHPLOH³0LVVRXUL 0DUDWKRQ´LQWKH86$LQ ,Q KHREWDLQHGKLVSLORW¶V³$´OLFHQVHDQGMRLQHGWKH&LYLO$LU*XDUGDWLWVLQDXJXUDWLRQ He was enlisted in the R.A.F. Volunteer Reserve at the outbreak of WWII. .HQVHUYHGDVDQRSHUDWLRQDOSLORWRQ³/\VDQGHUV´LQ6TXDGURQ$UP\&RRSHUDWLRQ SULRUWRWUDQVIHUULQJWR%RPEHU&RPPDQGLQ À\LQJ³:HOOLQJWRQV´RYHU*HUPDQ\ ³([FLWLQJPRPHQWV´LQ ZHUHDKXUULHGSDUDFKXWHGHVFHQWDWORZOHYHOQLJKWDQGLQIRJ on return from a raid, a crash landing successfully carried out after a wing had nearly been FXWWKURXJKE\DEDUUDJHEDOORRQFDEOHDQGD¿UHLQWKHERPEORDGZKLOHRYHUWKHWDUJHW 8SRQFRPSOHWLRQRIKLVWRXURIERPELQJRSHUDWLRQVLQ$SULO .HQFRPPDQGHGDQ DHULDOJXQQHU\WUDLQLQJÀLJKWDWDQ2SHUDWLRQDO7UDLQLQJ8QLW ,Q KHÀHZD³:HOOLQJWRQ;´WR,WDO\IRUIXUWKHUERPELQJRSHUDWLRQVWKHUH5HWXUQLQJ WRWKH8.ODWHULQ KHVHUYHGDVD)OLJKW&RPPDQGHUDW&HQWUDO*XQQHU\6FKRRO prior to specializing in air armament and eventually taking a permanent commission in the newly formed Technical Branch of the R.A.F. $OWKRXJKLQWKH7HFKQLFDO%UDQFKKHUHPDLQHGLQÀ\LQJSUDFWLFHDQGKHOG³*UHHQ´ LQVWUXPHQWUDWLQJVRQMHWV,Q KHKHOGDWHFKQLFDOÀ\LQJSRVWLQWKH6WUDWHJLF $LU&RPPDQG86$)À\LQJWKHWHQHQJLQHG%LQWHUFRQWLQHQWDOERPEHUVWR(XURSH and the Far East, always with an “A” bomb aboard in case they got the order to use it. .HQ¶VWHFKQLFDOSRVWVZHUHPRVWO\LQWKH¿HOGRIUHVHDUFKDQGGHYHORSPHQWLQWKH$UPDPHQW Design Establishment (small arms), the Ammunition, and the Lethal Divisions of the 2UGQDQFH%RDUG$LU0LQLVWU\DQG+4)LJKWHU&RPPDQG $V2&$UPDPHQWRIWKH¿UVW³&DQEHUUD´MHWERPEHUVWDWLRQKHZDVUHVSRQVLEOHIRU inventions improving the Canberra armament and other weapons systems. Ken’s hobbies included model making (including the invention and construction of the ¿UVWPRGHOFDUUDFLQJFLUFXLWXVLQJVORWJXLGDQFH WKHEXLOGRI³VSHFLDO´FDUVERDWVDQG OLJKWDLUFUDIW,Q KHDGDSWHGRQHRIWKHWLQ\F\OLQGHUVWURNHHQJLQHVXVHGWRVWDUW the war-time German jet engine to power a “Minimoa” glider. Weighing only 11 lbs., the HQJLQHSURSHOOHUXQLWJRWWKHJOLGHUDLUERUQHDWDQDOOXSZHLJKWRIRYHUOEV .HQKDVUHSUHVHQWHGKLVFRXQWU\DQGWKH5R\DO$LU)RUFHDVDSLVWRODQGULÀHPDUNVPDQ -XO\'HFHPEHU 7KHILUVWXOWUDOLJKWDXWRJ\URDLUFUDIWRIKLVGHVLJQIOHZLQ DIWHUSUHOLPLQDU\ H[SHULPHQWVLQ DQG ,WZDVDQLPPHGLDWHVXFFHVV9HUVLRQVZHUHVRRQRQWULDOV with the Army. Ken was then commanding the Tactical Weapons Group at the Airplane and Armament Experimental Establishment, Boscombe Down. He retired from the R.A.F. DWKLVRZQUHTXHVWLQ WRFRQWLQXHWKHGHYHORSPHQWDQGRSHUDWLRQRIKLVDXWRJ\URV ,Q WKH SURWRW\SHPRUHWKDQGRXEOHGWKHDXWRJ\URZRUOGUHFRUGVIRUDOWLWXGHKHOG E\WKH86$DQGLQ LWDGGHGPSKWRWKHSUHYLRXV86KHOGNPVSHHGUHFRUG .HQKDVÀRZQKLVDXWRJ\URVLQ1RUWKDQG6RXWK$PHULFD-DSDQ6UL/DQND$XVWUDOLD 6DXGL$UDELDDQGDOOWKHFRXQWULHVLQ:HVWHUQ(XURSHLQUROHVUDQJLQJIURP¿OPPDNLQJ to military exercises. +LVEHVWNQRZQDXWRJ\URLVFHUWDLQO\³/LWWOH1HOOLH´DVVHHQLQWKH-DPHV%RQG¿OP³ -XO\'HFHPEHU The Society of Experimental Test Pilots PRSRT STD P.O. Box 986 U.S. POSTAGE Lancaster, CA 93584-0986 PAID SUNDANCE PRESS 85719 SETP CORPORATE MEMBERS Advanced Training Systems JT3, LLC International Krings Corporation Aerospace Services International Lockheed Martin Corporation AeroTEC Marinvent Corporation Air Force Test Pilot School (India) Martin-Baker Aircraft Company Ltd. Airborne Systems Group MIT Lincoln Laboratory Airbus SAS Modern Technology Solutions, Inc. ALCAT, Inc. Mojave Air and Space Port Alenia Aeronautica S.p.A. National Aerospace Laboratory Aviation Partners, Inc. NLR Bell Helicopter - A Textron National Test Pilot School Company Northrop Grumman Corporation Butler Parachute Systems, Inc. Raisbeck Engineering, Inc. Calspan Corporation Saab Aeronautics Cessna Aircraft Company Safe Flight Instrument Corporation Clay Lacy Aviation Sage Cheshire, Inc. David Clark Company Incorporated Scaled Composites, LLC DCS Corporation Sikorsky Aircraft Corporation EADS Deutschland GmbH Software Engineering Institute ETPS Sunshine Aero Industries, Inc. H;$47&RQVXOWDQW*URXS Symbolic Displays, Incorporated ForeFeathers Enterprises Test Flying Academy of South GE Aviation Africa (TFASA) General Atomics Aeronautical 7KDOHV9,6,21,;,QF Systems, Inc. The Boeing Company Gentex Corporation The Johns Hopkins Univ./APL Gladstone Aerospace Corporation The Spaceship Company, LLC Gulfstream Aerospace Corporation Thornton Corporation Honda Aircraft Company Tiger Century Aircraft, Inc. Honeywell Aerospace Flight Test Universal Avionics Systems Corp. Operations Virgin Galactic, LLC International Test Pilot School Wyle Canada Ltd. ;&25$HURVSDFH IPEV - Flight Test and Research Institute