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The purpose of this effort was to develop an instrument to predict success on the Air Force Officer Qualifying Test (AFOQT)Form O. This new device, to be used by recruiters, will aid in the identification of individuals likely to pass the AFOQT requirements in applying for a commission in the Air Force, The subjects in the study were 37,409 applicants taking AFOQT Form O, the current operational form. Items were selected from the AFOQT to make up subcomposites referred to as Officer Screening Composites (OSCs). The OSCs correspond to the five composites (Pilot, Navigator-Technical, Academic Aptitude, Verbal, and Quantitative) that make up the AFOQT. This work resulted in the development of five OSC conversion tables, consisting of OSC raw scores, the corresponding expected AFOQT percentile score, and a 90% confidence interval. Keywords: Aptitude tests, Personnel selection, and Prescreening tests.

The U.S. Civil Airmen Statistics is an annual study published to meet the demands of FAA, other government agencies, and industry fore more detailed airmen statistics than those published in other FAA reports. Statistics pertaining to airmen, both pilot and nonpilot, were obtained from the official airman certification records maintained at the FAA Aeronautical Center, Oklahoma City, Oklahoma. An active airmen is one who hold both an airmen certificate and a valid medical certificate. Airmen who must have a valid medical to exercise the privileges of their certificate are all airplane pilots, control tower operators, flight navigators, flight engineers, and flight instructors. The glider and lighter-than-air pilots are not required to have a medical examination but the numbers represent only those who had a valid medical certificate. Mechanics, parachute riggers, ground instructors, and dispatchers certificates represent all certificates on record at the aeronautical center. Key words: certificates held, nonpilot, private, commercial, student, airline transport, glider, helicopter, lighter-than-air, instrument ratings, flight instructors, pilot certificates issued.

Partial contents: AO177 Simulation of Ship Propulsion and Boiler Systems; Digital Control of Gas Turbine-Driven Ships in the Maneuvering Region; Evaluation of a Programmable Controller and Sequencer in a Shore Trials Environment; Mansim - A Combined Simulator and Simulation System for Ship Steering; Considerations Leading to the Development of a Machinery Control Evaluation Centre; Training Simulators for Ship Propulsion Plants; Real-Time SImulation of a Steam Propulsion Plant; A Structural Approach to Man/Machine Interface Design for Command and Control of Ships Machinery; Human Engineering Considerations in Design of Information Displays for Machinery COntrol Consoles of Future Naval Ships; Impact of the Introduction of Tracking Radars and Semi-Automatic Navigation Systems on the Merchant Marine Navigator; Maneuvering Control of Amphibious Hovercraft; Superconducting Swath Propulsion System Simulation; Speed Sensors for High-Speed Surface Ships; New Autopilot System with Condition Adaptivity; Ship Response Control During Heavy Weather Operations; and Adaptive Automatic Course-Keeping Control of a Supertanker and a Container Ship - A simulation study., See also Volume 5, AD-A159 085.

Presents an analysis of the costs involved in retaining an officer through retirement. These findings are compared to the cost of replacing the same officer if he were to leave the service at some career point short of retirement. The analysis is made for four Air Force officer career fields: pilot, navigator, engineer, and maintenance officer. The information is used to draw conclusions concerning present policy and to make recommendations for the future. The analysis heavily favors retention of pilots and navigators when cost is the only consideration. The results for engineers and maintenance officers was relatively neutral. It also becomes important to take a new look at extending the continuation policy due to the significant savings which can be realized through program expansion.

Handbook. This project was generated in response to USAF Recruiting Service request for recruiting materials aimed at the junior high school level. Material exposes target group to the mathematical and scientific skills required of Air Force crewmembers. Designed to foster interest in the Air Force and math/science. This is an interim product, final production accomplished by sponsor--USAF RS/RSAA. (Author)

Our study shows that the data provided by the Air Force is reasonably accurate, assuming that all the factors used in compiling the data are valid. The Air Force needs to train more navigators to eliminate a shortfall of rated navigators. To provide the projected training, the Air Training Command needs two additional T-43 aircraft in fiscal year 1982. However, by slightly increasing flying hours during a 3-month period, the Air Force will need only one additional aircraft in fiscal year 1983. The Air Force Academy uses the two T-43 aircraft operated by the Guard at Buckley Air National Guard Base for its airmanship program. This program provides Air Force cadets with practical aviation experience in a flight environment. However, it appears that these aircraft are not flown under optimal operating conditions. The T-43 aircraft used by the Air Training Command at Mather were underutilized because DOD directed a temporary reduction in the number of students to be trained as navigators.

This study was designed to examine the effectiveness of simulator exposure and real-world observational experience in the Port of Valdez, Alaska in the learning of ship handling skills. Masters were tested on a simulated pilotage through teh Valdez Narrows at the Maritime Administration's Computer Aided Operations Research Facility (CAORF) at Kings Point, New York. Performance data, measured as track deviation and percentage of time out of a prescribed tolerance band indicated equivalent performance for those masters with simulator experience or real-world observational exposure and significantly poorer performance for those masters with neither simulator nor real-world Valdez experience. (Author)

Flight tests of two Loran-C airborne navigators were conducted in the Gulf of Mexico oil/gas exploration and production area. Two systems were installed in a Federal Aviation Administration (FAA) CV-580 aircraft to examine simultaneously the performance of a Loran-C receiver operated in an area-calibrated mode and one operated in an uncalibrated model. Two separate test routes were flown over a period of 2 days. These routes covered the central and western test areas of the Gulf of Mexico and an overland route from Palacios, Texas, to Lafayette, Louisiana. An Inertial Navigation System (INS) was used as a position reference standard. The INS data were updated to correct for drift. Accuracy of the position reference from the corrected INS data was + or - 0.3 nautical mile. The flight tests indicated that the use of area calibration greatly increased the area of compliance with Advisory Circular 90-45A en route accuracy requirements in the flight test. This report is a followup of report No. FAA-RD-80-47 (FAA-CT-80-18), 'Flight Test Investigation of Loran-C for En Route Navigation in the Gulf of Mexico.'

The purpose of this task was to develop a 3D Loran-C Navigator by configuring an interface unit between an airborne Loran-C navigator (Teledyne TDL-711) and an Altitude Alerter/VNAV Guidance system (Intercontinental Dynamics model 541). The digital computer-based interface unit was designed to allow the flight crew to specify the approach slope (3.0 to 9.9 degrees). This report documents the hardware and software in the interface unit, and interconnection with the other involved systems. The availability of accurate, three-dimensional approach guidance information at airports where no ILS is available provides significant operational advantages, to helicopter operators in particular. The 3D Loran-C navigator system was bench tested and flight demonstrated. Smooth, accurate (within the limitations of Loran-C) descent guidance information was obtained. (Author)

Doppler radar, compass heading, and VLF communications station phase difference information are combined in an optimal fashion to form an ten-state Doppler/VLF Kalman filter navigation algorithm is designed for use onboard the NAE Convair 580 aeromagnetics research aircraft, with simulation studies conducted using computer programs written in FORTRAN for the IBM 3032 TSS operating environment. Results from the studies show the unique features of a Kalman filtering approach to the navigation task. Various contingencies, or anomalous situations, that can arise when handling the VLF data are considered, and solutions are offered in the context of the Kalman filter approach being used. A comparison study involving simulated navigation data demonstrates the superiority of the Kalman filter navigator compared to simpler navigation algorithms, especially when significant bias errors occur in the basic quantities being measured. A further comparison study based on navigation data collected onboard the Convair verifies that the proposed Kalman filter navigation algorithm operates properly when using typical 'real world' data. (Author), in French.

The study used a ship's bridge simulator to investigate safety of navigation, the effect of navigation displays, and the effect of bridge personnel organization during low visibility approaches of a VLCC to a deepwater port complex. Experienced VLCC masters and mates, some team trained and team organized, performed over 90 simulated approaches to the Louisiana Offshore Oil Port (LOOP) using either radar, radar with added racons in the area an automatic radar plotting aid (ARPA), or an ARPA displaying fairway boundary lines. Three scenarios were examined: a landfall approach, coastwise approach, approach to pick up the mooring master, and a dead reckoning approach with degraded position information. Strategies which were chosen by the masters in their approaches are described in light of their effect on deepwater port safety. Conclusions derived from descriptive and statistical evidence of performance led to recommendations for relocating the mooring master pickup point, providing an anchorage for use by masters, and the placement and implementation of racons within the deepwater port area. Other recommendations advocate the use of special bridge procedures and navigation systems during port approaches, and further research into the effect of traffic separation or advisory schemes on deepwater port safety. Findings suggest that while approaches of VLCCs to an offshore deepwater port under conditions similar to those simulated are not deceptively difficult or inherently unsafe, there are opportunities to mitigate the potential for hazardous navigation and shiphandling problems. (Author)

One hundred thirty-eight Naval Aviation Officers who had been prisoners of war in Southeast Asia were returned to the United States in 1973. As part of a planned longitudinal study, extensive medical evaluations were conducted at repatriation and annually thereafter. A psychiatrist or a clinical psychologist completed a mental status examination and filled out a mental status form during each examination period. The mental status form was quantified, and the results correlated with a number of demographic, health, behavioral, and adaptational variables. Significant correlations were found between the mental status scores and the other variables. (Author)

Results are documented of a limited test conducted to demonstrate the capability of Gyro Technology to support weapon positioning and pointing requirements to provide a real time shoot and move capability. Such a system eliminates the need to shoot from presurveyed position and, for the first time would allow for the conduct of accurate hasty emplacements, roving guns, dispersed artillery, and so on. A method is presented for providing the Artilleryman with continuously updated Universal Transverse Mercator (UTM) position coordinates. It also provides the capability for laying a weapon on a preferred azimuth in essentially zero time. Following the laying procedure, the existing on carriage fire control (pantel and quadrant) may then be used to lay on subsequent targets. The system used to demonstrate this capability was the Singer Kearfott ANS 2000 land navigator. The evaluation was conducted in both an M109A1 155 mm self-propelled howitzer, and an M113 armored personnel carrier. Results obtained are extremely encouraging and demonstrate the soundness of both the technology and the weapon laying technique.

For complete abstract, see AD-A091 926., See also Volume 1, AD-A091 926.

Simulation technology has progressed to the point that it may present a cost effective means for enhancement of the mariner training and licensing process. The use of simulation in the deck officer training and licensing process is under investigation. This first phase had developed a large information base pertaining to deck officer behavior and training technology; has developed a methodology to evaluate alternative training system characteristics; and has identified a broad set of relevant issues that require further empirical research. Later phases are planned to investigate these issues. (Author), See also Volume 2, AD-A092 177.

A survey of the combat-ready SAC navigator/radar navigator crew force for the B-52G/H fleet was conducted in July 1976. The data reported relate to variables associated with crew experience (age, rank, flying hours, instructor status, months together as a team, etc.). Team variables were derived from the data on individual crew members and an intercorrelation table was computed. Since these data were to be used for selecting a sample of crews from G model bases not having an Automated Offset Unit by February 1977, the overall crew force was broken down into four subgroups (G vs. H bases, with and without AOU) for some analysis. An analysis of variance was performed using total flying hours as the dependent variable. Crew types (ready, lead, and select) were found to have statistically signifficant differences in flying hours for all contrasts. Bases which had AOU equipped G model aircraft were found to have a significantly larger number of total flying hours. Failure to reject the null hypothesis for non-AOU equipped G model bases was interpreted to imply that the sample from this sub-population would be representative of the overall crew force of total flying hours. (Author)

Interviews with experienced nap-of-the-earth (NOE) instructor pilots (IPs) indicate there are two major observable factors to consider in measuring the skill of an NOE navigator: navigational accuracy and speed. It was deemed desirable, therefore, to combined accuracy and speed into a single composite score so that NOE navigators can be compared even when they navigate with different styles (slow and accurate versus fast with course errors) over routes of different lengths. The score thus obtained should be a quantifiable, objective measure of the navigation performance of an aviator navigating at terrain flight altitudes. This measure of terrain navigation is designated by the acronym, TENAV.

This report documents the training effectiveness of a map interpretation and terrain analysis course (MITAC) developed by the Army Research Institute to enhance nap-of-the-earth (NOE) navigation skills. A two- group transfer-of-training study showed that MITAC-trained student aviators could navigate along NOE routes at twice the speed and with one-third the errors of normally trained student aviators. Interviews with experienced NOE aviators exposed to the MITAC material indicated that their navigation skills and understanding of student problems were also increased. It has been recommended that all Army aviators with NOE flight requirements be given MITAC training.

The introduction of Nap-of-the-Earth (NOE) tactics presents special difficulties to Army rotary wing aviators, particularly in navigation. The extent of terrain in the navigator's field of view is greatly reduced, owing to the proximity to the ground; also, the interpretation of the terrain features depicted on an aerial map is difficult because the view is much more oblique than in normal flight. This research effort had four specific goals: (1) To determine the present level of aviation NOE performance, (2) To develop and evaluate a qualitative NOE navigation performance measure, (3) To measure the effects of additional terrain-analysis training, and (4) To measure the effects of flight experience on NOE performance. The findings from this study formulated the departure point for a thorough analysis of the NOE navigation requirements leading toward an NOE navigation instructional program for Initial Entry Rotary Wing (IERW) and operational units.

This report presents the results of an operational test and evaluation of a Loran-C navigation system. The tests were performed in a Coast Guard HH-52A helicopter from 21 September to 19 October 1976. The flight test profiles, procedures and test objectives were developed to determine the applicability of the prototype Loran-C navigator to Coast Guard operations as well as to assess the functional and accuracy performance of the Loran-C navigator operating as an area navigation system in the National Airspace System. The operational testing reported in this document includes search and rescue missions as well as surveillance and enforcement missions. The former consisted of evaluating the Loran-C navigator during creeping line, sector, and expanding square search patterns. The latter involved performing low altitude hovers over fixed and movable objects and documenting Loran-C accuracy and repeatability. This latter data is also directly applicable to the operations of the off-shore oil industry.

At the request of Strategic Air Command (SAC), human factors engineers and engineering psychologists participated in this KC-135 crew composition and task load analysis entitled GIANT BOOM. GIANT BOOM, a follow-on study to SAC's earlier GIANT CHANGE, determined the feasibility of a four-man KC-135 crew consisting of two pilots, a boom operator, and an enlisted Flight Systems Operator. This crew complement, with inertial navigation systems and radars for the pilots and Flight Systems Operators, demonstrated significantly reduced task loads on both pilots from those observed in GIANT CHANGE. (Author)

The objective of the study was to determine the feasibility of a four-man crew consisting of two pilots, a flight engineer and a Flight System Operator, to fly C-141 missions. The test results indicated that the airland mission can be accomplished with a four-man crew. Presently for a combat airlift mission (airdrop) the most optimal crew composition would be two pilots, navigator and flight engineer. With additional training, it might be feasible to substitute a Flight Systems Operator for navigator in the combat airlift mission.

This study analyzes the effects of the new flight pay system embodied in the Aviation Career Incentive Act of 1974 as it applies to rated Air Force officers. The analysis examines data on attraction, retention, cost, and workability of the gate system in an effort to determine if the Act is meeting its goals and objectives. This paper also discusses inequities in flight pay systems, past and present. Analysis reveals that the Act is not the panacea that Congress thought it would be. Attraction to a flying career, while still not a problem, has apparently not been effected by the Act. Retention of young pilots and navigators has not improved appreciably, if at all, since passage of the Act. Costs for flight pay in the Air Force have gone down, but so has the size of the force. While most rated officers are currently meeting their gates, this may not be indicative of future results due to liberal, implementing, credit policies and the gradual decline of flying opportunities. While this analysis is based on a short period of time, the results indicate a need for close monitoring and re-examination of the flight pay system by the U.S. Air Force. (Author), Master's thesis.

Job satisfaction levels and factors affecting them were studied for four flying squadrons of the 7th BMW, Carswell AFB, Texas. A questionnaire--composed of Hackman-Oldham Job Diagnostic Survey, the Hoppock Measure of Job Satisfaction, organizational climate, and biographical questions--was administered. Job satisfaction levels and other factors were found to be significantly different among the squadrons. When the different crew positions were examined, job satisfaction level differences were found only between pilots and the navigators and electronic warfare officers. Pilots, radar navigators, and gunners seemed to be fairly satisfied with their jobs, while co-pilots, navigators and electronic warfare officers were less satisfied, especially the latter who were the lowest and significantly different from the other crew positions on most of the different factors of job satisfaction measured. Overall, the 7th BMW personnel preceived that their job satisfaction stemmed from their own personal feelings about the job itself rather than from the objective characteristics of the job.

A battery of seven psychomotor/perceptual tests was administered to two samples of Air Force personnel-Officer Trainees slated to attend undergraduate navigator training (UNT) and Airmen in 30 different career fields. The objective of the project was to determine the validity of the tests comprising the battery for the prediction of success in technical training courses. Analyses of the data indicated that several of the psychomotor/perceptual measures were individually predictive of training outcomes; however, the joint contribution of all the tests in the battery was, in general, not statistically significant. The reasons for this result are discussed, and comparisons with the predictive validity of Air Force paper-and-pencil measures are made. Recommendations for subsequent research and development are given.

Toward the objective of improving selection of undergraduate navigator trainees, a large scale study was conducted to evaluate various experimental tests for possible use in a complete revision of the Air Force Officer Qualifying Test (AFOQT's) Navigator-Technical composite. Forty-five noncognitive test scales and 17 experimental cognitive tests were administered to 507 students at the Officer Training School who subsequently entered undergraduate navigator training (UNT). Analyses of these data -- along with AFOQT data -- against training success indicated that, of the noncognitive materials, the only device with unique validity was the Personality Research Form; follow-up work with this is recommended. The experimental cognitive tests provided substantial improvements in prediction over that achieved with the present AFOQT. Content of a revised AFOQT Navigator-Technical composite is recommended.

A series of flight tests were conducted to assess the feasibility of reducing crew size on KC-135 from 4 to 3. A dual INS was installed in the test aircraft, and refueling missions flown task times of crew performing duties were recorded. Subjects also completed questionnaires. It was concluded that on several types of missions a three man crew leads to extremely high workloads. (Author)

Air Force Officer Qualifying Test (AFOQT) Form N was constructed as a replacement for AFOQT Form M in Fiscal Year 1978. The new form yields Pilot, Navigator-Technical, Officer Quality, Verbal, and Quantitative composite scores. Two setse of conversion tables are provided for examinees' scores according to educational level. Standardization was accomplished by test administration to samples of examines from all major sources for commissions in the Air Force and development of percentile conversion tables. Basic airmen with aptitude at or above the 50th percentile of the general population, Officer Training School candidates, Air Force Reserve Officers Training Corps students, and Air Force Academy Cadets composed the majority of the 2,681 cases in the standardization sample. Some 287 second lieutenants were also included because of the substantial number from this population who also take the AFOQT when applying for a admission to special programs such as pilot or navigator training.

The emphasis on aviator workload has been of primary concern to the U.S. Army aviation community since the incorporation of low altitude terrain flight techniques into the helicopter tactics repertory. Since navigation is a particularly acute problem at low altitudes, this project examined the visual workload of the navigator/copilot during terrain flight (nap-of-the-earth, contour and low level) in a UH-1H helicopter. The navigator's task was to: (1) perform a map study of the prescribed course, (2) direct the pilot during the flight as to the direction of flight, altitude and airspeed desired to traverse the course, and (3) identify hover points and checkpoints along the route which were given to the navigator in terms of six digit grid coordinates. Visual performance was measured via a modified NAC Eye Mark Recorder used in conjunction with a LOCAM high speed camera. This technique provided the means to objectively record and analyze the navigator's visual performance through the examination of: (1) visual time inside the cockpit on flight and engine instruments, (2) time inside the cockpit on the map or other navigation aids, and (3) time outside the cockpit in various windscreen sectors.

These proceedings contain papers included in the Eighth Biennial Guidance Test Symposium. This symposium, hosted by the Central Inertial Guidance Test Facility, is directed toward the exchange of information, stimulation of new ideas, and discussion of recent developments in the field of guidance testing. The papers presented in these proceedings include such topics as aircraft inertial navigators, strapped-down guidance systems, component evaluation, and analysis techniques. The included papers were those presented in the unclassified sessions of the symposium. Papers presented in the classified portion of the meeting are being published as Volume 2. (Author)

The traditional methods for documenting educational achievements have limited application for prescribing desirable and mandatory educational prerequisites for Air Force specialties. Because of lack of standardization, the college transcript is an ambiguous document for this purpose. Air Force Human Resources Laboratory developed an educational profile which can be used to condense the essential information contained in the college transcript into a simple, standardized, quantified format. To establish a methodology for determining educational requirements of Air Force line officer specialties, a representative sample of 120 such profiles was prepared. These were then rated by incumbent officers on educational suitability for service in their specific specialties. The entire Navigator/Observer Utilization Field and four other specialties were included in this survey. The four other specialties were: Air Traffic Control Operations Officer, Aircraft Maintenance Officer, Transportation Officer, and Air Intelligence Officer. Sufficient raters were used to analyse five individual specialties within the Navigator/Observer Utilization Field. On confirming that the inter-rater agreement within each of these groups was satisfactory, the vector of mean ratings was accepted as a measure of educational suitability for each group. It was then shown that this measure could be predicted mathematically from a limited set of the data in the profiles by regression models, a different model being developed for each group.

Changes in the composition of the USAF rated officer force are viewed as a stochastic process influenced by the decisions of individual service members and manpower planners. Data are developed based on the product of crews formed by weapon system and pilots or navigators per crew for the same weapon system. Rated officers are then aggregated into broad categories for further analysis. Multiple linear regression conforming to the standard linear model is used to develop the explicit forms of relationships between the numbers of pilots or navigators in the categories and relevant independent variables. The basic hypothesis tested is that pilots or navigators in a particular category are a function of aircraft in that same category. Some 20 models are developed which are then used to forecast future distributions of the rated officer force. The implications of the analysis are discussed in light of potential wartime needs for rated officers. The study concludes that: the Standard Linear Model is apt for the problem addressed; large variance is a characteristic of the manpower system under examination, and forecasting with reasonable accuracy in this way is virtually impossible. There also seems to be a tendency to overman pilot force and an apparent delay in planning for navigators relative to pilots.

The designation of the Central Inertial Guidance Test Facility (CIGTF) as the DoD focal point for aircraft inertial navigator test and evaluation required that a generalized test plan be written to govern all future tests. This document out lines such a Standardized Test, including test philosophy and objectives, the test approach and an outline of the test procedure. It provides the reader with an understanding of the 6585th Test Group's aircraft navigator test capabilities, the types of test programs currently available, and the requirements necessary for an agency to enter systems in these programs. Ten appendices which cover areas such as analysis methods, laboratory testing, and instrumentation, are included to provide the customer with additional detailed information. (Author)

Tests were conducted to determine the feasibility of replacing the navigator on the KC-135 crew with an enlisted radar/systems operator while at the same time maintaining mission effectiveness. This crew composition was based on the results of the previous dual Inertial Navigation System (INS) test, Giant Change. Results of that test indicated that reducing the crew complement to three, with the copilot assuming navigation duties utilizing a dual INS, was not feasible. Additional workloads imposed on the pilot and copilot during some phases of flight created potential safety problems. To alleviate this condition, a fourth enlisted crew member was added to perform the duties of safety observer and systems operator. The test crew consisted of a pilot, copilot, radar/systems operator, and a boom operator. The exercise term assigned the test was Giant Boom. Fourteen productive missions were flown. It was concluded that addition of the 4th crew member, a specially trained enlisted radar/systems operator, reduced pilot overload conditions during emergencies and critical phases of flight. Although workloads on the pilots were increased during certain phases of the flight because of navigation responsibilities, at no time did pilot/copilot overload consitute a discernible safety problem., See also AD-A028 788.

During the period 13 October-14 November 1973, the Military Airlift Command (MAC) conducted a unique airlift operation, the Mid-East resupply. Data from crewmen interviews indicate that the resupply was accomplished in a reasonably routine fashion. The workload was heavy but manageable, and the problems reported were not unusual for MAC special operations. (Author)

This report deals with the capabilities and services of the Navigation Section of the Ship Facility Group. This Group was established to provide the seagoing specialists and technicians for operating shipboard facilities and to perform such services which are necessary to the divisions of the Research Department to support field experiments at sea. The Navigation Section has the capability of constructing special charts which may be used to plot positions as received from various Navy navigation systems during sea experiments. At the request of scientists, the section also makes prognostic weather summaries to estimate weather and sea conditions likely to be encountered in proposed scientific experiments. Complete navigation control for a scientific project at sea is available through these navigators who have extensive seagoing navigation expertise plus wide experience in the use of electronic navigation systems. The primary function of these navigators is one of accurate and consistent 24-hr navigation control for the research scientist at sea. This navigation is documented by special navigation and weather data logs that are designed in a computer-compatible format.

One approach to understanding the causes of aircrew fatigue is to divid them into (1) those related to the unique demands of aircrew tasks or workload and (2) those related to the unique environment of flight. The pilot not only has to navigate, make radio calls and negotiate instrument landings, but he must do it all in a noisy, vibrating, constantly moving environment. Most studies in aircrew fatigue focus on the workload part of the equation. The study described in this proposal is an attempt to define that part of aircrew fatigue which is due to the flight environment. It also attempts to determine changes in body chemistry produced by the flight environment which might be associated with aircrew fatigue. Navigator students in training at Mather Air Force Base, California, fly training missions of similar duration and quality in T-43 aircraft and ground simulators. The difference in fatigue and body chemistries after flights in these two settins represent that which is due to the difference in environments. Using student navigators as subjects, blood samples would be taken before and after (1) a five hour T-43 (Boeing 737) flight and (2) a five hour ground simulator mission. Changes in a panel of 26 blood chemistries (including plasma osmolality and carboxyhemoglobin) for each setting would be compared for significant differences. Fatigue would be assessed in each setting using (1) a subjective fatigue questionnaire, (2) hours of sleep following the mission, and (3) performance (acedemaic score).

The Navigator-Technical composite of the Air Force Officer Qualifying Test (AFOQT) has been used in the selection of candidates for Air Force navigator training for four decades. Expressing the value of the AFOQT in psychometric terms is often difficult for operational decision-makers to understand. A more appropriate way to express utility of the test is in terms of the 'dollar criterion'. This study uses the Schmidt-Hunter-Pearlman utility formula to compute the monetary value of two alternative selection strategies: a zero utility approach which ignores test scores, and the actual selection strategy which rank-ordered applicants based on test score. Results show that use of the Navigator-Technical composite percentile scores to select candidates for navigator training has considerable utility to the Air Force when expressed in monetary terms. (Author), This article is from 'Proceedings of the Symposium: Psychology in the Department of Defense (9th) Held at Colorado Springs, Colorado on 18-20 April 1984', AD-A141 043, p208-212.

The purpose of this paper is to present the results of the first phase of a three-phase investigation of U.S. Air Force navigators. The results of this study will be used by test developers, instructors, and administrators to improve selection, classification, training and utilization of navigators in the Air Force. The current study is a longitudinal research effort designed to track a single group of subjects through undergraduate, graduate, transition training and for one year in an operational assignment. (Author), This article is from 'Proceedings of the Symposium: Psychology in the Department of Defense (9th) Held at Colorado Springs, Colorado on 18-20 April 1984', AD-A141 043, p203-207.

The patent relates to a system including a highly accurate electronic navigator mounted on a vehicle and the method of using same. Azimuth or position data from the navigator is repeated by a gyro in a remote head on the vehicle slaved by torque and signal cables to the navigator. If the gyro torque cables are opened, the remote head may be removed from the vehicle and mounted on some other body. The azimuth or position data of the body can then easily be determined from the position of the remote head relative to the navigator references. In particular, the invention is envisioned as usable in laying missiles or guns with the navigator and remote head being carried by a jeep or the like.

MAC Project 74C-110U was conducted to evaluate the prototype adverse weather aerial delivery system radar imagery recorder installed in a C-130 aircraft. The primary purpose of the project was to determine the operational effectiveness and suitability of the prototype recorder system for use in navigator ground training, radar prediction, and reconnaissance/intelligence gathering. Specific objectives were to determine whether the system provides imagery of such quality that radar returns are readily identifiable, whether the system can be installed in the aircraft without hindering operations, and the operational suitability of the navigator-operated controls. Additional specific objectives were to determine whether the system can record all range marks, heading marks, and cursors; whether the system records sufficient information to identify aircraft location; and whether the system is capable of operating at altitudes up to and including 25,000 feet above mean sea level with the aircraft pressurized and unpressurized.

Navigator training programs and syllabi have gone through numerous evolutions to provide students with the requisite knowledge, skills, and experience to enter combat crew training. Similarly, flight simulators have been the focus of many Air Force modernization programs designed to enhance simulator capabilities across a wide spectrum. State-of-the-art technology has brought about advanced flight simulators with sophisticated visual systems, highly realistic crew training and enhanced instructor roles. Cost considerations aside, questions still remain as to whether modern flight simulators are, or will be, feasibly capable of adapting students to the simulators are or will be feasibly capable of adapting students to the physical and psychological stresses of flight, or adequately preparing them to enter combat crew training. This research specifically examines the potential feasibility of an all-simulator program for the Tanker, Transport, and Bomber track of Specialized Undergraduate Navigator Training.

The U.S. Civil Airmen Statistics is an annual study published to meet the demands of FAA, other government agencies, and industry for more detailed airmen statistics than those published in other FAA reports. Statistics pertaining to airmen, both pilot and nonpilot, were obtained from the official airman certification records maintained at the FAA Aeronautical Center, Oklahoma City, Oklahoma. An active Airmen is one who hold both an airmen certificate and a valid medical certificate. Airmen who must have a valid medical to exercise the privileges of their certificate are all airplane pilots, control tower operators, flight navigators, and lighter-than-air pilots are not required to have a medical examination but the numbers represent only those who had a valid instructors, and dispatchers certificates represent all certificates on record at the Aeronautical Center.

The purpose of this study was to provide Air Force rated officer managers at the Air Force Military Personnel Center with a decision aid for the management of rated officer flying gates. Air Force rated officers are those officers who hold an aeronautical rating and are authorized to perform duties as pilots or navigators. Flying gates are milestones that must be achieved at certain phase points of a rated officer's career. This study resulted in development of a single commodity network flow model with side constraints. This model is designed to represent the rotation of rated officers between flying and nonflying duties and provides a means for measuring overall attainment of flying gates. It is an aggregate model which provides general assignment guidance aimed at minimizing nonachievement of flying gate requirements, while maintaining required manning levels in flying and nonflying duties.

An aircrew training device is not merely a flight simulator. It is also equipped with sophisticated hardware and software capabilities, known as advanced instructional features, that permit a simulator instructor to control, monitor, and create simulator training missions. This report summarizes a three-phase project designed to determine the utility and utilization of AIFs based on a survey of simulator instructors from the Air Force Major Commands. Phase I surveyed 134 instructor pilots and weapon director instructors assigned to principal Tactical Air Command (TAC) ATD training sites. Phase II surveyed 273 instructor pilots, flight engineers, and radar/navigators from Air Training Command (ATC), Military Airlift Command (MAC), and Strategic Air Command (SAC). Phase III extended the survey to 155 electronic warfare and aerial gunnery instructors from ATC, SAC, and TAC training facilities. The results indicated that the level of AIF use was affected somewhat by hardware and software unreliability, implementation time, functional limitations, and design deficiencies. However, the perceived training value of a feature was the most important determinant of its use. In addition, it was recommended that the training of simulator instructors be improved. Training should include not only how to use AIFs but how to use them effectively. Guidelines need to be specified for the effective use of AIFs. It is not sufficient to know how to use a feature; when to use it must also be known. Also, AIFs need to be made more reliable and user-friendly.

This study compared and contrasted the effects of group dynamics using Strategic Air Command KC-135 officer aircrew members who operate under an integral crew concept and Military Airlift Command officer aircrew members who operate under a non-integral crew concept. The study compared level of group cohesiveness and intragroup communications between the two types of crew structures. It also examined the degree of confidence crewmembers had in the people with whom they flew, attitudes regarding flying safety norms, and the type of crew structure preferred in a combat environment. Finally, this study sought to determine if crewmembers perceived that navigators had a greater opportunity to assume a leadership role in the crew with whom they flew if performing their duties under an integral crew structure. Keywords: Morale; Peer groups; Motivation; Interpersonal relations; Behavioral roles. (Theses)

The navigation grid overprinted on certain small scale navigation and planning charts published by the Defense Mapping Agency was originally intended for use in polar regions by navigators utilizing such techniques as celestial navigation and LORAN-C. The use of grid north gave the navigator a uniform reference direction to use rather than the highly convergent meridians. The concept of a non-changing north is remarkably like that encountered in an inertial navigation system with the local-level platform untorqued (alpha-wander mode). However, the directional angles computed by the inertial navigation system rapidly diverge from those measured from the charts. This paper explores the reason for this divergence and proposes a solution. (Author)

This publication is an annual study published to meet the demands of FAA, other government agencies, and industry for more detailed airmen statistics than those published in other FAA reports. Statistics pertaining to airmen, both pilot and nonpilot, were obtained from the official airman certification records maintained at the FAA Aeronautical Center, Oklahoma City, Oklahoma. An active Airmen is one who hold both an airmen certificate a valid medical certificate. Airmen who must have a valid medical to exercise the privileges of their certificate are all airplane pilots, control tower operators, flight navigators, and lighter-than-air pilots are not required to have a medical examination but the numbers represent only those who had a valid medical certificate. Mechanics, parachute riggers, ground instructors, and dispatchers certificates represent all certificates on record at the Aeronautical Center.

This report documents the results of Loran C vertical navigation (VNAV) approaches to the Federal Aviation Administration (FAA) Technical Center Heliport. Results of this study show that the three dimensional (3D) Loran C Navigator met the requirements of Advisory Circular (AC) 90-45A for two dimensional (2D) error components of total system crosstrack (TSCT) and flight technical error (FTE). In addition, the 3D error component of vertical flight technical error (VFTE) met the requirements of AC 90-45A.

The Low Altitude Navigation Augmentation Concept provides the pilot with an electronic map display on the aircraft's HUD, so that head down operations (looking at maps or moving map displays) are not required. In addition to the display concept, bearing measurements to known landmarks can be utilized to update the navigation system and also to estimate errors between the navigation system coordinate frame and the map coordinate frame. The concept for the LANA was developed by CSDL under IR&D funding to determine the lowest performance INS usable in the LANA configuration. The simulation configuration described in this plan, however, utilizes higher performance equipment; since the higher performance equipment will be procured for the F-16 and A-10 aircraft. In this report, a plan is developed to simulate the LANA concept on an Air Force simulator. The simulation will be used to verify both system performance and pilot work load under realistic flight conditions.