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In FY 87, the Defense Logistics Agency (DLA) began investigating the benefits of incorporating Decision Support System (DSS) technology in the Agency. As a result, the DLA Operations Research and Economic Analysis Management Support Office (DLA-DORO) was requested to develop an operational prototype DSS to assist decision makers in allocating constrained resource dollars. Two optimization models were created, a Stock Fund Allocation Model and a Commitment Dollar Allocation Model. The Commitment Allocation Model was used for integration into the prototype DSS as it was designed to answer the real time question of what items to buy and how much of each should be bought at this time. Testing results indicate that this optimization model provides supply availability projections equal to or greater than current operations when funding levels are below the stated Standard Automated Materiel Management System (SAMMS) requirements levels. The primary benefit of this model within the DSS is that is gives the decision maker an idea of the effect a reduced buy or a delayed buy will have on an item and throughout the system as a whole.

The pickup and delivery problem (PUDP) represents a class of sequencing or routing problems where the key facet of the routing is that a pickup must precede the corresponding, subsequent delivery. Other considerations such as service time windows, quality of service parameters or operational constraints on either the driver or the vehicle are possible. As such, the PUDP is a constrained version of the ubiquitous travelling salesman problem (TSP), which seeks a minimum cost route that from an initial point visits each city or stop once and only once, ending at the initial stop. There are also similarities between the PUDP and the much studied vehicle routing problem (VRP), although the two problems are distinctly different because of the origin preceding destination requirement.

The Research and Development Division, USAF Instrument Flight Center (USAFIFC/RD) conducted a pilot factors evaluation of the Harowe Altitude Warning Signal System (AWSS) to determine its acceptability for use in Air Force aircraft. The system has the primary function of assisting pilots in attaining and maintaining assigned or desired (command) altitudes. A secondary function, the approach mode, was incorporated in the AWSS to examine the concept of altitude warning during landing approaches. Thirteen sorties were flown in an NT-38 Talon. Subject pilots were selected from IFC personnel. The overall concept and operation was found to be acceptable by half of the subject pilots. Half of the subject pilots felt the information provided by the system did not justify the increased workload. The normal and approach modes of operation were found to be acceptable in concept, operation, and accuracy. The system in its present configuration is not acceptable for installation in trainer and single place aircraft due to the unacceptable increase in cockpit workload. (Author)

This investigation was conducted to document pilot acceptance of improved displays for the standard light helicopter. Twenty-one helicopter pilots were given a technical briefing on the new displays and filled out a preflight questionnaire concerning their firsthand impressions. Sixteen of the twenty-one pilots received a familiarization flight with the new displays and filled out a postflight questionnaire giving their judgments and opinions. Five of the sixteen pilots were used as data collection pilots. These pilots flew profiles representing typical helicopter instrument maneuvers. Objective and subjective data were obtained through the use of video, audio, and oscillograph recording equipment.

An investigation was conducted to establish the methods and procedures to collect pilot factors information and to obtain firsthand pilot opinions and judgments concerning the present control-display systems installed in helicopters. Four instrument instructor pilots were used as test subjects and a total of seven data gathering sorties were accomplished. The profiles flown represented typical helicopter instrument maneuvers. The subject pilot activity required in performance of the maneuver segments was designed to progress from simple tasks to complex tasks. Objective and subjective data were obtained through the use of video, audio, and oscillograph recording equipment.