While historically agile flight was first seen as an issue of airframe agility with a consequent emphasis on acceleration issues, there has been an evolution in the understanding of agility. WG 27 adopted WG 19' 5 recommendations that airframe agility is only one aspect of agility which when combined with weapons agility and systems agility results in 'operational agility'. The experienced pilots that we interviewed saw a real operational need for aircraft agility. They consistently rated both high angle-of-attack/nose pointing and off-boresight missles/helmet-mounted display/sight systems as very important capabilities. They denied physiological problems related to acceleration or spatial disorientation, although their sorties to date have been with a clear sky, in active control. Also, experts predict an increase in spatial disorientation mishaps in super-maneuverable aircraft. In particular, there are significant gaps in our understanding of the effects of multi-axis accelerations.
Human Consequences of Agile Aircraft
2000
89 pages
Report
No indication
English
Aerodynamics , Stress Physiology , Aircraft , Pilots , Human factors engineering , Aeronautics , Physiology , Weapons , Nato , Simulation , Spatial distribution , Automation , Interfaces , Acceleration , Flight , Missions , France , French language , Airframes , Angle of incidence , Decision aids , Awareness , Physiological disorientation , Attitude(Inclination) , Lectures , Foreign reports , Nato furnished
Human consequences of agile aircraft
TIBKAT | 2000
Human consequences of agile aircraft
TIBKAT | 2001
Agile Fighter Aircraft Simulation
AIAA | 1989
|