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The purpose of this paper is to present a definition of modern configuration for a medium-altitude long-endurance unmanned aerial vehicle (MALE UAV) and its on-board systems to obtain a suitable basis for future definitions such as a possible logistic support configuration first hypothesis.

Starting from high-level requirements, both the UAV conceptual design and on-board systems preliminary design have been carried out through proprietary tools. Then, some peculiarities from previous studies, such as systems advanced UAV alternative energy, have been maintained and confirmed (diesel propulsion and energy storage system).

The improvement of a component of an aircraft can play a relevant role in the whole system. In the paper, it is considered how a concept of MALE UAV can evolve (this topic is considered by the authors since many years) by incorporating advanced on-board systems concepts.

The numerical results promote and support the use of advanced on-board system solutions and architectures to improve the effectiveness, efficiency and performance of MALE UAVs.

Usually, conceptual and preliminary design phases analyze in-depth the aerodynamic and structural solutions and aircraft performance. In this study, the authors aim to focus on the advanced on-board systems for MALE UAVs. This kind of aircraft is not yet a mature concept, with very few operating machines and many projects in the development phase.

Based on a lecture prepared as part of the celebration of Cranfield University's 50th anniversary. After briefly reviewing the early years, including Cranfield University's entry into this technology, discusses the nature of this industry, Some of the technology drivers, including environmental concerns, are examined to provide a background against which the development and the future of the industry can be considered. This is followed by a brief survey of some of the possible new civil aero gas turbine applications over the next 50 years, both the very likely and some curiosities. Finally, the changes that are likely to occur within the industry as a result of wider economic and political trends are considered, as well as the implications for those working within the industry. The development of the civil aero gas turbine has contributed, in large measure, to today's, US$ 300 billion civil aviation industry and is rightly seen as one of mankind's major engineering achievements. A single paper cannot do justice to this industry.

This is our report on this first international assembly of Aircraft Maintenance and Engineering, held in Zurich 6th–9th February 1979. This was AIRMEC 79 — and, as was foreseen in our Comment in the January issue, the significance of this innovation among aviation occasions was taken up by thirty‐six countries who sent 276 delegates to the convention, which was supported by the Exhibition, attracting 112 exhibitors from 17 countries. There is every chance that this event will take its place with Farnborough, Paris and Cranfield as a regular feature of the aviation scene and of considerable interest to all engaged in aircraft maintenance. The organisers did announce at the end of that Show that AIRMEC 81 would take place, again in Zurich, in February of that year. And perhaps it is interesting to comment at this stage about the decision to return to Zurich. While it might be said that the event was a success, the fact that the convention was held in a venue separate from the Exhibition, did have some disadvantages and the consensus among the exhibitors was that this did discourage many of the 2260 in attendance from really taking in the Exhibition. Perhaps the only exception to this were the Chinese whose delegation spent almost all of every day in the Exhibition halls, visiting every stand and spending considerable time at each one.

As part of the V.10 F programme financed by Service Technique de la Production Aeronautique (STPA), AEROSPATIALE and DASSAULT — BREGUET have joined forces to produce a single Falcon 10 wing entirely made of carbon fibre. This wing has just been sent from the AEROSPATIALE Company's Nantes factory to the Toulouse Aernautic Testing Centre. A second wing will also be built, but this time, by DASSAULT‐BREGUET Biarritz plant. The two wings will be used for static fatigue testing. The programme calls for another pair of wings, one to be made by each of the same firms. They will later be mounted to a Falcon 10 for flight testing.

AN opportunity to become acquainted with the engineering expertise available at RAF Stations and to study the degree of involvement in design and manufacture occurred recently when visiting Abingdon and Marham. An aircraft maintenance and storage depot, RAF Abingdon's prime activity centres around the Engineering Wing which undertakes major servicing on Jaguar and Hawk aircraft and more recently, Buccaneer as well, together with various long‐term modification programmes. Responsibility is taken for assessing complex aircraft repairs, the recovery, salvage and transportation of all RAF, Royal Navy and Army fixed wing aircraft and in addition, assisting when necessary, the Aeronautical Inspection Branch in the recovery of crashed civilian aircraft. Some specialist tasks are also carried out, such as aircraft weighing and support for the RAF's Inspectorate of Recruiting, as well as housing the Aircraft Battle Damage Repair School. Storage of Jaguar aircraft is also undertaken as well as some VC 10 work.

In 1874, Mr. Charles Hunting purchased two sailing ships, thereby founding a Group which today operates internationally over a wide range of industry and commerce … our story is Fields which provides through four subsidiary companies a comprehensive aviation support service based on the experience gained since it was first formed at Croydon in 1938.

F/A‐18 Hornet Strike Fighters have accumulated more than 9,000 flight hours and since November have demonstrated reliability and maintainability two to three times better than the F‐4 and A‐7, the aircraft the Hornet replaces, it was announced recently by McDonnell Douglas Corporation.

The purpose of this paper is to present a literature review on human factors in aircraft maintenance and to analyze and synthesize the findings in the literature on human factors engineering in aircraft maintenance.

The review adopts a threefold approach: searching and collecting the scientific literature; sorting them on the basis of relevance and applications; and review of the scientific evidences. Broad areas of aircraft maintenance regulations are identified and each area was explored to study the level of scientific growth and publications. Notable theories, models and concepts are being summarized.

Application of human factor principles in aviation spread beyond the technical arena of man-machine interface. The discipline has created a great impact on aircraft design, operations and maintenance. Its applications have percolated into design of aircraft maintenance facilities, task cards and equipment. Human factor concepts are being used for maintenance resource management. The principles are applied to shape the safety behavior and culture in aviation maintenance workplace. Nevertheless, the review unfolds immense potential for future research.

Research outcomes of non-aviation studies are also reviewed and consolidated to extend the applications to the aviation industry.

This review would be a consolidated source of information confining to the physical aspect of human factors engineering in aircraft maintenance. It is intended to serve as a quick reference guide to the researchers and maintenance practitioners.

It brought out the benefits of adopting the principles of human factor engineering in aircraft maintenance. Application of human factor philosophy ensures enhanced safety in air transport, personal safety and well-being of maintenance personnel.

This is a unique review based on aircraft maintenance regulations that are baseline performance standards made mandatory by regulatory authorities. Therefore, the review has been considered to be made on aircraft maintenance regulatory requirements that surpass corporate or competitive strategies in aviation maintenance organization.

The airworthiness and availability of all Swissair aircraft is the responsibility of the Engineering and Maintenance Department at Zurich. The extensive facilities available are utilised to undertake all manner of work on the airline's equipment and at the same time be prepared to carry out allotted tasks within the agreement of the KSSU group of airlines (KLM, SAS, Swissair and UTA). In addition, “third party work” can be performed for these or other operators. It is notable that some 20% of the total performed on Swissair aircraft is undertaken by the KSSU partners. The Engineering and Maintenance Department of Swissair is also actively involved in the specification and purchase of new aircraft for the airline's fleet.

There can be few people in this country who have not been impressed by the complexity of instruments and controls in the cockpit of a modern transport aircraft — if not the real thing, at least they will have seen pictures. This complexity, which the flight crew must master in their difficult and sometimes hazardous task of controlling the aircraft, is the display end of many elaborate sub‐systems going to make up the complete aircraft system, and the aircraft itself. All these sub‐systems and their components must be maintained in reliable operating condition by the aircraft maintenance engineer.