{"title":"The Respectability of Collegiate Aviation as an Academic Discipline: Have We Arrived Yet?","authors":"Jeff A. Johnson","doi":"10.58940/2329-258x.1509","DOIUrl":"https://doi.org/10.58940/2329-258x.1509","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2005-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134038500","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Yield Management in the Airline Industry","authors":"A. Donovan","doi":"10.58940/2329-258x.1522","DOIUrl":"https://doi.org/10.58940/2329-258x.1522","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2005-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129615729","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Farewell Comrade","authors":"Terri Maue","doi":"10.58940/2329-258x.1516","DOIUrl":"https://doi.org/10.58940/2329-258x.1516","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2005-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124874993","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Application of Low Speed Wind Tunnels in Teaching Basic Aerodynamics","authors":"R. S. Reynolds","doi":"10.58940/2329-258x.1528","DOIUrl":"https://doi.org/10.58940/2329-258x.1528","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2005-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124027967","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
in-flight entertainment is likely to greatly expand its content over the next few years, mirroring changes that are occurring interrestrial di@ entertaimmt and communication systems. Most in-flight enterkimmt systems have been based on either in-plane, aircraft-to-ground, or aircraft-to-satellite technologies. The expansion of content expected in the near future will require advanced transmission systems that will be both technically and commercially able to deliver broadband services. This paper explores the strengths and weaknesses of existing transmissions technologies and suggests aircraft-to-aircraft transmission technology may offer advantages that other systems do not. While most people associate in-flight entertainment (IFE) with airplanevideo and audio channels accessed from an armrest, the types of entertainment available on commercial aircraft are likely to abruptly change over the next decade. Reflecting these likely changes, the World Airline Entertainment Association defines in-flight entertainment (IFE) as including communications (telephony, fax, e-mail, data links), information (news, weather, stock quotes, Web content), and interactive services (video games, shoppinglecommerce, surfing the Web), as well as the traditional audio and video entertainment. The increasing emphasis on new types of digital applications is an indication of the promise of IFE as a powerful marketing tool for commercial airiines, especially since the success of JetBlue Airline's 24channel television network introduced in April 2000. Economic slowdown and the events of September 1 1, 2001 have negatively impacted the global and domestic demand for in-flight entertainment, particularIy for commercial aircraft, but an upturn in the industry may be associated with the introduction of new IFE applications in an attempt to replicate the success of JetBlue Airlines. Frost and Sullivan Inc. estimate that by 2007, I F ' revenue will grow to $7.4 billion (IPECC, 2002). United Airlines in their in-flight magazine suggest there might be operational cost and customer service synergies from IFE introduction too Wm, 2003). This paper reviews how these future IFE applications will be transmitted to air& and suggests that current transmissions systems may not be the best conduit for them.
在接下来的几年里，机上娱乐的内容可能会大大扩展，反映出正在发生的星际娱乐和通信系统的变化。大多数空中进入系统都是基于飞机内、飞机对地或飞机对卫星技术。预计在不久的将来，内容的扩展将需要先进的传输系统，这些系统将在技术上和商业上都能够提供宽带服务。本文探讨了现有传输技术的优缺点，并提出飞机对飞机传输技术可能提供其他系统所不具备的优势。虽然大多数人将机上娱乐(IFE)与飞机上的视频和音频频道联系在一起，但在未来十年，商用飞机上提供的娱乐类型可能会突然发生变化。为了反映这些可能的变化，世界航空娱乐协会将机上娱乐(IFE)定义为包括通信(电话、传真、电子邮件、数据链接)、信息(新闻、天气、股票报价、网络内容)和互动服务(视频游戏、购物、电子商务、网上冲浪)，以及传统的音频和视频娱乐。对新型数字应用的日益重视表明，IFE有望成为商业航空公司强有力的营销工具，尤其是自捷蓝航空公司于2000年4月成功推出24频道电视网络以来。经济放缓和2001年9月11日的事件对全球和国内对机上娱乐的需求产生了负面影响，特别是对商用飞机，但该行业的好转可能与引入新的IFE应用程序有关，试图复制捷蓝航空公司的成功。Frost and Sullivan Inc.估计，到2007年，it的收入将增长到74亿美元(IPECC, 2002)。联合航空公司在其机上杂志中建议，引入IFE可能会产生运营成本和客户服务协同效应(Wm, 2003)。本文回顾了这些未来的IFE应用将如何传输到空气中，并指出目前的传输系统可能不是它们的最佳管道。
{"title":"Existing and Potential In-Flight Entertainment Transmission Systems - Strengths and Weaknesses","authors":"K. Mew","doi":"10.58940/2329-258x.1543","DOIUrl":"https://doi.org/10.58940/2329-258x.1543","url":null,"abstract":"in-flight entertainment is likely to greatly expand its content over the next few years, mirroring changes that are occurring interrestrial di@ entertaimmt and communication systems. Most in-flight enterkimmt systems have been based on either in-plane, aircraft-to-ground, or aircraft-to-satellite technologies. The expansion of content expected in the near future will require advanced transmission systems that will be both technically and commercially able to deliver broadband services. This paper explores the strengths and weaknesses of existing transmissions technologies and suggests aircraft-to-aircraft transmission technology may offer advantages that other systems do not. While most people associate in-flight entertainment (IFE) with airplanevideo and audio channels accessed from an armrest, the types of entertainment available on commercial aircraft are likely to abruptly change over the next decade. Reflecting these likely changes, the World Airline Entertainment Association defines in-flight entertainment (IFE) as including communications (telephony, fax, e-mail, data links), information (news, weather, stock quotes, Web content), and interactive services (video games, shoppinglecommerce, surfing the Web), as well as the traditional audio and video entertainment. The increasing emphasis on new types of digital applications is an indication of the promise of IFE as a powerful marketing tool for commercial airiines, especially since the success of JetBlue Airline's 24channel television network introduced in April 2000. Economic slowdown and the events of September 1 1, 2001 have negatively impacted the global and domestic demand for in-flight entertainment, particularIy for commercial aircraft, but an upturn in the industry may be associated with the introduction of new IFE applications in an attempt to replicate the success of JetBlue Airlines. Frost and Sullivan Inc. estimate that by 2007, I F ' revenue will grow to $7.4 billion (IPECC, 2002). United Airlines in their in-flight magazine suggest there might be operational cost and customer service synergies from IFE introduction too Wm, 2003). This paper reviews how these future IFE applications will be transmitted to air& and suggests that current transmissions systems may not be the best conduit for them.","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125545505","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In February 1998 NASA's High Speed Research Program (HSR) was cancelled without fan fare or press announcement. The principal effect of this announcement was to immediately end the research and development that was in progress on the revised supersonic transport or High Speed Civil Transport (HCST) project. This research was to lead to a prototype supersonic transport that would begin flying by the end of the first decade of the 2 1 Century. The factors for the cancellation of this program were never made clear other than the competing funding of the International Space Station. NASA's budgetary squeeze fiom the rising cost of the Space Station was and continues to have a negative impact on NASA's aeronautics programs. This paper discusses the technical objectives of the HSCT research that were in progress at the time and the potential for breakthroughs in several areas that would have made a nationally funded prototype supersonic transport
{"title":"An Overview of the Demise of NASA’s High Speed Research Program","authors":"R. S. Reynolds","doi":"10.58940/2329-258x.1536","DOIUrl":"https://doi.org/10.58940/2329-258x.1536","url":null,"abstract":"In February 1998 NASA's High Speed Research Program (HSR) was cancelled without fan fare or press announcement. The principal effect of this announcement was to immediately end the research and development that was in progress on the revised supersonic transport or High Speed Civil Transport (HCST) project. This research was to lead to a prototype supersonic transport that would begin flying by the end of the first decade of the 2 1 Century. The factors for the cancellation of this program were never made clear other than the competing funding of the International Space Station. NASA's budgetary squeeze fiom the rising cost of the Space Station was and continues to have a negative impact on NASA's aeronautics programs. This paper discusses the technical objectives of the HSCT research that were in progress at the time and the potential for breakthroughs in several areas that would have made a nationally funded prototype supersonic transport","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115441502","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Collision Avoidance in Traffic Patterns - Time, Flying Tasks and Visual Scanning","authors":"T. Kirton","doi":"10.58940/2329-258x.1537","DOIUrl":"https://doi.org/10.58940/2329-258x.1537","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"68 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123448822","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
I Diabetes mellitus is a common disease that poses a serious health and safety threat to civilian aviators. Complications secondary to diabetes can be severe and result in sudden incapacitation. The Federal Aviation Administration (FAA) has developed regulabons for certifLrng aviators with diabetes, as well as guidelines for in-flight management of blood glucose levels. Advances in medical technology have led to treatments and countermeasures for diabetes that enable many individuals to engage in physically and mentally demanding activities. This paper presents a basic overview of the pathophysiology, diagnosis, and maaagement of diabetes mellitus in civil aviators. In addition, current FAA regulations for medid certification and blood glucose management will be outlined. BACKGROUND In order to understand the hazard that diabetes poses to a pilot's health and flying safety, one must understand the nature of this condition. Diabetes is a metabolic condition that usually presents with symptoms of uncontrolled blood sugar, such as increased urination, persistent thirst, hquent urination at night, and weight loss (Braunstein, G.D., Friedman, T., Herman-Bonert, V., Peters, A.L., 1997). A random blood sugar level greater than 200 mgldl usually confirms the diagnosis. Diabetes mellitus is a lifelong disease that can lead to blindness, heart and blood vessel disease, strokes, kidney failure, amputations, nerve damage, and death. Diabetes is generally the result of the body's inability to produce enough insulin, resistance to insulin, or both (Braunstein et al., 1997). Insulin is a polypeptide hormone secreted by the islets of Langerhans, located in the pancreas. Its primary function is to regulate the metabolism of carbohydrates and fats, especially the conversion of glucose to glycogen. This conversion is what lowers the blood glucose level. In addition, insulin allows nutrients to enter the muscle were it can be stored and later used for energy. How does this process unfold during our daily consumption of food? Food is digested in the stomach and the intestines where carbohydrates are broken down in to sugar molecules, or glucose. At this point glucose is absorbed into the circulatory system, causing the blood glucose levels to rise. In response to elevated blood glucose levels, the pancreas releases insulin from beta cells. There are 18.2 million people in the United States, or 6.3% of the @tion, who have diabetes (American Diabetes Association, 2003). While an estimated 13 million have been diagnosed, unfortunately, 5.2 million people (or nearly onethird) are unaware that they have the disease (ADA, 2003). on xi mat el^ 2,200 people are diagnosed with diabetes each day. Almost 800,000 people will be diagnosed each year. Diabetes is the seventh leading cause of death and sixth-leading cause of death by disease in the United States (ADA, 2003). TYPE I DIABETES Diabetes is generally classified into two basic categories: type I and type 11. Type I diabet
{"title":"Aeromedical Issues in Diabetic Aviators","authors":"R. Keegan, Bascom K Bradshaw","doi":"10.58940/2329-258x.1552","DOIUrl":"https://doi.org/10.58940/2329-258x.1552","url":null,"abstract":"I Diabetes mellitus is a common disease that poses a serious health and safety threat to civilian aviators. Complications secondary to diabetes can be severe and result in sudden incapacitation. The Federal Aviation Administration (FAA) has developed regulabons for certifLrng aviators with diabetes, as well as guidelines for in-flight management of blood glucose levels. Advances in medical technology have led to treatments and countermeasures for diabetes that enable many individuals to engage in physically and mentally demanding activities. This paper presents a basic overview of the pathophysiology, diagnosis, and maaagement of diabetes mellitus in civil aviators. In addition, current FAA regulations for medid certification and blood glucose management will be outlined. BACKGROUND In order to understand the hazard that diabetes poses to a pilot's health and flying safety, one must understand the nature of this condition. Diabetes is a metabolic condition that usually presents with symptoms of uncontrolled blood sugar, such as increased urination, persistent thirst, hquent urination at night, and weight loss (Braunstein, G.D., Friedman, T., Herman-Bonert, V., Peters, A.L., 1997). A random blood sugar level greater than 200 mgldl usually confirms the diagnosis. Diabetes mellitus is a lifelong disease that can lead to blindness, heart and blood vessel disease, strokes, kidney failure, amputations, nerve damage, and death. Diabetes is generally the result of the body's inability to produce enough insulin, resistance to insulin, or both (Braunstein et al., 1997). Insulin is a polypeptide hormone secreted by the islets of Langerhans, located in the pancreas. Its primary function is to regulate the metabolism of carbohydrates and fats, especially the conversion of glucose to glycogen. This conversion is what lowers the blood glucose level. In addition, insulin allows nutrients to enter the muscle were it can be stored and later used for energy. How does this process unfold during our daily consumption of food? Food is digested in the stomach and the intestines where carbohydrates are broken down in to sugar molecules, or glucose. At this point glucose is absorbed into the circulatory system, causing the blood glucose levels to rise. In response to elevated blood glucose levels, the pancreas releases insulin from beta cells. There are 18.2 million people in the United States, or 6.3% of the @tion, who have diabetes (American Diabetes Association, 2003). While an estimated 13 million have been diagnosed, unfortunately, 5.2 million people (or nearly onethird) are unaware that they have the disease (ADA, 2003). on xi mat el^ 2,200 people are diagnosed with diabetes each day. Almost 800,000 people will be diagnosed each year. Diabetes is the seventh leading cause of death and sixth-leading cause of death by disease in the United States (ADA, 2003). TYPE I DIABETES Diabetes is generally classified into two basic categories: type I and type 11. Type I diabet","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"144 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127302510","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Human Factors Issues of the Aircraft Checklist","authors":"Patrick Ross","doi":"10.58940/2329-258x.1553","DOIUrl":"https://doi.org/10.58940/2329-258x.1553","url":null,"abstract":"","PeriodicalId":335288,"journal":{"name":"Journal of Aviation/Aerospace Education & Research","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2004-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129119166","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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