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NORTH ATLANTIC TREATY ORGANIZAfiON

ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT

(ORGANISATION DU TRAITE DE UATLANTIQUE NORD)

AG DR Conferencer ceedings ?'....-

OPERATIONAL]OLES,IRCREW.YSTFMS ANDJUMAN FACTORSIN FTURE GHPERP6R MANCE AR(RAFTdcr" -

Edited by

(IP.F. ampietroDirector-of iSecieces

AF Office of Scientific Research/NLBoiling AFB. DC 20332 .

USA

Papers presented at the Aerospace Medical Panel's Specialists' Meeting held inLisbon, Portugal, 22-26 October 1979.

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THE MISION OF AGARD

The mission of AGARD is to bring together the leading personalities of the NATO nations in the fields of scienceand technology relating to aerospace for the following purposes:

- Exchangirgof scientific and technical information;

- Continuously stimulating advances in the aerospace sciences relevant to strengthening the common defenceposture.

- Improving the co-operation among member nations in aerospace research and development;- Providing scientific and technical advice and assistance to the North Atlantic Military Committee in the field

of aerospace research and development;

- Rendering scientific and technical assistance, as requested, to other NATO bodies and to member nations in

connection with research :nd development problems in the aerospace field;

- Providing assi-.ance to member nations for the purpose of increasing their scientific 2nd technical potential;

- Recommending effective ways for the member nations to use their research and development capabilities forthe com,,s)n benefit of the NATO community.

The highest authority within AGARD is the National Delegates Board consisting of officially appointed senior

representatives from each member nation. The mission of AGARD is carried out through the Panels which atecompossed a experts appointed by the National D-vtes, the Consultant and Exchange Programme and the AerospaceApplications Studies Programme. The results of AGARD work are reported to the member nations and the NATOAuthorities through the AGARD series of publicatir, of which this is one.

Participation in AGARD activities is by invitatiL ,iy and is normally limid to citizens of the NATO nations.

The content of this publication has been r=produceddirectly from material supplied by AGARD or the authors.

Published March 1980

Copyright 0 AGARD 1980All Rights Re3erved

ISBN 92-835-0262-

Mlhrie4 by Techs-im! &E7tfigind Reproduction Ltdlarrd HouAse. 7-4 ",C4fo te St. London, WIP HD

AEROSPACE MEDICAL PANEL

Panel Chairman: Dr B.O.Hartman, US

Panel Deputy Chairman: Colonel M~decin J.Bande, BE

Panel Executive: Lt. Colonel F.Mon.si, JAF, IT

MEETING ORGANIZATION

Session Organizer: Dr P.Fxampietro, US

Local Coordinator: Brig. General J.N.G.Gois, PAF, PO

SAcceZ:,-S Fo

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SESSION ORGANIZER

Dr P.P.IampietroDirector of Life Sciences

AF Office Of Scientific Research/NL

Boiling AEB, DC 20332

part ISESSION CHAIRMEN

Dr B.O.HartmnanChief, Crew Tcduiology Divisont-VNUSAF School of Aerospace Medicine (AFSC)Brooks AFBTX 78235USA

Part II Group Captain C.E.SirnpsonDD AvMed (RAF)Ministry of DefenceRoom 7 15, First Avenue HouseHigh I1lbornLondon WC IV 6HE

Part III Mdcnen U~ief R-Auffret e o

(CEV) et du Laboratoire de Midecine

Centre EsaseVoB.P.No.291220 Britigny AirFrance

SUMMA Y

This corference, held in Lisbon, Portugal, 2-26 October 1979, considered severalaspects of high performance aircraft currently in the NATO inventory so that the prob-lens associated with the hum= operator in future high performance aircraft can be moreclearly delineated and preparbd for. The three aircraft discussed were the F-16,I ira-- 2000, and Tornado. The operational roles, aircrew systems, and human factorsaspects of these aircraft were considered in detail by experts from the United Kingdom,United States, and France. 2ach expert was selected and invited to prepare a paper forpresentation. The papers were not reviewed or edited by the Aerospace Medical Panelprior to pre-aentstion.

The plan for the session was to have presentations of tLie operational roles of theaircraft first in order to set the stage for consideration of the advanced aircrewsystems in these aircraft and thence to discussion of the human factors aspects ofoperating these aircraft. This last aspect is of special significance to the AerospaceMedical Panel since the human operator problems of the current aircraft are, in allprobability, the types of problems, but magnified, to be encountered in future highperformance aircrafx. Thus, some direction is Indicated as to what kinds of researchneed to be performed iL order to meet the demands made on the operator in new aircraft.

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PREFACE

The introduction of new high performance aircraft into the NATO community willimpose additional phvsiczl, physiological, and psychological demands on the aircrew.Weapon systems are no more effective than their human operators' capabilities; thus,the system is merely an extension of the operator's sensory, muscular, and cognitivecapacities in responding to all of the mission stresses. To ensure accomplishment ofoperational missions, the relationship between man and the system he operates must beas coppatible as possible. The NATO aerospace medical community must be aware of theperformance, systems, and operational characteristics of the current high performanceaircraft in relation to the human operator's physiological, cognitive, psychomotor, andperceptual capabilities. Identification of biotechnical research needs is critical andmust be underway as soon as possible so that appropriate medical selection, training,and assignment crite-ia may be established for future aircraft, as well as developmentof additional protective equipment and systems.

In order to provide a background for the above requirements, the Long Range PlanningSubco ittee conceived a symposium which would consider the operational roles, aircrewsystems, and human facvors aspects of three advanced aircraft: The F-16, Mirage 2000,and Tornado. The proposed session was presented to the Aerospace Medical Panel -t the34th Annual Business Meeting in 1977 and accepted for the program of the 36th AnnualMeeting in Lisbon, Portugal, 22-26 October 1979. Nine detailed presentations wereplanned, three on each of the aircraft.

The presentations were of 30 minutes duration and a discussion period was plannedat the end of each three papers. However, only one discussion pericm. 2s held, at theend of the session. The discussions have been edited by the 5essiou Organizer basedprimarily on tape recordings and notes, and they were not revicved by the discussantz.Because of technical difficulties encountered in the recording Ssem, the discussionsare not complete. However, as much of the discussion is included Rs wa possible underthe circumstances.

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-oNTS

PANEL AND MEETING OFFICERS ii

SESSION CHAIRIIEN

SUMMARY

PREFACE

- TECHNICAL EVALUATION REPORTby P.F.ampietro viii

KL YNOTE ADDRESSby L.lirodoro de.Miranda x

Refffencc

PART I - OPERATIONAL ROLES

IHE OPERATIONAL ROLES OF THE F-16byR.CXA**a

MISSIONS OPERATIONNELLES ET CONCEPTION DU IRWAGE 2000p4. J.GuiIlou

THE CAPABILrTIES AND OPERATIONAL ROLES OF ROYAL AIR FORCE TORNADOSby H.M.Archnu 3

PART II - AIR. dREW SYSTEMS

LE SYSTEME D'A.RMES DU MIRAGE 2000: INTERFACE HOMM.E MACHINEpar G.Yarin 4

TORNADO - AIRCREW SYSTEM14Sby E.P.Bec&

INFORMATION TRANSFER FOR IMPROVED) PILOT PERF3RM ANCEby R.N.Lutter 6

PART EI - HUMAN FACTORS

HUMAN FACTORS ASPECTS IN HIGH SPEED LOW LEVIEL FLIGHTby J.L.Dl 7

ADDRESSING HUMAN FACTOR OPTIONS IN CONCEPTUAL DESIGNby P.V.Kulwicid 8

FACTEURS HUMAINS DES MISSIONS DU MIRAGE 2000puR L ilelefond 9

ROUND TABLE DISCUSSION RTD

V6L

Technical Evaluation Report

P. F. lampietroDirector of Life Sciences

Air Force Office of Scientific ResearchBoling ArB DC 20332

. USA

Introduction

In response to a proposal presented by the Long Range P!snntng Subcoczmttee to theAerospace Medical Pauel. a scientific session was planned for the 36th Panel BusinessMeeting and Specilists Meeting held in Lisbon, Portugal, 22-26 October 1979. Thesession was titled "Operational R-les, Mircrew System and Human Factors in Future HighPerfor-ance Aircraft.' Invitations were extended to nine experts from Trance, theUnited States, and the United Kingdom to present papers of 30-minutes duration. Oneday was devoted to this session.

The session os lgically divided into three subsesslons, each with taree speakersand a chairman. Tne plan nf.s to have a 30-minute discussion period at the end of eachsubsession. However, because of overruns only one discussion period was held at theend of the session. The subsessions were concerned with the three aspects of advancedaircraft indicated in the title: namely, operationa'l roles, a-ircrew systems, and humanfactors. The three examples ot high performance aircraft currently in the NATO inventorywhich were discussed were the F-16, the Yirage 2000, and the Tornado. These wereconsidered to be prime examples of the trend in advanced weapons systems and would beindicative of future human operator requirsients and probl-s.

SuEry of Cceunications

The authors were gives freedom in deciding the content of their papers within thegeneral constraint of the three themes of the symposium. The first three speakers setthe stage, so to speak, for the remaining speakers by describing in some detail theoperational roles of the three aircraft and Illustrating these roles by showing typesof missions which might be flown and the weapons which might be used during thosemissions.

The three pap-rs n aircrew systems were quite varied in content. Content variedfrom a consideration of inforation transfer of essentially a single complex system(missile fire control) (USA) to a discussion of -ny systems (cabin environmental, g-protection, oxygen escape, restraint systems, etc.) (UK), to a discussion of the weaponsystems involved in various mission scenarios (FR). This subsession did not thereforegive a uniform picture %f the airrew systems of the three aircraft.

The last set of three papers addressed human factors aspects of these advancedaircraft. Again, p-esentations varied from a consideration of the interplay of humanfactors technology with system design during the concept pbase of development (USA) toa discussion of effects of acceleration, high altitude, and mental workload requiredduring various missions (FR) to a consideration of crew comfort and those factors whichaffect comfort, to physiological aspects. workload, psychological aspects, autcmationand spatial disorientation (U&).

Conclusions and Reco=mndatios

The objective oi this symposium was somewhat of a departure from other technicalmeetings sponsored by the Aerospace Medical Panel. Specific webpon systems currentlyin the NATO inventory were discussed with the aim of describing current aircrew roleand problems and thereby pointing out potential problems in future high performanceaircraft It appears to me that this type of meeting is exceptionally valuable becauseit is oriented to the future and does not, as we are so oftan inclined, concentrate oncurrent problems without regard to what problems will occur in a few years. Thatphilosophy encourages maintenance of a reactive role and does not atimulate a corepositive catalyst role for the NATO cowunity. We nust anticipate the future and planour research priorities accordingly.

An additional dividend of this type of meeing was that It involved operationalpersonnel as well as the scientific coanunity. The knowledge &nd experiences of opera-tional people add anoher dimension tc our ability to determine the humn prablecsassociated with advanced weapon systems. The Aerospace Medical Panel now has a firmgrasp of the complex roles, systems, and alrcrew aspects of the three weapon systemsdiscussed.

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it would be my recoendation that another symposium, patterned much the same asthis one, be convened in three to five years. The objective ol that symposium would beto build on the current one but with the additional aim of delineating the problemswhich would be associated with future aircraft such as controi zontoured vehicles.Three to six experts would be invited to present papers, and a i-tnel composed of thesp-akera as well as adt.itional experts would round out the sess-iin with a discussion of

the direction research should take in order to anticipate and meet the requirements offuture aircraft. Experts from other AGARD panels should be invited to sit on thediscussion panel.

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KEYNOTE ADDRESS

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General J.M.Brochado de MirandaVice Chief of Staff - Portu-guese Ar Force

Estado Major da Forqa AereaAlfragide

2700 AmadomPortugal

0! behalf of the Chief of Staff. Portuguese Air Force. it is m.y great pleasure to greet the m-.nber of the AerospaceMedical Panel on the occasion of its meeting for the second t-me in PougaL

It is indeed a great privilege for u3 to hest once again this meeting of ieading persnalites of NATO in th fields ofscience and technology relating to aerospace. We hope that your work will be fruitful and. sanulaneously. th.1t you wilbe afforded the opportunity of enjoying some of the natural beuties of my country, and of meetm ome of its peoplewhose hospit"lity and friendliness I always like to emphasize.

The short words of welcome I am honoured to address to you at this opening ceremon) -ave. as a starting point, abrief comment on the circumstances that set the framing for the Portuguese Armed Forces.

Portugl. the oldest stateenation of Europe. is going nowadays through a very difficult period of its already long lifeas an irdetpendent country At this historical moment, on its sloulders fell. simultaneously. the nrisequences of a gravecrisis in the world economy and the effects of a sudden and disordered withdrawai from territories in the .Africn continentwhich we have for centuries, colonized. administered, developed, explored and loved.

The unexp-ected drying up of preferential sources of raw materials and food product- the closing of complementaryand privileged markets, and, the return of over half a million reftg es (just to mention the most important events) we 2altogether a severe blow for the faint-heated Portuguese econom). badll shaken -rready by thirteen years of erosiveguerrilla warfare with no milit-y solution. The progressive rise in oil prices worldwide not only h ampered the expecdeconomic recover, but comtributed to an aggravation ef the situationa.

As a corollary to this and also why not mention it a certai tendency of the Portugutes peopl to theanarchicpopulismzn the internal order of the country was badly degrdcd ard with it, the production output. In parallel. aprofound crisis of national identity developed as well. more profound even than the e-onomic and pohthua crisn. whichwill take a longer time to ove:come_ Confused and disoriented, the Portuguese question th -si.rh.es about the -collective

sense of their destinvt, and search for the "accurate definition of their own space among the other nations-.

The times we are living in are. therefore. times of crisis. politti. o.-oeconomical and of natzonal .dentity.

In this national frame, of coure. live the Armed Forces.

T' he effect of the crisis on them is obvious.

During the past stage of greater social instability, the armed forces lived through mom-nts of almost total anarchyduring which they suffered a profon split and were used as a plaything in the hands of the various polic l groups. Itwas a rather troubled period rsulting from the political inexpe-ene and ingenuousness of the servicemen

Howcvro rcovered after having been caught by surprise, when the fundamental values from which they stemnnurallv emerged again to definite y muffle down the false .nyths and Utopian demagogr m the mana.-ed to tree

therseves from the mess where blindly and apathetically they had fallen.

Today. all servicemen "trustees of tamed violence" although awa,. of the importance of their role it thenation's political life. wish to resume the clank role of watching out for the national Secunt.. withn the frameworkof the established democratic nle and in total subordination to the letifmale political power. while r-sponble fordetermining the the and place where force shall be used.

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I expect that the Portuguese Armed Forct, will never again bcome an uinsment of poLtical forces. -nher than :Ifiones which represent the will of the people and the national interests

SThey stand watch for the deceiving mennaids song, for thel seducing 'abe pleas, no matter 'there the) -;ote fiun.aecause thev shatter the unzutt_ so pectiliar to the military institution, -1 an ndspensable as a solid foundation t.-Atsstrength

A t this tune . I bele ve one can make !.ppl, t to the Po rt Lguese Arm ed Fort-s t he on! popular saying, a buarnt

chltris whth iretn their operational capability. the Aimed Forces -re obwvously affec-ted by the sevlere cunstrants

Fof our enomy nd sob cerntilitar soc-AtitxlebW many norornk but also.3n poltalconsiderations. nVrpriu _te mA a.dasn&o %Irj groups itrgdi-o eer ndt-foment instability within the Arm ed Forces. for weILknow.n but not pubhctt ated reasuns. Others accuza the ArmtdFor-es of uselessly .onsurning national resour~es badlyne]d) rjjso etnom.Je omntA hrer ter

who defend. 4s5 a matter of coniverncc. tne existence of the Armed I uwrs, us'ng the as scapegoats to be blamed Its-any thirg that goes wrong in thec politica and cononi fields, and also for their own shortcomins arid infitass,

=Th developmnrt of a situtdson ike this,!I beheve. is by no mneans C tcusive to Portugal. Most likely. it rzook place-.n well in other counurc-s that lIned through penuds of similar sotral turroit. economri anssor stages if It. 'eiopmcnt

Althoug--h then'oiit hcal leadership has, thus far. avoided getting involved with tedfninof th ntionaldefaame organizatin and policy,. so to clarify the im-r anid rue of the Armed Forces within the Portuguiese socyrtoday.- mainly bauesuuh a definition means assuming responsiblt for providing the wihte Wtua meannecessary to carry them assigned mission, one .an nevertheless sat that the Pirtumutse Armed Fartes de-duced missionis relatively evident, at ie=t on. its qualitative aspects.

In so far as the .Air Force is concerned, its available reurt, -S - ones it tries to obtain, under the Atcu-= _-=e&represent a minmumrequarment for carrying out the tasks atict. tL- Portuguese Constitution broadly definies, forfulfilling interniational commitments, or simply to enbeits rotine srr-= in order tw keep its inluable expeiecacquired in the operationial environment. el"C

Within this lHne of thinking tileAir Force does not hate, at the present. either the capability to operatehigh-performance aircraft. sch as [- 16. IM uite 2000 or Tom ado. or tl-e lrpc t o acquire it in the short term

Neither is Pornzgal pobhticalls engaged in an) sont of arninentstact, nor- do we the military% pc-apl wih te de-iteto the armaments 1---1- the scarce economic resources, so badly require to stfyorecWtsn.nds hrot

its investment in projecs of economic and social development

On the other hand ze considecr it essential to stnke a baa c btweenz the sophistcation of the air az in JLuinventory and the technological develIopment of the oulntry - ths retnhigdat- to hate air craft of suc-h bids=pe.-formanc whxse -'.rienex an't be. to a minimumi de=_c spotd by. the national industry, - s not of -nCiouu'interest. We admit, honw- er, as bereficnl. the- exstence of a certan technological- gap to act as a chlegand to

= stimualate progress and1 transf1er of tnow-how -

The Air Force a.s thert-fore, at this tune. onvenutmtig its man effort tc the optimization of the- human and mtraresources aleady a-.n2-labk to the- development of the indmvdi.' capabilit=e .-- its men, and to improvingk its .lecisio-making process-

At the s2.me time. in the tecicma am scientific fields,- it tfl=. 10 be Hi touch with diec most recently poue-~ technology or scientific brea2kthroughs

Therfore, the PotgeeAir Force, although operating an irPian1ervator obsolete by. tr-t snd"Js- -f t-most Jerekinped countrhms. but ne-vertheles still fit to ca.-.- out its mission ,n :%e na.titmna fra-mework. permanntlstruggles to keep itself u~Mo-dae with the develop~ment and oper-anase of !u~gh-performamc zirvi~anies andrlaeproblems.

This line of thuh utfe wdeep inte rst and great -aUsfaction in born!. this 36th PanelI BusinessanSpecialit Meeting here in Pon-upzL

Out Air Foremedia doctors, who integate with the NATO Aerospace_ medical comimunity, will have, theopportunriy to leanNxiln the operationtal performances ijS the most advanced airplanes in b 4n x projected to be -in Europe, and also atixit the- problemrs related to lie selection. tnhlng and required capaty of thei crws to a;r-y :-utmssions under heavy mental and physical strss.- They will for sure. broad=. their views and understanding of theproblems that will affectL our cewes in the future

Some of our most qualified pilots alto have the opportunity of coming to this meeting. Like all pilots they arcalways eager to fly higher and faster. They will, therefore, have the possibility to listen to the interesting communicationsyou are going to make, according to their proposed titles, and to anticipate some thinking about the problems of theoperational use of high-performance airplanes which, some day, they may have the chance to fly themselves. They canstart getting adjusted to the restrictions imposed by a heavily hostile environment, flying faster, yes, but definitely muchlower.

When the time. comes to do it, a solution may have been found for many of todpy's problems, as a consequence ofthe sttdies developeci, anC the exchange of scientific hnd technological inforna tion, an exchange which is made easierand encouraged by meetings like thc. one you are going to have here.

From our side, as host nation, we will retain a modest feeling of partiipation, if not through a diiect and productivecontribution to the studies to improve performance of men and weapons in an hostile environment, at least through theadministrative arrangement of this meeting, through our presence here and our great interest in the subject, and certainlywith our most warm welcome to all of you. This feeling of participation is, in its simplicity, useful from a psychologicalpoint of view. It gives us the impression of having moved a step forward no matter how little it may be towards themore developed nations of the North, a step that may not be long enough to narrow the ;ap, but will be big enough toprevent the gap from widening.

I suppose, that, in fact, one can consider your coming tu us, within the perspective of the North-South Poproach.

We all are aware of the disparity between the highly industrialized nations and the less developed countries - thenore seriously af.ected by the world economic crisis - and we all know how it tends to aggravate itself and to become

a sou,,;e of tension and conflicts.

Nowadays, in opposition to the intil recently dominant way of thinking, the long-term development - a strategicobjective in every country is cons"dercd to be far more I npendent upon cultural, social and political changes than upona wider availability of material resources.

Portugal underwent aheady and still is undergoing changes of that nature. The respective fruits will be pickedeventuAly, but only in the long term.

In this picture of the Portuguese situation I have tried to draw for you, using col-rs somewhat covered by heavyshades, the Portuguese Air Force, with the energy and enthusiasm of its youth, keeping itself strongly motivated andinternally cohesive. In spite of the difficulties, setbacks and not too good perspectives, the Air Force has found initself the necessary stamina to develop its operational capacity, bearing in mind that progress is more dependent upon itsown initiative than upon outside support.

The Organization of which you are distinguished members is a source of stimulus and I believe it can provide ourown human resources with incentive, guidance and support to their endeavours of dee'eloping adequate investigationprograms, no matter how limited our available means may be.

After all, no matter how big, the available means are always limited.

As I extend to all and each one of you, distinguished representatives of NATO member countries, a specially warmwelcome to Lisbon, on behalf of the Chief-of-Staff of the Portuguese Air Force, I also wish that you enjoy your stay inPortugal and after your return to your countries that you may keep a pleasant souvenir of the time you spent with us.

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THE OPERATIONAL ROLES OF THE F-16

Robert C. EttingerLieutenant Colonel, USAF

Director, F-16 Combined Test ForceEdwards Air Force Base, California 93523

USA

SUFIRM

This paper carefully describes the F-16 weapons system from its design features toits cockpit displays and controls. The multirole capacity of the F-16 is illustrated bydescription of the weapons delivery systems, aircraft performance, and weapons carriagecapability. Typical operational missions from NATO bases in F-16 European participatingcountries over Central and Northern Europe are discussed in detail.

The F-l is a new generation, single-engine, single-seat, multirole tactical fighter.Several advanced technologies are combined to produce the best pilot-fighter combinationpossible in an aircraft that is smaller, lighter and simpler than present designs. Thesetechnologies attempt to yield an aircraft -'ith far greater maneuverability and combatcapability at lower cost.

Figure 1 lists the advanced technologies employed in the F-16. A brief discussionon each of these technologies is contained in the following paragraphs.

The relaxed static longitudinal stability results in range-increasing higher lift todrag ratios at subsonic and supersonic speeds. The nominal center of gravity positionfor the F-16 is at approximately the 35 percent mean aerodynamic cord. This results in anegative static margin of approximately 10 percent uhile subsonic and a positive staticmargin of about 15 percent while nupersonic. This feature avoids or minimizes the trimdrag of conventional aircraft by creating a useful tail up-load while subsonic and a low-er tail down-load zt supersonic speeds.

The fly-b-wire flight control system of the F-16 provides a highly reliable, pre-cise, responsive control system which compliments the relaxed stability concept. By fly-by-wire we mean there are no mechanical connections from the pilot's control stick to thecontrol surfaces. The aircraft is controlled by electrons alone. The system incorporalesangle of attack and g limiting features which enable the pilot to use the F-16'i full man-euver potential without fear of loss of control cx structural overload. This quadruplexsystem achieves high reliability through electrical redundancy. Its response character-istics are easily adapted to changes to the aircraft configuration.

The blended wing-body concept of the F-16 enhances performance, reduces weight anditcreases body lift at high angles of attack. It help, the aircraft achieve a high ratioof fuel to gross weight which is essential for range anr endurance. The transonic dragis also reduced as a result of improved area distributons.

Variable wing camber is provided by the automatic, infinitely variable, leading edgeflaps which position to provide the optimum lift to drag ratios over a wide range of flightconditions. They are automatically positioned as a function of Mach number and angle ofattack to minimize drag and significantly reduce buffet. They have the same electricaland hydraulic redundancy and the same surface deflection rates as a primary flight controlsurface. They provide a significant contribution to the longitudinal :nd directional sta-bility of the F-16. While landing the ailerons are automatically biased down 20 degreesto provide additional wing camber for slower approach speeds.

The forebody strakes move the center of pressure forward increasing fuselage lift.They also introduce a vortex flow fleld over the fuselage greatly increasing the direction-al stability at high angles of attack.

The high G cockpit incorporates a 30 degree reclined seat and a raised heel line toincrease the pilot's 'g" tolerance. The pilot ccmfort during long cruise missions andduring hard maneuvering is phenomenal. As more pilots fly the ?-16, I am personally con-vinced the U.S. Air Force will not Iroduce another fighter without a slope back seat.The cockpit geonetry and the unique, one piece bubble canopy and windscreen permit almostunlimited visibility. The conventional canopy bow is located behind the pilot where itblocks less visibility, and people arc less likely to hang lights and id..aior on itwhich further reduce forward visibility. The side-stick and arm.. rest permit the pilot toexecute precise maneuvers under high g loads.

The advanced afterburning engine of the F-16 features a high-thrust-to-weightratio turbofan of the 25,000 pound thrust class. The Pratt & Whitney, FlOO-PW-100engine, the same engine that powers the F-15 Eagle, features variable stator blades in

t7, the fan compressor, high turbine inlet temperatures with the first stages air cooled, ahigh pressure ratio, a light weight convergent-divergent nozzle and modular engine cor-ponents.

The Advanced Digital Avionics system of the F-16 includes a MIL-STD-1553 multiplexbus and digital fire control computer which control act4 n of the radar electro-opticaldisplay, the head-up display, the multimode pulse-doppler radar, the inertial navigationset, and the stores management set. The Westinghouse radar exploits advanced digitaltechniques to produce outstanding performance in its air-to-air and air-to-surface modes.

The F-16 as shown in Figure 2 is 14.51 meters long, 5.01 metern high anJ has a 9.44meter wing span. It has 300 square feet of wing area. A wing aspect ratio of 3.0. Thewing leading edge sweep back angle is 40 degrees. With two missiles, a pilot, full gunand a full load of internal fuel the F-16A weighs 22,600 pounds (10,275 kilograms). Withits 25,000 pounds (11,365 kilograms) thrust class engine that yields thrust to weightratio better than one-to-one at takeoff. The F-16B is a two place fighter/trainer ver-sion of the F-16 which is structurally the same as the F-16A. It carries about 1,100pounds less internal fuel, but it has the same maneuver performance as the F-16A. BothF-16's are designed to 9 g's with a full load of internal fuel. A rugged, safe, durableairframe is assured by a design fatigue life of 8,000 hours.

Figure 3 shows the size comparison of the F-16A with current U.S. fighters. Pleasenote that the basic takeoff weight of the F-4E, F-15A and k-14A are 2.1, 1.9 and 2.6 timesthat of an F-16 respectively. The internal fuel fraction of the F-16 is 0.30 while thatof the F-4E, F-15A and F-14A are 0.25, 0.28, and 0.26 respectively. Note that there isonly one engine to consume that fuel in the F-16.

The F-16 cockpit displays and controls are shown in Figure 4. The mission displaysand controls occupy the up front area of the cockpit. The displays and Controls are de-signed for head-up and hands-on (the stick and throttle) control of the weapons system.Therefore, it is not necessary to take your eyes off a target to launch a weapon at it.

As depicted in Figure 5 the F-16 will be employed as a multirole fighter. Althoughoriginally optimized for air-to-air combat the high thrust to weight ratio and the lowwing loading mke the F-16 an excellent air-to-surface machine. The U.S. Air Force willuse the F-16 as a "swing" aircraft to contribute not only to the air-to-air mission butalso for air-to-surface support. The F-16 will replace the multipurpose F-4 Phantom inthe U.S. Air Force inventory in the late 1970's and into the 1980's.

As depicted in Figure 6 the F-16 has a multirole weapons delivery capability. Forthe air-to-air role the F-16 has several weapons delivery modes. A pulse-doppler, lookdown, clutter free radar is used to search for, detect and track,airborne targets.Slightly longer radar detection range can be obtained in look up modes. An automatic,air combat maneuvering, mode is used to automatically lock on to a target in the pilotselected field of view. Dynamic launch zoae information and automatic missile trackmodes are used to employ the AIM-9 heat seeking, "Sidewinder", air intercept missiles.Lead computing optical sight and snapshoot displays on the head-up display are used toemploy the General Electric, M-61, Vulcan, 20mm cannon. This gun is capable of firing6,000 rounds per minute. Energy maneuvering displays are provided on the head-up displayto assist the pilot in optimizing aircraft performance during air-to-air combat.

In the air-to-surface role the F-16 has several additional weapons delivery modes.In a visual delivery environment the head-up display, radar, inertial navigation systemand fire control computer yield pilot selectable Continuously Computed Impact Point(CCIP), Dive Toss (DTOS), and manual depressed reticle release modes. The ground mapmodes of the radar are particularly impressive. The inertial navigation system providesautomatic cursor placement and automatic antenna tilt for the ground map radar. Expand anddoppler beam sharpened ground map modes improve radar resolution. Blind bombing deliverymodes of Continuously Computed Release Point (CCRP), Beacon and Low Altitude Drogue De-livery (LADD) are available. Electro-optical guided bombs and missiles like the "Hobo"and "Maverick" are easily and accurately delivered. A laser spot tracker mode is alsoavailable for the F-16.

When compared to the multirole F-ZE Phantom, the aircraft the F-16 is going to re-place in the U.S. Air Force, the F-16 has outstanding performance capabilities. As graph-ically shown in Figure 7, the F-16 has a 3.0 times the air-to-air combat mission radiusand 2.4 times the air-to-surface combat radius of the F-4E. The F-16 uses a lesser turnradius and a shorter time to accelerate from 0.9 Mach to 1.6 Mach at 30,000 feet than theF-4E. The unrefueled ferry range of the F-16 is 1.6 times that of the F-4E.

As shown in Figure 8, the nine external store stations of the F-16 have a total-carriage capacity of 15,200 pounds. With full internal fuel, the F-16 can carry 10,500

pounds of external stores. The primary weapons for air-to-air missions are AIM-9 infra-red, heat seeking missiles and the rapid fire Vulcan 20mm cannon. For air-to-surfacemissions, a large variety of guided and unguided weapons, ECM pods and external fuel tankscan be carried on the five air-to-surface hard points.

The doppler beam sharpening mode of a ground map radar is particularly impressive.Shown on Figure 9 is tile 10 mile expand, doppler beam sharpened radar picture of the mainrunway at Edwards APB, California. The radar cursors are positioned at the north westCoiner of the intersection of the main runway and the center taxiway. The shorter "southbase" runway at Edwards is also seen.

Figure 10 represents a typical air superiority mission radius for NATO in Centraland Northern Europe. With takeoffs from representative bases for the European participa-ting governments of The Netherlands, Norway, Denmark and Belgium the F-16 could perforn

1-3

= air combat patrol in the area shown. For this mission the F-16 is loaded with two AfM-9riesiles and two 370-gallon external tanks. The tanks would be dropped when empty. Acombat recerve for i Maximum power acceleration from 0.9 Mach to 1.6 Mach, 3 Maximumpower sustained 360 degree turns at 1.2 Mach, and 4 Maximum power sustained 360 degree

-turns at 0.9 Mach is included. A climb to optimum cruise altitude and instrument flightrules landing fuel reserves are also included.

A typical close air support mission over the same area from the same base, is shownin Figure 11. For these missions the F-16 is loaded with two AIM-9 missiles, six MK-82500 pound general plrpose bombs, two 310-gallon external tanks and a centerline externalECM pod. rhe mission profile shows a high altitude cruise to and trom the target plusonehourloiter. A combat allowance for 5 minutes at Military power at sea level with the air-to-surfaceweapons is included. The mission radius is depicted with and without retaining the external tanks.

A strike interdiction mission in the F-16 would look like that depicted in Figure12. In this case the aircraft is loaded with two AI.-9 missiles, two MK-84 2,000 poundgeneral purpose bombs, two 370-gallon external fuel tanks and a centerline ext-.:nal ECMpod. Again the external fuel tanks are dropped when they are empty. This mission pro-file would call for a high, low, high ingress and egress to and from the target. A 100Nautical Mile low level navigation at 530 knots is planned in and out of the target area.A 5 minute allowance at Military power and sea level is used for weapons delivery.

A typical low level all the way mission from the same locations is depicted in Figure13. Again, the aircraft is loaded with 2 AIM-9 missiles, 6 MK-82 500 pound general pur-pose bombs, two 370-gallon external tanks, and a centerline external ECM pod. Low levelcruise to and from the 100 Nautical Mile high threat penetration pVint is made at 400knots. A one hundred Nautical Mile dash to and from the target is made at 550 knots.Again a 5 __nute allowanc- at military power and sea level is used to deliver the bombs.In this case, the external fuel tanks are retained on the return leg.

The F-16 has surprisingly good low level ride qualities for an aircraft with thiswing loading. The relatively stiff fuselage structure, the variable camber of the lead-ing edge flaps and the motion command flight control system all contribute to the smoothride. My theory is that the fuselage lift and the wing wash out combine to actually download the wing tip during high speed, low level cruise. This appears to decrease theeffective wing arez and produce ride qualities of a fighter with a much higher wing load-ing.

The last mission described for the F-16 is the sea surveillance or sea attackmission shown in Figure 14. Here the aircraft is configured with 2 AIM-9 missiles, 2Harpoon anti-shipping missiles with electro-optical terminal guidance, two 370-gallonexternal fuel tanks and a centerline ECM pod. The external fuel tanks are dropped whenempty. High altitude cruise to and from the target is used with a 50 Nautical Mile dasnhto and from the target at 550 knots and low altitude. Again 5 minutes at sea level andMilitary power is allowed for weapons delivery.

The results of a dedicated team effort of General Dynamics, Pratt & WhitnEy,Westinghouse, the U.S. Air Force, European participating governments of The Netherlands,Norway, D-mark end Belgium are shown in Figure 15. The performance requicements of theF-16 were met or rceeded. Testing is essentially complete. Manufacturing is on schedulewith as of 15 OGtoDer, 46 U.S. Air Force aircraft delivered; 17 aircraft have been de-livered off the European production lines in Belgium and The Netherlands. The originalcost objectives of the F-16 program are being met. The ission growth capability of theF-16 has been demonstrated.

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MISSIONS OPERATIONNELLES ET CONCEPTIONOU MIRAGE 2000

Colonel 3ACOUES GUILL0'J

-Etat-RaJor do l'Aroie do l'Air/Bureau des Propramsa de Mat~rial

24 Boulevard Victor 75015 PARIS

SOMMAIRE

Le programme MIRAGE 2000 dicidd an ddceebre 1975 va. h scurer 1s reeplacent

du MIRAGE III dent toutes ss versions.La premibre version du MIRAGE 2000 a una vocation privildgide de defense at de

aupdricritfi adrienne at doit 5.re cmpable Jo Ilinterception d'hostiles b trbs haute altitude, doIs destruction den hostiles, ,4nitrant b basts altitude, et d'engagar is combat adrien rapprochdh ars 493105 avoc !as moileurs tha zajrn rjo s gdndration.

Le MIRAGE 2000 evion as combat monoplace ciono-rdacteur SHECMA M 53 congu poursatisfaire coo exigences se caract6rtno par 1. retour h one formula d'sile delta, smdliorde pari'utilisation do commandos do vol. filectx~aooa.

Les capacitds do manoeuvrobilitd du MIRAGE 2OUCV marquent on progrbe fondamental= per rapport aux avione prdcddenta at coneuiront h do nouvelles tactiqus do combat.

1. - LENERALITES.

Dana 10osembale des forces adrie~nes, i*avistion do chose set conatituds- d'unitda qui nor las caractdrletiquas propres do leur stdriel et les qualitd. do leur personnel,

peovent Itre angagde aussi bton contre lea objectife do surface quo contra les objectifsaen vol.

Par ltdtendus do son r~le et do see missions, par I* diveraitd do ssa modesdfactions, 6118 met aussi pleinesent h profit 1s sojplesse dtampioi, qualitd fondamentelo dol'eirne adrienne, dans une appropriation constan~ts du noyan afirien so but recherchdi.

3oaquth on pased ricent, pour conserver cette soupleass d'emploi, l1Arphe dol'Air a cherchi h fairs exicuter par lea agmes pilotos at les m~mes avions d'une onitd autei bienlea missions dtsttnqoe so aol quo lea missions do difanse adrienne.

Reis devant i'oxtenaion des opirationa so doosino tout temps do Inur et do noit,1s ddveloppoent des capacitfia noclisires den chasseuro bosbardiers, Ilextension -rdla .ie docontrile des opdrations difensives et offensives, Is diveloppoment des engine air- r, air-aol ataol-mir avec see conaiquences sur lee missions tactiqoes at ls ddvoloppsomnt des moyans de goerre6iectronique, Itsapicialisation des 6quipages set devenue indispensable af in dauer l'utilisationoff icace des systhoss de navigation ot d'sttaqoe.

Coo critbres ant conduit'sussi h spdcialiser lea systbmes d'armee ce qu- f~t Itcas pour lea programmes 3AGUAR at MIRAGE F1, et lea pilotes sent devenut .epidemsnt opdretionnoladena lsur miassion principals avec ces types d'appareils.

Lo conception des avions da Is nouvelle gindration do-:t tir compte des expsriencesdes conflits pricdente.

11 cat apparu en particulier quo lea avions d'attaaue au aol leo plus officacesdtalent caux qui evaiont one bonne manoeuvrabilitd car ils dtaient plus aptos h engn;or un combatou h iviter noand ii lour itait imposd.

Ce Wnt pas sulement Is rayon d'ection le plus grand qui fait is meilleur eviondo pdnitration. Un chasseur do grands manoeuvrabilitd pout ltre alourdi par des rdservoirs suppld-mentairsaet l'ermemont niceosaire poor llattaqoe, at radevonir rapidement on combettant 86riendo grand. class* sprhs l'evoir largud.

Do plus In ddvelop;-*went d'on moteur militaire do granda classe demand* one dizained'anneso at repronts on ir~estiaaerjent financier important ; ii faut donc ddfinir on moteor

-~-rialisant on bon .ompromis antre :.s performances demandies soasi bien en supersonique h hautealtitude qulh bass* altitude pour lea missions d'attaqoe so aol.

Aussi l'Armie do i'Air a In conviction qo'il faut partir do Is notion d'on avionpolyvslant so eteds industrial sulaent, c'ebt b dire on avion syant 1s alme moteor, le mime

__ fuselage (h qiiolqoes variants* prke), lo amm vtiiuro, at donnant naistance A plumisurs iaeaionssu~vant lea syatbuss d'ars dont on l'iquipera.

r Cos versions *grant doatindes h llintercsptionn et nJu combat d'On c8td, a Ispdndtratijn ot 6 1* reconnaissance do l'eutre.

Los aptcifications opdrationnr iles du MIRAGE 200C ant dtd rddigda sync cut objoctif.I 2. - SPECiricATrams OPERATIONNELLES flU MIRAGE 2000.

Lo programma MIRAGE 2000 ddcidd en ddcemore 1975 vise h surnr is remplaciment hpartir do 1982 des MIRAGE III dont le miss en service rasorts & 1;60.

L'avion monordactsur do comh'at IIIRAGE 2000 out essontielisment ddfirni pour satis-fairs au maximum lea exigences opirationne-Iles do ddfer'se at do supdrioriti adrienne.

On davra copendant pouvoir en ddriver des versions adeptdos b l'eficution desmissions dattaque =a sol at do rsconnaistiance h partir d3 i* mtime cellule, msam pecirvues dodquipe-ments spficifiques do lour mission ainsi qU'une version biplace d'entratnepent 6quipde do systhas

d'arma. _ _ _

2.1. -Gindralitis.

Llavion doit Atre capable d'effsctuar toutes lea missions do dfifainse et supdrioritdadriennet

- intercept~on dos avion* ennesis volant 6 grand mach et & haute altittuds,- ditoction at destruction en vol des svions pdndtrant & basso altitude.- engagement des chasseurs ennecis en combat adrion.

L'exicqtion do cae missionr axigs

-des performances dlsvdss en accdldration suporsoniqus at en plafand stabiliodcinsi ous des qualit~s ds manouvrsilit4 at de maniabilitd nficeasaires aux dvolutions do combat,

-uns cspacitd isoortants do d5tection autonoms des raids on particulier done isdomains do is basso altitude,

-ur. arament adaptd.

En Mission sscondsire cat avian devra pouvoir Stra capable d'effectusr des missionsd'ottaous au sol avec des araments cisigsioues.

L'emploi do cat &vlon doit astisf~ire aux exigancov d'uns bonne mobilitd tactiqu*,

qrtcs en particulier, h des Mayas do miss en oeuvre rfdduite.

2.2. - Caractdriatiauee adndrales-

2.2.1. - Performances

Los principalos performances deftandios peuvont Itra rdswu,-*2 comes suit

- vitesso d'apprcche doe Is guss 140 h ISO kts (suivsnt Is configuration),

- utilisation do piste do 1200 obtres h is Masse goxiesie,

- vitessa .ayinus

h haute altitude m ach 2,2A boure altitude :800 kts

- piafond piatique avac daux missiles do longue portis supiriour 6 55 008 pied:,

- destruction do l'hostils A 75 000 pieds Mt 2,5 main* do 5 mn aprbs Is dicollage,

- excellent. m.inzsuvrabilitd au combat tent en supersoniqus qu'oni aubsonique,ie but dtaflt do pouvoir utilisor llavion avec Is minimum da contrnintus dane tout Is domains dovol at ons toutes Ian configurations.

En particulier on chorche h obten~r pour I* combat adrion

-dos chengemente do trajectoiros ropidas ca qu. implique

*une maniabiiitd exceliento (mouvouent eutour du centre do grovitdtrhs rapids)

*Ia trajc~ctoire is plus sarrfe possible (mere at linitus do manoeuvre)

-uns banne piioabilitd dons le* grandes incidsncea,

- une rdponse avion trbs rapids at trbs precise en posse do tir.

- Lvn pilotage eLed do ilavion au delh des limites dc dormine do Is atabilitd

netursil.

2.2.2. - HrSpieteur-

L'avion at dquipfi du motour 5IHECKA Mt 53-5. mais :fevra 6tre captbio do rocovoir

uno version andliorts do ce motaur aoyonnant dos codifftetlcna mineuros.

partculir * Le comportsoorit di =*tat sux grandam incid.-ces doit fairs Ilobjet din gain

?-3

2.2.3. - yjtbha* d'aresas

L'archltecture du systba d'aroee dolt possdar one grande capacitd d'dvolutionat d'sdaptatlon des diffdrants components.

Le radar constitue l'ildaent essential do systbmc dtarmas at dolt avoir one porticimportant, at in d'lntercapter lea aylons h heutas performances at do disposer dunm capsciti doditection autonomo sutfisantsaen particulior done 1. domains do in bases altitude.

11 dolt Itre congo poor pouvoir uitiliner lea missiles MATRA SUPER 530 h longueportie ; il paot igalmoent Itre utilisi nu profit des missiles do combat M.ATRA 350 MAGIC, at doIs conduits do tir canons.

L'nvion dolt conserver 1. maximum do sa cepacitfisn ffensives on *tubizneilactroniqom hostile*.

doi posddr :En plus des ponsibilitis do rdsistance au brouillage of fortes per Is radar, l'eavion

- on systbs do ditection goniombtriqos den radars dencondoiten do tir advornen,

- on ensemble ditectoor brouillour.

2.2.4. - Olrganization du posata oota_

Af in do vdduire in charge do travail do pilots I& reprdnantztion des informationsatrictement nicessairea poor chaqos phase do Ia mission nora rdiaaisunr des visualizations h tubecathodiqos a n particolier tootas lea informations nicassairs h Ilexicution do le phase finale do

llatteqos at cellos concernant an sflretfi devront binif icier d'une prinentation priviliglie at Ise

commandea correspondents* tro dtun accba rapids at nse.

3. -LES ORIENTATIONS TECH4NIQUES

Pour donner au MIRAGE 2000 lea cmractdrlstiques at performances ci-desnon, leasolutions techniquas adoption pauvent Atra classics en trois catfigories

- conception do Ia formula et do systhms do pilotagr-.

- solu~tions strocturalas,

- conception do sysftbaa do navigation, do conduits do tir at dattaque.

3.1. - orsule ratenue at systhas do pilotvae

L'aptitude no combat et In Capacit6 dlaccfldration superaoniqua h tvsuto altitudesoot la objectife primordiaux ;cadi suppose poor une motorization donnin ("netour M 53-5 00

ddriv~s directs), 1. recherche sinultania doun rnpport Opousapoids' nussi ilavi qua possible atd'uns charge &lairs aunsi falble qo possible cuatte demuire carsctfiristigos dtant figalementditerminante poor des vitesoos do dktollsgs at d'spprochs.

Cocd dolt Itzia nianmoins obteno vans pdnsliti excessive nor in trainie puisque Incopncit4 8'mccdlfration ou do vitusse sconsionnalle, A on poids donni, est proportionnells hl'axcdnt do pousais (difffirence poossie =mons traln~e).

En manoeuvre sarrde soon forts incidenct 11 ant en outre indieponsablg do oinimlsorla traIndes suppldmontaire3 corrospandantes (tralnde induite et traIndn dliqullbrage siords *nnfactour do charge).

La sociti AMD-5A aprbs dtude de diffirantes formulas adrodynaniqoes, a proposi- le soilleor compromis entre poids at performances avoc one solution Walla delta en forte flhcho,

an retenant len options principals& suivantes

-optimisation do squeletto at des profile do voilurc, avac adJonction d'on borddgattaqa -mobile, do mantbre b' rkaliser !a comproms soivant

talie trainfe do f~rme duna tous las cas de vol t faibla incidence(phase dlacciliration supersonique. croisibren repides h base 00

noyanne altitude),

alioration do Is fias b~ forts incidence (merge do mancoeovre en

conbat phases devoI h bans vitessalk.

ridoctinn d* Is trainde d'Equilibrage an vacher at report des "accidentsdo stabiliti longitudinale a incidence ilevie (uinites do manoeovre)O.

- choly douns charge alaire faible do 21S Icg/!2 an combat.

- Epoissisnomant modulrd des onplsntures de voilure. coftinsot one asellsura- inteaction voilture-fuselags, une r~ductirn do polds dons is Portia structurals In plus chargie at

one logeabilitd 3lus grand".

a doption d'una dfrive h grand allongement permattent do conserver one bonnestabilitg do route h grands incidence.

- amilioration do fonctionnonent an incidence den entries Weair per des disposltif*spficlauy,

_77, __ - _ _

2-4

-optimisation des commandos do vole diectriquos evec adoption do chotnos multipleslboucldosw entro Is *domande pilots" at 1. rdponse avion.

Lotto ensemble puest do tirer 1s noilleur part! possible des gouvernes (quatrediovons, un couvernail) tont au point do vue des performances qu'h colui des qualitds do vollee commandos do vol diectriqtos apportont bion entendu Is maximum dlavantages done taus lee coodo fonctionnement associds h des marges do stsbilitd nulles ou nigatiuv.ee

-Visibilitd importante du posts do pilotage par l'adoption d'un paro-brisopanarauiquo monopibce.

3.2. - Solutions structuralas

La rechercho dun rapport 'piusedo/paidma Elevd supdx jour &1 an combat, iopliqueuno construction ldgbre obtenue essontiollemant per

- 1 choix d'una formula dolts sans emennage horizontal. L'aile basso conduit hun poids total plus foible en ivitant le logement du train datterrissegn dons Ie fuselage,

- l'adoption d-une structure intigrale pour la conue do fuselage ot is. voilure,

- 1l16panouissement des formes de fuselage aux empiantures dWailes pour riduirsIs poids dos attaches,

Sl'utilisation des matirzaux ceaposites,

- attorrisour principal sisp*-ifid,

- adoption do freins ciu carbons dimensionnds oour 6viter l'emport dWun parachute-fromn et componsor l'mlourdisseent dO b !a cross. d'arrlt.

3.3. - Le moteur Ml 53

F 1o rdscteur SWECMA Ml 53 a dtd co.igu pour dquipor Io avions do combat 6 hautes

performances. Ii allie siupliaiti at robustesse.

C'est in rdectsur monocorps double flux b foible taux do dilution (0,4) at 6 toux

do compression moyen (8,5).

Bien qutadaptd cux grendes vitessos A haute altitude avec poet-combustion, soconsoation spficiiqus zn r4actsur sec sat honorable, ce qui parent do Ilutiliser do manibrepolyvalente & haute et beae altitude.

La poussfe actuelle du notour M 53 eat de 9 T mais des emdiiorotions noteosentdane 1s domains des matdriaux at des tompdraturos devent turbine vont permettre dobtenir prochaine-cent 10 T cur ;ine version amdliorde.

4. -NOUVEAUX DOWNIES OFFERTS PAR LE MIAGE 2000,

Le M IRAGE 2000 oporte, un gain substantial de perfornances en missions dvintercep-tion ou do combat par rapport aux avions MlIRAGE III at MlIRAGE Fl.

EN mission dtinterception los temps do maontfs supersonique ont 6td diminuds doMoitid at c'qst sinai quo is MIIRAGE 2000 sat capable do ddtruire un hostile b 75.000 pieds each 2,5cinq miues aprbt lo licher des frei.ns.

Los plofonds an vol stabilitd ant dtd augmant4s do 20 %

En ce qui concerns Ia manosustrabilitd, Is gain obtani en facteur do charge maximuminstantaf as't do 80 %, mais il eat dvidnnt quton no pout profiter plolnemenit do ceo Paasibilitdanouvelles dana tout Is domains do vol h ceuco des limites do rdsistance do Is callulo at du piloft.

Los facteurs da rharge soutanus so eant adlirrds dons des propnrtions considirablosallant do 55 % en subsonique Jusciuth 130 % N' much 2.

11 faut noter quo dons Is mine ts-cps la bases viteoses ont dtd trks dimtinu~sa,stof'rent des possibilitds do combat su dessous do 100 kt & 250 d'incidence tout en conse-vont Unamaltriso totale do l'avion par l'ahsence do buffeting, lee grandos capacitds d'dvolation h cesvitessas faibles at in contr8lo parfait des trzjoctoirs pilotdes.

Los quaiitds do maniabiliti s caractfirisont par des taux do rotation instantanesen tan;ags et en roulis oxtrimsnt rapide2 at inconnus Jusqu'alors.

Cos nauveaux domaines d'altituda, do factours do charges soutenuA. de maniabilitdporeettant des changpmenta do trajectoireo extr~mement rapider, ant dt6 pris en compte au niveou doIn =ot-ception do l'apparsil. dons Is jut d'amdlicor 1. c~nnfort do pilotage at Is rdsiscancephysique du Dilate.

Los andliorations ccncernent dtune part In recherche d'un. banne position du pilotsdans I. cebins pour qutil puisso profiter plainamont des possibilitda do eon systoea d'arasa rdaiiterour acedidrations ieportantes Persians par llappersil, avolr Ia meillouro visibilitd4 possible taussocteurs, ot d'autr* port assurer sa survie an coo do dicartasien A trbs haute cltituds.

2-S

Le premier probThms h rigier dtait coi-si du positionnoeont do sibge 6jectable. Surla swavns MIRAVE prdcdnt-, lea siegas dtaient d~jb inclindas h 250 ; our MIRAGE 2000 Is sihgo a uneinclinaisan de 270, st lea jumbos du pilots 3aht dens une position plus relev~e. On eat trbs raptdo-mont limitd au-deib do Ce, inclinaisons. d'uns part pour des probibms da troectolre d'ijection,d'autre part par le positionnee~nt du tableau do bard at surtout du viseor tite haute qui avec invisualiation cathodique dos diftirentes symbologins eat devenu llinstrouent principal do pilotage,dont il faut pauvoir acqudrir lea informati'ins rapidemont ; co dorniar point I ixe d'ailleurs onepo~itian d'osil thdorique, 3t clest autour do lui ,u'il taut rdgler )a sihge on hauteur. A pertir doCetto position il taut erasuito pouvoir protiter pleinement 8o Is visibiliti tout secteurs.

Le pare-brise panora=.quea t In vorribra surilavis ailiorent grandesent is visibil-tw.

Pour amiliarer 1. cotort do pilots ioos facteur do charge, 1'habilsge du bequst atdo dsaier do sibgs a dtd desain6 pour dpouser su mnaximum la tors du corps. Les pilotes ac contentsinai trbs bion callds, main ii demeure I. probibme de la torsion do cCU eec torte ccdihirbtionpour vair Ilenneai dens Ie socteur arribre.

En ce qul concerns Is aurvie do Pilate so dessuc do 50.000 pieds an cas do diconpree-sian explosive, i'Arua do llAir tait divoloppor on vltenent aiuplitid qui potdgera le pilots istemps do redescandre 30.000 pieds. La dorde d'hsbiiiegi prend moins dluns minute at Is casqosprasauriad offre autant do visibilitd qulun casque ciasique. Les noatibilitic do carbat aec cetdquiaement seront done consrvdes.

5. - PROBLEMES kO~YSIL0GIOUES NfOUVEAUX.

Maigrd is ban compromis qui sapbie avoir 6td acquit pour posit lenner au mieuxIs pilot, atmn qu'ii supports lea tncteurs 8o charge 6levisaet puisso lire lea infornaticnsnfcassaires cur in plenthe do bard at !as diffdrentes visualiatiana cathodicus les protibeas dprdistance phybiaiogiquesaen combat no cant pas licinda pour autant.

En ottet le MIRAGE 2000 so ceroctirise per la possibilitd i-xtr~oent brutais dechanger de trajectoire, alt aussi -ar is capaci;td do msintenir lorgteepc dos 'acteurs de charge6ievic.

Las changements brutaux de trajectaire peuvont so faire tans precaution particulibra.1. systbrna de cormasndea do vol ilgctriques arrgtsnt Ia mantde an incidence cu en tazteor do chargeb des velours tixias aprbs ossais en vol pour qus i'apparsil riste structoralement at restes ainsiradynamiauement.

En ca qui ccncorns lea taux dlaccdiiretion, lea fscteurs do charge aax~ium doeqBn'4taient obtenuc sur Jos avlana prfcdonta aul basca altitude at no ouvaient Itra mainteflus quepo do tempa In vitesso sldcroulmr't rapidseent.

11 6tait nor contre possible d'engager on combat tournoyant h 69 N 30.000 piodsat do =aintenir ce facteor do charge do manibre continue on pordant aoidonent de i'altitude.

Sur MIRAGE 2000 pour certainga vitessas apro2ridos 4-1 eat possible de ftintenir- 6 h 79 continua non pas an descendant "is en montant b plus do 20' de mente. Ce pius Is zae CO

l'avion Pout fvoluer b 2g cuntinua slest egrendie non seolenant dana Is domaine des vitesses me;-$dens one grands, gran d'cititode.

Coma lea avion= de combat do Is nouvelle 96ndratian, fartement motorisia. sontcapablas de cac factors de charge souttnus at ce dautant pius qua laur c1,.rgo alairaesat foible.ii no suable plus qu'ii taille recherchar seuloment Is aupriaritd en combat dans dot manouresb "GI dievie continua, car lea pilotes no paorrant pas soivre physiolagiquaent !as tavcit~s d-lour machine ; lea changoventa brutaur at rapides do trajectoiro aablent ordfdratbles

- is poxnettent do prandre inctantendnent on avantage tectiuo. puis or. reitchnnIa presuion so manche dlanaiyaer is situation, at do repartir poor one nouvalie mtanoo~vre brutal* atinstantanda, Is but 6tant de so piecer en position do tir salt avee missiles do combat rasprochegoit sux canons.

Cos mancosyrs axpliquent pour Itre aieprtdas par Is pilots quo la f =cloantanti-C deont dec tears do rdponce houogbnes avac lsa variations -spidos do facteur do charge.

En? in one source d'inqlidtude provient dia In tenuc m"caniQue ausculaire at nerveuse-do la Portia cervical* o Is t~te do pilate, nice h rode fprstuvs *out g9 cootanus ou ha hi. at

qui doit csntinuer b &itre mobile cur lea troir axas pendant cos phases do c-3abat, l'mal at Is carvesohain reatant is neilleor capteur at is noilleur arnalytvur do situation.

CONCLUSION

La dornibre gindration des evionsa# o obat du type 1"IRASE 2UO0'siet diesourirone dimension nouvellso r! natibre do capacitge waneuirikres. Pais *lies a aossi s rin;on. 11devimnt en ottet ir-dispensable do divelappar 'ioa quo jar-ai los sioulaours reprissntatltm a'tdes avian* bipic dlontraln-,.nt deatinfis h disontror lot posaibiitfs do Is machine at leatacticuca do combat, min sussi pout Itre N~ vfritior l'sptitodi physi,7Iogiquo des: iOalPagas b dvzlodens cas nouveaux domaines.

Haim pout Stre ausci, faudra-t-ii encare plus culaujoord'hoi, ontratwnir Phyalc,,uv~artlot dquipages at vdritior qua lour organisms supports narmaiseret let agreacions subic:.

3-1

THE CAPABILITIES AND OPZPTIONALROLES OF ROYAL AIR FORCE 'ORNADDS

by Group Captain H M Archer APC ?RAeS RAPDD Ops(S)(RAF), .tOD, Main Building, Whitehall, London, SWIA 2MB

SUMM'ARY

The concept of producing a multi-role aircraft designed to meet the complexities of anumber of roles was reached only after extensive computer analysis had ch mn the wayahead. For the RAF, the air-to-ground task and the air-to-air task calls for differigoperating capabilities, but Tornado can meet these requirements. In its IDS version,the aircraft will be able effectively to carry out the roles of counter-air, inter-diction, close air support, maritime attack, and reconnaissance. Moreover, it will beable to do so at very high speed and very low altitude, regardless of weather. The ADV,on the other band, will use its powerful long range multi-target radar, advancedavionics with computerised mission planning, and automatic attack features, togetherwith its missile armament, to make it the most effective interceptor available for theair defence of the UK's large strategic area. Backing this very uide range of eapa-bilities, will be a comprehensive maintenance system of support, designed from theoutset to optimise fault diagncsis, and keep the aircraft ready to Illy with the minimumdelay. The RAF has had many distinguished aircraft in its service throughout the years,but the introduction of Torz.do into front-line sez-vice will make a significantincrease in the RAP's fighting capability for both defensive and offensive operations.

HISORICAL BACKGROUND

1. The demise of the TM2 in the 1960s led to a funds.ental reappraisal, by the RAP,of the roles of tactical strike and reconnaissance. As a result, some twelve yearsago, operational research work was started to investigate the feasibility of counter-ai3 and inter-diction operations in the 19SOs. A comprehensive computer simulation wasconstructed to represent a series of realistic attacks against airfields and inter-diction targets. In order to programe the computer, factors such as the threat frozanti-aircraft guns, surface-to-air missiles and ene-y fighter aircraft were taken intoaccount. Enemy defences were credited with the most technologically advanced systemswhich could be possible within the time-scale, so creating the worsy possible defensiveenvironment in which aircraft would have to operate. Simulated attacks were then flownagainst various counter-air targets, including disper- med aircraft, aircraft in i'evet-ments, shelters, and take-off rnd landing areas. Ruzerous interdiction trgets werealso modelled. A wide range of attack aircraft designs was studi,.d, including somewhich were assumed to be future developments of existing types, such as Jaguar, Phantom,and 2ucccneer. Among the new designs considered, some aircraft were assumed to have aswing wing configvration in order to exploit the extennive studies which had alreadybeen carried out on an Anlo-French variable geometry aircraft. Additionally, aircraftwere endowed with a comprehensive range of a&ionic and electronic counter measure (ECK)equipment. Thbe performance ascribed to these equipments took account of both thecapabilities which were achievable at the time, and also likely future developents inthe state of the art within the time frame under consideration.

2. In the compuiter programne, n=erous tactical optionxs were systematically studied,including defence saturation, penetration altitude, "ertmtion speed and tacticalrouting, and the possible effects of fighter swteps. fighter cover, and spoof anddiversionary raids. it was issumed that ECM would te used extensively to dam bothSround and airborne rsdars, and to decoy missiles, and a further important assu=ptionwas that attackin aicre.it would employ terrain following radar to provide a night/all-weather capability, During these studies, all possible -1nezy d-fensive tactics weretaken fully into accoimt and, in each case, the potential ene=7 was attributed with themost effective tactic3 and defences which were likely to be 4evised.

3. Againet this exacting and so=--hat pessimistic scenario, the co--puter siculationprovided the cmans with which to co---are the operational profiles of the various air-craft designs ander consideration- Beginning with the take--ff phase, flights wereprocessed through the cruise section to the Forward Edge of the Battle Airca, followedby the high-speed dash to the target, the escape route back through the enemy dcfences,and the recovery to base. The diffemt parameters mntioned created a vast nuzber ofper--utations, which were comprehesively evaluated to assess different aircrafts'chancesof success, eact against the other. Frim this aircraft effectiveness data, and kncwinghow many weapons would be required to inflict a desired level of dazage to targets, itcould be calculated hov many aircraft would be needed to reach the targets. On thisbasis, it was then possible to calculate how many aircraft af P givea type would have tobe launched on each raid. This whole py-ocess led to preliminary conclusions on forceeffectiveness, size and cost, and enabled first order cost effectiveness rmo-parisons tobe made between the -"-arious comtening design options.

4. In erder to minimise the total force nu=bers, and to cope with enhanced forcenu-ers. there was a cleav requirement for the aircraft to .Ave a capability greaterthan that of existing types. In perfeo-mance and equipment terms, this requirerent wasreflected ii a need for an aircraft with a speed si.'ificantly exceedirn that of the

I _

3-2

Buccaneer, a much shorter takc-off ard landing performance than the Phanto= or Buccaneer,and equipment for navigation and attack and ECH to give a penetration performance atleast as good as a much improved Buccaneer.

5. At the time that these requirements were crystallising, the need fo.- a replacementair defence fishter aircraft for the 1980s began to emerge. The output of the computerstudies was available to provide some basis for performance calculations. In thiscontext, both the speed and short-field performance parameters were already indicatingthe potential value of the swing wing concept. Gradually, as the study -esults wereanalysed, and the Fighter project began to take firmer shape, the possibility be'6an toemerge that one aircraft, with some relatively minor alterations in baisc desigs, couldmeet the requirement of both the attack and fighter roles and could, indeed, probablysatisfy the requirements of a wide number of traditional roles. From this cz-plexmatrix of seemingly conflicting needs, Tornado was born.

THE RAI? AIR-TO-GROUND TASK

6. In recent years, there have been very considerable advances in dir defence weaponry.In particular, the surface to air missile has introduced a high level of hazard tooperations conducted in the high, middle, and low airspace. In :-esponse to this situ-ation, the RAT has adopted low-level, high speed penetration as a key tactic to minimizeacquisition by, and exposure to enemy defences. The low level profile makes the air-craft very wach more difficult to detect and track on radar, and seriously degrades theeffectiveness of most missiles. Moreover, austained high speed penetration presentsground defences with an increased problem of faster reaction time. However, a low-level,high speed, pzofile is demanding and dangerous in termr, of tperrain avoidance, and placesconsiderable demands on the aircraft's navigation and attack system, since at no time iseither the pilot or navigator likely to see very far r.head of, or around the aircraft.Accordingly, not only must the aircraft's navigatior. and attack system be very accurate,but its sensors must be capable of rapidly updating the whole weapons system.

7. Should war break out in Europe, it is self evident that a rapid response to anyenemy breakthrough would be vital. Such a response cannot wait for good weatherconditions or, for that matter, for daylight. During winter, in some parts of Europe,it can te dark for some sixteen hours out of every twenty four, and it is well knownthat conditions of poor visibility, in daylight, (an also exist for many days on end.It is equally well known that the potential enemy ground forces have the ability both tomove, -nd to fight, in conditions of darkness and adverse weather. The RAF, therefore,considers it essential that its future strike/attack aircraft have the ability tooperate effectively under these same conditions. Moreover, in terms of the attack phaseof the sortie, the tactic of flying a Opop-up" mmioeuvre in the target area, wherepilots pull up to look for the target then follow through with a dive attack, zust nowbe regarded as totally unacceptable. The probability is that iUportant targets will beprotacted by a high concentration of very effective defensive systems. Accordingly, toreduce vulnerability, the entire process of tar:t acquisition, identificatien andattack must, whenever possible, be carried out from low level altitudes, regardless ofweather.

T.-, RAF AIR D=--CE TASK

8. In very general terzs, the air defence task involves maintaining the integrity ofa designated airspace and denying the enemy freedom of action within that airspace.Lo the case of the United Kingdom, the Air Defence Region stretches fro= Iceland in thenorth, to the Channel in the south and from the Atlantic Approaches in the west, to theNorth Sea in the east. About 85% of the RAP's front-line air dfence force is basedwithin the UK itself and, given the enormous geographical area to be covered, the RWsees an overriding need for a long ramge missile armed multi-purpose interceptor, witha good endurance performance. Although a high zanoeuvre performanos, matching that ofany air superiority fighter, would be highly desirable in certain e,ageeent situatinns -primarily in the context of fighter to fighter co=bat - this aspect, in combination-ith the essential criteria mentioned, would be extremely expensive to pr-svide. In anycase, the current and predicted threat against tl.h UK Air Defence Region consists mainlyof -edium bozbers. Accordingly, the primary task will be to destroy these botbers,rather tha take on enemy fighters in close combat.

9. The RAF must be prepared for the eLemy to e=ploy -ass-reid tactics in an atte=ptto saturate defences. Hence, our air defence aircraft must carry as many missiles &spossible and, additionally, fire control systems uat have the ability to engage anumber of targets in rapid succession. The enemy has a number of attack opticas: hecould employ high speed, low-level penetration tactics; penetrate nLpersouica' y atmediumn or hig altitude; or he could coriinate attacks fro= all levels. Against thisspectrum of threat, the RAP requires an advanced intercept radar and =iisile co.biatiou,which will allow the engagement of targets flying at heights either above or below thedefending aircraft. This is com=oly known as a *snap-up' and "snap-down" ,martbility.Such a weapon system will also have to be highly resista:t to the intensive B supportwhich is likely to accompany eremy raids. Furthermore, it must be able to operate withthe minimu_ assistance from ground control and early warning systems, as t.hey theelves

might be degraded by 3aming. In meeting these requirements, it is important to achievea fine balance between the strictly aerodynamic performance of the aircrft. and theoverall capability of the weapon syste= as a hole. For example, there, wcu.d seemlittle point in demandinS a very rapid rate of climb, or an ercepticne.!y2 high ceiling,frn the aircraft if the same effect could be obtained, at less txpensa, by an

3-3

appropriate choice of missiles. As a final point for consideration, it would be totallyunrealistic to imagine that an air defence system, however efficient one imagines it tobe, will stop 100% of attacking forces from r-eaching their targets. The RAP expectsthat some airfields will sustain dazage; therefore, it is essential that its air defenceaircraft have a good short field performance to contiue operations from airfieldswhose normal operating surfaces have been disrupted by ezer attacks.

TORNLD)O GRl AND ITS ROTYM

10. The first thing to realise about the Tornado GRl Interdictor/Strike (t6) aircraftis that it is a very stall one. It compares in size with the "18, but is much smallerthan either the *71 or P15, and its nearest comparable US counterart, the "111. Itstwin Turbo Union R*199 turbofans are located at the rear. wit!- long variable intakeducts giving unobstructed flow from well forward of the !ioulder-set variable geo=etrywings. Prom the cockpit, the pilots forward view ov- the nose is '150 down, while fromthe rear seat the occupant has a better field of -Asion than from the back seat of aPhantom. This has an added advantage for traster versions since no external m.dificationis required. Movmeent of the wings covers the range from. 250 when fult y forw-ard to 680when fully swept, with any intermediate aelection being available. Vith the wingsforward, the aircraft has a very long range and endurance capability, azd the full-cnnleading edge slats -d double slottd flaps allow low touch down speeds in the order of110 knots (204 k /h). When co-:Ined with the use of t t reversers on the engines,operations into 1300 m stripe become feasible. Conversely, with the wings swept back,the aircraft can accelerate through the transonic regime into supersonic flight.Moreover, in this confiauration the wing has a low gust resnonse to provid. ax**tialstability for high speed, low-level penetrtto. iwd attack. No ailerons ee fittec;roll control is ,shieved by a differential movement of la ge tailerons, assisted atslower speds 'v aswe-_ric deployment of spoilers frm the uper surfaces of the wing.These spoilrs lso operate sym:etrically after touchdown acting as lift dumpers. Inline wit- xny of today's modern combat aircraft, Tornado has & fly-by-wire system thattr.aits pilot coznds to the control surfaces by electric signal. This innovatinsofters several advantages over the traditional zechanical/hydralaic system. To beginwith, good steady state and dynamic responses to pilot demands are ensured ander eitherhigh or low "g" conditions and the general ride characteristics are enha ced, particu-larly in severe turbulence at low altitude Vhere a stable weapone delivery platform ismost important. Stall, spin, and buffet cIaracteristics are all im-proved and any auto-matic compensations for configuration changec are simplified. Finaily, AutopilotStability Augmentation and Terrain Follow'Ing comnands are more easily integrated intothe system.

11. Tornado's engies have been designed to provide economic fuel consumption at drysettings during low-level transonic flight and alo hi h r-btnat t-rtw-. ic- -- r aoff, combat, and Mach 2 plus flijht. The remarkably small engine -has a three spoollayout, each indcpemw4ent z$ the other, which allows each section of the engine to runat its optimum sped without recourse to variable incidence blnding. in size, thecomplete engfie change unit is about 3.2 m long with a maxi diameter of =ly 0.85 a,includin the afterburer. The reheat nozzle, which has overlapping petals, is fullyvariable to give maxim efficiency at part reheat setting. Fitt d directly to therear of the jet pip. are cla-sell type thrust reversers, and rverse thrust can beused on the ground down to zero forward speed.

12. After the airf1ram and the power plants, the third part of Tornado's weapon systemis the avionic equipment. tw-level, high-speed operations at tigt,. in adverseweather conditi ns, and agairst Saing, are demanding at the best of rines; they createa very exacting enviren-ent. For this reason the RA. considered that a two man crewwas essential. Most, but not all, of the avionic csnagenent is crnucted by thenavigator in Tornado. The key to our intended low-level Ot.ti ctIcs, in anyweather, is the Texas Instruments' Terrain FollowitgRd system. si=iar in somerefspects, but -ore advanced, than the equipment in the USA's Fills. Both. =anual andautomatic modes can be flown at height selections ranging from 1500 feet (457 m) dcwnto 200 feet (61 =) and a 'ride contr'l * can vary the values if pull-up and push-overco=ands fro= the co-pter. Three qualities of ride cont--rol c;n -to se-ected, with'hard ride' giving the best terrain following perforance at the expense of some dir-

-=csxfort to tho crew. At. the heart or' zae *narties and attzck se-, '117 -- ts.-italntn coputter, with a storage capacity roughly equal to that of a a--!! co ercialco--pany's cozplete ccanuter installation. This computer accepts, processes, anddistributes i nfor-n-ti between the various peripheral euiets. In the rear cockpit,the navigator has tso T-talula;ar displays, each with a =-ti-2urtlon key boardthrough which he can conicate with the main computer. asic attitude and velocitydata for the crew is -rovideed by an inertial navigator, laiper, and aecondar"y attitudeand heading refere-ce systems. Navigation calculations ar-- perforMe in the maincomputer, and t.-e information is passed to both crew mrt rs, the weapon aimit:trcu1t, -.nd the autc--atic flight director system. -- e* primary sent-or of oc avionics-s -- - . £m= rdar, optimiAsed f-- air--tc--gm. un- d sisn ghtechbnolot features to gir- good resol=tin for mapping a tar-et acquisition. As a

target is ap ch the in co puter will point the pilot's Sead-up diteIay (HUD)tarte1 sarket- apn -i,* a .8e s-e all t-v. theestimated -rt p --lo-n. Even in vial,.& comdit l, fl. -- -eel, the target mightfirst be acquired. on --a, a d th whole syte would thn be uated by the navigtor

asig sndconrolerto platr-z radar markers over tte revsponse. 7?eom this ;taKe.a

blind attack ceuld be c-pletd usizZ the laser range- to m asure target iepressxonangle for heg'ht computation. Should t.i pl'ot " tbe tar;t, he could elec to

control the attack at any stage, using his ow:- separate hand controller to position isHU target markex directly on the target. Thi- action further ufldates the computerwith regard to pinpointing target position. W-por. release is cued by the rain computer,provided that the pilot's weapon r-.lease button is pressed. A great deal of redundancyis built into the system, and no single failure, including that of the mair co puter,vill prevent an attack being completed.

13. Armed with Tornado ITDS, the RAY plans to erplo't this coprchensive weapons systemin & number of roles. These toles are aimed priLrit'y towards fulfilling Britain'sNATO commitents. This involves two spheres of opts-ion, naely, overland in theCentral Region and the Flanks of Allied Co=snd Euro' under SACEU, and over the sea inthe Eastern Atlanti: and Channel, on behalf of SLCLAF In the overland ca. theprimary role i war is seen as counter-air operalions a~Linst Warsaw Pact airfields,uhere the ai- will be to frustrate and disrupt the enezy i operations p3 attacking hisoperating surfaces. An interdiction ro?e will31 also be gi 'tn to IDS Tornados, directedagainst Warsaw Pact lines of co-m-unication ard support artes. There could also be aneed to supplement the direct support of land forces by u ir3 Tornado GRls in a closeair support role; at present, the capability of European bee ground attack aircraftis predominant!y conined to 3aylight, fair-weather operatont, but Tornado will be ableto provide close air support, both at nisht and in poor wea ther conditions, therebyeflending the RA's overall capability in this role. A reconnatssance role is alsoplanved for the aircraft and this will be a continuing task dK-;r all stages of anyconflict, to provide quick and accurate intelligence inforemition about ene: nt=bers,positions, and =ovements. A wide range of armament can be .arn "ied by IDS Tornadcs with;=ae we&an being optimised for particular roles. Missile:- can b-- carried for self-defence, and each IDS aircraft has a twin cannon installatih n, internally =ounted,which can be used either for self-defence or, offencively, against ground forces.

S=-TORIAIR a EMM psn AIRIAI (ADY)

14. Peon the otset, two factors doinated PAP thinking on - tr, ew air defence aircra.t.First, there was the need to capitalise on the large inve-taants that were being madeIv the international Tc.oado programme and, of equal .nportaxce, there was the need toconsider the special nanrle of the RAP air defencf rcle, com rising both znritin- andnational air defence. For these reasons, and c-hera already outlined earlier in thispaper, tha concept of a long 'rge intercertor, rather than ao air superiority fig&ter,uas decided upon. Because of irs engines and variable georet rj wings the buric Tornadovaready possessed rzy of the cbAacteri-tics required for su:h an intercept-r ard, inthe interests of ccnuonslity, all~tations to produce an air d-fence variant hi" beenkept to e ainiril. The main differences are the substitution of an air intererpt radar.ntde br flarcini Elliot Aerospace Systems Ltd (?.ASW, for the temain following one inthe 13, and an extenaicn of the fuselage to acco -odate air-to--ai.' zicsiles. To permitboth front and rear nenisp.iere atta ks the ra-ar will have vexy good detectio. -nges,aitnificantly tatter than cnrreezi A,3 car achieve, and also a lock down node agaInst abicikground ,r iter--in or sea clutter. Further-ore, i will hare . track-;axle-sruinfaoilit7 so that =ltiple tax.gts can be attacked In quick suc:esvoi'n; here, tneco-_iter assiss the crew b- helping to determine attack-steer ng, and the most effic-tive sequenz; of targets to select. Ground sappIng and excellenmt a- ort reange perfc.r-mance are both built in featurer, and the Mar-oni equipment is versatile enough to raterfor hbih crossimS anSle targets, or rear he-spaere attacks. As an integral part ofthis o -erall capbility, the best possible Electronic Counter C:uanter r-easurcs (ECM)features have als. been inco.-rporatt-d to enatle continued operat-ons in the inevitableVAX enrvironment eqpecte$.

-15. Ie t"ard weapon load which LN will curry coprises a nlx of =issiles ad a gun5k ! flasb Is the pri-ary missile, w-rich is a M development of t.e A eri'an tf141 Sparrow.Four of these wil be carried, seni-csnbzerged in recesses in the ;ndqnie of tnmeuselage. Ybese missiles, whose seni-active homing Iheads are of e.trely UK design,

have a io-p-nried sap-down capability, better descrimtatioa againr mulS ple -gets,atd -.w cN 1 -o-d WI feal - .4-11 cP these facetr are aiae at -.irg partictx ILyeffective aa-anst the expected prie tnrea%, a mass raid at lcw-level. Cozpleentingtne"- Sky !Plasb Zoad, AD19Lsz, wb-*ch are shorter rainge be't-.So-kin,: missiles, will also hecarried. -he internally zoun-d g n is a 27,- a us r carnon which has two selec-ble-ates of fire a. a -=arable mzzl'e, velochi- to giv,, greatly exnnde tiri-ng rangee.

V 15. althoc ADV's hardware is &Ox common wti the -"S version, the avicics systenMihs been cornlete.y re-orientated to chii air 'erfence roe in order to take full advan-ta.e of u a adPas. capability provided by K harcon ; radar and Sky 'lash. Acen-lete- e soft*Vr,! cuite has been int.-c-uute for the cimP7uing syst,±m, p.-ovding alar- soil -r o fac1'ties to both the pilot and- the navigat o, to ake the T - ado ,,seve-ql R t.ni-?.es eM ,tive than existing air de-ence aircraft. Like any other 5.r(efence ar tft of n est sopistication. th- first pr'ble= t- be solved isitsret W- ienrificztioL'. No a e f,.elpri-o esta- exists tday, but the RA. believest. an :pprcach wh~ch uil!ses a -u=cer of sensorr. Clearl) .V's radar wil! alp t-ictate targets "an ar-c*jsre _te babavlour. andd a.,. resporo at UG.000 flet zti.totards the UK at 'acb a.5 a 'ikey to have fr'4 a!y intenteons. 1tkwrv-' tba' 4san ,Ixtreme ezampl so, ar -Inotbe. mearamov, ADY W i have a- On-= I Stlenetted data-link tysie:. P., will provide tam-esistant d 4 -r1.a data transfer, se-ure-peetb and Precise mrlgat' "- tmi-n ' i the data lin cocun;it , Vi a'sae Mn, and .es -eai - .... r " *. ',

mat Iu-r. AE4 -ad An eUA-, to., thrVt the USA and tw. AD7w

ls'e fitted vith an 4 ntev-ratei' 7?. interrogtr Nextr ble&-. 'a a Visual A=Sm-totior Sysatem, vb is k, b" -''tx lcto;'AA-evict Atopling a 71i pictnre .f th-

3.5

target, allowing positive identification by day in sufficient time for front hemiapherifiring. At night, and in starlight only conditions, the system will still allow i 't1"fication at ranges well in excess of the required ranves for safe shdowing and nissilerelease. Finally, a Radar Warning Receiver will be used, acting like an airborneelectronic surveillance system. Its own computer will analyse any detected emittersto tell the crew what it believes the target-tjpe to be, and from which direction it isapproaching. Any s;ecific threat to the aircraft itself, from SAMs or AT radbre forexample, will override the general surveillance mode, and trigger both auiio and visualalarm warnings to the crew. All if these measures, in combination, will go a long wayto resolving the problem of isolating friend from foe, with a high degree tf assurance.

17. Given this wide range of equipment, the next question is how best to ut lise allthis capability. The navigator will have two TV tabular displays, like the !DS, fromwhich Le can call up several different formats at will. His basic working display willoe a range/azimuth picture, incorporating track-while-scan, with a great number oftargets shown at once and, if required, precise flight data shown on any one tf them.Also available, are two types of pulse, raw velocity, ground mapping, fault read-out,navigation, and fixing fornats. In the front cockpit, the pilot will have a HUD and,mounted beneath that, a single TV monitor. On this monitor, he can either elect tohave on: of the rear seat displays duplicated, or he can select his own attack ditplaywhich will provide all the necessary information to complete a missile attack once aparticular target has been selected. However, it is the HUD, common to all Tornadcs,which will be the pilot's main attack reference. Symbolog for this fited-combinersystem, with a large field of view, has been specially adapted for the air defence :ole.In the ..ot too distant future, it is hoped that a helmet mounted sight will be availableto supplement the HUD, and the existing avionics in ADV have been designed for thiseventuality. There is one other major display, quite revolutionary, called a TacttcaPlanning Format. On this, the crew will carry out their threat analysis, evaluateottack sequence ontions, and determine the best weapon alternatives. The display,which is North orientated, can show plan-view information including Combat Air Patrolpoints, Missile Engagement Zones, Airborne Early Warning barriers, as well a- otherco-operating fighters and the targetc themselves. Complementing these normal modes ofweapon and attack selection, the pilot also has an override system to enable him toenter a visual fight, should the situation arise. In this event, he can control allweapons without removing his hands from either the flying controls or t1.. throttles.

18. In summary, Tornado ADV has a very flexible array of controls and displays to copewith a !artety of engagement situations, from long raage identification at one extreme,to close-quarters visual combat at the other. However, all of the computer-processedinformation is provided for advisory purposes only, and executive control of any actionremains firmly with the crew. As an interceptor, the aircraft will be extremelyeffective in dealing with high or low-level attacks by medium bombers of the Fencer/Backfire type, Operating from ground alert, it will also be able to cou-ter the typeof stand-off missiles under development and, if launch-ranges of these are improved,Tornado ADV will have sufficient loiter capability to fly combat air patrols well outfrom the UK's coast-line. Similarly, for the maritime air defence role, combat airpatrols, flown over the surface group to be protected, can meet the most serious threatof enemy aircraft carrying stand-off missiles.

SERVICING ASPECTS

19. There is little point in planning to operate an advat.-ed weapons system withoutfirst making quite certain that it will be possible to maintain it. From the outset,Service maintenance experts have had a strong influence during the design stages toensure that zhis objective is achieved. Consequently, all systems in Tornado are builton a line Repldceable Unit basis, and bhere is a special maintenance panel on the ai"-craft to show the status of these units. Moreover, each unit has Built-In Test Equip-ment which enables it to be checked out quickly, and most have an external indicationof their serviceability. Tbe main computer also has a ground test p-ogramme which canbe loaded to validate the whole avionics system. With the exception of a small numberof items, maintenance is planned on a basis of replacing items only when they are shownto be dsfective. This scheme expends less time wasting in changing 'life-expired' parts,and encourages more economic use of parts in general. An automatic, computerised,diagnostic system, designed to check-out units and isolate faults, will also be available.All of these aepects should greatly assist in keeping periods of aircraft unserviceabilityto a minimum, and help to reduce aircraft turn-round times during war.

SUMKARY

20. The concept of producing a multi-role aircraft d'igned to meet the complexities ofa number of roles was reached only after extensive computer analysis had shown the wayahead. For the RAY, the air-to-ground task and the air-to-air task calls for differingoperating capabilities, but Tornado can meet these requirements. In its IDS version,the aircraft will be able effectively to carry out the rolee of counter-air, interdiction,close air support, maritime attack, and reconnaissance. Moreover, it will be able to doso at very high speed and very low altitude, regardless of weather. The ADV, on theother hand, will use its powerful lone range multi-target radar, advanced avionics with-computerised mission planning, and automatic attack features, together wi,.h its missile

- - ,mament, to make it the most effective interceptor availabie for the air defence of'-,e UK's large strategic area. Backing this very wide raLge of capabilitieE, will be acomprehensive maintenance system of support, designsd from the outset to optimise fauitdiagnosis, and keep the aircraft ready to fly with the minimum Aplav. The RA has had

many distinguished aircraft in its service throughout the years, but the int:,oductionof Tornado into front-line service will mark a significant increase in the AIsfighting capability for both defensive and offensive 3perations.

Copy 'gbt DController HM!SO, London, 1979.

&.p

4-1

LE SYSTEME D'ARMES DU MIRAGE 2000INTERFACE HOMME MACHINEI par

G.VarinChef Pilote d'Essais

Sous-Direction techniqueCentre 6'Essais en vol

91220 Bretigny sur Orge

RESUME

Dans 13 fiche programme de l'Armde de l'Air franqaise, le Mirage 2000, avion de combat monoplace doit ecapable dans sa version de defense et de superiorit6 a6rienne d'intercepter des appareils hostiles volant 5 tras hautealtitude, de ditsuire les avions ennemis penetrant 5 basse altitude, d'engager le combat airien rappioch6 A armes 6galesavec les meilleurs chasseurs de sa gin6ration et doit Wte 6galement en mesure d'accomplir des missons d;'attaques at!sol avec tin armement conventionnel. Ce rble polyvalent du Mirage 2000 a conduit les Services Techniques del'Adronautique et les Con:!tructeurs i concevojr un systime d'armes -navigation, pilote automatique, radar, conduitede tir, contre-mesures - tris complexe. L'utilisation d'un tel systime, qui poserait djA un problime de saturation auipilote dans un avion de combat monoplace actuellement en service dans nos escadres, devrait atre encore plus difficiledans le Mirage 2000. En effet, compte tenu d.,s qualit6s de rnanoeuvrabilit4 de cet avion, largement augnenties parl'adoption de commandes de vol 6lec!riques, l'Armde de 'Air devra introduire de nouvelles tactiques de combat quiseront plus dprouvantes et plus contraignantes pour le pilate. Arin d'utiliser au mieux les grandes capaci*66s op~rationnelles du Mirage 2000, un effort important d'int~gration a Wt fait au niveau de la cabine pour r6aliser les meilleurscompiomis dans Ia pr~sentation des paraxn~ttes et des commandes du systime au pilote: visualisations tdte hauteadaptees A chaque phase de vol, commandes multiplex~es, prisentations synthetiques de situations tactiques.

1. INTRODUCTION

L'exposd se limitera au systime d'armes du Mirage 2000 dte defense aetienne. Dans le cadre de cc "36th AGARDAerospace Medical Panel" it sera fait d'avantage dans 'optique d'une Evaluation de charge de travail, de fatigue de1*6quipage opirationnel en mission de combat, plutot que dans celle d'une Etude technique ditaillee du mathriel

La description du systeive sera donc assez compl~te dans ses principes mais sommaire dans sa rialisation et sonfonctionnement, inddpendamrnent des imprictsions volontaiies qu'ipose un expose non ciassifi.

Le Mirage 2000 itant encore actuelle~nent dans la phase essa.s en vol et non en escadre. cet expose ne prisentera- donc qu'un itat actuel du sysiime qui est encor- appel6 i 6voluer.

Nous verrons successivement:

-comment se prisente le Mirage 2000 en mission opdrationnelle en comparaison avec les avions existantactuellement dans les escadres de Chassc franwqaise:,

leI ddroulement de deux missions types du Mirage 2000:-l.s systimes principaux qui ant un impact direc. sur la charge de travail de Feiquipage. Nous ne parlerons pas.

- - par exemple, des circuits hydrauiiques, carburant, con litionnement ou encore de conduite moteur qui sontcommuns A d'autres avions et comrplitement assimiles, sans effort, par les pilotes.

No-as ne nos "m nt-4esrons qu'au SNA (Sy--;tmes de No'vigation et d'Armement I et aua pilote automatique qui estl'aide au piotage principal ct indispensable A l'emploi op6rationnel dc l'avion.

2. LES OBJECIFS DUi MIRAGE 2000

Avant de parler dres s~st~mes du Mirage 2000 de Difense aerienine, il est indispensable de rappeler ori~vementquciquas points importants conccniarAt la mission, le domaine de vol, l'utilisation de l'avion. Cettc premiire version .iu

Mirage 2000 a une vocation priviligide de Ddfense et d,- supirioriti airiennt. 11 doit Etre capable d'intercepter desavions hostiles volant A tris haute altitude, de d~tiruire des avions p~nitrant i basse altitude et d'engager le combat avecles meilieurs chasseurs de sa g~niration.

De plus cette version du Mirage 2000 doit etre capable de missions secondeires telics que l'at:aque au sol avec de-s- armements varies mais converitionnels.

Pour ripondre A ces besoins, le domaine de vol dolt etr., au momns celui des avions de combat les plus pe-rforrnants- et la direction du programme 2000 s'est fix&e les valeurs suivantes:

-Mach 2,2 A haute altitude;-800 kts A basse altitude;- n plafond pratique supirieur S 5S000 ft avec deux missiles A loingue portie;l a possibilit6 de ditruire un znnemi volant i 75,000 ft, Mach 2,5 momns de 5 ininutes apris le~ d~collage.

Pour lui permnettre d'engager le combat avec les meilleurs chasbeurs de sa giniration. on a Wt conduit S donncral'avion une tris grande manoeuvrabiliti qui a dt obtenue par l'introduction de commzndes de v',i 6lectriques qoi ontpenmis d'envisager de voler avec des marges swaiques faibles voire ns~gatives. Cctte manottivrabilit6 se traduit bien sfirpar des facteurs de charge importants, mais surtout par des changements de trajectoire rapides qui impliquent debrutales variato.-is do facteur de charge, donc t'ne fatigue plus importante et des conditions d'emploi des commandesdes systmes plus difficiles. P-ir exeniple. par rapport aux avions existants actuellement clans l'Anu~e de l'Air frangaise,le gain obtcau en facteor de charge maximum instantan6 est de 80% dans craines parties do domaine; kes facteuis d:charge soutenus ont Wt axndfior~s denviron 55% en subb-onique ct jusqo'A 130% i Mach 2.

11 faut 6galement prich-er que pour diffirrntrs raisons, 6conomiqoes et politiques Ia formole monoplace a k- retenue. Le pilote, seul membre d'&quipage, a dimnc one charge de travail tris importante qu'il doit effecturr sruverit

clans des conditions difficiles:

- difficiles physiqoement en comloat;- difficiles 6galement intellectuellemicnt et matiriellement car la mission principale doit sa faire de jour comme

de nuit, pratiquement indipendamment des conditions mit~orologiques.

Le pilote doit assurer la conduite de l'avion clans le respect des rigles de s~curit6 des vols ct 0.e la circulationaerienne. 11 doit mener A bien 11a mission de combat, c'est-i-d;re ditroire l'adversaire ou I'objectif au sol dans onenvironnement hostile. Le pilote doit A ce titre assurer sa s~ctrit6 contre l'ennemi (avions, engins) par sa vigilance etl'emploi des contre-melu res.

3. DEROULEMENT DE MISSIONS OPECATIONNELLES EN MIRAGE 2000

A titre d'exemple, pour illustrer le rdle et la charge de travail du pilote do Mirage 2000 nous allons le suivre aucoors de deox missions d l'avion:

- one interception Air-Air- one attaque au Sol apris one navigation basse altitude en territoire hostile.

Chacune de ces deux missions peut compurter on 00 plusiev'- rditailleinenis en vol.

3.1 Mission Air-Air

Le pilote apris one pd-riode "d'alerte A temps" pour one mission de d6fense a6nenne est passd en "alerte renferc&".11 se trouve donc clans l'avion, iquip de Ilhabit prclssri:4 poor la haute altitude. L'avion est arm6 avec missiles em tanons.les sicorts sont enlev~es, ic systime est en partie sous tension, le pilote a fait son inspection cabine. la centrale A inerticest alignie.

L'ordre de misc en route vient de lui 6tre donnE, le dicollage aura lieu quelles que soient lheorecet les conditionsmitiorologiqoes. Celui-ci intervient moins de deux minutes apris rieptior, de l'ordre. Le pilr'te en contact aw.c lesOPERATIONS reqoit l'ordre de prendre un cap et one montie initiate poor intercepter des av.ions ennemis appro~hantA one altitude supirieowe A 50,000 pieds et A un Maxch ligirement supdim A 2.

Le but de cette mission est !a destruction de ces assaillants le plus rapidement possible pour riduire leur pdiidtra-tion en terrtwire ami.

La manoeuvre sera donc, au momns clans on premier temps, one interccption face A face avec des Vitesses derapprochement suphrieores S Mach 3.

Peo apres Ic dicollage, I'avion est transfiri a on centre dc contrblce t de guidage radar (cellule d'interceptior.) quiva guider le Mirage 2000 vers la cible en Ic plaqant clans les nitilleures conditions, conipte tenu dc son annemeqt.LPlusieurs modes de transmission des ordres sont privus clans le systimc d'armes do Mirage 2000.

W .

Le parametre TEMPS est primordial, le premier tir (celui des missiles longue poride), doit avoir lieu dans les Linqminutes qui suivent le ddcollage. Pour le pilote les contraintes ph) siques sont tris grandes. l'avion monte en pleine--narge post-combustion, l'accdleration est imporrante, la pente de montee est tr8s forte, le pilate est en vitement

- pressurisd donc dans un environnement peu o.nfortable. Sa tension ncrveuse est grande, elle test cellc de tout -oldatpartant au combat et cest un paraink~re 1 ne pas nigliger.

= La charge de travail est considdrable pour un pilate seul.

L'interception comparte 5 phases pour lesquelles le pilate doit mettre en conditions le systdrne Tlarmes tout enassurant Ia conduite dc l'appareil:I - Phase de prdguidage, tant que le radar n'est pas accroch6, Ie pilate visualise les cibles. conduit l'interrogation lIF.

initialise la !poursuile: toutes ces, informations sont prd'entiies sur un dcran tete basse:- Phase de guidage.

Le radar est en poursuite sur informations discontinues oti continues. Dans cette phast- I .nt,.rception estprisentde en situation tactique sur un cran tdte basse. les infornmations sur la cible. les -nsignes et les ordressont utilisables par le pilate en tdtc haute;

- Phase de tir qui a lieu dans le domaine du missile:

- Phase d'eclairement de la cible pout c gu-dage missile:- Phase de ddgageinent, visualise e mns le viseur.Ensuite dans le meilleur des cas, Ia mission est terinne. le pilate rejoint sa base et se pose

Mais il peet Etre amend S poursuivre la mission avec ses missiles courte portde et mdme ses canons. Cest aiurs unephase de combat plus ou mains longue avant Ie retour vers Ia base et l'atterrissage.

Le ddroulement d'unc telle mission est classique mais avec les avions lc- plus modernes existant actuellemerit. Iatension imposde au pilate est de~ plus en plus grande:

- it lui faut rdagir de plus en plus vite, mettre en oeuvre des systimcs de plus en plus complexes dans des t nipsde plus en plus r~luits:

- t est amend i subir des contraintes physiques de plus en plus sdv&aes (facteurs de charge plus grands et surtoutvaijations beaucoup plus brutales du facteur de charge):

- kes missions peus-ent dtre de plus en plus longues avec Ic ravitaillement en vol:= - les conditions i i'atterrissage, avec l'abaissernent des minima, peuvent 6galement contribuer i aupoenter Ia

fatigue du pilate.

3.2 Misslea Air-Sol

Dens une mission dattaque Air-Sol les conditions sent diffdrentes. L'avion est dans une autre configuratiorn, ilest beaucoup plus lourd. Le droulcment de Ia mission est entiirement du ressort du pilate qui sera souvent zutonomesauf en mission d'appui au profit des troupies au Sol.

La prdp 41-ta mission est plus longur, plus minutieuse. le ddroulement sou~en. plus fatigant proximiti dusal a grande vitesse (500)3 600 kt), turbulences. surveillance du ciel, emploi des cant remesuss...

Le pilate est par contre dans une tent.-- r.e vo, plus 16gire et plus confortable. La miss. an se diroule chronoiogique-

merit de ]a facon suivante:

-Phase de narigarionElie se fait 3 one altitude et i une vitesst ez-..jb~es en fonction de la proximittd dc l'objectif. Llle peut comporterun ravitaillement en vol. Elie se teruline de tuotes faqons a ti-e basse hauteur et grande vitesse.Elie se fait en autonome vers un point tcaimant. on point initial ou directement verrs l'obje:ctif 11 est souvcntndcessaire pour des raisons opdrationnelles d'amver sur l'objectif sur une route donnie 3 une heure donnie.C.efle navigation dait iventuellement Wtr recalde avant Ia phase d'attaque.

-Phase prtaulaqueElie est en fait une p.hasc de prdsidlect.on avant l'attaque. Elie se fait pendant Ia navigation. Le p1;ote dolt clioisir* ar-ssernent, Ie rmooc d'attaque ct les conditiOns d.- !ir.

-- ~w passage en attaqueLadenitification du point initial ou de lobjectif doit sw faire en maintenant one tiis basse hauteurU~ pilate doit disigner Ic point initial ou dirciement Vobjectif suivant Ic mode d'attaque sdlectionn6

____ -Phase de fir, de bombes lisses 00 frein~cs, dc roquettes ou aux canons.

Phiase de de'gagement suivie i nouveau dune phase de navigation en retoor vers Ia base.

4-4

A tout moment le pilote dolt 6tre capable pour assurer la mission de faire des changements de navigation: zonesde fortes concentration de DCA ennemie (Defense Contre Avions), par exemple, et d'effectuer des ivasives en casd'attaque par des chasseurs ennemis.

Le pilote dolt dgalement etre capable d'engager le combat. It abandonne la mission de bombardement, s'allige parlargage des charges mais peut ainsi permettre i d'autres avions du raid de poursuivre leur mission d'attaque au sal.

Cette mision Air-Sol est aussi tines compliquec, de demande une conctntrat-On lxnportante de la part du pilotedans des conditions de travail rendues de plus en plus difficiles par l'accroissement des mayens de d~ferse au so!, ellnombre et en performances, qui obligent le pilote i dercendre de plus en plus bas, i des vitesses de plus en plus grazides.

Comme dans le cas de Ia mission Air-Air, apres le fir, Ia pilote rejoint sa base, 6ventuellement apris un ravitaillementen vol et doit etre en mesure de poser son avion quelles que sojent lea conditions mdt~orologiques et son Efat de fatigue.

4. PRINCEPE DE BASE DU SYSTEMKE D'ARMES DU MIRAGE 2000

4.1 Architecture Nunierique

Le syst~me d'armcs du Mirage 2000 est dvidemment tris complexe. La caractirislique nouvelle essentielle est I'dnurrsation du systime. Elle pcnxiet d'assurer lane grande capacit6 d'evolution et d'adaptation aux divers composants.

Cette technologie permet de relier lea dquipements par une liaison baralisde, le DIGIBUS (Fig 1) qui comporte une* ligne de procedure et une ligne de donnies.

Ces dchanges sont gfr~s par un caiculateur principal qui est double, pour une fonction de gestion, d'une unitsecondaire de gestion.

Outre le calculateur principal et lIunitE secondaire de gestion, les Equipements suivants sont relies aux DIGIBUS:centrale a~rodynamique, centrale i inertie, poste de commande navigation, pilate autoniatique, radar et poste deconirnande radar, interrogateur-dicodeur 1FF, boitier gdnerateur de symboles, paste de A~ection d'armement, boitiersavion d'interface missiles, boitiers contre-mesures.

Sur le DIGIBUS, en plus des paramEtres, sont dchang~es lea informations concemrnant le bon fonctionnement ticsEquipements. Les unites de gestion assurent ainsi une surveillance des fonctions du Systime de Navigation et d'Arme-ment (SNA) du Mirage 2000.

4.2 Visualisations Cathodiques et Commandes dui Systeme

Le Mirage 2000 dfant monoplace il fallait pemettine une utilisation simple du systame d'a.-mes en mission opera-tionnelle, tout part iculidinement en mission de d~fense adiienne.

11 a donc dti n~cessaire de pinocdder i l'int~gmation des visualisations et des commandes du systame. Ainsi, bienque les capacitis dui Mirage 2000 soienf beaucoup plus importanfes que celles de tris nombreux chasseurs, In cabinepilote (Fig.2) tout en restant assez charg~e, est comparable i cefles de ces mE~res chasseurs et l'emploi dui SNA pluslogique et plus aisE.

L'ensemble des informations de pilotage, de navigation et de conduite de ttr est prisentd sur trois visualisationscathodiques: (Fig.3)

-une ite de isie colliniate.un ecran tete basse;-un dcran contre-niesures.

Cet ensemble eat pilot6 par un boit ier gin6-ateun dc SYMBOLES (BGS) qui g~nire les symboles i tracer, enbalayage cavatier, sur lea trois tubes cathodiques, tout en assurant Ia synchronisation w~ ~ssaine avec Ia video TV quipairvient directement du radar S l'6cran fete basc.

La rfalisation du systin-e d'armes a permis de ne presenter au cours de !a mission quz les informations sfticfemenfndcesalres A, chaque phase de vol. Cest Iluniti de gest ion en service qui assu~e ]a gestion de ]a liate des informiationsS presenter A partir de la connaissance qu'eIle a

- de I'tat des pastes de commande (stlect ion de modes)- de I'tat des fonctions du SNA (Surveillance des fonctions ct modes digradds).

4-5

La conceptior de !'architecture des commnandes du systime a dti faite dans le but dc simplifier aui maximum latdche dui pilote.

La cimniande dui systeme se fait par s6tection d'une arne (Canon, Magic, Super 530 ... ou d'un mode Wnivigatio~n,approche, rassenblement ... ). Cette s~iection diclenche automatiquement la disignation des fanctions d.-s divers6quipements intervenant dans Id conduite dui tir ou le mode correspondant.

L'a.sistance ati pilote peut-&tre encore ccmple6e par la prsdlection automatique de sous-modes scion un choitprif6tentiel qur le pilate peut modifier s'iI le disire.

Le pilate dispose, au niveau des principales cominandes, du zompte rendu par woyants de la selection effective %Jesfonctions dans iz qwpementb. Les informations en provenance der, principales commandes sont achemin~es par leDIGIBUS.

Certaunes i'ont siuutanc~ment l'objet de liaisons directes pour permettre n'utilisation de modes dkgrad~s. Plusiewlsde '-ts commanies sont multiplex6cs et ont urie foniction spdcitiqve selon Ia phase de vol.

Les commandes -Systmnee (Flig.3) soat siparies en deux groupes:

- les commandes "temnps riel".

- Its posies de coinmandes.

Les commandes -temzps rele sont regroupdes sur la manette des gaz et la poignde pilote. elkes comprennent. enparticulier, une sklection darmes, Elles permettent au pilote le pilota~e continu de I'ation tout en .iziurant l'utilisationdui systme d'armes.

Sur ia nianette des gaz (FigA4) sont disposies les commandes suivanus:

-silection d'azmes i trois positions. canons, Magic au renvoi au poste de cammande arinement pour les modesNavigation. Police dui ciel. Super 530 et les fonctions Air-Sol une seule pression sur ce basculeur configure leViseur, Ie Radar et l'Armnenent dans le cas dii Canon et du Magic:

-conimarde marqueu; radar:-commarnde d'accrochage radar-,-commande de site de i'antenne radar;

- me commande qui a une fonction engin en Air-Air et mne fonction d'allegement de symbologie en approche.

une commande d'interrogation ir en Air-Air et de silection d'une deuxiime prcssion de freinage pour muin~enirP'avion au sol avec le moteur en plecm gaz plus Post-combustion.

A ces commandes "Systimes" il faut ajcuuter d'aistres commandes qui sont dgalement i -temps riel":

- phare de police;

- r~armement calctilateur moteur.Sur Ia poign~e piltec (Fig.5) on trout-c:

l a comniande carnra de vise

-le poussoir de tir Sombes, Roquettes. Missiles; tBRM);

-- n bouton i plusieurs positions qui commande:

= - le dicrochage radar ou I'accrochage missile automatique en Air-Air,

- ne designation d'objectif ou Ic passage NavigationlAttaque en Air-Sol:

- un alternat radio;

= ~- uric gachette de connexion/diconnexion de pilate automatique:

- une palette de misc hors service rapide dui pilote automatique:

- une commarnde de TRIM (profondeur et gauchiisement).

Les poses de coimnandes relits am DIGIBUS sont les suivants:

- Radar- Armement- Navigation.

[ Bien que d'acc~s facile, conme Ie montre la Figure 3, ces pastes d-- commandes son? utilis~s poitr des prislectiontsau cours de phawe de vol pendant lesquelles la charge de travail du pilote est momns iniportante. D-- plus, tin MlP (Moduled'Informations Prograinmables) introdaiit dans le PCN (Poste de Conniande de Navigation) penie? de charger rapide-men? la totalitt du plan de 'tol de l'avion. La preparation du MIP sWe~ectue au so! pendant la priparation de 1a mission.

4.3 Maintem'aace Liti!gnke

Toute la swtvcillazice et I'analysc de panne d'un rel sys e- -. .4ait plus possible par le pilote, des circuits d'autotesto-at t incorpor~sdans es iquipements nwn~riques etdet urveilumicos intenies dans les iquipemnents ar~aiagiciues. Seulsles -.esultats son? communiqu~s au pilote pour lou indiquer s'il peut ou non debuter o0 poursuiv-e sa mission d,-ns lesconatuons prelues.

Ces moyens if t~gres petnvt irre utiliss pour la maintenance aui sot par.

- lanmintmirisation en vol det risultats d'autotests mauvnais:- L- traitement logique diiffdr de ces mn~morisatioi et visualisations;

~e d6clenchexnent de s*uetzes particulic'res d'aurotests.

S. FONCTONS EY COMPOSANTS PRINCIPAUX DU SYSTEME OAMSD IRG 2000

5.1 Pilotage

Le pilotage de !'avion est assure:

- soit manuellement;

- soit automatiqoement par le pflote automatique.

Lasm informations nicessaires son? ilabories par l'ensenuble airodynanique. Ia centrale a inertie.

Le piletage manuel ou automatique est tin piotage en trajectoire-

5.1.1 Pr~entation des Paramntres

LUutiliation des tubes cathodiques a permis de faire du VISEZUR VE 130 l'instrument princip-al de pilotage. Onpeut en effiet prisnter des symbologies complEtes utilisant les concepts snodernes: vecteur vitesse. pente potentielle.piste synthitique.

En plus de ces paramitres les informations buivantes son? v.isualisee-s:

-~horizon;

-cap ningndtique synthitique 00 cap vrai:-altitude barom6triqtie et radiosonde;-vitesse conventionnelle et Mach.

L'horizon et le cap de la centrale S inertie son? recopies stir un indicatetir sphirique. Le cap gyromagnetique ouvrai est ftalenment visualisi sur l'indicateur de navigation. Les aotres indicateurs de la planche de bord son? essentielle-ment des instruments de secours:

-horizon de secours:-~anemomachxnitre pneumatique:-variom~tre pneurnatique:-compas de secours:

auxauels il convient dnljouter tin indicateur d'incidence, un acciromitre et on chronom;-trc.

5.1.2 Pilote Automatique

Le pilote automatique est ]'aide indispensable dui pilote. Sans 1wt rutilisation du systime d'arm'es ne pett ~re quepartie'a. 11 dispos de deux modes de base:

- maintien de I'inclinaison en virage si celle-ci est s.up--rieure S 108 i la connexion. oti de la route dansle cas ccontraire.

- rnainticn de la pcnte actw~ile.

Attn de permettre no pilote l'tilisntion du pilote automatique pendant les phases de priparafion au combat, !amodification des riffrences de pente o de route est obtenoc i partir do booton de trim de profondeur et de gauchisse-meat stir I2 poign~e pilote. La poste de corumande perm et In misecen servi0c ou hors scr'icC du pilate automaliqucinais one palette. intigr6c ao pied de la poign5e de manche, perm.et saz misc hors service rapide par le pilote.

LJ1

4-7

Les modes surl--ieuxs do pilote automatique sont actuellenient. capture et maintien de l'altitude au passage vzud'un- altitude pr~sfiect6e, atterrissage en cat6gorie 2 et navigation inei-tiell' . La silection de ces, modes se fait stir leposte de crnde

5.2 Fonction P4ition et Approcbe

La rn7vigation de 1-re du Mirage 2000 est autonome. Efle est ilaboite i partir des informnations fournies par itsystine inertiel qui pem':

- 12 navigation vers uo-%i -fci- I- na-vigation suivant une route alffich&e;

- 'arrivie sdr le but i t:e heure dishi~ afch&e= - le recalage de la navigation.

= Les informations des rnoyens de radionavigation (VOR/ILS, MARKER, TACM s ont utilses dams certaines

phases de vol ainsi qu'cn nwvigtion secours.

Loes informations de navigation autowomes sont pr~sentics:

- stir le postz de commande navigation (FW&6)- stir rindicklaeur de navigation;- stir la tit de vis~e en mode NAVIqGAION (Fig7)- stir lr= inultixnodes t~te basse en mode NAVIGATION.

L'approche 4mt r~alis~e:

En mode normal

A l'aide d'informations prisntdes stir la lete de viske apr~s selection du mode "a-pproche" par le pilote.

Cette visiraisatior, pennet d'effectue-

-I'approchc i vue- appiriche gaid~e GOA- 'pproche arec: guidage IS (Fig.8)

-It contrble d: I'approcle au pilote autoinatique coupli i I'ILS.

ILe poste de cowr mande navigation permet clans lecas de l'approche, en plut, des informations Iifes a Ia izavigation

- le cap vri de la piste:- la pente d'approche dhsirle:

__ - la pente do faisceau glide-

En mode secowrs

A I'aide des aiguilles croises ce l'indicateur sphenque en approche ILS. cc qui cst te moyen de base de 12 plupauldes avions existants.

En mode auromatique

A I'aide do ploc autcenatique qui est, dans cc cas. coupli- i cettc fonctkmr. Le fonctionnernent est aiors contr6itpar Ie pihote i partir de la visuaistion t~te haute ots de rindicateur sph~rique -r. cas de panr-c de ce-ci.

5.3 Fonctions Air-Air

La mission de DEfense 2frienne du Mirage 20DX) repose stir Ies possibilits nuivantes:

- ntet ception &ud~e parket soL Le diasseur re4;oit des informations stir I'hoslik et des consignes pour-- Pintercepter.

___ ~~~- interception onentee. Ic chasseux re4;oit des informations momnscomplites et conduit lim~rE nercetojusquoi I'a2ochage do radar de tir;

-interception i la df-ouverte: L~e chassur ese autonornc:-combat

___ - ~police du ciel. Le chsssen rasseinble sur tin aindtc6nnietf ~re v ifc iictfction.

Ces missions sont rtzlis~cs avec les 6quiparnents suivants:

- It radar:- I'interrogateur 1FF:- !a visualisation tet basse (Fig.19):- la vis talisation t~te haute;- Its znoyens radio.

4-8

Pour mner i bien les missions Air-Air !z pilote a i sa disposition les commandes suivantes:

Commandes '2 temps - de pr~askdfon et de priparion

- Le PCA (Paste de Comulande Armement) (Fir, 10);- Le PPA (Paste de Priparation Armesuent) Cligl 11);

- Ue ?CR (Paste de Commanle Radii) (Fii 12).

GCnpmandes "temps i'fe s siuL4r r

- le mandie pilate;- la manette Jes gaz.

L'exicution de ces missions ct It pilotage, comrne pour Ia navigation et I'approche, sont conduits i Iaide desvisualstions tete basse et tete haute.

Les diffirentes fonctions Air-Air samt le risultat d'tine s~iection, par le pilote, d'un armelnent. On petit citer Itsmodes suivants:

- mode SUPER 530

A hmed e ietoscrepn une fgumtion isreur, une loi de aaviga~ion adapte pour amener l'avian

5. onctions; Air-Sol

Canformiment i Ia iche programme, It systetne d'arrnes du Mirage 2000 peniiet d'cffectuer des missions d attaqucAir-Sol aitc des armements classiques: canonts, roquenes. bombes lasses et bombes freinies non nucl~aircs.

Ces missions sont secondaires pour It Mirage 20*0 de Dcfense airenne- Seul le 6f des bombes lisses e 2utomatiquepar calcul comflinti du pcint de largage (CCPL).

= Pour lei autres armenients I.- i est manuel mais lle point d.'iinpact calcui~ en perminence par le systinme est

prisenti d=~ le viscur (CCPI).

Dciii types d'azuue sont privus dans Ia- canduite de lir Air-Sal:

-= ~- I'attaoue directe concenrnat taos Ies armements ao6 Ia disiiztian se fait stir lobjectif;

- I'attaouc avec paint initial uriquetnent pour Its bombes lisses cet es bomnbcs freinies.

La disignation se fait str It paint initial. Cellte-ci initialise automnatiqiernent 13 phase priufr ct i t prEsente dansIt viscitr bn symbolagie nicessaire au pilotage jwsqii instant du tir.

Le capteur de disignation est It Radar en fonction tl~mintric Air-Sal.

Ces dciiix types d'attaque comporten:

- tine phase de rtavjation:

-. - tineC Phase d'attUque.

La prcpa:atian de I- phase dattaque se fait pendant la navigation i r'aide des pos,_s de comunandes armeinents ciRadar. Ue pilate peut S taut moment en vitifier la bonne s~Icction et itat satisfaiant dui systizne.

Le passage en figuration attaque se fait i aIde dune cominande -i temps reeF- situ& Stir la paignec pilate.

A tout moment, avec lt mimne boutoi.. I- pilte petit avoir en iite haute saitlIa symbologie Attaque. soit ]zsymbalogie Navwigation que nous avans de-ji priscentic. 11 y a mimorisation de la prisikctiaa-.

Dans cts missicns le systimnc inerfiel permet Ia Navigation vets It but. tine base additionnelie au point initial1introd oit danm le systimt avant ott penidain le vol.

11 perme: igale.nent Ie rccalage stir un point dont Ics coordonnies son: connues ct perie la validation 'unrecalage par tilimitric radar.

Nous vvrrons ultirieinent te MeL du Radar darn its missions AIR-SQL

4-9

En mode atvuquc, visenr prisente diffirents syniboles selon la pr~sIection de l'arme.

On jpeut citer lea riticules suivants en plus des riticules gftniraux: horizon, cap, moquette, altitude, vitesse[Mach.I hautcv-- .. nutczur de garde-

En bombeslisses

-riticuie de designation;-ritiatle -umemert;-une barre de designation.

En bomb-. freinees

- une ligne de chute des bombes avec point d'impact de la dernifre bomnbe 4e la salve:

-un r~ticule et uric banre de ussignation dans It cas du tir avec point initial

En canons et roqueter

- riticule de vise- domaine de tir:

-barre de s~airitt;-croix de dippgment.

Les commandes (priparation et-tenips rEel") sont pnses parrni ctlkt4. dts fonctions Air-Air grice au multipiexagedes commandes.

5-5 Le Radar et son R~le darts les Folictions. NAVIGATION. AIR-AM' et AIR-SOL

5.5.1 Le RadarDeu raarssonpr~uspour lU viersion actndek un tnoisubne pour ix version p&tain Ioer dans un an

ewviron. Le premier Radar erudif pour 6quiper les Mirage 2000 est It RDI (Radar Doppler i Impulsions) qui pennet enmiesion Air-Air la detection et la poursuite de ciblems i Haute. Moyenne- et Basse altitde. Optimisi pour "'interceptioni toutes altitude, il dispose en plus des modes de ditection, poursuite et gukLage.- dua, mode de visxaistion du sol.

Le RDI cat up ri-tar Doppler i haute fr~quence de rkurence. Travalliant en bande X. iI utilise unecwiternne plate avecI abien 1FF in.-'rE.Le deuxiime radar propos6 pour le Mirage 2000 est le RDM (Radar- Doppler Multir6le). Le RD-M reprend la

structure g6ni-ale du RDZ; Comme c RIM, il est modulairt, il poss~de un ixndteur cohi~mnt, il est organisi autour

d'un ifLurinateur i ondc continue.

En revanche, il est 6quipe' d'une- antenne du type Cassegrain inwrEet cil permet. a-wec de bonnes performances,d'accomplir des missions tr~s vanfes. interception i toutes altitudes, p~n~tration et attaquc au so] et en mur.

Le -Poste de Commrande Radar en cabine (PCR) perrnct la commaxale du fonctioncement du radar, azsure kecodage ct la misc enl awfe des informations necessaires on provenance des comrn e temps r-Xf situies sur lamanette des gaz et la poigade de manche.

5.5.2 Fonctior- du, Rzdar en Mission AIR-AIR

Le Radar assuic:

- la detection en recherche des &chos aions disigne:- la poursurte autow atique du but qui est faite soit sur imfonrnatio.. discontinues (PSID) avec recherche diutres

cibles, soit sur rafornations continues (PSIC) donc ave asrvsemn de lantenne sr la: cible designee.__ - Vac"-ochage autouiatique dals laze-;

-l'lllumination du but pendant le tir d'un missile Super 530.

L'rterropteur "F antegre au RD] permet l'identrfcation des citiles dEiectee par le radar aza curs de Iiinterrozga-tion. Celle-a est effectuec: 1 la demanlre du pilote par tine cornmard tez Ienp reeF p & s-r ix mnanctic des gat

Dan tuile mde d puruie.ixrzdar dfhre~ des infortnativnas ann la cible (direct in. dista=c. vtctrur vitcac,-

v'itesse de rapprochement ci 6-ventuellencnt le facteur de charge). P1 efl'e.ue des calculs dc donuine- de tin rt de lois de-navigat-on optimis&s pour chuique arnie s~lctionn6&.

L'acquiahor- de lz cible est riats a Eaidc de i3 isualwatin tate basse qin pr~sentc une situation sui tin baixyagedu type B ou du ty,%e PPi.

4-10

En p esnoainss l but.h U 1uainteebass pb te de - ougm r eh~~ ahaltitude i prendme direceur d'ordres, doma-ine, d6gement ... (Fig.'3j. pu h r

Apris I'acaocbage radar, I'interceptioii est pouxsuivie i I'aide dt la visutlisation tRt hte- plk nenj

de-s informations stir 12 cible:cx but., vitee de rapprochement. altitude. M-acb, distance;

-des informations stir la domuine de tir, itat de l'arinement;-des vzleurs de consignes: Mach, altitude, route.

En foniction combat des informations pour It MAGIC et des reticules 5i6s aux canonz

-directioa moyenii des armes;-ligne de traceurs (CCLT) (Calcul Continti de S ine eTaer)-rdticule de tir;

- - distance noraxte de tir et domaine

53S3 Fonctionsdu Radw~en Mission AIR-SOL

En mission Air-SoIle radar est normalernent utffis6 d=r. trois modes-

-Tflftmftrie Air-Sot-Dars cc made Ie radar mnesw= la disianzc obltue AvionlSol selon Iaxe rdic'61ectrlue- d& rantenne du radarpositionne par le syst~rne de NAVIGATION Cet 8'ATTAQUE.. Cette t6lemitrie permet:

- le recala..e de position en navigaticko;- le disignation et la mesure dt distance en phase dattzt~ue.

-Visualisation du sol.Da,,s cc mode sp~cifique de la navigation la visualisation tate basse rr&snte au pilGtc tine cai-te dcs 6:bos du sq,!

-DCOUP-CIsoaltitude.Dam ce mode, iitflis6 en navigation basse altitude. le radar isualise Its 6cbos diff~remment scion 1e=situation en hau-teu-r par rappert i tin plan situe sous raion (bauteur de- garde) affkich par le pilote

6. CONCLUSION

La fid'e programxn dui Mirage 0O 4ttait arribitiue.

L.- dioix de I- fontiule inonoplace dictec par ke contexte &onomique et politaiu de la France a vundtnt Seni-isa eri anion parfia-Uresent enudif, tant swi ke plan sructure. mnotorisation et comniandes de v~l quc stir edu *yst~mc- d'arnes.

- Line telle uomple.xiti du sysz&ne pouvait eisc erivisag .

k wI plan technimuc. que par la numirisation des 6quipv.-rnts et l'utilisation d'un DIGIBUS pour enpermettre kc dialge:

-s=i ke Plan utilisrtion par tin setetr d'6quipa- oue par lopiurnawtn d'xx.-e inifraioo-i cosnpitte eesrno,-res de viralisation ci de misc en ocuvre qW a oc-4t1it a tin multipexage! de plisteurs commandes.

Un probl&-me reste i risoudre. qui &est pas de ba seule com petenct des lechnicaens. cesl cehui diu comportemientdu pilcie:

- -en temps de guern-: fatigue et czpa;;t1 de r-cttp&rtion:- ~- en ~tpsepaix critere de recrutement. entraineme-ni. M-....

autani 'ie questions que doive-nt se poser les specialistes de ta ..~6ecine aironautique.

- N

4-C-

-ka

' Ira e. 4 phali ts o

fitelats)"as., ra

7JJ ---" 1 WI (3w

&alnannto pilt. r&-

SnheGM- *a. pilot* dico"

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tttuc tn 1 r.-

shot r---%t

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CL-Mit. 1-j

4.13MCTIOla I(AVICAT!01I

U 1 51 MIRACE 2 00 0

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Etc]E RSI 111000+]E000 Mi u

~1L~UL L~JC!.,a~~t CD/ IA aiAU $O

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r .quo Ilaviov% a attoint la hautcur de diclsion (par I&

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Fig.6 Pastes commande de naviga- *on Fig.7 Fonction navigation - visualisations

V E13 0 M 2000

A??A=E AlEC u.SXT R R"10O e sc

I~SElYATL0E MR

_.!H F

- ~8. ~ 10

VI 140 I o3

Fig.8 Viseur en fonction approche avec ILS

4-14

A

DEB

LUM.

\.MRQ . CAVM

Fig.9 Module dcran Wae basse

LIIIOLIRLTIR VTIR R1

M 4 IJWWEi.LIFLR

Fig.1O0 Poste de commande armement

Fig. I I Postu de preparation arrnement

415

ARCH PERCEE

cw GAIN AA* w

SITE OEN wo

% .0

A C H A U TO S L S

AAl

EMISSIONd

SECOURS

NOR REM 60 30 ELL OER

fAMUNeNG ZI1EMENT ^C

ECH.DIST PSID

Fig. 12 Paste de cornmande radar

Prisentation typol PPI

44!ii40 mE FA

-V

-2 320N

3 Z 152 - - -- M 1.35

09 12 1511

Fig.13 RadarcnPSIDSans objectif ddsignd

Ni introduction dc donn&c-

s'I

XTRADO -AIREW SYS

Surgeon Captain E.?. Beca Royal NavyRAP Institute of Aviation Medicine Farnhorough Hants GU!4 6S2

INTrRODUC TION

The operational roles of rornado - formerly kn-rmn as the Multi-Role Combat Aircraft (MRCA) - have beendescribed in some detail in the previous paper. The combination of these roles ir a single aircraft dic-

tated .a number of simltaneous but sometimes contrasting requirementr to be addressed in the design ofvarious aircrew systems and personal equipment. As a multi-national project between the UK, Germany andItaly i was also obviously desirable to strive for comnality and to avoid a proliferation of individualnational alternative requirements.

Tornado has been fortunate in this respect, particularly because the menbership of participatingnations has remained unchanged since the time vnen the requirements were finalised. During the ProjectDefinition Phase a UK Working Party was set up which consideied in detail all aspects of the aircrew equip-ment assembly (AEA) for Tornado including the cabin environment, the escape system, personal equipment andassociated supply systeom, and survival equipment. The report of the Working Party formed the basis of dis-cussions between the manufacturer PARAVIA, HAHA. (NATO MRCA DevElopment and Production Management Ageny)ad UK ser-ice and government departments and it was adopted as a statement of official bU policy in rela-tion to design, development and production in these areas. Finally the proposals made in the report werediucussed and for&2lly accepted by the tri-National HAMA Cockpit Coordination Committee.

Lae cencept of commonality of the aircrew systes in the aircraft, irrespective of thcir nationaldestination, thus was established from the outset. This agreement had the further advantage that it allowedNatluual freedom in the choice of items comprising the ALA (ie aircrew flying clothing and personal equipmentcarried on the man) provided that it uas compatible with the iaterface at the ejection seat.

Throughout the development or the aircraft the coordination of seromedical advice has been the responsi-bility of the Royal Air Force Institute of Aviation 1ediciue which has also been responsible for demonstra-ting, on the behalf of the three Nations, the satisfactory integration and functional compatibility betweenthe man, his equipment, the ejection seat and the cockpit. For this purpose an accurate wooden nock-up ofthe Tornado cockpit was constructed early in the Project Definition Phase and this has been in use contiuu-ously since then for running assessments during development of the ejection seat and items of the AFA etz-Finally, earlier this year, the mock-up and fully representative Type 10A seat were used for a trial involv-ing one hundred aircrew who were selected to span the anthropometric range of aircrew size. The purpose ofthis trial was to validate the size rolls and integration of preproduction standard ites cceprising thevarious AEA's, to identify any vaioreseen man/seat/cockpit incompatibilities, to define any limitations tobe imposed on the aircrew population acceptable for Tornado on account of critical anthropometric dimensionsand to refine proposed aircrew drills for strappinp-in, emrgency ground egress etc.

No attempt is made ia this paper to consider each and every aircrew system in detail, instead attentionwill be focussed on more novel syst especially where useful cont can be made from experience gainedduring laboratory assessments or from flight trials.

OCKPIT ANTERPOKTRIC RE(X1IREY7M

It wrs agreed by the three Nations that Tornado should accept the range of aircrev from the 3rd tc the99th percentiles relating to seven anthropometric variables quoted by Snuel a-A Smith in 1965 (1) but refer-ring to an earlier unpubliahd survey by Mrant in 1955. later, more comprehensive ard up-to-date anthro-pometric tables became available with the publication of the 1970/1971 Survey of 2000 RAP Aircrew (2).Comparison of the tables of -itting heights show that the 3rd percentile sitting height in the 1955 surveyis equivaLent to the lt percentile in the 1970/1971 Survey (34.04 in, 864.1 m). The Type 10A ejectionseat in Tornado is installed with the ejection+ gun and seat rails inclined st 200 back from the vertical.In addition to ±72 am seat pan height adjustment about the seat reference point to accoZmodate the 1st -99th percentiles of the present aircrew population, ar- extra 34 mm upward travel has been provrided in orderto provide optim forward vision for an instructor pilot when the seat is mounted in the rear cockpit cfthe training version of the aircraft. Uowever, because the seat back profile rotates the occupant forwards,so that he is sitting at approximately 120 rather than 200 inclination, the effect is to raise the level ofhis eyes still further. Thus the full 34 = of additional upward seat pan travel, which is available on allseats, is not strictly necessary and provided that it does not introduce an individual limitation for rerch.it can be used to accomdate aircrew who are even shorter than the lt percentile sitting height. With theseat pan adjusted to the fully down position the upper limit of 99 percentile height is determined by thedatum line for viewing the Head-Up Display (rD). During the 100 aircrew trial it was shown that .-hen theeyes are at this plane there is still approximately 100 = (3.9 in) clearance between the pilot's helmet andthe cockpit canopy and that this clearance is not materially affected (±5 m) by the type of helmet worn norwhether the helme% visor in up or down. Thus if the HUD can be satisfactorily viewed from above the datumline it will be possible t. accommodate sircrew with sitting heights greater than the 99th percentile. Therudder pedals are provided with 190.5 m (7.5 in) adjustment in the fore-and-aft plane and their positionrelative to the seat reference point takes into account the reareard movement of the seat pan as its posi-tioa is adjusted upwards. When adjusted fully forwards total rudder pedal move nt im 161.0 mm (6.3 in),thits is 7educed to 144.0 mm (5.7 in) when adjusted fully rearwards.

It was shown during the trial that no special anthropometric limitations for variables such as buttock-knee length, buttock-heel length, reach etc will be necessary either to allow the full range of cockpitactivities or to ensure freedom from contact with cockpit structures during ejection.

5-2

CABIN PRESSURISATION, CONDITIONINC AND COIMWMICATIOS SYSTEH

The cabin pressurisation schedule adopted for Tornado is that pressurisation commences at 5000 ft.between 5000 ft and 40,000 ft it is linearly rela~ted to the atmospheric preszure and above 40,00 ft it ismaintained at a differential of 5.25 lb.in-1 . In asrociation with the oxygen system (described below) thistakes into account the various factors of Rtructural strength and weight penalty, the prevention of hypoxia,decompression sickness and otitic barotraua and the effects of rapid decompression discussed by Ernsting (3)in support of this schedule.

The !esign of the cabin conditioning eystem aims to provide a mean cab in air temperature (DB) in thevicinity of the aircrzn such that t-hermal comfort will be achieved by =intaining a mean skin temperature of33 0 C. This requires the cockpit temperature to be controllable between 150 C and 35 0 C under all conditions.Prticular attention has been paid to the desiZn uf the cabin air flow distribution system which distributesincoming air not only at feet and waist level but, rore importantly for comfort, around the head and shoul-ders. The air for head cooling is distributed through ducts in the ejection seat head box. However, cal-culations by Allen (4) of the total cabin Leat load, available air flow and cabin inlet temperatures indi-cate that these conditiona will not b- fully mzt under the most severe combinations of altitude, speed andsolar radiation. Needless to say, this is a universal problem and it is not specific to Tornado in any way.Improved conditioning would almost certainly be at the expense of a degradation in engine performance and anincrease in the present cabin noise to an unacceptable lvel. While it is anticipated that the presentsystem in Tornado will represent a genuine improvement over previous aircralt, a fall-back option employinga personal closed-circuit liquid conditioned suit system (5) has been rtintained. Apart from requiringmodest electrical power this system is independent of other aircraft systems and for use in an NB environ-

ent has the added attraction that unlike air ventilated systms it does not require decontamizaticn of t.heair supply.

The aircraft comunicstions system haw been designed for compatibility with both high and low impedancemic/tel systems. This permits considerable latitude in the freedom of National choice of oxygen masks andprotective helmets. However, since the Tornado Tri-national Training Establishment will almost certainlyoperate with aircrew ,rearing a mix of national helmets with different impedances 4eg UK Wt 4 and US orFrench helmets) the system has been modified so thpt it will accept differences in impedance between thehelmets need simultaneously in the front and resr cockpits.

G-PRT= ION SYSTEM

G-protection is provided by the use of anti-C suits inflated with engine bieed air via a C-sensitivevalve. Suitable anti-c suits, Vwich have a nominal 3 litre capacity at zero gauge pressure and 10 litrecapacity at 5 lb.in-2 (34.5 kPa) gauge, include the UK internally worn Mark 6 and externally worn Mark 2and the US CSU/3P suits. Connection between the anti-C suit and the inflation system is via the PersonalEquipment Cornector (FEC) on the ejection seat. The inflation profile provided by the anti-G valve isidentical with that in Hawk, jaguar and Lightning having a cut-in at 1.75-2.25 G and a high pressure gra-dient relating suit pressure and acceleration such that suit pressure - (1.250-1) lb.in- . M.2 disadvan-tage of this schedule, while it provides good protection when acceleratio, is sustained, is in the responseto transient peaks of acceleration above the threshold level which some aircrew find distracting. Thus forthe IDS version of the aircraft An alternative profile has been suggested which will "smooth out" the ini-tial response of the valve to +Gz. This modified schedule is in the interest of aircrew preference andcomfort rather than necessity sin.e early flight experience suggests that Tornado is notably stable and freefrom buffet tit low level and high speed.

OXYGEN SYSTEMI

With the introduction of the Type 10 ejection seat the opportunity has been used to provide additionalfacilities by mounting the oxygen regulator package on the ejection seat in conjunction with the PEC (6).In Tornado the cembined oxygen regulator-PEC unit is mounted on the ldft hand side of the seat pan of theType 1OA seat with the regulator occupying the front and the ! SC the rear portion of the unit. This singleunit contaim| those components in the system which have the greatest probability of failure and it c. m beessily removed and replaced by another serviceable "tnit in a matter of minutes.

Oxygen Supl.es

The main oxygen supply is carried in a stabilised 10 litre liquid oxygen (LOX) converter and deliversgas to the regulator at 70-80 lb.in- 2 via a quick release self-avling coupling on the PEC. The LOX con-verter ray be charged in situ or may be easily removed and replaced by a full one for rapid turn round ofthe aircraft. The emergency oxygen supply is stored in gaseous form at 1800 lb.in- 2 in a 70 litre cylinderon the rear cf the eje.tion seat and delivers gas at 45 1b.in 2 via a reducing valve to the comon port withthe main supply at the PEC. This arrangement of differential supply presure ensures that if both the mainand emergency supplies are turned on, the main supply will be used in preference. The emergency oxygensupply can be turned on by means of a manual control on the ejection seat pan but is operated automaticallyon ejection. A pressure gauge indicating the contentz of the supply cylinder is mounted near the front ofthe seat pan where it is -asily viewed.

Oxygen Ref-ulator Asse=bly

The oxygen regulator assambly comprises two demand regulators, one providing airmix and the other 100%oxygen, which share a single inlet port and a single outlet port connected respectively through the PEC tothe oxygen supply and the aircrew'an s oronasal cask. The main oxygen supply to each ejection seat is con-trolled by a simple on/off valve placed in the supply line upstre- cf the FEC and mounted on the side con-sole of the cockpit. The airmix/lOOX oxygen switch on the tipper surface of the regulator assembly operatesby diverting the oxygen supply to one regul&tor or the other so that only one may be in use at a tive. Theair inlet to the airnix regulator is protected by a valve which opens only when there is n adequate oxygensupply pressure to the regulator. Thus shen 1001 oxygen is se.ec:ed the supply pressure to the airmix regu-lator is re ved and the air inlet valve closes. When airmix is selected this feature also provides a

warning to the aircrewman in the event of main supply failure since he would experience difficulty in- - breathing in.

The airmix reulator is used as the primary regulator whilst the 10OZ oxygen regulator is uormally usedonly in the event of failure of the priary regulator or when 100% oxygen is required for example due tocabin contamination by toxic fumes. The airmix regulator provides oxygen diluted with air, safety pressureat cabin altitudes above 15,000 feet, pressure breathing above 40,000 ft and incorporates a press-to-teattacility. The 100Z oxay.en regulator privides safety presure from ground level and pressure breathing aboveA0,000 ft. The regulators are designed for use with the apptopyiatz National pressure demand -xygen masks(Type P8 (RAF) and HBU 5/P (German and Italian Air iorces)) which are fitted with conventional inlet non-return and compensated outlet valves. The disadvantage with these masks of an excessive rise in t e resis-tance t. expiration, for examle due to hose pumping on head movement, has been overco.e by the ise of a

regulator eump valve. This valve is fitted between the outlet port of the regulator and the cockpit anduses as a catum the pressure in the reference chamber for the breathing diaphragm of the regulator in use.

Emergency Oxygen ContrA

By means of a mechanical linkage, operation of the emergency oxygen control automatically selects the1001 oxygen regulator as well as turning on the emergency oxygen supply. If the main supply is intact oxygenwill continue to be drawn from it and this ui. be indicated by the continued operation of the flow indicator("doll's eye") which senses the main supply line upstream of the entry of the emergency oxygen supply. Inaddition to the "doll's eye" referring to his own ixygen system each crew member can monitor the other bymeans of a repeater "doll's eye". If the main sw ply has failed there will be no interruption to supplywhich will now be drawn from the emergency cylinder. his will be indicated by a cessation of flow indica-tion by the "doll's eye' and a steady fall in the contents indicated on the emergency oxygen cylinder gauge.If the main oxygen supply is inadequate a low pressure rwitch in the main supply 1ne will operate the lowpresmure oxygen caption on the Central Warning Panel. If desired, the primary airnix regulator m" bereselected after operating the emergency oxygen control, for exaple to determine whether it is still per-forming correctly. However, once operated it is not possible to shut off the emergency oxygen cylinder inflight.

Tiese arrangements permit a simple standard drill for all oxygen system malfunctions nasly to checkthe integrity of connections and operate the emergency oxygen control. If the emergency oxygen supplyremains unused the sortie ray he continued at altitude.

ESCAPE SYSTEM

The escape system is based on the MBA Type 10A rocket motor assisted ejection seat and provides forsafe ejection from zero knots to 625 knots (CAS)/21a, from zero feet to 50,000 ft altitude and at aircraftsink rates up to 100 ft/sec. The system incorporates active canopy jettison with sequenced comand ejectionof bath aircrtv at the command of either or, by aelection, the navigator may initiate and eject only hiself.

Cockit Canopy

The tandem cockpit of Tornado is enclosed by a single "clam shell" opening stretched acrylic trans-parency whose nominal thickness varies from 9 m over the rear cockpit to 13 mm over the front cockpit. Theprofile of the forward part of the canopy is designed i-o minimise the effectc of bird strike. nOnetrationof this thickness by -n ejectee would almost certainly result in severe injury and therefore rapi.d e3I -tionpith clearance is achieved by a propellant canopy jetti.son system which employs M rocket nzotorl on es-ahsi.de at the forward end of the canopy. Caropy jettisn is not compromised by the unilateral failure 0. arocket motor. Canopy clearance time is most critical for successful ejection under low forward speed/lowaltitude conditions, more particularly since in sequenced ejection the rear seat is aelayt ejected first.Initiation of ejection therefore alto initiates the sequence of canopy unlock an. rocket motor firing Dothat the rear seat leaves the aircraft in lcss than 0.6 secs and the front seat in 1.0 ses ma i-. In thetare event that the canopy unlock/rocket jettison system should fail, the first movement of each seat acti-vates a secondary system uhich explosive~y breaks up, the transparency over that seat by means of' LinearCutting Cord. Collision or entanglement between front and rear seats is minimised by the use of divergentrocket thrusts applied to each seat.

Canopy jettison or MC firing alone, ie without ejection, can be initiated from within either cockpit.and on the ground lN)C firing can be initiated from outside the cockpit. On the ground normal canopy openingor closing can be initiated from either cockpit or from outside. In the case of electrical or hydraulicfaiLure a canopy jack release can be operated frov. either cockpit whi h thea allows the canopy to be removedmanually.

MBAL Type lOA Ejection Seat

Ly comparison with earlier series of MBA seats the Type IOA ebodies a number of new features which con-trioute to enhanced performance and reliability, simplicity of operation and aircrew comfort. In conjunctionwith Lhe aircrew personal and survival equipment a number of features hive also been added to assist the

_ imediate survival of aircrew following a succest.ful ejection. The superficial appParance of the Type 1OAseat results directly from the need for rapid and clean parachute deployment at low altitudes and for themaximu protection of aircrew from injury during ejection at high speeds. These changes are associated witha number of less obvious but technical changes, notably the replacezent of soe mechanically operated systesby cartriege/hot gas operated ones and the introduction of dual systems in which a sequence is imediatelyresumed if the primary system fails. Thus for exaple, in the event of a time release failure follwingejection, either with or without drogue gun failire, the single operation of the zanual separation haudlenow separates the occupant frcm the seat and deploys the main parachute. The seat has a single firing

-= -handle located on the centre front of the seat pan and, apart from servicing, requires only a single safetypin through the firing handle.

karachut,* Head Dox. The main parachute and duplex drogue system are contained in the ejection seat headbox~ the parachute risens :unning down the face of the box to join the seat mounted simplified combinedparachute and restraint barnes:: (SCH). The face of head box is curved to accommodate the aircrew helmet andthe box han slab sides for optimun rearward visibility. The main parachute is a CQ/RFD aeroconical parachuteprovided with water pcckets gnd steering lines. This parachute combines the necessary rapid opening charac-teristics with sustained deceleration so tLat the ejectee is not exposed to unacceptably high snatch leads.Recent trials have shown that the addition of water pockets does not copromise parachute performance butterminates the duration of dragging after descent onto water to less than 10 seconds.

Back Rest. The space occupied by the parachute pack in earlier ejection seats has ken replaced by a fixedrigid back rest which is overlaid by the soft back pad attached to the SCH. The back rest has been designedfor improved comfort using anthropometric data from the 2000 aircrew survey and is contoured with appropriatecurvatures in both vertical and hcrizrtal planes to accomdate th., profile of the seated back.

Personal Survival Pack (PSP). The sitting platform is formed by a rigid fibre glass PSP which fits into theseat pan buctet. The surface is contoured to complete the sitting profile with the back rest and is overlaidby an energy absorbent cofort cushion. The FSP contains an inflatable life'raft and a range of survival aidsand incorporates an automatic liferaft inflation device. This device is armed through P static line at man/seat separation and is activated by water irmersion. After Ljection the PSP may be released on its loweringline by the operation of either one of two quick release fittings at the side of the seat.

Simplified Combined Harness (SCH). The seat mounted combined parachute and seat restraint harness is anirprovezent and simplification over earlier corLined harnesses. Each shoulder strap has only one adjustmentbuckle and the Quick Release Fitting (QRF) is borne on a fixed length negative G strap which is attached toa lock on the front of the seat pan but is separate from the remainder of the combined harness. The freeends of the seat restraint Lap straps bear D ringe through which the leg loops pass before looping over theshoulder harness lugs which in turn are then engaged into the QRF. This system thus only e=loys to insteadof four lugs as on earlier combined harnesses. A criticism of -arlier harnesses was of only moeraterestraint for forward decelerations and of relatively poor r.straint for late-aI deceleratiens. Thesefeatures were due to the point of attachment of the shoulder straps being relatively low down and to asingle point in the mid-line. In the Type 10A seat the shoulder harness is attached to either end of ahorizontal yoke incorporated in the Power Harness Retraction Unit so that the anchorages each side are8 inches apart. With the harness go-forard lever unlocked this unit locks if the geat occupant moves for-ward at a velocity greater than 0.3 tetres per second (I ft.nec- I ) . )n ejection, whether self-initiated orby comand and before firing of the primary cartridge in the ejection Sun, the Narness Retraction Lnit oper-ates and retracts the pilot in not more than 0.2 seconds.

A further simplification of the harness on the Type 10 seat is that no marnual p irach . e rip-cord D ring

is neceusary as this action is now incorporated in the function of the %%anual override system.

Leg Restraint .ystem

The leg restraint system i. conventional except that, in order to provide optir-m leg restraint at high._ection speeds, a double leg garter system is em-loyed. One garter is worn on the thigh just above the keeso that vhen seated the garter pendant hangs vertically tehind the knee. The lower garter is worn below mid-calf level just above the cuff of the flying boot. The leg restraint lines are used uncrossed and are xteefrom behind through the D ring on the pendant, from inboard to outboard through the E ving on the back of thelower garter and then the taper plug is engaged in its lock on the front cross beam. The taper plug lock islinked to the PEC so that removal of the man portion of the PEC aut. iatically unloc e and ejects the taperplug.

Arm Restraint System

The arm restraint system on tbe Type IOA seat is operited by movement of the rest on similar principlesto the leg restraint line system. The lower end of each line is att-hed to the air-raft floor through ashear pin and afte- passing over a 2:1 ratio pulley -ystem is route:d up through a snubbing unit on the frontcross bean. Above the snubbing unit a fu:ther 900 mn (35.4 in) of line terminates in a single female portionmanual connector.

The system is used in conjunction with a sleeved lifupreserver which incorporates a length of nylon tape=w hich passes from one wrist up the front of the arm, round the shoulders and across the back, and then down- to the opposite wrist. The tipe is stitched down at each end and from each shoulder round the back. From

the front of the shoulder to the wrist the tape is nor stitched but is held in positior, by =u nderlyingstrip of "Velcro". The female connector on each arm restraint line is mated to a male conneczor nox'nallypositioned on the xont of the shoulder buc which, given sufficient force to break the 'Velcr " closure, isfree to run down the cape to the wrist. During routine use the connection is made when strapping in to tLeseat and the line betwee. the connector and the snubbing unit tucked unobtrusively behind the shoulder bar-ness straps and round the sides of the QRF. Any remaining excess is then tucked behind the thigh strap co=-fort pad so that it can pass to t.:e snubbing unit without ivterfering with access to the firing handle.Sove the QRF the line '-- alne, i= psstion by Velcrn t ih , belew the QRV it is held back clear of thetiring handle by a press-studded loop on the forward face of the PSP.

During ejection, retraction of the lines due to seat movement brings the male connectors down each tapeon the lifepreserver sleeves to retract and prevent flailing of thn ar=s. If the hnds are in a centralposition or cn the firing handle iteelf they are brought into or held in this position. If an arm is to on,side, as might occur in a consanded ejection, the arm is brought to the side osf the sear at-_i held there. Inorder to prevent the hands being drawn right down onto the snubbing unit a ball is enclosed in the tape,190 m (71 in) from the connector. This ball will :ot past through the sn-5b1tnp unit and 190 -n is thesount of slack required to be able to pass the hand across the right thigh .a case it is necessary to oper-ate the F.aPual Release Handle. Aormally however the arm restraint lines are severed by a gas operatedguillotine in the snubber unit which operates at man/sept separation. The puepose of the t.'e passinground the shoulders and back is to provide .ounter-rest aint and it has been. shown experimetally that the

5.5

reaction during the application of arm restraint does not cause significant head whip. The application ofthe arm retracting forces occupies approximately 100 zsec. Extensive sizmlation in the laborato.y using arange of subjects has demonstrated that apart from occasional mild bruising no physical da=age is caused tothe subject and that, provided the lover limit of travel of the tonnector on the sleeve tape is between theradial stylcid and the mid-forearm, effective arm retraction and restraint is achieved. Satisfactoryrestraint has been confirmed on dummies during ejections up to 625 kts in the ejection seat test firingprogramme.

ESE I~yrd Sticker Clip. Thre connection between the PSP/liferaft lowering line and the PSP lanyard an

the aircrev lifepreserver is not nade directly but through an arrowhead connector which engages into asticker clip on the left side of the seat pan. Thus at nan/seat separation the arrrwhead holds in thesticker clip until the separation force exceeds 40-60 lbs.ft when it separates from the clip This initialholding action puts tension o" te lifepr-server PSP lanyard and extends a tuck in the lanyard. A cord isattached between this tuck sod the Personal Locator Beacon (P1B) and when pulled the cord autom aticallyinitiates PLB transmission.

Personal Equipment Conn&zror (PEC)

All personal services to the man (low or meciu pressure oxygen supply, anti-c suit inflation, helmetventilation and R/T connection) are made through the PEC. The PEC comrises three portions namely aircraft,seat and nan portions vth the seat portion mounted on the left side of the seat p=- and tle detachable air-craft and w-- portions connected respectively to its lover and upper faces. All services except emergencyand low pressure oxygen are supplied to the seat portion through the aircraft portion, the emergency oxygensupply is connected directly into the seat portion and low pressure oxygen is Supplied to the seat portionfrom the 3xygen regulator. The necessary outlet supplies are deter-mined by the choice of PEC ar sortion.Thus in the standard man portion the high pressure oxygen and helmet ventilation ports remain blanked offand in the NBC version the high pressure oxygen and helmet ventilation ports are opened and the low pressureoxygen port blanked off. National differences, for exale of anti-c suit hose connections, are accodateddownstream on the ends of hoses etc and thus do not affect design of the FEC m portion sole plate.

When the ejection seat is mounted in the aircraft, the aircraft portion is latched on to the seat pov-tion to sake connection with the various services. The handle of the aircraft portion is attached to thefloor of the cockpit by a 3tatic line which disconnects it from the seat portion as the seat -ves upwardsduring ejection. The man portion is similarly latched an or unlocked manually by the aircrew member as heboards or leaves the aircraft, however the locking latch for the man portion autserves two important func-tions. Firstly, during routine use operation of this latch releases the locks on the leg restraint linetaper plugs. Secondly, at =a/seat separation during ejection the latch automatically unlocks and -eleasesthe ran portion of the PEC. In order to protect the integrity of vital supplies following ejection variousself-sealing valves are provided in the FEC. hen an ejection seat is unoccuoied the FEC man portion isreplaced by a blank sole plate whi-h acts as a self sealing dust cover.

STRAPPD4G-2I1 AND EGRESS DRILLS

The strapping-in ard egress drills for Tornado are straightforward. The order in which actions arecarried out is designed to minimise the possibility of incorrect routing of hoses, lanyards etc whenstrapping-in and for a clean separation when vacating the seat and cockpi.. Although the method of choicefor a serious emergency on the ground would be ejection there will be occasions when ejection is not pos-sible. One advantage of the routine egress drill is that the identical drill is used in an emergencyground egress so that aircrew are in uoustant practice and do not hsve to memorise a special emergency drill.

Aircrev will normally go to the aircraft wearing leg restraint garters and with FEC attached to theirpersonal hoses etc. The essentials of the s-rapping drill are as follows:

I. Remove dust cover and co-nect FEC to seat portion.

2. Route leg restraint lines and engage taper plugs.

3. Strap into SC3 routing personal supply hosts from PEC underneath the left harness lap strap.

4. Connect and stow arm restraint lines.

S. Coniect PSP lanyard to sticker clip arrowhead routing the lanyard outside the harness lapstrap and EC supply hoses.

The logic of this drill is simple, for ex le if the leg restraint lines are engaged before the PFEC isconnected the taper plugs will be unlocked and released when subsequent enuagemat of the PEC depresses itslocking latch. Similarly if the PSP lanyard is connected first it will alost invariably be routed under-neath the lnp strap and hoses.

The egress drill is eqaally simple and consists of four actions:

1. Disconnect arm restraint lines.

2. Disconnect PSP lanyard.

3. Disconnect PEC.I. Operate harness QRF.

Again the logic is simple. If the harness is released before the arm- restraint lines or the PSP lanyardthey tend to be overlaid by the harness and are =re difficult to locate and release, especially in the dark.No speczel action is required for the leg restraint lines which are released by 4isconnection of the PEC.

A total of over a thousand simulated emergency egresses have been carried out during the 100 aircrevtrial ad from an actual aircraft cockpit. i.ean epress tioc to v.acate either cockpit uas 10-13 secondsalthough it can be done in as little as 8 seconds. Because of the angle of the canopy at the rear cockpit,

~7 -

egress from this cockpit takes about one second longia than from the front cockpit. Similarly wearirgbulky winter clothing ass-mlies addr. abnut one secovd c-care4 with lightweight summr asemlies.

By comparison with similar egress trials on other aircraft these times c =re as well or even betterdespite the additional actions introduced by the arm rest? tint system- Initially it had been suggested thatthe need to locate and disconnect the arm_ restraint connmect.'%rs would cause inordinate delays in a rapidegress. However, from an analysis of 43 egresses in which sp 4t times were taken the mean time to discon-nect both arm- connectcrs was only 3.1 seconds.

All but approximately 3Z of egresses were 'clean' and withot r interruption. The only occasions onwhich rapid egress was effectively prevented vas due to entanglement of the leg rescraint J ints due toincorrect routing. Included in the 3% were occasions i which re lease was hesicamL due to a temporary snagwhich then cleared, usually by mocencarily easing the tension an i~he offending parts. Thus provided thestrapping-in procedures are done correctly it is considered that :he probability of a serious entanalecmentis remoe but that in a situation where straps and connectors etc are flying about aircrew should be awarethat random and unpredictable entanglements may occur.

AIRCREW EQUIDENT ASSENELIES (AEA)

The agreed tn-Naina olc is. that the personal equipment in Tornado should be National fit. Inpractice all three Nations have relied upon the us~e of their standard items of AEA amd have introducedspecial it only --here they are essential.

protective Relmet and Oxygen Mazk

The special feature of the protective helmet and oxygen mask is that they obhoul.! be suitable for ejec-tion at speeds up to 625 kts. Thbis requires adequate helmet strength to withstand iepact against the para-chute head box and a sufficiently robust oxygen mask and helmet/i'k suspension system. Initially it wasconsidered that an automatic visor lowering system would be required, however durin-g develorment of the Mk 4helcer it was demonstrated that this was not essential to ensure retention of the helmet and mask provideda close f-Attintg visor was used and the helmet chin strap and mask suspension system were reliable. Tde UlKintend therefore to use the P8 oxygen mask (which has an improved "bicycle chain" harness) with the M' 3cand later the Ml 4 protective helmets. Both helmets incorporate a manually operated lowering system with

-= two polycarbonate visors, a close fitting inner clear visor and an outer tinted visot.. The primiry purposeof the clear visor is for protection against the effects of bird strike and it will be lowered when there isalso a risk of high speed ejection.

Lifeprtserwe

Avaart from the addition of sleeves as an integral part of the arm reitraint system, the lifepreskrversare required :o provide automatic inflation upon water entry, to be compatible with the system for autc.-Aticactivation of the PILB and to be "blast proof" ie withstand ejection at 625 kts. They must of course stillalso meet the conventional standards for buoyancy, flotation angle, self rishting properties etc and =Akeprovision for the carriasge of some survival aids. In addition they provide a method of securing the upperend of the ?EC oxygen hose.

The UK lifepre'erter will be the BASE Il2 18 while the Ger-an and Itzlian Air Forces will use the Secumat1091A. Both are available in two sizes based on chest girth so that aircrtv with a chest girth in excise ofapproximately 1070 we, 42 in (95th penuentile) require the larger size-. At present each size has cue stan-

= dard sleeve length. Although they differ in detail, for exanple LL ilk IS -,-Aloys only a single inflationstole whereas the Secuzsar l0H.A has two, only one of which inflates automatically, the principle of a blestproof stole which opens autoaticaly is achieved along similar lines. TUe iflation stole(*) is containedin a horseshoe nouch around the ntck which is closed by a zip fastener. Oa tbe MG 18 lifepreserver this zipis interrupted at the back of the neck mad the ends held togethet by keepers. khen the stole begins toinflate within the pouch the keepzrs are forced off and the zip splits opnto- --- lease the stole from withinthe pouch. On the Secumar IO8LA a special clip on the zip near th.e cirrezity of -he right lcbe of the stoleperforms the sam function. This aystem has been shown during ejccti(.n teats to be reliably blast proof andprovided an adequate ga inflation charge is used. to open aut.omtically up-on inflation of the stole. E. 'hlifepreservers employ mechanical auto-inflation syt= basei on the dissolution of a soluble plug or pillan entry into water. the gas inflati-7a systems of both lifepreacrvers may alo be operated manually by meansof a blast proof firing handle. At present both lifepreaervers are produced with a *iogle Sleeve length foreach size. However experience during the 100 aircrew trial showed that althoug~h the criteria for achievingarm restraint could be met the quality of fit was not always satisfactory7. T-his is i or unexpected since onesleeve leagth is being made to accowdite the full range of ar= len?ths. Thur. when a r. talively lotig armis accodated in this sleeve upward reach may be limitpod ad there =:Ay be separation between the cr'f ofthe sleeve and the cuff of the flying &love. It han been recotndcd therefore that production lifepresereersshould have three alterna~tive sleeve lengths. By selecting the intercmediate length &lceve so that it catersfor the majority around Lhe peak of the distribution curve for arm length, it should IUe possible to retain acccon "popular" size with rmini=um requirement fo,. the two extremes. The sleves and backs of both patternsof lifepreserver are manufactured in an open mesh miterial is order to rvinicmise the heat load icmposed by Chegarments. In bort, the personal locator beacon is located in a pocket on the ief t side of LI've waistcoat, the

-=pocket is adjacent to the PS7 lanyard in order to allow connectiocn with the auto-arming cord attached t.. thetuck on the lanyard. From the FUB situated in its .eocktt a connecting cable lezds to the aerial asnemblywhich is pre-sited and stowed within the lifepreserter stole cover. The aerial erects cutomatically uponinflation of the lifepreserver stole. The ilk 18 lilepreserver us-c the PiE FiB and auto-aerial aste~bly,the Secumar uses the &-M Emergency Transceiver 41 506 and SIJA 2 antenna. soth patterns Df lifepraserverthus provide both an amtic actiraton of PiB transmission followitg maniteat oep.: ation after ejection and

- automatic inflation of the lifepreserver stole upon water ertry.

5-7

Aircrew Coveralls

Becapse the use of double leg restraint garters tends to limit the full use of pockeats provided on thelegs of various external garlants, the UK range of gatments incorporates garter t-nels which run beneaththe thigi and lower leg pockets. The location and widrh of these tunnels is critical both for ease of useand for the achievement of proper leg rest. int and ;a complica&ted by the fact that the aircrew populationmost be acc~dated in ranges of cio3thing with a limited number of sizes. The Kk 2 external atti-CG suit

is provided in small, medi=u, large and extra large sizes an~d w.hile there are girth adjustments the leglengths are fixed for each size. The M~ 10 . aersion cL.erall and the M~ 15 flying coverall (under develop--et for Tormado and manufactured in f lae retardant no= material) are available in 9 sizes and the two

piece Cold Weather Flying Guit Fark 3 in 8 sizes. It van established during the 100 aircrew trial thatwith i- nls approkinately twice the width of the garte= the criteria for both correct positiuning and easeof use can be met satisfactorily on all garments. Apart from the provision of garter tunnels the imersioncove rals&, which are manufactuted from a ventile material. incorporate a fabric collar waich covers therubrier neck e-eal. This has been found necessary to prevent tearing of the neck seal during test ejectionsat high speeds.

CONCLUSICE(S

:he all round performance of Tornado placed a - .er of new de~amds upen the aircrew sysem and- per-scual equinent for :-he aircraft. In psrticuLzr there was a danger that the efforts to meet tbe require-ments for safe escape by ejection at the extremes of speed and altitude and for the poxt-ejection aids to

suriva cold result in such complexity and nncu~rance ta the ability to camr out routine taisks, co-fort etc would be compromised. -r=m Lhe outset con-tinuous assesmnt, either in the idorungarpesetntative cockpit mock-up and ejection seat :n the laboratory, has kept pace- witz design and developmen-t andth=13 avoided the c-eation and perpetuation of unrec&3nised interactions and inc matibilities. Li particularthe trial involving 100 aircrewi haz demnstrated tlyz. %cceptabilit-y =-d compatibility of oltfinitive items adsystems. Thus while the final judg~nt must safxt introductizon of the aircraft intSuarn service it isconsidered that the aircrew syst~ and personal equipment represert a signif'rant advance over previoussystens with little or no cost to aircrew com-fort endT orrvezience. Indeed -Jhis opinion has been comfirzedb,- flight test experience to date.

RMMECES

1. SAVIME,C.D. S SMIT,.BM. A Comparison of Seven Anthropomctxic Variables ef bmrican, British andCanadian Pilots. RAF InstitttA of Aviation Mfedicine Report ".- 322 (10-65)-

2. BOLTM,C-.. M* ,M SDFS0N.R.E. & TULTIER,C-.M. An Anthroponaetric Survey of 2000 Rr-yal Air Forcekircrt-w, 1970/1971. RF Institute of Aviation Medicine Report %io 531 (19.-3)- Also publizbedas Rc'al Aircraft Establishment Technical Repo-.- No 73083 (1973) and Flying Personnel ResearchCmttee Report Nio Fr'1C/1327 (1974).

3. M3STMIM,. Cabin pressuriation, and Oxygen Syszenn - Requirements. In: Fourth Advanced Opera-

tiowal Aviation Medicine Course pp 93-97. ALGARD Report No 612. Ed. NicbclscnA.N. (1976).

4.ALL!21I.R. Thermal Problems in Righ Perfor-mnce Aircraft.- ibid pp 51-85.

5. -NlC,C. Prwonal Thermal Conditioning. iAid -pp 87-92.

6. ?~C~L1,... Seat Mounted Oxyg-en Regulator Systems3 in traited Kin.gdom Arcraft. ibid pp 39-100.

Coyight (0) !="40onn, 1979-

INFOPHATION TRANSFER FOR IMPROVED PILOT PERFORMANCEby

Captain Robert N. Lutter

MISVAL Program ManagerAFAL/RWT-2

Wright-Patterson AFE, Ohio

45433

VSA

ABSTRACT

When compared to fighter aircraft used in past conflicts. today's fighter, as typi-fied by the F-16, represents a greatly enhanced level of perfo.-ance as a counter air

weapon system. The increase in performance has been accompanied b. a corresponding it-

crease in pilot workload. System develcpment must stress the pilot re ,uirements duringthe conceptual and design chase. Several features of the F-16 missile fire controlmodes do in fact reflect this reqairement. In addition, however, the questions of what

kind, how much, and in what format information should be made available to the pilotmust be answered.

The Air Force Avionics Laboratory, Rfconn4issance and Weapon Delivery Division'sIiS'!AL (Missile Launch Envelope) Program wai established to addresz the missile fire

:ontrol issues associated with te new gencention oF fighter aircraft and tactical air-to-air missiles. During the MISVAL Program, a new missile launch envelope (MLE) display

concept (pilot cue), the Missile Intercept Confidence Factor (MICi), was developed by

Dr. Charles C. Scott of General Dynamics/Fort Worth Divisio. The MICF concept greatly

enhances the pilot's missile launch performance, particularly against a maneuvering

target- The MICF provides the pilot his position relative to the MLE maximum, no-escape, and minimum launch ranges. The MICF, its development process, and the potential

impact on aircrew performance and training are th, subjects oY this paper.

BACKGROUND

Since the South East Asia Conflict, the development 0 ' new aircraft, new sensors,and new on-board processing capabilities have greatly enhanced tactical fighter aircraft

systems. The F-l6. F-15 and F-14 represent a new, greatly enhanced level of maneuver-

ability in air-to-air combat. The transition to digital processing in the central and

radar computers of these systems Lave greatly enhanced their capability of target detec-

tio= a0 6 target track. The enhanced data processing .v te=s have provided an in-flight

information genprating system never before possible. -inally, the continued development

of the Sidewinder (Ai-9). Sparrow (A!h-7), and Phoenix (AIM-54) missile syste=s have

greatly enhanzed the ltthality of tactical aircraft as counter air weapon systems. The

recently concluded AIMVAL/ACEVAL Study dramatized the lethality of the current and pro-ject,%4 air-to-air arena.

The increase in computation capability provided by on-board digital computers has

led to a corresconding increase in the information available tn the fighter pilot. In

many instances the a~ount of information c.ceeds the oilot's ability to observe and

assimilate it. This is particutarly true in the Air combat maneuvering (ACM) t'viron-

rent. In missile fire control, the relationship of display require=ents to a missile

launch envelope algorithm is both extremely complex and critical. it is complex due to

the widely varying ranges and tactical :-enarios in which air-to-air missiles are the

primary, or only. weapot Available; and it is critical due to the large number of

factors that combine to fo.' the actual MLE for a particular missile, fighter, target,

and engagement geometry-

tt

Figure 1 Target Centered Three-Dinensional Missile Launch

Envelope with an R and R / oundary

!The MICF Concept, by better descr bing the air-to-air engagemen dynamics. providesthe pilot improved information content at a lower i:formaticn -rte. Prior t. describing

the MICF and discussing its development process anj potential impact on aircrew perfcr-mance and traihing, however, a brief description of missile launch envelope terminologyand of the pilo t role in missile fire control is prc-vided. in addition to establishingthe c ntext in which the MICF display concept was developed, the descriptions shouldprovide more insight into the complexity of the missile fire control decision the pilotis confronted with.

Missile Launch Envelope Terminology - While attempting to deliver an air-to-airmissile in combat, the pilot is confronted with the decision of when to launch themissile. From a systems viewpoint, the pilot is aware that in a three-dimensional spacethere ae only jarticular volumes of space from which a successful launch can be made.This volume is epicted in F'gure 1 and is defin|ed as the missile launch envelope (MLF).The target aircraft is located in space at time equal to zero (i.e., launch tire) andany launch from within the volume between the inner and outer shaded surfaces willresult in i successful missile intercept.

A sore typical and more easily understood presentation of the MLE is depicted inFigure 2. This presentation is obtained bytaking a slice (in the Dlane of the engage-tent) through the volume of Figure 1. It isquickly noted that there are two boundariesdepicted. The outer boundary consists ofall maximum range (R.) points, i.e.,launcnes at points atBfg the line-of-sight

between the attacker and target which areoutsi~e these points will result in a lostmissile- Conversely, the inner boundarycan.iSts of all mini=um range (Rr ) points,i.e.. launches at points along t - line-of-sight between the attacker and target whichare inside these points will result in alost misFile. The piot's launch decisionappears to depeid on his teing able toachieve a condition in ihich his currentrange (R) is between R1 and Rrx. BothR and R, boundarib howeveP, vary as afAtion oreverai different parameters.

i.e., the MLE boundaries depend on a n-dimensional space of parameters. The effectthat the n-parameters hdve on the MLE boundary(hence the pilot decision < R < Rvaries considerably cependin 'gn the paw)

N % Jmeter and boundary oi interest. A criticalparameter in determ-ining the boundary shapeis that of target maneuver. The MLE depicted

Figure 2 Non-Maneuvering Target Missile i,, Figure 2 is for a non-=aneuvering target-

Launch Envelope Figure 3 depicts the MLE for the same target

F;gure 3 Maneuvering Target Missile Figure a The larget Controls the Missile

taunch EYvelope Launch Envelo-e by Maneuvering

applying constant load factor during the tine-of-flight of the missile; and FIguje 4 isan overlay of the two MLE's. If the pilot had launched a missile at the non-maneuveringtarget of F;gure 2, the cross-hatched area of Figure 4 rcpresents that area In 4ihi.h anunsuccessful intercept would have occurred if the tsrget maneuvered as in Figure 3.Further discussion of LE's will be deferred until the description a' the HICF.

The Pilot Role in Missile Fire Control - The comon denominator to ail missile firecontrol engagements is the requirement for the pilot to decide when, or if, to launch.The previous section on MLE's described the information required for this decision.This section will briefly discuss certain key aircraft systems which prepare ard supportthe pilot decision for missile launch. A aicrity of the description will describe F-16systems. Where other systems are disrussed It will be specifically noted.

The F-16 control/display interface was designed for "hands on throttle and stick*

operation, permitting the pilot to carry out the majority of tactical operations in anead-up environment. The interface allows the pilot options based upon the dynamics ofhis particular mission. The pilot can interface with the fire control system ..rough theradar, fire control nay, Heads Up Display and stores control panels and the HorizontalSituation Indicator and other instruments. As indicated, hokever, switches on the sidestick controller and the tnrottle provide for critical 'air combat interfaces'. Two ofthe three F-16 air-to-air missile modes, the missile override and dogfight =odes, areselected through a throttle switci- Both the positioning and functioning of the missileand dogfight mode switches reduce pilot workload in the ACH engagement. A criticalfunction provided by selecting either of these two modes is that of auto-atic targetacquisition. This precludes the pilot fro% having to go heads down in the cockpit in

R AM LSCPT

TAW, Od Ri

Figure 5 F-iS lype Missile Launch Displays

order to slew the radar cursor and m'nuafly acquire the target. All three missile zodes,however, provide essentially the sane information with which the pilot makes his launch

- decisi~n. Figure 5 depicts F-l6 type syntology associated with the missileimissileoverride modes end the dog-fight mode respectively. ForAM Acomparison, F-IS te y-

EX bolopy for the short rangeFigur 5 Fissile mode is dpicted In__e t Figure 6. ir addition to

howver Pproviding the pilot me i ,ove rrnd current rane, theFh flashes the reticle hen

ain zone d the F- providesEa,=~a in-oopfrang en shoot cune

o AE Both a hedl s up display nd anhead do n display are pri videdPURI to the inot. The pilot is

() ( 'taneous launch solution. The

E i are depicted by the retative$4 Z k ! ' iR@ i ( motion of the P . E z andcurrnt ange srbcls." the

pilot must assess the rela-IM RAWtive -oodness of te condi-

tions depicted by ttis launcht syaboohyd a pd then ake a

Figure 6 F-iS Tyte eissile LauncP hieP

6-4

0-1

== METHODOLOGYFigure 7 Human Factor Issue! included During Algorithmnd _'--siDlay

Design Proctss

MISSILE jNTERCEPT COXFIDEXC[ FACTOR (-I-1Fj

Figure 7 depics the approach taken by the HISIVAL Prcrac- in the eveopent ofmssile fire control echanzations and isplas. The 1-portant thing to Ate s thatthe ran's interface with the other factors is considered during theiiil loih

anddls~aydesgn.The questions of what kind, I-Ow uch, an4 in what format Iformtion

Should be provided to he= pilot is an litearal part of the design process. ;:h le they

are important real world constraints, the ability to compute avd physically transact ordisplay the information should not initially dictate the information requirements of the

pilot. As noted in previous tctions, z considerable aount of missile fie ontrotinformtion is available n the F-16. nd -ore efficient eans of callig-up or dis-

playing this infor-ation ere aisc available. The questions of what kind. how Mmuch, and

in what format the inforzaticn should be provided st4i remains. Dr. _cott, in a Da=Per-

on the ICF Concept, identified four characteristics hich a display for ar-t o-ar

missile weapoa delivery should possess:

(1) uic- Y Vi*ible

(-;) Easily interpretahle

(3t Low Pilot Wcxrkl.a

(4) Engagement Trend Tidicator

The latter of thise four onaracter~stics is a critical e|le-t in the whole of CAvery siple exa=piz. s a p-ilot's instruent cross Check'. -h~e ilot. is not oriY

interestet; in the instantaneous values 01 the various flight instruments, but -also- inthe rate of change of teir values. The lack of an adequate enagement trend Indicator

in currentm issile fire control systeio s dsplays was imentified during the MIST. esith nprocess. n l ers of current MLE dislays the r ative motion off he fmA ratndtics and other shoobe cpes do not Provide the o ilot wthe adequte inroe!s ion -ie the

ar motn elwrdcntritteaiiyt opt an physically trn-.~ ore

dinaics o th engageent The HiCn evolve drot* he identification of tis infofatiOr

reguirement.

plh ACt is based on *he ese of a no-escap ble aun of sse r ). The no-escape ML is defined as t he smallest ossible valuhe oawhat kihcn ouca

can have for a target maneuver duing th e poided stl re$sine. Tr.e 1itt. is defied

at follows:

'HA X MAYE< -

(2) Easily nterpret

0 R MAXI or R < R.I

6-5

Figure 8 depicts the relationship of the no-

escape boundary to the P ^v and R bound-aries. The MICF relates "He pilo'~ oositionto tese three boundaries. The cross hatched

area, the area between R and R p, inFigure 8 is that area fr§A which he target

cannot defeat the missile. In this areathe MICF would be one; or if placed in terms

of percentage - 100%. The MICF (in percent)decreases linearly, along the line-of-sight.from the lOU% at the no-escape boundary tozero percent at the maximum range boundary.Outside the maxinum rpnge boundary the MICFiS eqnal to zero. This is illustrated inFigure 9. Note that an F "¢ type displayhts been used as an exampl e mt f' r dis-playing the MICF value. Tethe aiming reticle which -.,d (;:-minated) is directly proportlona, ; t4Ppercentaqe of MICF. For an airborne s.the no-escape maneuver would have to beapproximated. Currently, the MICF does itaccount fGr several factors which arecritical to a successful missile intercept.The extent to which other factors can orshould be included as n-- of the MICF is asubject for further stiudy As described,

Figure 8 The No-Escape .alion of the herein, the MICF is based on kinematic_

Missile Laun,h Envelope only. Even with this constraint, however,

the pilot is provided information which allows him to assess both the relative goldness

of his current launch conditions 7nd the corresponding improvemen: or worsening of thosp

conditions. Information about th . dynamics of the engagement, a, controlled by both

pre- znO post-launch target aircraft E3neuver, is now available.

rS

Figurr o Correlation of the MICF Cue with Fighter Penetration into the Missile

Launch Envelope

PILOT CONSIDERATIONS

The -gh levels of training and eAperience required ')y fighter pilots is largel

the resu, of the unpredictability associated with any particular tactical engagemcrnt.

The pilo+ ust be able to react to new and very rapidly occuring tactics &nd naneuvers.

The MICF as a relative positip" and trend indicator is phrtlcrlarly suited to this

environment. It allows for riction of the pilot with the fire control system

sol.,ti )n. As Dr. Scott desc , it, " the pilot util'zes MICF as a shoot cue, but one

6-6

that contains shades of gray rather than being black or white". A pilot may choose tolaunch with a low MICF, or he may decide to maximize his MICF prior to launch. Thepilot's experience and judgment will determine the decision he makes. The decision isenhanced, however, by a pre-launch assessment of the target's likelihood of evading themissile.

While the MICF is still at a conceptual stage and remains to be fuliy explored andexploited, several intuitive iasights as to the MICF's usefulness to pilots can be made.The MICF will provide an easily interpretable launch cue that will reduce overall pilotworkload. As noted previously, the MICF contains information 3bout R,RI N, P1M andR During an engagement, each of these items of information is dynaml.' Iflie engage-m~t' is dynamic, either visual or non-visual, the bit rate of information which the pilotmust absorb ind interpret Is very high or excessive. This accounts for several pilots'desire for a "simple" shoot light. The MICF presents the pilot with one item of infor-mation which can be displayed as a linearly decreasing/increasing function. The tit rateof information is reduced and its interpretability increased. It has been demonstratedthet a human has a maximum absorbable bit rate of approximately 50 blts/sec, and that atransfer of this usable bit rate is possible between visual tasks. Intuitively, the MICFprovides the pilot more informational content at a lower bit rate. The lower bit raterequired for the missile fire control launch aecision allows the pilot to perform theother tasks at a higher level of efficiency.

In addition to being difficult to interpret in dynamic engagements, the values andrate of change of R, Ru ,RuAy, and P will vary for each specific engagement. Inother words, the displ"inf ? iatlon t pilot stw in the low altitude, high-speed, nose-on-attack yesterday will bear little resemblance to the medium-altitude, bea,n-attarkdisplay he has today. The variation in this information, stimulus, for the pilot launchdecision again accounts for the frequent request for a shoot light. rurther, it isreflected in the wide variation of observed pilot use of the information available formissile launch in current systems. The implications for pilot training are obvious. Incontrast, the MICF provides a single-valued function which could be correlated with 7achmissile launch success ar failure. The pilot can, through training, determine his assess-ment of what a 50% or 75% MICF means tactically. Note that the MICF incorporates all theinformation currently provided to the pilot and has the ability to function as a shootlight. As illustrated in Figure 8, if it is desired for the more experlnced pilot, theindividual information items could be displayed concurrently with the MICF.

Again, it should be noted that the MICF concept is at a conceptual stage and thatthe inferen.es made above have rot resulted from experimentation or test. Furtherdevelopment of the MICF is on-, ig.

SUMMARY

As the system demands on a single-seat fighter pilot increase, increased emphasismust be placed on what kind, how much, and in what format information should be providedto the pilot - the MICF is an example of this emphasis. The M!CF concept has beendeveloped to provide the pilot information about the engagement dynamics of an air-to-airmissile engagement. It attempts to account for the critical parameter, target maneuver,by bounding the possible aerodynamic boundaries by calculating upper and lower boundarylimits. A no-escape target maneuver is utilized to establish the lower boundary and thecurrent maneuver :j used for the upper boundary. The MICF factor relates the pilot'sPosition relative to these two boundaries and a minimum range boundary. As an inter-ceptor varies its position within the MLE boundaries, the MICF varies between a value ofzero to one and presents the pilot an indication of the increasing/decreasing goodness ofhis launch condition. The MICF allows the pilot to be interactive with the fire controlsystem. Through an assessment of the tactical situation the pilot can determine whetherto accept a l'w co!tfidence launch or to maneuver to a more favorable launch position.

A decrease in the information bit rate required for the missile fire control task Isexpeeted to result from the MICF Concept. This will result in a corresponding improve-ment in other task areas. Firally, the MICF Concept will provide a launch cue which willallow for improved pilot training, understanding, and performance.

REFERENCES

J. "User's Manual for the F-16 Fire Control Computer Operational Flight Program", Docu-ment No. 16PR249A, General Dynamics Corp., Fort Worth, Texas, 17 February 1978.

2. Scott, Charles M. "Missile Intercept Confidence Factor - An Advanced Air-to-AirMissile Launch Envelope Display Concept", Paper presented at National Aerospace andElectronics Conference: Dayton, Ohio, 16 May 1979.

3. Conversations with Dr. M. Kabrisky, Department of Electrical Engineeriag, Air ForceInstitute of Technology, May 1979.

7-1

Human Factors Aspects in High Speed Low Level Flight

James L. Dell O.B.E., Director PANAVIA Flight OperationsPANAVIA AIRCRAFT GMBHArabellastraBe 168000 MUnchen 86West Germany

Introduction

To quote from the theme for Session A:- "Any weapons system is no more effectivethan its human operators: in that sense the system is merely an extension of theoperator's sensory, muscular and cognitive capabilities in responding to mission andenvironmental stress. To ensure accomplishment of operational missions, the relation-ship between man and machine must be complementary and compatible."

In order tc achieve a satisfactory relationship much thought and effort is requiredon this aspect by designers and aircrew, with particular emphasis on a feed-back ofexperience from the operational environment. Conclusions reazhed from past experienceare that no matter how much time and effort is spent by cockpit coamnittees using detailedmock-ups, simulators and combat studies we still find shortfalls when we finally reachthe operational environment with a new combat aircraft. The state of, the art is suchthat these shortfalls are becoming leF6 numerous and hopefully, less critical.

Another aspect is the operational requirement which calls for a very high degreeof system capabiiity, whizh on the day the speification was written was obviouslyconsidered to be the requirement for the timescale being considered, but on reachingoperational service is sometimes found to be rt -ndant or at least not cost effective,hence the necessity for involvement of operational aircrew in the design concept stageof a new combat aircraft.

Although this Daper was requested for Human Factors in relation to the Tornado,the aspects I will cover relate to any aircraft whose primary operational zone is highspeed, low level.

Crew Comfort

Crew zomfortmus. come high on the list of priorities. The adaptability of the humanspecies Js well known. a.d aircrew will adapt and accept a high degree of discomfort inorder to achieve mission success, however, there is a direct relationship between comfcrtand ope.,ational efficienc,. I will briefly discuss crew comfort under the follc"ingheadings:-

Flying clothingCombined harness, arm, leg and head restraintHelmetsAnti 'g' protectionEjector seatCockpit conditioningCockpit layoutNoise aspectsRide comfort.

Flying Clothing

We hear much talk from aircrew on "shirt-sleeve" environment, but do wereally maan "shirt-sleeve". If we consider what can h-ppen in a war situation,faced with the possibility of battle damage, ejection, survival, escape andevasion, then ue must cater for ti.ese possibilities but also endeavour to avoidmaking the aircrew feel like trussed chickens. Account must also be taken ofthe requirements for long periods on standby fully dressed, extended flighton Combat Air Patrol and oversea operations, particularly in winter in theEuropean theatre and not forgetting long-range ferry flights which can extendover extremes of environmental conditions.

Overwater operation requires the provision of a !ifepreserver which mustnot impede the movement of head and arms or the vision of cockpit controisand panels and of course in European winter conditions an anti-exposure su"tis also required.

To sum up, not an easy task for the flying clothing specialists.

7-72

Combined Harness, Arm, Leg and Head Restraint

Unless an escape capsule is utilised, then an ejector seat facility suchas fitted in Tornado and designed to provide safe/survivable high speed, lowlevel escape up to 600 kts. plus is required. This in turn requires a simpleand comfortable combined harness and with the necessary arm, leg and headrestraint to prevent flailing. Normal strapping in, scramble and emergencyground egress requirements also have to be considered. How these requirementsare met in the Tornado will be covered by another speaker.

Helmets

There is a very large range of helmets available all with their good andpoor features. However, the main requirements are that they must ba comfort-able, afford a high degree of protection against impact, have good soundexclusion properties and be light in weight. Visor protection against birdstrikes is essential in the low level role. The degree of visor shading isimportant and must enable the head down instruments and cockpit displays andcontrols to be seen and at the same time afford sun glare protection. Thecurrent vogue is to have two v4,vrs, one clear and one shaded. Helmet colourhas been the subject of crew room discuission since the camouflaged has succeededthe white painted helmet. The two main points raised are the apparent heatreflection advantage of the white helmet in hot sunny clin..tes and its disad-vantage in acting as a prominent aiming point for an attacking gun armedfighter pilot.

Anti 'g' Protection

Although the tilting of seats is becoming more fashionable as a 'g'threshold raiser the anti 'g' suit is still with us. During high speed lowlevel terrain following development flying attention was focussed on the anti'g' system scheduling. The conclusion of the aircrew was that the rapid onsetof anti 'g' pressure required for air to air combat was undesireable forterrain following due to the frequency and severity of the thump in the stomach.Action is now in hand to altei, the schedule for Tornado.

Ejector Seat

Crew posture and comfort is dependant on the sitting position in the seat,and comfort coupled with the ability to operate cockpit controls withoutstretching is considered to have a good psychologial effect. Comfort is againstressed as :f major importance. Minor discomforts can reach major proportionsafter sitting for many hours on standby or on extended flights such as CombatAir Patrol or a long range ferry flight.

Cockpit Conditioning

Another prime factor in crew comfort. The designers task in providingpressurisation, air flow, air distribution and temperature controlability tomeet all operating conditions, on the ground, in flight, and in world-wideenvironments is formidable. This is a dezign area where ground rigs are use-ful but invariably shortcomings become evident when assessing the system inthe actual aircraft under operational conditions. An inefficient cockpitconditioning system can seriously affect the crews' performance and thereforemission success.

Cockpit Layout

Although cockpit layout and control accessibility have been discussed indepth at previous AGARD meetings the importance of good layout of indicatorsand controls cannot be over-stressed. However, I do not intend to discussthese aspects any further in this paper.

Noise Aspects

CocPIit noise can and does eminat frm various sources such as cabinconditior.ing, demisting system, aerodynamic noise caused by poorly fittingcanopy or 2irframe panels and can be attenuated to some degree by a wellfitted helmet with good sound exclusion properties. However, this does notabsolve the aircraft designers from the responsibility to reduce the overallcockpit noise to an acceptable level. By this we mean that the crew should beable to communicate through the intercom. system up tv the design IndicatedAir Speed (I.A.S.) of the aircraft. Unfortunately this is not so with themajorizy of current multi-seat combat aircraft capable of high I.A.S. and ispsychologically bad for the crew who know they cannot co.municate by voicewhen in a situation that requires then to use the max. operational speed capa-bility cf their air,;raft. Fortunately for us, the Tornado is unique in thatnormal intercom. is useathe up to the design speed, we a-so like to think thatthis is the result of good design and attention to detail and not just goodluck.

iA

7-3

Ride Comfort

Ride comfort is obviously anr.ther prime factor in the high speed, lowlevel role and merits a paper on its own. Crew tolerance levels V's time isan important parameter and can be decisive in the mission succe ss context.Hou ride comfort is achieved will be dealt with by another speaker duringthe course of this meeting.

Piysiological Aspects

Surfice to say that high speed, low level flight is usually bumpy, hot, noisy,requires a high degree of concentration and produces a high workload. It can be considered

one of the most taxing operational tasks but at the same time, most stimulating. Thecrew's sensitiveness to stimuli (tactile, visual and aural) has to be considered in thisworking environment along with re-action time, resistance to fatigue (tolerance levelsV's time) and adaptability. If the crew comfort aspects already mentioned receive sati.s-factory design attention then the undesireable physiologicaleffects will be reduced toan acceptable level.

Workload and Worksharing

Cockpit design is of prime importance when considering workload and worksharing and

is affected by sucn factors as scenario, equipment arid operational requirements. This isa complex study on its own and has been dealt with at previous AGARD meetings and willalso be discussed later in this meeting.

However, wcrthy of further study in this area is the complexity of modern mL±ti-roleweapons systems and the ability of the crew to utilise the full system capability andto cope with the many possible redundancies. This aspect will of course have an signi.7i-cant impact on crew training.

A continuous state of crew training is required if a high degree of operationsleffectiveness is to be maintained - this poses problems with regard to flight hoursavailable, availability of suitable low level training aeeas and weapons ranges day andnight. The high cost of flying is also a significant factor and hence operationallyrealistic flight simulators will, and are, playing an important role in this area.

Psy:hological Aspects

The mentally trying task of a crew being flown by an autopilot at high speed, lowlevel, at night in poor weather conditions is somewhat daunting, and obviously requiresa very high degree of confidence in the safety integrity and reliability of the safetycritical systems. It only requires a system 'hiccup' under these conditions to redacethe crews confidence level to zero. It is considered that this is an area where the flightsimulator can psychologically prepare a crew for system malfunctions in complete safety,and thereby prevent or at least reduce the drop 3n confidence when problems occur for real.

A point not very often heard when the one V's two crew arguments are di3cussed, isthe strong psychological benefit of being accompanic by another crew-member at night orin difficult circumstances. Somebody to si'are the incertainties and the fears - what wouldFreud say to that?

Location information. The tendency, when engaged in low flying, for pa. 3 to locatethemselves because the outside world appears to tie in with where they are expecting to beis psychologically very strong, particularly in poor weather - therefore a very basicuncluttered display (such as the Tornado TV tab C plan format) is a real benefit andcomfort. This shows a simple plan of the flight path with a symbol indicating the relativeposition of the aircraft.

Philosophy of Automation

This is another area which is often discussed by operational crews and usuallyresults in a split between those who are for full automation and those who are against,wit' tne in-betweens wanting a degree of automation but with an over-ride f-cility.

As this is another subject on its own and time does not permit an in depth coverage.I would summarise the philosophy of automation as follows:-

For:-

- Increised efficiency/accuracy in performing &ome tasks such asTerrain Following, Weapon Release, Track/Height/Speed hold.

Relief of workload during Terrain Following, Wing Sweeping(in a variable geometry aircraft) and deployment of high liftdevices in combat.

7-4

Against: -

- Psychological factor of a crews preference for 'self-reliance'and 'freedom of choice' can be very strong.

Reliability. Automation inevitably means a higher degree ofcomplexity over a non automatic system and which must reducereliability to some degree.

ia It is of vital importance that automatics are capable of being checked for service-ability and that an override capability is provided, for both safety and psychologicalreasons.

Spatial Disorientation

Most, if not all the current generation of combat aircraft are flying with anequipment which is generally considered to be one of the major improvements in cockpitdesign in the past decade. - X refer to the Head-up Display (HUD). Pilots are unanimousin their opinion of the high value of this equipment, particularly during operationalflying.

However, as with most advances/improvements some new factors/situations arise whichare largely unforereen and I think pilot reports of spatial disorientation when usingthe HUD come into this category.

The disorientation has usually been experienced when flying on a fully serviceableHUD and in what is generally termed as "gold-fish bowl" conditions, in other words,general haze with no visual horizon. In all but a few cases the disorientation hasoccured on transferring from visual cues to HUD and only overcome by concentration onthe head down display (HDD). Some did not dispel the feeling of disorientation untilthey have regained visual conditions (VMC).

Disorientation, of course, is nothing new. However, the ease with which pilots canbecome disorientated when flying on a fully serviceable HUD needs wide publicity andmethods of avoiding or overcoming covered in briefing at the Operational ConverzionUnits stage of training.

Another reported HUD phenomenon, ard only by a very limited number of pilots is there-focusing of the eyes necessary to either visually acquire a target through the HUDor to 'read-off' HUD information. This indicates that the primary design concept featureof the HUD that enables the pilot to see his HUD symbology superimposed on the outsideworld at infinity and therefore not requiring refocusing of the eyes is not true at alltime or for all pilots.

Detachment Phenomenon

Although I persoaally have associated this with the "trussed chicken" feeling(particularly with pressure clothing, and pressure helmets and high altitude flying)apparently recent aircrew reports have shown that this can also occur with a clearhelmet visor in the lowered position. The occasions reported have been when flyinginstrument approaches using HD instruments.

Reflection from the surface of the visor interfering with the pilots view of hisinstruments, :eading to a strong feeling of detachment from what was happening. Whichin one case was inaccurate flying with the pilot finding great difficulty in surn.oningthe interest and effort to do anything about it.

Sumary and Conclusions

I have welcomed the opportunity to stand in front of such a distinguished audienceand to help to close the loop from the aircrew back to the designer, a loop which isvital if we are to continue to make the man/machine relationship more complementary andcompatible.

Only a few Human Factors aspects of high speed, low level flying have only beentouched cn by this paper, but an effort has been made to highlight areas where in theauthors opinion, supported by discussion with other aircrew, further thought and studyis required and hopefully will result in an improved relationship between ma:n and machine.

-J

w 8-

ADDR2SSING HUMAN FACTOR OPTICNS INCONCEPTUAL DESIGN

Philip V. Kulwicki

A)iRPL/h S-AWright-Pattersor 72B: Ohio 45433

United States

SUWMIRY

Recent experience with emerging Air Force systems has highlighted the importanceof sound human factors implementation throughout all development phases ranging fromconceptual design through development, test, and operational use. In general, new

- systems are characterized by technology advances "across-the-board" in sensors, fligatcontrol, and fire c,.trol, as well as the traditional flight vehicle technologiesassociated with aerodynamics, structures, and propulsion. For example, the rapidadvance of avionics technology has greatly contributed to the operational capability ofemerging fighter systems such as the air Force F-16. Concurrent with this transitionof technology into systems is the need for careful attention to aircrew integrationthroughout the development cycle, because a major system design goal is always torender the system usable to the operational aircrew. Liis paper emphasizes again theinterplay of human faLtors technology with system design dis.iplines during the conceptualphase of development. This renewed focus is warrantea rause, while the pace oftechnology is rapidly advancing, it is important that the Air Force avail itself of themost recent technology and, via the exercise of new design tools, evolve better aircreusystems. Not only must aircrew systems e compatible with human capabilities andlimitations, but they should be capable of beinc gracefully reconfigured in order toadapt to changes as subsystems evolve with time. By nteracting with the trade-offprocess of conceptual design, human factor design/integ.ti on optios can be evolved toobviate potential problems such as excessive aircrew woikload. Addressing these optionssufficiently early in development can avert potential problems well before the man!system and hardware constrairts are established. Given the long life cycle associatedwith weapon systems, costly retrofit and refit engineering changes must be minimized.The Air Force F-16 multirole fighter is th, most recent system to benefit from a renewedfocus on human factors. Such design fea -res as a full bvbble canopy for unobscuredvision, fly-by-wire primary flight control system, modified ejection seat postion forbetter comfort and G-relief, and the hands-on-throttle-and-stick concept for improvedsubsystem management are examples of the benefits of addressing human factor optiors inconceptual design. Further, continued ittention in this area is needed in subsequentdevelopment phases for advanced systems as operatiohial roles and airc-ew systems arerefined to meet multinational requirements. The Air orce Aerospace Med-cal ResearchLaboratory, in concert with other Air Force Laboratories. i" tzking advantage of lessonslearned from projects such as the F-16 to develop and refine the design tools and

- methods for a timely insertion of human factors technolcy to meet the needs of futurehigh performance aircraft.

INTRODUCTION

The importance of attention to human factors at the outset of deeign was recentlyaffirmed in the NATO/AGARD community at the 1)17 Multi-Panel Symposium on FighterAircraft Design (1). Implementing a sound human factors program, however, Is a compli-cated issue that is relatad to the lengthy development time fro-A concept to operations,to the maturity and acceptance of emerging technology tc meet operationa; needs, and to

-the expected cost and performance design goals. Until recently, the major emphasis onhuman factors in system development was deferred to later stages of the developmentcycle; yet, changes in the process of major systems acquisition have reenphasized theneed for innovation and competition in developing alternative concepts throughout theentire acquisition process. These changes have provided an opportunity for renewedattention to human factor options in conceptual dsign. A sound human factors imdlcmenti-tion program, applied sufficiently early, can reap potentially great rewards by enhancinaircrew effectiveness and reducing development cost. This paper places a renewelemphasis on the interplay of human factors technology with system design/inegraticndisciplines during the concept phase of development. This approach, although netrestricted in application to high performance fighter aircraft, is discussed below inrelation to the development process, the transition of technology, and potential fstzrcimpact on fighter weapon systems. Selected design/nLegration features of the AirForce F-16 system illustrate the benefits which can result from addressing human fa:tor

- options early in design. Finally, an effort currently underway at the Aerospce Mc ical_ Research Laboratcry is described which attempts to further develop the dexgip zois ani

methodologies whi,-h can be applied to the enhancement of aircre,4 cap bility with futurChigh performance t~ghter systems.

DEVELOPMENT PROCESS

Development leading to the acquisition of major Ai- Force systems is long r-r-cess.For fighter aircraft, it is not unusual for more than ten years to elapse from thecompletion of conceptual design until the system attains .4axirtun quantity rate ofproduction. Past experience with Air Force fighters, such as the !-4. indicates thatservice lifetimes on the order of 10-30 years for specific types of a:rcrA t can be

--- " - 8-2

expected. During this life cycle, systems can become modified to reflect expandedmission requirements, changing threat situations, and emerging technology such thatderivative variants of an aircraft type can differ (especially from the aircrew stand-point) from the initial production configuration. In all such mo4e! refinemnts,continuous human factors engineering review is necessary. Further, for systems such asthe F-16, which are developed for international use, multinational configuration common-ality is needed to enhance system interoperability. Because this system acquisIL-onlife cycip is such a lengthy process, it should be clear that design decisions earl i indevelopment can preclude major engineering changes later in development. Hence, thedesign and integration of aircrew systems must not only be compatible with human capa-bilities and limitations, but they should also be capable of being gracefully reconfiguredto adapt to changes as subsystems evolve with time.

The cycle for acquisition of major systems by the Air Force proceeds through foursequential phases depicted in Figure 1. Each phase begins with a formal review mile-stone, at which progress is gauged and the mission element need is reaffirmed. Althoughcontinuous attention to human factors is needed during the entire development cycle, astructured assessment of human factor options at the concept phase is particularlygermane. In this regard, the so-called "front end" of the acquisition process, duringwhich these options can be evaluated, is shown in Figure 2.

Air Force Laboratories participate in the system acquisition cycle in two importantways. First, direct support may be provided to other development agencies by furnishingtechnical expertise and analyse to support specific systems (especially when theunique capabilities of Air Force Laboratories are needed). Second, and perhaps moreimportant, the Air Force Laboratories have the responsibility to undertake, sponsor,and guide the development of technology for future Air Force application. Hence, theAir Force Laboratories can contribute to the "front end" of system acquisition byestablishing technology development programs that are time-phased, planned, and executedto yield proven technology for transition into future systems. In particular, promisinghuman factor options can be explored in a systematic manner early in design to yieldsolutions to potential crew accommodation problems at the earliest development stage,where alternative solutions can be evaluated in a more cost effective manner. Theprocess by which this can be accomplished is described herein. As noted in Figure 2, akey element in this regard is the exploration of alternate solutions to enhance crewand system effectiveness and reduce cost.

Placed on a time scale, the approximate schedule for design and evaluation of theF-16 multirole fighter is shown in Figure 3. It is noteworthy that system conceptsoriginating in the early 1970s are planned for operational fruition in the nrid-1980s.This time span of development highlights the importance of timely technology transitionfor future system application. With regard to human factors, laboratory programs canbe devised in anticipation of future systems to develop and demonstrate the technologyneeded to enhance man-machine-mission effectiveness within available resources.

TECHNOLOGY TRANSITION

Related to the problems of long development cycles and system life cycles areissues of technology transition (Figures 4 and 5). The technology being applied tomodern weapon systems is continually undergoing change, and the system developmentcommunity must be in a position to anticipate this change and make judgments as to theapplicability of candidate technologies (in terms of technical maturity or risk as wellds performance and cost implications) for specific system developments. A recentoverview of technology transition associated with Air Force fighter systems (2) outlinedthe methods for achieving this transition and recommended that a continuous system beestablished for identifying, evaluating, and tracking nea technologies to facilitatethe transfer of technology from the laboratory to systems application. That thisproblem is not trivial can be noted by reference to the development schedule for anymajor fighter system. if it requires, say, 10-15 years to develop a system from initialconcept to operational status, and if there is no provision for inserting modern tech-nology advances, it follows that the initial system usage will reflect technology thatis 10-15 years old. This concern is particularly acute with regard to avionics tech-nology which is presently experiencing high growth rates. Decisions to transfer emergingtechnology to future systems must be made on the basis of applicability, timing, risk,and cost. To confront this problem, recent developments of integrated digital avionicsarchitectures hold the promise of permitting avionic updating through software recon-figuration. Corresponding advances in cockpit technology with regard to controls anddisplays are aimed at developing cockpits which may be updated through software revi-sions as avioiic eq'ipment subsystems are improved. The resulting ability for achievingready cockpit changes to reflect technology improvement can be called gracefulreconfiguration.

From a cockpit and human factors perspective, the future trend in fighter designis toward giving the aircrew a functional role of supervisory management rather thandirect manual control by taking advantage of technology advances in various disciplines.Today's fighter systems have available an enormous amount of information, much of whichmust be assimilated by aircrews via antiquated display devices. This, coupled with thenecessarily small panel space for fihter displays, poses an information managementproblem for tactical aircrews. Futare high performance fighter systems must come togrips with this problem through the %volution of integrted information managementsystems as well as advanced controls and displays. Future systems may well witnessselective, task-tailored presentation of information such that airrews will be provided

~8.3

data as needed, rather than furnishing all the information all the time. Aded develop-ment of this technology is needed since it represents a departure f:om prior designpractice.

Technology efforts are underway in Air Force Laboratories emphasizing the humanfactors associated with the gamut of tactical fighter operations and focusing on criticalareas such as visual and sensor-aided target acquisition, aerial weapon delivery,coupled fire control and flight control techniques, and terrain following and terrainavoidance visual displays (to cite a few examples). Technology transition mechanismsmust be developed to assure that the products from these technology programs can beavailable for and successfully integrated within future generation fighter systems-This transfer of technology in the human factors area is particulary difficult becaus!really new technology (i.e., fundamental change in aircrew systems) must gain theacceptance of the operational user, not to mention skeptical program managers; thisrequires successful marketing as :ell as demonstrated technical achievement. Further,the human factors area is not analogous to improved equipment for which performance andcost goals can be established, and against which emerging hardware technology can bemeasured. For successful transfer to human factors technology, human and system per-formance gains must be quantified, the risk associated with such advances must beacceptable, and the cost implications must be favorable. Otherwise, the technologywill not be included with future systems. Fortunately, these issues are becomingevermore apparent and the A±r Force development community is planning, scheduling, andperforming its research and development programs for eventual transition into newsystems.

SELECTED F-16 FEATURES

The multirole F-16 fighter system has progressed from its early 1970s prototyperendition (i.e., YF-16) to the capable operational variants tF-lEA and F-16B) now inproduction. Durirg this development, the F-16 has undergone changes and, as flightexperience is gained, added changes can occur (as is typical in the acquisition ofmajor systems). ManagemenC of this change is the responsibility of the F-16 SystemDrogram Office. Although gralual refining and improving of systems is a normal develop-ment and operational process, certain features of the F-16 design have not undergonesignificant change because of human factors concerns that were applied early indevelopment.

Originally designed to be a highly maneuverable, light-weight, low-cost, single-place fig.ter, the F-16 has developed into a capable modern weapon system for under-taking air-to-air missions and air-to-surface missions. Associated with the designgcal of high maneuverability, achieved in part by low wing loading and high thrust-to-weight ratio, was the desire to maximize the pilot's external visibility. To accomplishthis, the F-16 was equipped with a full bubble canopy (Figures 6, 7) which is presentlyof monolithic construction and provides unobscured visibility. This has proven to be adesirable design feature, providing the pilot with a full 360-degree visual capability.A similar bubble canopy of laminated construction is also being considered for improved

-durability and lower life cycle cost. Weapon aiming erro:s which are a result of

canopy optical distortions have been minimized by the use of advanced fire controlalgorithms.

A second feature of the original F-16 design which reflects early human factorattention and which is being proven in development is the fully fly-by-wire flightcontrol system with which the aircrews interact via hand and foot controls. A substan-tial amount of technology has transitioned from the Air Force Flight Dynamics Laboratoryin this area, which (in addition to many other benefits) has resulted in improvedflying qualities, making the aircraft extremely responsive to pilot command.

A third feature which has received favorable pilot critique is the position of theejection seat with the backrest inclined at 30 degrees from aircraft vertical (asopposed to the "standard" '3--degree position). This, coupled with a somewhat raisedheel rest line, has resulted in substant~ally improved aircrew comfort and G-relief ascompared to, for exampie, the F-4 series fighter which employs a standard seatingposition. It is well known zhat human resistance to acceleration is related to thetime integral of the accelerative force. Hence, it follows that an individual designwhich offers added comfcrt and G-relief should be favorably received. Two aspectsconcerning this issue are noteworthy. First, the departure from past practice regardingseat position was part of the original YF-16 design, in part because of the designemphasis on maneuveability. This reflects a measure of human factors attention earlyin develok.-ent. Secondly, and also important, the F-16 is capable of sustaining h.ghG-levels as a result of its high thrust-to-weight ratio. Since, historically, fightershave been flown to maximtum limits, design features to minimize the effects of accelera-tion are desirable.

Finally, some co=ments relative to the In-cockpit layout seem pertinent. The F-16cockpit is not large. Figure 8 is a depiction of one of the early develop-ment versbonzand is not meant to reflect aa accurate F-16 control/display arrangement. To illustraterelative cockpit size, note (in F~gure 9) tha. the area on the F-16 front panel avaliabiefor display devices is less than half the equivalent area available with the F-15fighter system. The F-16 emolovs side-arm mounted primary flight und throttle ccntro:lers.

Similarly to a design approach used with the l-15 system, the F-16 employs the bards-on-throttle-and-stick approach which allows the pilot fingertip management of sensorsand weapons. Thus, continuojs euntrol of power and attitude is preserved, the pilot's

__ _ __ _ __ _ _ 84 _

vision need not come 'into the cockpit" to search for switch .ocations, and (withtraining) sensor and weapor mode switches are instantly accessible.

This s not to say that all problems have been solved, nor that the F-16 is aperfect ai..,lane. For example, in the life support and personal equxi cent area, problemsarise due to the restricted cockpit volume noted above. Likewise, thz demanding natureof certain missions, such as night and all weather attack: is charaterzed by substan-tial aircrew task workload. However, paqt experience indicates that, provided withgood training and adcquate systgms, our tactical aircrews can cope with difficultsituations. For the F-16, as noted above, the attention to human factors early indesign has resulted in selected design features that offer enha-ced crew compatibility.That these features have survived intact this far in development is evidence supportingthe premise herein that improved systems cai. be obtained by early development attent±onto human factors.

The challenge for tha future is to take advantage of lessons learned in developmentssuch as the F-16 and structure, prioritize, and schedule future research and developmentactvity with full consideration to system development cycles and technology tr.nsitronissues so that advanced human factor design options are available at the outset offuture system development. To this end, laboratory programs as discussed below havebeen established to provide such design options.

FIGHTER/ATTACK CREW ENFANCIFMNT

A key idea throughout this discussion is providing options !i.e., alternativeapproaches) for configuring aircrew systems. This is important because, in today'sbudget-constrained environment, planrers and developers must consider the prime issuesassociated with affordability. Since the available funding for new systems is limited,it is practical to include just the essential technology options as opposed to otheravailable options that are merely desirable. This is to insure that technology isapplied only because it is truly needed. From a human factors perspective, it isincumbent on the research and development community to anticipate future system needsand apply human factors engineering design tools to yield man-machine integratloaoptions in advance of system development. This requires a commit-.nt of resources todevelop and refine these design tools as well as to apply them.

To illustrate an approach by which human factor options can be defined and assessedto interact with the conceptual design phase of development, this section describesactivity underway at the Aerospace Medical Besearch Laboratory directed toward enhancingcrew effectiveness for fighter/attack systems maturing post-1985. Planning for thisactivity began in 1975 when it became Ppparent that certain fighter systems wouldapproach the end of their service lifet=re; in the late 1980s. To replace these systemseither with entirely new systems or with upgraded variants of existing systems to beintroduced in the late 1980s, it seemed clear that supportive human factors technologydevelopment should begin immediately, given the system acquisition cycle an%- technologytransition issues noted above. Definition study contracts were placed with industry todelimit the problem, emphasizing visual display integration options for 1985-1990fighter aircraft. These studies are being succeeded by follow-on activity (about tobegin) which will develop, evaluate, and transition th2 human factor options whiche=erged from the earlier definition efforts. It should be noted that this o7erallprogram was planned from its inception to tranzfer the technology evolved herein in theform of design recou--endations and data in time for system planners and developers tomake rational choices associated with aircrew systems for post-1985 fighters.

= Integrative in natu , this program is outlined in Figure 10. The objectives ofthe definition phase and study ground rules are shown in Figures 11 and 12. Concurrentwith the expected role for this system, emphasis was placed on the traditional tacticalmissions of close air support and air interdiction (both shallow interdiction and deepstrike), with secondary emphasis on the counter air mission. It was assumed that sucha system would retain defensive counter air capability for self-protection. Centralactivities during the definition phase were to develop a data base and define tech:.ologyoptions which involved estimating the maturity of aircraft and avionic concepts Inligit of expected weather, geography, threats, supporting subsystems, mission analyses,weapons and tactics. The scope of the data base formation in shown in F4igure 13. itshould be clear that the factors to be considered in developing improved cockpit systemsare diverse and that the cockpit cannot be designed in isolation from the rest of thesystem.

This study was structured by four sequential tasks. First, the data base was

analyzed to:

a. Accomplish detailed mission analyses.

b. Identify sensor, avionics and weapon technology to meet mission requirements.

c. Identify display requirements dif.L-Z.d iable technology options.

d. Identify available display technology t,- meet display requirements.

This involved iunctional analysis of mission r-ds, flight profilhs, wearicns, sensors,avionics, aircrew complement, and aircrew roles.

m i

9-5

The second t,--- used these data to assemble -.n detail the expected a'rcrew inform-a-tion requirements i mission phse for each tactical mission considered. Level ofdetail considered can be inferre.t by the phases of flight shown as Figure 14. sinceeach phrase (for example, penetraticn) was itself analyzed in eetail from the aircrewstandpoiilt.

The tatird task involved the synthesis of candidate display arrange-unts, one ofwhich i. .-. i -re 15. Note the reliance in display device technology on elec-tronic displys. These studies confirmed that cathode ray tube (CRT) devices should beptee-inent through the 1989s, even though progress is rapid in the technoic-gy associatedwith solid-state, digitally addressed flat panel devices which may eventually replacethe CRT. Figur,. 16 illustrates the level of detail in which display hardware tech-nology was analyed. Other technology areas (such as sensors, weapons, co-unicationand navigation equipment, etc. ) were reviewed in similar detail.

The final task explored techniques by which optional cockpit approaches can beevaluated in advance of system development. Various evaluative techniques includingnteracti'e, real-ti, nan-in-the-loop simulation of tactical missions are being

considered. The important point, -wever, is that evaiuation of huan factor options(including visual displays, as indicated in Figure 17) is paramount in establishing the;eiatxve value of competing designs and, equally important, in furnishing design gtidancefor future application.

By being in position toi anticipate future operational requirements, many oP thehi-an factor issues can be resolved well in advance of hardware develop-ent. Thoughthis technique is now being applied to future high performance aircraft, there is an

=expectation that this appr,-%ch is generalizable to other than tactical systens. Figure18 illustrates select mission aizas of Air Force interest. Future svste=s devised to

- satisfy mission needs in these areaz, given adequate program resources and managementdirection, can also be expected to bex.nfit by a program of addressing human factoropticns in conceptual design.

t

1. Andrews, H., and R. J. Balmer, "Technical E-valuation Report on the Multi-PanelSymposium on Fighter Aircraft Design,' AGARD Advisory Report Fo 119,February 1978.

2. Sylvester. G. H., 'The Challenge of Technology Transition,* National Defense.Vol. LXIII, No. 354, May-June 1979.

3. Mills, G. S., M. A. Grayson, R. A. Jauer, and S. L. Loy, 'Research on VisualDisplay Integration for Advanced Fighter Aircraft," AmRL-TR-78-97, Aerospacemedical '4esoarch Laboratory, Wfright-Patterson AFB, Ohio, November 1978.

4. Axrmstrong, J. J., *-1G. Expanded Capability Initiatives,' in ProceedingV of the

Tnr-Service [)isplay Workshop, 16-18 January 1979, W. N_ 'ta~a, ed., (in~ Press).

8-7

MILESTONES

0 UI IIII UAIR -lfP-Y PEPORTSL CONCEPT DEMONSTRATIN jFUL SCALE PPRODUCTION 6-a-&AE VAL.JDATION .4.ENGrEEING-s -aDEPLOYMENT-%-----m.opEATIONiS[PH-ASE DiEVEL-OPIMENT PHASE

PHASE

FIGURE- I MXJO,4 SYSTE ACOUISIflOIN (DOD Di~rECTE 5000 1 18 JAN 7 7)

PF4ESqE-ToNEO PERIO SYSTEM ACQUISMTON LJI:- CCLE

MILESTONES

MISS-ON AnALY fSES I

DETERMINE N-NEVLDAIN EL-D

ANDAR VALIATKD STATEMENTI

PDEI If r- PHSEElArNI

PRPA % FROSATMNT EN 0 mr-I-IJI

FIGURE 2=RONT END OF THE AODUISITI~O)CESS>j

1388 TOTAL

TYPE (FSO 650 A/C 738 A/C

71 72 73 74 75 76 77 73 79 80 81 82 83 84 85 86 S7

T Y I j MULT~?ATINALAA E IDESIeTO-COST CONGURATION

COMMONALTY

FIGURE 3. F-16 DESI EVOLUTION

1 LENGTHY ACQUISITION CYCLE

* PACE OF TECHNOLOGY CHANGE

_-- T== --G

SRISK

eCOSTTHROUGH GOVERNMENTr

TRANSI N MECHANISM < THROUGH INDUST RY

RLE4. "E -- OGY TRAI,-SrTl JON tSS-.-:S

!o'

* TECHNOLOGY IS SUBJECT TO CHANGE

* TECHNOLOGY STATUS

RESEARCH IDEVELOPMENT (EXPL ORATORY) LABORATORIES

DEVELOPMENT (ADVANCED)

DEVELOPMENT (ENGINEERING)

CONCEPT PHASE PRODUCT

DEMONSTRATION PHASE DIVISIONS

FULL SCALE DEVELOPMENt PHASE

PRODUCTION PHASE OPERATIONALUSING

OPERATIONAL TEST AND EVALUATION COMMANDS

OPERATIONS

LANNiNG LABORATORY PROGRAMS FOR TRANSITION

FIGURE 5 wOLES IN TRANSITION

PIGURE 6 F-IS MITIROLE FIGHTEP

8-101

F-16A COCKPIT VISIELITY3600 upper fiemisphee

Over-the-Side Vision

Aftof.

/ ~ --/ Pilot(C ? 03(jP WINDSHIELD SLOPE150 OVER-THE-NOSE VISION

AFTWDo SIGHT COMMNEt PIAN! F

0kFt

I I II - E M."I I I 1 -

FIGURE 8. GENERAL DYNAMICS F-16

- 8-I I

F-16

F-i15

216 SQ. IN.

520 SQ. IN.

FIGURE 9. PANEL COMPARISON

OBJECTIVE DEVELOP AIRCREW INTERFACE METHODS FORPOST-1 985 FIGHTERS

APPROACH CONTRACT EXPLORATION OF I ACA.. l CREWENHANCEMENT F ASSESS DEVELOPMENT PLANS

* DEFINITION PHASE DEVELOP _"ATA BASEDEFINE TECHNOLOGY OPTIONS

r EVOLVE DESIGN TOOLS

* DEVELOPMENT PHASE ACCOMPUSH PRE-DESIGNTRADE-OFFS

JCOM PARE FIGHTERe EVALUATION PHASE ENHANCEMENT OPTIONS

o TRANSITION PHASE IMPACT EMf4GENG SYSTEMS

PROGRAM IDENTIFIER: 62202F/7184/718419

FIGURE 10. INTERFACE CRITERIA FOR ADVANCED TECHNOLOGY AIRCRAFT

8-12

(1) DEFINE PROBABLE ATTACK/FIGHTER MISSIONS AND

BATTLEFIELD (1985-1990)

(2) DETERMINE CREW INFORMATION REQUIREMENTS

(3) DEFINE PROMISING DISPLAY iNTEGRATION OPTIONS(1985-1990 CREW STATION)

(4) DEFINE DISPLAY EVALUATION FRAMEWORK(FUTURE STUDIES)

FIGURE 11. OBJECTIVES

* CENTRAL EUROPEAN THEATER

@ 1985-1990 OPERATIONS

* TRADITIONAL TACTICAL MISSIONS

o BROAD RANGE OF THREATS

* DAY, NIGHT, ALL WEATHER

* COMMAND/CONTROL ENVIRONMENT

* STANDOFF TYPE WEAPONS 1OCN-NUCLEAR)

& SENSOR, SIGNAL PROCESSOR ADVANCES

* PROJECTED DISPLAY DEVICE MATURITY

o DETAIL ANALYSIS OF SUBSF T OF ALL POSSIBLE

MISSION/SYSTEM COMBINATIONS

* SINGLE PLACE, TWO PLACE CREW SIZE

FIGURE 12. VISUAL D)ISPLAY INTERATION STUDY GROUND RULES

I

8-13

* ~.UD cV~t WEATHERGEOGRAPHYf

o PRW.RTATIO.

o TIMN M*AS;'4GoSA

AIRCRAFT o rIAC TRAS *ACONCETS AT

CONCEPTSCA

* DAIS Is

*VRASS

FIGURE 13. STUDY DATA B-ASE

1. F FLGHT • I L M1CREW R C1~ LEACINO Up TO 2.12 CCOBUT NOT TACUTI TACSEOR. 21"

2.14 ASSES~ENT1.1 MISSION PLAG 2.16 T wMTCN1.2 PREFLHT 2.16 EGRESS1.3 START AND SYST ,- CHECKS 2.17 CR.JM1.4 TA 2.18 ,)US AND AIR OAR REIIJUNG SAAR)1.5 A.--G 219 RE1.6 TAEOF 2.20 RE#-LiAN E

2.21 T:SCB-T2. 0t4FLHT - AL. RA4 TA/CTn-rES FeI g G WaTH 2.22 APPROACH

TAKEOFF AND COCCUMM AT TI.E -T'EMINAT)ON 2.23 LAMIG(f THE LANDN RLL.

a POST-R..HT - ALL IAS9ON RELATED ACTWlES21 CLG TO LEVELOFF EGOGM AFTIR THE COMPLETO OF TE2.2 CRLXSE L ROL. AND ENDING WHEN THE AICREW2.3 LOITER IS TO POER OTHER DUTES OR PURSUE

24 FOIEZVOLS AIND A;R-TO-AIR R5RJeLIG (AAR) PERSNALMEREUSTS.2,5 COORDINATION26 ISSION FIE. SOW 31 DF,_.A27 P ETFRAION 3.2 TAM

2.8 TR .EAT WAFOM .3 SYSTEM CHEKS2.9 ETECTION 34 S PJTDOY-42.10 LOCATION 35 POST.RJHT2.11 IDEN'T 36 T' 38

FIGURE 14. MISSKON REQOUIEMENTS: PHASES OF FLIGHT

m I L Rm--

8-14

' ECM WAR?"

FK3UR FI15 ANING FVAUAIO WANRNLINGPL AYU

MATE UMD VD MP~~~AM~~TAA CR ORA AS Lf ~TGt~S I~W~~

3000EME fF 0F lU M S 0 0 U 00.LA P D. 201 0

JET00 F.SALPe SL 4e

RUC= IRE RAI.TO PANELLWAL0C~ADI EVAA8L 00LL AF AVA Ei

LIGHTS

I ~ ~ ~ ~ A GEA PANELV~ 4,TE C

MM4TA1~6flY LIGHTST

FIGURE 1. DIDATECHOLUTOGY COMPR/ISONS AYU

PAAEE _LSM PAE -f -LM LIGH -ya 0 C LCT

PURPOSE

*VERIFY CONCEPTUAL UTLIUTY OF COMPETING

DESIGN CONFIGURATIONS

*PROVID~E DESIGN GUIDELINES ON OPERATOR!

DiSPLAY INTERFACE

FIGURE 17. EVALUATION OF VISUAL DISPLAY SYSI EMS

*STRATEGIC OFFENSE

*STRATEGIC DEFENSE

*TACTICAL AIR TO GROUND

FUTURE*TACTICAL AIR SUPERIORITY SYSTEMS

*RECCE/INTELL

*AIRUIFT

* TRAINING

P)GUW 18. MISS"O AREAS

9-1

FACTEURS HUMAfIS DES MISSIONS DU MIRAGE 2000.par

Henri VIEILLEFONDLABORATOIRE DE MEDECIIIE AEROSPATIALE - CENTRE D' ESSAIS EN VOL -91220 BRETIGNY-AIR

FRANCE

AESUME

Comme 3.es avions modernest le Mirage 2000 se caract~rise essentiellement par sn

irande maniabilit6, son aptitude A 6voluer en haute altitude, I'all~gement dt la charge

do travail do son pilate. Cos trois caracteristiques essentiellos nicessitenx tine adap-

t.%tioa du pilate a son avian.

La grand. azaniabilitfi suppose des variations trt;s brutalos dars acc~li~rations inten-sos qub subira 1e pilote. La tol~rance des acc~l~rations r~pp6t6es est encore tool connue,sin-tout A long termws et par cons6quent, A d~faut d'entrainement, I* s~lection doit fitre

rigotireuse.

Los offets physiopathologiquos do la haute altitude sont mieux connus et tine pro-

tcction officaco pout &tre propos~o.

Los chances do r~ussite des missions no seront r~elles que si le pilate dispose

d'un onvironnement confortable, cola suppose des C-tudos ergonomiques du siiige, des

conmandes, des 6quipemonts do protection et do Ia ventilation de in cabine.

1. - INTRODUCTION

Essentielloment difini pour satisfaire los exigence3 op~rationnelles do dS fense et

do suiprioriti a6riencte, 1n Mirage 2000 doit progressivement reciplacer le MirAge III

qui CAquipe les forces a~riennes frangaivets depuis pr~s do vingt anis.

Comes pour 1e Tornado ot comme pour le F 16, lea caractZ-ristiques en vitesse, alti-

tude de vol et acc~lirations du Mirage 2000 no sont pas fonciirement diff~rentes do

celles dlavions actuels, plus anciens.

On pout, dis lors, so poser la question do savoir si le Mirage 2000 pose des pro-

blines humains nouveauix et dons quolle mesure lea donn~es classiques do ln m6decine et

do l'ergonoii aironautiquo pourrai,,nt 8tre realizes ecause par Ilutilization do ce

type d'svion.

Au cours do cot expos4, nous essayerous dc montrer quo Iladaptation du piloto

son nouvol avion risque do poser des problimes nouveaux, essentielleoent porce quo

l'&fvolutimf des techniques a fait disparaitre certaines limitations du dtonaine d'utili-

sation do Ilavion.

Ces problines ergonoctiquos sont ossontiollemeit lien

A fux actilirations longitudinales soutenues at do haut niveau;

& a & charge do travail mental ilevfie quo nicessite le pilotage et Ilutilisation

du systime dWas e;- a Il'nvironnouent do Ia tres haute altitude.

11 on dicoula Ia niessiti dlAtudier des Zaquipements do protection efficaces main

confortablos, un onvironnreont climatique adliquat at djt rialiser un antralnement oti,

di inoins, vno silection rigourouse du personnel navigant servant can nouvelles =achinas.

2. - LES ACCELERATIONS

L'intonmite dos acc~l~rations dont eat capable le Mirage 2000D no depasse en valour

absolue quo do quolques "S les valeurs conutes stir lea aviona actuellement an ser-vice.

Ellos pourront, par contre, Stre appliqu~es beaucoup plus lonstemps at surtout s'ast-

bli-- oti disparaitrs tra Zirusquienent.

L'avion dovient beaucoup plus maniable at lea accili-rations seront pri-sarnter Zane

tout aon domaine d'utilisation. Avec un Mirage III i 50.000 pieds, 5 g no pouvoient

8tre obtenuz quo pendant tine dur~e trim br~ve, avec tin Mirage 2000. cette nccc-3.~ratinfl

et m&me des acc6l~rations plus J6lov &a peuvent 6tre rJ-alis~es pendant tine longu~e dur"e

A Is mace altitude.

La caractiristiqie principale des aylons de nouvelle g~l%4-rat ra noun somble donc

Atre leur trim grande clanabilitt- avec camme corollaire pour le 1jilote le possage r-p -

ti et brutal d'une intensit6 d'accilI~ratiol A tine autre, superkeure oti plls fraible.

Cleat !A quo Ia diriv"~ do Ilacc,&I;!ration ou nombre do jolt prendra toute an va-

lour. Son importance nlavait jusqu'a present Z-ti pleinement comprise que pour l*;tude

___des offots physiopathologiques des accZ-1irations de duzice tris brivo. on particulier

dans Ie domain* du siege Jectable at des impacts do crah-1

Ls offets de acc~l.rations longituduialos sur led grandes fonctions phyiolcgi-ques, cardio-vasculaires, respiratoires, sur In systime nerveux central et lea cap Torsensoriols, stir In perfonance psycho-intellectuelle et zaotrice, sont actuellement bienconnus grace aux nozabreusos oxp~riznentations men~eB dans lea centrea de recherche etgrace S l'exp~rience v~cue par do nombreux pilotes.

La tol6ranc- humaine via A via de ce factour do stress du vol eat exactement &~va-lu~e et des woyenz de protection rel~tivement efficaves sont A la disposition des per-V sonnels.

Cola eat vrai des acc~l~rations dlintensjt6 --yenne, 6tablies relativonent douce-went et n'oxcidant qu'exceptionnellement queiques dizaines do 3ocondes.

11 en va tout diff~romoont des acc~l~iratjons soutenuss poendant des temps dont on

imagzinait m~me pas In possibilit6 do survenue en a~ronautique k~t 3urtout dos acc 16ra-

de v6ritables pics do quelqueS socondos sur une ligne do base do foible intonsitEA.

tine grando exp6rience d'une mission au cours do laquelle ]Aavion strait preaque en per-manence sous factour do charge non stabilis6 et aussi par le fit quo lea nioyens desimulation do tols profils dlacc~l~ration sent encore raros.

Si quelques laboratoiros privil~igi6s et disposant des moyoas do simulation nieces-saires A Vltude des acc -16rations do haute intensit6 ont Pu dZ-crire, le plus souvont,su-r =od~le animal,quolques effets physiopathclogiques cardiaquos survonant a partir doS7 Gz, tela qu'h~morragies sous endocardiques aix d~g~n~rescence myofibrillaires, 11 on

est fort poti qixi d~crivent lea effots physiouathologique3 ou anatomopathologiquon desaccilirations d'intensit & plus modest* maim soutenues pendant quolques dizaines dominutes.

A cot 6gard, ii faut rappelor quo los acc6lJ-rations do longue dur~e pra-sentent Itgrand int6rat do permettro tine bonne ex-ploration de In fonction cardio-vaaculaire, meni ellesno sont qu'un mauvais modile do reprse~nntation des missions opJ rntionnelles.

A fortiori on ignore encore beaucoup des r~ponser physiologiques oti des troublesque pourrait prisenter 1'hoamoe soumin a des acc~lZ-rations iti~ratives de forte intensitzpouvant atteindre + 8g, &6roluant stir tin fond plus oti moins ondulant, dont on ignored'ailleur3 encore le niveau moyca et dont noen no perzaot do dire qulil domourera long-temps figo.

Ce quo l'on sait des effets pathologiquos, str l'bomme, des acc.i1l.rations soutenuesdo grando intensit6, pout Ztro ainsi r6stm6

71 s'agit esserttiellemont de troubles vasculaires, cc sont des h&6iOrragies p~ti--chialus cuton~es qui apparaissent dans lea zones oaz le v~tement an~i-G noexorce plusdo pression. Ellen 3ont par.Tois assez iepressionnantes par lour taille et lour couleurmaiz sont indolorer et disparaissent totalement en quelques jours. Lour existence posela questieu de In possibilit6 d'h~morragies sur d'autres organos aivec des cons;quoncesplus s6rieusos. Co sont aussi des oedimes des pieds et des chovulle dus 5 1li-ivationprologc do In prossion hydrostatique dons ces extr4&mit;-s non prot ,g,.os par le pan t-!-Ion anti-G.

Au plan cardi~nq-'. I~ anomalies Z-ectrocardiographiques son. aaintenant bion con-- '~~-:.iles sont frerquentes et peuvent apparoll.-e =me pour des acc.;liration3 dWinter-

zit. moyenno pour peu qulellos soient longtomps soutenios.

Au ccurs des 6preuves de salection des candidats franqis aux vols dui pro~rammeSpacelab, nous avons oti la surprise de dJ'couvrxr, i l'isauo d'un test on centrifugeus.do dix minutes sous tine accJ~l~ration 3tabilisZ-e de + 3 Gz, des troubles du rythmechez des sujets jeunes, en bonne santi- apparento, puisque dZ'clari-s aptes peu 4e tempsauparovant par le Centre d'Expertise du Personnel Navigant. 11 s'agisnait soil dodissociation auriculo-ventriculaire do type ;!obitz I oti 2. soit do tacbycardieA avecou sans extrusystobos ventriculairos.

O'autres auteurs ont rapporti- des blocs auniculc.-ventriculaires, des rythmos- bite--ain;-s oti des abt~rations du tracCA A type do dJ~pression dui segment ST oti do modific-1-lions do bondo de repolarisation.

Cos perturbations du rythme pelivent itre rattach~es A une actjvilti svmpa.thiquoexcessive. Cell*-ci parait Ai idente lorsqtion sladresse A do, sujot3 trz-5 jeunet, peuhabitu4 s A b'onvironnement dun laboratoire et aux tests en centrifugouaco4 le plaixirdu vol fait totabement d,6faut.

On pout craindro quo la tachycardie orthosyxpathirue no soil A Vorigine do I,;)]-wination do jeunes sujiet-a "faux poeitifs".

Miain 12 Taut Z-voquer aussi des modifications de la position dti coetir sous acii V-r-ations. bea changomonts de ripartition dui vol.-ti! sangguin central et do remplisage descavitZ-3 cardiaquos.

9-3

Enfin, Ilypothis'n d'un certain degr6 d'ischimio cardiaquz no pout Mtr. rejetie,=puisqu'il eat maintenant prouvA& qu..ile d6bit cardiaque ot Ie volume d'hjection systoli-

que eat riduit do fagon importante souz facteur de charge. D'aillours pour certainsautours, In bradycardio parfois tr~a import=-to. rolevA. d~s l'arrMt do Ilacciliration,pourrait fitro on 6tat pr~syncopal vaso-vagal ontraini par un d6faut de romplissage duCoeur.

En cc qui concerno Is tachy:ardie, quo Ilon observe toujours et aussi bien chez despilotos qua chez les non navigants, elle augmente proportionz- ioamont A Ia vaiour doi'acc~l~ration jusqu'A 7 g, atteignant 180 c/m Au-delA i'accroisbc-ent eat faible

- - parce quo le niveau maximum est pratiquement atteint.

Llimportance de cetto tachycardie no dolt pas fitro sous eatimA., car alle zeubleavoir ona valour predictive dans In tol~ranco aux acc~l~rations ot parce qu'il existsindubitablement chez l'animal, one corrZ-lation ontre fr~quence cardiaque et importancedes h~morragies sous endocardiques.

A c~tiA des manifestations cardio-vasculaires, ii exists 3oun acciration des per-turbations do Is performance. Promo si ell-3s no refizatent que t-ern- indirectelaent lacapacit6 fonctionneile do syzti-me nervoox central, queiques points particuliers m ritenitd'Mtre discuz~s, car is noun paraissent xmportants pour ia s~curiti& des vain et pour Inconception des interfaces pilote-avion dtarmes.

Los perturbations do In fonction visuelle sont connues dans leur aspects 61limen-tairos :diminution de i'acuit6 visuello, r;_tr~cissement du champ et difficuit -s d'oxplo-ration du champ porcoptif.

On no connait encore rica do Is vision coiorZ-e sous facteur do charge, alors quo ls*

pr~nentations do linformation commencent A faire appol au codage color6.

Les m6-anisme3 porceptifs sont largenent perturb~s. Les illusions sonsorielios qulapparahasont A 1'Atablissemcnt comme A In cessation do I'acc~l~ration, li~en aol stimula-tions maxiwalon do i'opparoil vostibulaire et responsablen de in Porte den rz-f6ronconl %spatiales objectives, sont actuelsment rolativoment connuos. Hrzhn, on na encore acunodonn6e conscernant ioa effets de champ et lea jugements porcopti:s quh sont A In base doncomparaisons do largeur, do distance qt des estimations d'altitude ou do vitoso relative.

On a r~cecat d~crit de3 troubles do d~soriontation persistants; piusiours houresot juatqu'A un lour api-a l'oxposition A don acc4 16rathons CAlevies de longue dur~e. 11s *agissait d'un ph~nomlno do d~sadaptation des organas do 1'Aquilibration linr do 10cessation du stimulus.

Copondant, 1'hypothise de 16sions mineures des organes otolithiquos no Pout atrftrejot~e. La- disparition dos troubles s'oxpiiqucrait aiors par des mZecanismea compensa-tours centrauxc. Lorsqu'on salt Ilimportance qua rev~t be sons do l'Aquiiibro dams ioaphases do combat,on ne pout Fjtre qulinquiot do l'apparit-ion do sensations vertiginousos.

Cos tro-iblen inbyrinthiquos, d~jA importants par eux-rrmes, condulsont socondairo-mont A des attitudes et A dos postures priijudiciabios au rachi3o cervical.

En effet, pour s soustraire au vertigo den acc~l~rations, ie piloto doit figer ant~te. On connait pourtant i'incidence des accZlJ-ratjons sur I'arthroso cervical., prtho-logic du sujet joune aggrav"c par ia posture fig~e do in t~te. I! y a IA on viritablocercie ricieux, puisque I'arthresi cor-vicale est one 6tiologie fr~quento des sensationsvertigineuses.

Las effets directx, m~caniquos des acc~li-rations. touchont bi-m entondu lea fonc-= ttons motrices, principalenoent lc.ur c.wordination. Difficuit &n dan lea atteintos oS-

tule.dfiut do maaintenir unt position, A l'origint do difficiles-problmsi

C'e~tt ainsi quo noun facteur do charge, !a position noutre du manche ent rnon seubo-ment difficile A porvevoir, =uis difficilo A tonir.

C'est ainsi, d'nutro part, quo Ie pilate _iumis aux accZ-16rations a tendance A tirornor le manche. Lorsqu'il regride a 1'extZ-rieur, ii a tendanco a incliner I. manche duc~t6 do son regard ou 1. poo.jer s'ii regarde on ban. On pout so demander ax dams cencond~tions, on petit manche a effor-ts porn, rkpond au mieux au probimne orgonomique ?Ce petit manchza doit-i 4i-c A droato ? ou A gauche interfZ-rent alors avoc 1. comandedes gaz. Ne vaut-il pas mioux alors Sarder un manche en position centrals ? Mahi iI y ani, poo de place pour lui dc ~s In cabine.

Pour conciure nor cc th~me, rappelqns quo ion manches so sont aojourd'hui omrnbd'one multitude de boutons et do co==-ndes, 8. tailie parfoha r -dolte. quhil WeCst pantoujours a, de manipolor lorsqu'on a de gros doigts reconverts do gna et quo ieaaccu16rations rendent lea mouvements fins extr~nment difficiles.

A Il'msuc ue cot expos '1 -1~ noun parait indispensable de noun poser quelques ques-tions concez-nant In tol~ranco do nos pilotes aux nouveaux profils d'acc~lirations, Inprotection qur noun dovons lour assurer, lour entralnument et lour selection.

Enl cc qox ,.oncerne la tolerance, noun no pouvons p-a encore rZpondro do falondefinitive, -or t~op d'xncannues demeurent,particuliirement en ce qox concerne lenctabolismea ou len follctions endocriniono et les offets Ai trZs long tomwe.

Pour cc qui est do In protcction~on pout d'orcs et d.Tja assurer que lea pantalon3anti-G sont insoffisants, non parte qox~l nnpportent oucune protection contre lea

___ ccciratiflr i~v~s, ain pact quo ]cuor termps de rcponsc eat trop long. Le profil desacc~l~ratxons au cours du combat sci tres vraizemblablement constituA- do pics tisbrusques d'acc,~l~rations Zleviios. 11 eat dorm ai~nndre que du fnit do son inertie,

T~ 9-4

1.'Aquipament nentrora or. Jou quo beaucoup trop tard. 11 Went pas 6vident quo Vonpoturra bonucoup gagner sur 1e temps de riponso don valves, cela sUPPOserait soit desd6bits d'o-,qns prohibitifs, soit des asserviosements complexes et do flabilite douteuse.

Les ossais de pri~gonflage du vfitomont quo noun avonz r~alis~s au Laboratoire nono01n ont pas encore apport~s les resnultats quo nouis en attendions.

Nous no sommes porsonnollement pas tr~s aptimistes stir ina possibilite- d'utilisor Inrespiration en surprosaion comme moyan de ritablir tine distribution normale du volumesanguin central at tin remplissage cardiaque atisfaisant,puisquo cette =Z-thodo utilix6esous facteur do charge parait augnenter significativement lea risques dlatelectasies pul-monaires.

Enfix, nous ne concevons pas tra bien co-mnnt tin pilote au. combiat pourrait long-temps bfin~ficier des manoeuvres d'expirations forc~os et do contractions =usculaires,

-- -typo MI ou d~iriv~es, parc. qu'elles n~cessitont la flexion forc~o en avant ginant lavisibilit~i et augmontant In risque do vertiges, parce qu'olles sont tras fatigantats,surtout si ellba doivont Ztre sr.ma csso ripit6es.

.e~11 no reate plus alors que Ilespoir de transformer en partie Itax. d'applicationdes farces d'inortio on inclina--t los sieges. Avec tin angle do 30* comce pour le Ti' 16,011 voisin do 27* coe pour le Mirage 2000 on obtient dej& do bans risultats. La possi.-bilit6 do r~aliser tin siige encore plus inclin6, so hourto a tin impiratif, celui do voiret A do tras grasses difficult~es techniques d'am~nagemezit do la cabin., d'une part, etd'6jection du siage, d'autro part.

II faut donc entrainer lea pilotes. Cet entrainement pose toutefois des problitiesth~toriques et pratiques.Dans do nombroux pays, rni los avions 6quipr.-t les i~coles desforces a~riennes, nx lea rares centrifugouses hrunsines, no sont capablos do r~aliser leaprofils d'acc6l6ration d~livr6s au combat par lea avions do la nouvelle g~n&ratiov. 11y a L tin proble-we d'6quipement qui W'est pas pros d'aitre rJ~solu.

Mais ii y a pout 6tre plus grave. On eat on droit do so demander quel sera le gain1~ do cot entralnemont, compto tenti du fait quo l'on connait mab la tole'rance, quo V'on

ignore los effets des expositions r~p~t6es dans IA. journ~e, a fortiori tout au long doIn carri~re d'un pilote.

- Puisqu'il ost certain que ces acc~l6raticns intenses et soutonues mettent Z rade- A6preuvo l'organipme humain, no doit-on pas craindro d'user en temps de paix des pilotes

qui ferornt dEfaut A In guorre ? Et dans tin conflit, combien do missions do combat tin= pilate effectuora-t-il

- En ce qui concorne la s6boction des pilates appel~s A servir ces avio.as, on i'Atatactuol do nos conitaissances, no011 pen-sons qu'eibo doit Bt.-e risoureuso et sladresscrades sujets jounos.

-- Certea les examns mZ-dicaix cliniques et biolagiques traditionnels doivent atre- maintenus car ils pernettent tin premier tri, mais nous avons vu quoils sant insuffxs~nts

puisque des sujots reonnus aptes peuvent pr~senter lors des tecsts en centrifugeuse des= sgnes manifestos do disadaptotion cardio-vasculaires.

La centrifugtise constitue donc tin moyen pr-Zcieux de parfaire be bilan xZiJ-dical.- Encore faudrait-il quo les tests A utiliser soient bien codiff~s pour rechorcheor tune

anomalie cardia-vasculaire et qu'ils soient prachos dc, la r~a;it pour avoir valour- d'entrainement.

- on projet do nornalisation des tests de sZ-boction a 6tu =is stir pied. Ce toxte suggere= dc soumottre be candidat, Z tne acc~l~ration de 4 7 Gz 4.tablie avec tin iolt sup~rieur

- IgS. Co test serz. azrZc et le pilate d~clarZ inapte si 1e rythme cardiaque ditpasse= 200 battemonts/~m, de mZom. si le champ visuel subi one amputation do plus de 1.0 p. cent.

A cc propo., n1 us pensons quo ce profil W'est pas -C-alisable avec totets lea cont~r2-= fugotises actizeller; qu'il ost dangeroux itant donn. la correlation positive qui existe

entro los fort s tz hycardics et jes I~sions du nyocarde. fappjlons qu'une fr~quonce car-diaque do 220-Aigo -c-ri-spond aux possibilitZ& maximales cardiaqies lors d'un oxercicomusculaire oxhaustif.

Enfin, ce tett W'est pas rZ-aliste car on pout so demander qucelle est la valcur -=combat d'un pilote amput4 do In mooiti4 do son champ V25uel.

-Nous prZ-f~rer-tons silectionncr des pilotos jounes apres avis duto candemcnt,c:-ar- ~C ost en oscadre, sur le terr~in,quo so rocrutont dains la pratiquc les pilotes qui-~~ "ttennent" los acc.Zrations. Ces individus subiraient alors on test en c-entz-ifugeuo.

Test unique pratiquZ pendant au mains dix minutes sous 3 au !j Gz aveL surv la.c pr- nanhnto do ]'Zlecti. ardiograri-c, la fra~quence no devrait p.as d~passer 160 S 180 c/==.

et du champ visuol.

3. -LA CHARGE DE TIUVAIL.

Le Mirai~t 2000 diffire dc sos pr~dk'cesseurs par Ilimportanco do l'offort actompli

pour soulager la t~che dii pilot*.Si Ileffort est couronni do suc,&s., en ce qui concerne la t-^chc physique, 11 est

beaucoup mains certain quill en soit de m6mv de In t~che mentale.

L'acquisition automatis-Ce et synthZtzis.e des caonn~es pr 'sont~os sur des sto0s0 ..'e,

one symbolique color-le nouvelle,pose pour certains pilotea d indmznt.bles probl~mes

Certajas auteurz ont signal;' in survenue ious facteur de charge, ZlevZ, de p&.jodesbr~ves mais p6riodiques, dleffondremert total des facult~s intellectuelles. Cos "trous"bien analys~s par W1ILKINSON sont interjpr:. s -om uno saturation des capocit~s detraitement du syst -_e nerveuy. central.

Faut-il en dC-duire qu'au cours de profils d'acc.lations rerp~t, _e dq nivoau -lev;.le pilote serait pZ-riodiquemont dans la quasi impossibilitZ d'effectuer "%no t~che psy-

- chique complexo ? ta question est encore sans r.'ponsp, d'autant quzil n'exiiete A notreco.aissance aucune C'tude systC-matique de in p~riode qui Suit IVapplication de lccc-li-

- ration. On sait pourtant que lorsque Ie zyst~me nervoux central a soumis a une agres- sion skvare, le rotlour A un niveau d'C&veil normal ncst pas instantant'. Les Zlectro-

enc~ps Sorares montrent, par example, une persistan--z du ralentissement dui rythmependnt 15 z ou plus apr~s la cessation du stimulus.

Le travail sous sitaulatour parmett-a aux pilotes d'acquJ-rir une bonne' habitude desprocidures et limitera sanis doute la t~che lors do In mission. 1Mais le simulatetar norecr~e pas toutes los conditions du vol. 11 y a peut-6tre beaucoup A attendre des"s-seats" racr~arnt chez le Pilate l'illu.;ion des azc 16rations.

4.-LA HAUTE ALTITUDE

Les missianz effectucs jusqu'A 45.C*00 ft, no pozent aucun probl~re particulierpour le Mirage 21)W. La pressuriaatian de la cabine dora It a P est do lordre do30 IKPO (4.,27 psi), r~tablit A 45.0W0 ft une pressian cabine de 44,7 KPa, soit une alti-

- tude 6quivalente d* 21.000 ft. A cette altitude l'xnhalation au trasque d'un =ilangecontenant 45 p. cent d'irogx n pemtd anei m rsincv aire d'axygeneigale A cello quo Von obtient a 1.500 m en respirant l'air ambiant. En cas de porte do

-pressurisation,le rZ&g.qateur est capable do d~livrer I" surpression d'oxygzne pur IZC-es-- saire au maintient J'uze prossion alv~olaire suffisanto pour c-vitor des troubles scivjres

d'hypai. Avet, le r~gulatcur chqisi la respiration en prossion positive lin-tC-e A= 1 Eaest possible. Ello permettra d'isolcr !e pilote d'une abi.anco ABC.

Pour cc qui est des =issions accomplies jusqu'au plafend do V'avion, soit environ= 80.000 ft, ii a 6Lz necessaire do prZ-voir tine Protection contro l'hypoxic at !os risqties- de surpressian pulmonaire. s'i1 y a d~compression rapide accidoitul-le.

Cette protection oat assur~c par 14 preasurisaticn do In cabine dont le 6P roate- do 30 KPa (4,27 Psi), jusqu'au plafond do Ilavion, a: bion qu'A 80.000 ft le r~gulateux- dilivre au =majque un =elange enrichi on oxygine de fa~on A maintenir tine pressiran par-- tielje alv~olaire ad Quze_

= En cas do d~compression si Von vont viter V'h3poxic fulguranto.2l faudrait four-- ~ ~ ~ 'zar au poumon ce lu'v .. W.... .. .r,-' ~ ~ ~ z

=~ On sait qulxne telle valour de surpression nWesot pas toL~rable au plan physiologi-- quo du fait de Vinconfort, des troubles respiratoires et vas..ulaires quell entraine= et qu'ello W'est pas r.~alisable avec l'-qnipement utilisZ on basso altitude du fait. des

fuitos du =isque.

Par ailleurs, In nC-cossit; do diminuer le rapport do pression ZlevZ qui existerait- entre los alvcales et In ression baromtrique janbianto an dZZut d'uno dicompression

rapide a amenZ A studier un vitemocnt prcssuriso.

Celui-ci a donc ma double but, assurer Ilsobarie respiratoiro at autoriser la. res--piration on surpres ot A fort Sradient d'une part, assurer un rapport de prossioar.

- tant In distension pulnonairo lors d'uno d6compression. d'autre p..rt.

Etant do-nnA Ilobligation qn'A le pilote do s'.,uiper dun pantalon anti-S pour- V execution do sa mission, quelle quo soit i'.ltitude atteinto, il a ;tZ d;hxd; d'ut212-

ser cat Zquipem-ent pour rialiser In contrep;-,ssion I-- 1'abdomen et des nembres xnf-

La roectrndo torritoiros supZ-iours. eat rialm23 1O par n blouso. presburis

lea doux Z-quipoments 6tant asservia ou rigulatetr. Enf in un casqu.e itanche, lul aussl.asur In protection do !a t~te. 11 comporte en ontre, un Ttago roapiratoire pf'rx-facial

qui remplace le masque traditionnel.

En utiliation noirmal l'iquipement atsure In protection ant:-G at d'autro part Inprotection contre V'hypoxie. Slil y -. Porte rapide do Ia pressurisation cabine le panta-ion nnti-G n'obiit plxus A In loi do ]a valve mais3 S In loi de surpreson alti= trxque

-doi rigulatour ot se Sonfle Latme le blVouzon at le casque de :ason A ri-tabl~r A tontoaltitude une pression do 29,6 EPa (2_,65 psi). voit environ 40.001 ft.

Cot Zquipement on t.-2is parties, pernmet. u habill.%_e rapide et un confort accnii.

L-as chances do victoirea Appartiendront au pilote ope rant dons lea nouilleurcaconditions do co.efort. Au stress iZ~ aux variations brutales do vitesso et de direction,A la haute altitude, a In t~che mental* ;Alovie nous devon. nous gardtr d'ajouter lea

contraintes liica a um sieo Inconfortablo, A des boutons ou =ansttos inacceasibles, ouMal dessin~es, A tine c~hine exiguie et =~al zlimatizie.

Ce dernier point nous parait primordial.

I'~as lax avions do combat, dani 1e Mirage 2000, le vol=ine de la cabine est bienfoible en regard de la surface vitrie. La contrainte thernique due it la radiation enaltitude peout y 8tre tres ilevie ot rtializer des points chauds insupportables. D'autartplus quo 1e port dut~n 6quipement important -tt dui casque gane consid~rablenent lea possi-bilites do thermolyse physiologique. La clim&iatiation de lavion doit donc C-tre particu-3 i~rement soignie qxztte A sacrifier quelques EPa dan- la pressur isat ion de r avton. EllarestorA pourtant encore longtonps tributaire dui refroidisenent de 1 'Alectroaique debord (.nt la mazse va en augmentant.

En conclusion, lea missions d~voluex au Mirage 2000, auront indubitablenent des

r6percussions stir 1' 6tat physiologique dui pilote et peut 6tre aussi stir me sante a longterm*. Ce sont lea accilirations intenses sans cease changeantes en modulc at " d-irec-tion qul- ropz~sontent A nos yeux le facteur limitant actual dfk l'adaptation de l'bo~maaLu- avions; futurs.

BIBLIOGRAPEI

1 - A1JFFRET, R.Tests spiciauc do s6lection "Spicialistes Charge Utile" SPACELAB.C.R.E. CEY/LAXAS 1056/1977-

2 - BURTON, R.R., LEVERETT, S.D., NICUAELZON, E.D.Han at high sustained + Gz acceleration

= AGAF*$.AG- 190.1974= 3 - BRON, R-P-, MAC XM.ISh, W.

H ~pathology associated with exposure to high sustained + GzAerospaca Ned. 197r 46, 1251-1253.

4 - rLARKE, H.P. and LgIMnET, S.D.The pathology of high sustained + G acceleration. Limitation to air combatmanouver-4ug amd the use of centriti&ges in performance training.AGARD. CP1. 189. 1979.

5 -cOILTrim3.c.

-TestinZ psychomotor performance during sustained accelerations.- 5S4M - TR 73/53 P.60.

6 -DELARXIMS, R.P., AUPRTR. 10-TGES, P.3., KLEITZ, C.La rudioloVto du rachis dans la vi-sits d'admission du personnel na-igi-nt militaire.C.R.R. CEV/L&A;S 1080/1979.

-7 - ERST3ING (Ji.)Some offects of rained intrapulmonnary pressure in man.AGAPD 106. 1966. P. 343.

a - GI.n"G[A%.% K.K. and CRU-)U-, P.P.Shanges in clinical cer-diologic measure=ments associated with high - G,~ stre-ss.Aerospace Mid. 1976 47 726-733.

-------------------. =fll LI= ..-. n. ,v~

Physiologic and anti-G suit performance data from YF 26 flight testsAerospace Med. 1576 4? 672-673.

10 - GIAISTER, 0.11.The effects of gravity and acceleration on the lung.Agariograph. 133 1970 223 pp.

11 - LEGUAYt G., SEIGNEURITC, A., JACOB. G.Cardiom-yopathie des acc~lirations.Midecimeaet Arnee3, 1979. 7 (4), 327-331.

12 - L-EVER1-r.TT, S.D,. RUSSEL, R.B., CROSSLE!, R-J., MICHAELSON. E.D., SHUBROOKS, S.J.Physiologi- reaponse to high- sustained * G.~ acceleration.USAF - SAM - TR/73/2 1 1973.

13 - TIM8AL, J., A=-IBOUST, Ri.Mise au point mar lea accilirct..ons + Gz coutenues et de haut niveau.Rapport %320/EASSAA/CRHA/RECH. 1979.

14 - VIELIE-0, H.Eval~r.. t virificattcn de principe du vitement "haute altitude" destine aui

Mirage :2000.C.R.E. CEVLAMAS 32/1977.

=15 - VUAIN, R.T.Rest pauses in a task affected by lack of sleep.Ergonomics 1959 2 (4) 373-380.

KTDI1

SDISC2ION

vonRestorff (FRG,. You mentioned that the air conaitioning should be able to guaranteea constant skin tempratura ot some 33 degrees C. Does this hold for all sorts offlight clotting?

Ft-;mk (UK). Strictly, yes, as this refers t the mezn shin temprature (i.e..Lander the clothing,.- The quoted necessary range of cockpit temperatures, boever, does

nct ac..ount tne additional insulative effects of multiple and/or impervious layersof cinthitg as in NBC clothing, assemblies, use of an i=-ersion gar-ent, etc.

Austrin (USA). I heard relerence in the French aircraft to a high altitude pressuresuit for -ssions above 50.000 feet, I pres--e, but no re.ference in the other two.

Does each of the aircraft have capability for a high altitude pressure suit?

Vafin (FR). On the Mirar- 2000 we have a pressure suit. not a fully-pressuresuit, but what we tried to do with the n1O3 is to have the capability of cc-.ir ba.kdown to 30,000 feet without any problem. I_ the old Mirage 3 we had the capa lity offlying one hour without pressure at very high altitude.

Beck (UK). A pressure suit could be used with the Tornado but ts use Pt not no0I- Ettinger (USA). A full pressure suit -as flown for test purposes only in tha Y-

16. Tne production F-16 is not intended to u usi-i c.rationally with a pressureo...

BrIctson (MSA). For the author on the ,fr.tIca-transfer paper. at -hat stage ofdevelopment are these missile launch envelope displays? Are they or.erationally azaIl-able now, have they been experimentally evalu-ated?

Kulw-ckl (USA). On the V-16 and 7-15 aircraft we have missIle launch ezvelon'displays operationally. The technique in this paper of providing this continuousengage-ment trend indicator is presently in advanced develo--ent and about to -enterflighz test phase. Yes, there are operatlozal fire control displays for =isilelaunch envelopes. We intend to i=prove then.

Thomas (USA). On the YF-16 you indicated three ranges, the P. ma-, the R min and the Rregardiess of maneuver. The R =ax is dependent upon the aircraft target maneuver,-ug.You showed that, is that correct"

Kulwick (USA). Yes, in fact the fay fire control system are =ce1tnized. the firecontrol solutions assume noraneuvering targets. The exception is the F-15 aircraft asa so-called deterministic algorithm that holds the target g-le;el at release fDr aperiod of two seconds then reverts back to nonmaneuvering status-

Thomas (USA). In those t-ee categories that you showed on the slide, the R max. isthat a function of the target =neuvering or zs that presuming no maneuvering?

Kulticki (USA). Essentially no maneuvering.

Colin (FR). Why, having a 30 degree back angle seat on the F-S16 all the slides andfilm show us a pilot seating straightway?

Varin (FR). Having flown the Mirage 2000 and the F-16. I can answer this question.sea inclined at 30 degre-es or =ore is very attractive In regard to the load

factor -- intained by the pilot. And also it is very comfortable. But an aircraft.specially a fighter, is not done only for fer.-y flights, .r acrobatics under beany cThe pilot must shoot the target which is not al-ways in steady flight. The pilot ' touse head down and head up. He =tst see them and especially he has to use the cm-;plete(view field range) of the head up and he cn-' afford to be at SO=- or more ofte th .Therefore. the pilot is taking the bust place to use the whole symbojogy of the BUD.The nmunted flight helmt can improve in a certain respect this problem and Ior sert-peri-ds the pilot can use It. specially in c -bat but in that case be will ntt =-v' athe information given in the n -D.

REPORT DOCUMENTATION PAGE

1.Recipient's Reference 2.Originftor's Referencc i 3. Further Reference 4.Security Classificationof Document

AGARD-CP-266 [ ISBN 92-835-0262-.0 UNCLASSIFIED

r.dinator Advisory Group for Aerospace Research and DevelopmentNorth Atlantic Treaty Organization7 rue Ancelle, 92200 Neuilly sur Seine, France

6.TitleOPERATIONAL ROLES, AIRCREW SYSTEMS AND HUMAN FACTORSIN FUTURE HIGH PERFORMANCE AIRCRAFT

Ii7.Prezsented at. the Aerospace Medical Panel's Specialists' Meeting held in Lisbon,

Portugal, 22-26 October 1979.

8.Author(s)/Editor(s) 9.Date

Various March 1930

1.Author's/Editor's Address c 19Pages

Various 1 100

12. Distribution Statement This document is distributed in accordance with AGARD

policies and regulations, which are outlined on theOutside Back Covers of all AGARD publications.

13. Keywords/Descriptors

Fighter aircraft Flight crewsHuman factors engineering Pilots (personnel)Man machine systems

l4.Abstract

Any new system is no more effective than its human operators, whose sensory, muscularand cognitive capabilities it merely extends when responding to mission and environmentalstress.

The purpose of this meeting session was to understand the operational :haracteristics of thenew high-performance aircraft to be shortly introduced into the NATO Forces in relationshipto the operator's physiological, cognitive, psychomotor and perceptual capabilities.

For the first time at an AMP meeting, pilots, engineers and aviation medicine specialistsconvened together to discuss relationships between man and machine in order to identifyany biotechnology research deficiencies and establish appropriate selection, training andassignment criteria for future high-performance aircraft.

Papers presented at the Aerospace Medical Panel's Specialists' Meeting held in Lisbon, Portugal,22-26 October 1979.

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Documents

Operational Roles, Aircrew Systems and umanFactrs i · I ira-- 2000, and Tornado. The operational roles, aircrew systems, and human factors aspects of these aircraft were considered