tentative program - SAFE Association

Transcription

TENTATIVE PROGRAM
52nd ANNUAL SAFE SYMPOSIUM
NOVEMBER 3-5, 2014
CARIBE ROYALE HOTEL
and CONVENTION CENTER
ORLANDO, FLORIDA
It is with pleasure that we welcome you to the 52nd Annual SAFE Symposium being held at the Caribe Royale
Hotel and Convention Center in Orlando, Florida. This year’s symposium continues its tradition of being the
premier forum for professionals, academics, engineers, and industry leaders who join together with the goal of
advancing personal safety and protection in air, land, space, and marine environments worldwide.
The Annual SAFE Symposium remains a powerful platform for innovation, education, networking, and strengthening the disciplines of the personal safety and protection community. The knowledge shared and relationships
created among participants are conduits for continued learning, exploration, and innovation.
This year’s program will feature a several special presentation speakers, offer technical sessions including panels, papers, and briefings and will provide a valuable opportunity to share ideas on an international basis with
participants from around the world. Attendees will also have the opportunity to explore the technological advancements and innovations in safety and life-sustaining equipment by visiting with the many members of industry who will be exhibiting at this year’s symposium.
The 2014 Symposium Committee and the SAFE Board of Directors would like to thank all Symposium participants and exhibitors. We would also like to offer a special thanks to our individual and corporate sustaining
members for their commitment and dedication to SAFE.
Any changes to this tentative program will be posted on the SAFE website at www.safeassociation.com under
the Symposium link, so check periodically for the latest information! A final program will be provided on-site.
Call for Moderators ________________________________________________________________________ 2
Registration: Rates, Information, Policies/Information & Registration Form __________________________ 3-6
Credit Card Form for all services (if not using electronic submission on web) ___________________________ 7
Sleeping Room Reservation and Hotel Information _______________________________________________ 8
Hotel Property Map _______________________________________________________________________ 9
Exhibit Hall Hours and Tentative Timeline of Events ______________________________________________ 10
Exhibit Access Policy, Set-up and Tear-Down Information _________________________________________ 11
Get-Acquainted Reception _________________________________________________________________ 11
SAFE General Membership Meeting __________________________________________________________ 11
Presentation of 2014 Awards & Awardee Reception ______________________________________________ 11
Photography Policy and Reminder Datelines ____________________________________________________ 12
Exhibit Reservation Information, List of 2014 Exhibitors and Floor Plan ___________________________ 13-16
Sunday Program _________________________________________________________________________ 17
Monday Program ______________________________________________________________________ 18-27
Tuesday Program _____________________________________________________________________ 28-39
Wednesday Program ___________________________________________________________________ 40-48
Golf Tournament _____________________________________________________________________ 49-50
5k Runner Information ____________________________________________________________________ 51
SAFE Raffle _____________________________________________________________________________ 52
SAFE Corporate Sustaining Members _________________________________________________________ 53
Call for Moderators - 2014
We are seeking technical session moderators to serve during the 2014 Symposium.
Below are the guidelines for session moderators. Our moderators often tell us this is a very rewarding experience so we hope you consider sharing your expertise and serving!
Send an e-mail to Jeani Benton (safe@peak.org) if you are interested. Include your area of expertise / interest so we can match you session to your interests.
GUIDELINES FOR SESSION MODERATORS
PRIOR TO THE MEETING:
The SAFE office will provide the Moderator with contact information of the session speakers, the text of their
abstracts, and presentation technical requirements.
The Moderator will contact the speakers before the meeting to ensure that the speakers:
Are attending the meeting and contact safe@peak.org immediately if they cannot.
Are aware of and comply with the required format for presentations, including videos.
Will meet the moderator at the author’s briefing at 7:45 AM the morning of their presentation.
AT THE MEETING:
The Moderator will
Notify the Symposium staff if there are problems with the equipment in the session room (laptop, laser
pointer, other audio visual).
Meet with the presenters 20 minutes before the session begins to load and test the presentations.
At the beginning of the session, make the following announcements:
Remind the audience to turn off their electronic devices.
Explain how the session will be conducted (i.e., the amount of time per presentation and when
the question/answer periods will be held).
Before each presentation, provide a short introduction consisting of the title, the authors’ names
and the presenter’s affiliation. Do not read the speaker’s biography.
Keep speakers on time, typically 30 minute slots including 5 to 10 minutes at the end reserved
for questions.
Prepare at least one question for each presentation to stimulate discussion from the audience as
needed.
Remind attendees with questions to rise and identify themselves.
Fill out the Moderator’s Summary Form (to be provided prior to symposium and/or during the
author’s morning briefing) and leave it on session table for the Symposium staff to collect.
2014 SAFE Symposium – Tentative Program
Page 2
REGISTRATION RATES:
SAFE Member:
Spouse Program:
$350.00 - Pre-registration
$400.00 - At-the-door
$100.00 – This fee covers all activities open to
general attendees for all three days of the symposium.
Member registration does not include dues.
Non-Member:
$450.00 - Pre-registration
$500.00 - At-the-door
Non-Member registration does not include
membership dues to the SAFE Association.
U.S. personnel assigned to a military organization/installation holding a valid Active Duty Military, Department of Defense
I.D/CAC card and the U.S. Coast Guard $80.00
Covers all three (3) days of the Symposium.
I.D. will be checked.
All foreign military active duty personnel:
$80.00
Covers all three (3) days of the Symposium.
I.D. will be checked.
One Day Registration $225.00 per day. If
an attendee wishes to register for more than
one day, they will be required to re-register
each day.
Golf Tournament: See pages 49-50 for
complete tournament information and
sign-up.
Pre-registration deadline: October 3rd. This
date applies to all registrations.
Pre-registration is necessary should you wish
to be listed on the pre-registration list. SAFE
does not publish an on-site registration list.
Credit card charges for registration are processed
approximately 2-3 weeks prior to the symposium.
Full refunds are issued in the event you are unable
to attend.
Please see all registration policies on pages
4-5
If registering by check, make
check payable to:
SAFE Association
and mail to:
Post Office Box 130
Creswell, OR 97426-0130
(credit cards also accepted –
see page 7)
For further information, call:
Phone: (541) 895-3012
FAX: (541) 895-3014
e-mail: safe@peak.org
REGISTER EARLY!! - MAKE PLANS NOW
TO ATTEND!
Page 3
REGISTRATION POLICIES & INFORMATION
GENERAL POLICIES:
All persons attending the Symposium, including technical presenters, and general participants pay the applicable
registration rate as shown on page 3.
No telephone registrations are accepted and no pre-or post-symposium invoicing will be done.
Receipts in advance of the symposium are not provided EXCEPT when paying using the payments link on the
SAFE website. A receipt is generated by the system when you pay on line regardless of the credit method used.
If duplicates are needed, a general receipt card will be available at the registration desk, along with program
materials, including attendee badge. You are welcome to e-mail the SAFE office (safe@peak.org) to verify receipt
of your registration.
One day registration will be $225.00 and will be accepted in advance and/or at-the-door. One Day Badge
Pick-Up Policy: If an attendee wishes to register for more than one day, they will be required to re-register
each day.
All registrants, including exhibitors are invited to attend the Get-Acquainted Cocktail party on Sunday, November
2nd and the Awardees Reception on Monday, November 3rd.
International visitors registering by check or money order must provide payment in U.S. funds. SAFE does not
accept bank transfers.
Membership in a SAFE Chapter does not entitle attendee registration at the SAFE member rate. You must be a
member of the headquarters organization to obtain the member rate.
Please do not FAX, e-mail and mail your registration. Duplication of registration causes unnecessary paperwork
and confusion.
PRE-REGISTRATION:
To qualify for the pre-registration rate, and appear on the pre-registration list, registrants must pay in advance
on or before the deadline of October 3rd. SAFE does not publish an on-site registration list of attendees.
Pre-Registration will be accepted via mail, FAX or on-line.
Registration payment may be made by cash, check, money order, or credit card via the payments drop down on
the SAFE website at www.safeassociation.com.
SAFE accepts Visa, Master Card, and American Express.
Payment using the payments drop down on the SAFE website does not require a personal account to
use. It does, however, protect your credit card information better than submission via e-mail.
Registrations received after the pre-registration deadline will be charged the at-the-door rate.
Registration information continues next page
Page 4
FAX REGISTRATION:
FAX registrations with payment will be also be accepted. FAX registrations received without credit card information will be treated as at-the-door registrations and applicable rates will apply. SAFE accepts Visa, Master
Card, and American Express. See registration and credit card form on pages 6 & 7.
AT-THE-DOOR REGISTRATION:
At-the-door registration is available by credit card, check or cash. At-the-door registration fees shown on
page 3.
MODERATORS NEEDED – SEE PAGE 2
Page 5
NOTE TO EXHIBITORS: PLEASE DO NOT USE THIS REGISTRATION FORM. EXHIBIT
PERSONNEL CAN REGISTER ON-LINE AT WWW.SAFEASSOCIATION.COM UNDER THE
SYMPOSIUM LINK.
ON-LINE REGISTRATION IS ALSO AVAILABLE FOR GENERAL ATTENDEES
(WWW.SAFEASSOCIATION.COM)
2014 SAFE SYMPOSIUM REGISTRATION
1st line on attendee badge will be
TITLE : (Mr. Ms., Rank etc). __________________________________________________________________________
and
FULL NAME ________________________________________________________________________________
2nd line on attendee badge will be:
COMPANY OR ORGANIZATION ____________________________________________________________________
3rd line on attendee badge will be:
City __________________________________ State/Country _____________________ Zip _______________________
Phone ____________________________________________________________
E-Mail _____________________________________________________________________________________________
_______
SAFE Member
$350.00 (At-the-Door $400.00)
_______
Non-Member
$450.00 (At-the-Door $500.00)
_______
U.S. personnel assigned to a military organization/installation holding a valid Active Duty Military or
Department of Defense I.D/CAC card and members of the United States Coast Guard – $80.00
registration for all three days of the symposium – identification will be confirmed
_______
Non U.S. active duty military personnel - $80.00 – covers all 3 days
_______
One Day Registration $225.00 per day
Circle day attending (Monday, Tuesday or Wednesday)
_______
Spouse Registration - $100.00 – covers all 3 days. Name: _____________________
_______
Golf Tournament $85.00
Handicap ___________
Total Amount Paid $_____________
IF REGISTERING BY MAIL AND PAYING BY CHECK, PLEASE COMPLETE THE REGISTRATION FORM
ABOVE AND SEND WITH YOUR CHECK OR USE CREDIT CARD INFORMATION FORM ON NEXT PAGE
SEE CREDIT CARD FORM NEXT PAGE
Page 6
CREDIT CARD FORM
IF REGISTERING BY FAX, PLEASE COMPLETE THE CREDIT CARD FORM BELOW ALONG WITH THE
REGISTRATION FORM ON PAGE 6
Electronic payment can also be made using the drop downs under the payments menu on the
SAFE website: www.safeassociation.com
THE SAFE ASSOCIATION ACCEPTS VISA, MASTER CARD AND AMERICAN EXPRESS. SHOULD YOU WISH
TO USE THIS FORM OF PAYMENT, ALL INFORMATION BELOW MUST BE LEGIBLY COMPLETED:
Check one:
Visa _____
MasterCard _____
American Express _____
PRINT NAME ON CARD _______________________________________________________________
ACCOUNT NUMBER __________________________________________________________________
EXPIRATION DATE___________________________AMOUNT $ _____________________________
PAYMENT FOR _______________________________________________________________________
SIGNATURE _________________________________________________________________________
PHONE #________________________________________________________
Page 7
SLEEPING ROOM RESERVATIONS & HOTEL INFORMATION:
When calling the hotel for reservations, please identify yourself with SAFE Association to confirm a room
under the SAFE contracted block and to receive the negotiated group rate.
Per diem rooms are available at the prevailing government rate and are subject to change. Government
employees and members of the military should advise the reservations clerk (or include when
reserving online) that the group code for SAFE is: GOVSAFE52
No booking code is required for attendees not covered in the above paragraph. However, advise the reservations clerk (or include when reserving online) that you’re at-tending the SAFE Symposium to get the negotiated room rate.
Queen Double / Standard King - $139.00
King Deluxe - $159.00
No deposit is required at time of booking but a credit card number & expiration date will guarantee the booking.
The hotel has a 48 hour cancellation policy.
Additional persons over two (2) occupying the same room will be charged an extra $15.00 per person, per
night.
Toll Free Room reservation number: (888) 258-7501 SAFE holds the room block over the October 30th –
November 7th dates.
Hotel is linked at www.safeassociation.com or you can use the below URL for direct reservations:
https://resweb.passkey.com/Resweb.do?mode=welco me_ei_new&eventID=10713357
Room Reservation Deadline: October 1, 2014
Hotel general information number: (800) 823-8300
Notice of Housing Scam: If you are contacted by any company claiming they are the "official" housing
service for the 2014 SAFE Symposium, and that they are able to obtain significant reductions for you on
rooms, please do not do business with them. SAFE has made no arrangement, nor does it plan to, for the
utilization of a 2014 sleeping room housing service.
Management at the Caribe Royale Hotel has been advised and, unfortunately, they reported this is becoming more of an issue across the country each year. They have also advised that these shysters get as
much money as they can, close up shop, and move prior to being investigated and/or arrested. They will
take your deposit and run!
Special Note: We understand that companies offering to provide individual rooms or small room blocks at
less than SAFE contracted rates have been in contact with several of our corporate members and exhibitors.
While the SAFE room rate may be a few dollars more than the rates quoted by these companies, this is due
to the fact that SAFE negotiates with the hotel to obtain no rental fees for our meeting and exhibit space.
This negotiation results in a huge savings which is passed along to our SAFE attendees in the form of lower
registration and exhibit space rates. The hotel recovers a small percentage of this rental by adding a few
dollars to the negotiated room rate. It is important to understand that this slight room increase does not
come close to covering the astronomical per square foot per day rates the hotel normally charges for meeting room and exhibit space rental.
SAFE is financially liable for all contracted rooms, whether the hotel sells them or not. This is why we ask
that you always book your rooms under the SAFE block. We work diligently to give all attendees the best
overall experience at our annual Symposium and ask for your continued support.
Page 8
THE CARIBE ROYALE and CONVENTION CENTER PROPERTY PLAN
PICK – UP FROM PAGE 19 OF PRELIMINARY INFORMATION BOOKLET – lighten a bit if possible –
as it was difficult to view/read.
Page 9
EXHIBIT HALL HOURS:
Monday, 11/3
1:00 PM – 5:00 PM
Tuesday, 11/4
10:00 AM – 5:00 PM
Wednesday, 11/5
10:00 AM – 3:00 PM
The exhibit hall will remain open during the lunch hour on Tuesday and Wednesday
TENTATIVE TIMELINE
Please note: These times are provided for pre-planning only and are subject
to change as the Symposium draws near.
SUNDAY, NOVEMBER 2nd
TUESDAY, NOVEMBER 4th
7:00 AM – 10:00 PM
8:30 AM (start time)
10:00 AM – 6:00 PM
3:00 PM
7:00 PM – 9:30 PM
7:00
8:00
8:30
9:30
Exhibitor Set-up
Golf Tournament
Registration Open
5K Runner
Get – Acquainted
Reception (Exhibits
Closed)
MONDAY, NOVEMBER 3rd
7:00 AM - 7:45 AM
8:00 AM - 5:00 PM
8:30 AM – 10:00 AM
10:00 AM – 10:30 AM
10:30 AM – Noon
Noon - 1:00 PM
1:00 PM
1:00 PM – 2:30 PM
2:30 PM – 3:00 PM
3:00 PM – 4:30 PM
5:00 PM
5:15 PM – 6:30 PM
7:00 PM – 9:30 PM
Author’s AV Briefing
Registration Open
Special Presentation
Speaker – Andy Green
Refreshment Break
Technical Sessions
Lunch (Exhibits Closed)
Exhibits Open
Technical Sessions
Refreshment Break
Technical Sessions
Exhibits Close
SAFE General Membership
Meeting
Presentation of 2014 Awards
and Awardees Reception
AM
AM
AM
AM
- 7:45 AM
- 5:00 PM
– 9:30 AM
– 10:00 AM
10:00 AM Exhibits Open
10:00 AM – 10:30 AM
10:30 AM - Noon
Noon - 1:00 PM
1:00 PM – 2:30 PM
2:30 PM – 3:00 PM
3:00 PM – 5:00 PM
5:00 PM
Registration Open
PMA-202 Briefing
Special Presentation
Speaker - SGM Quinones
Refreshment Break
Technical Sessions
Lunch (Exhibits Open)
Technical Sessions
Refreshment Break
Technical Sessions
Exhibits Close
WEDNESDAY, NOVEMBER 5th
7:00 AM - 7:45 AM
8:00 AM - 5:00 PM
8:30 AM – 10:00 AM
8:30 AM – 10:00 AM
10:00 AM Exhibits Open
10:00 AM – 10:30 AM
10:30 AM – Noon
Noon - 1:00 PM
1:00 PM – 2:30 PM
2:00 PM
2:30 PM – 3:00 PM
3:00 PM
3:00 PM – 9:00 PM
Registration Open
Historical Session
Technical Sessions
Refreshment Break
Technical Sessions
Lunch (Exhibits Open)
Technical Sessions
Raffle (Exhibit Hall)
Refreshment Break
Exhibits Close
Exhibitor Tear-Down
Page 10
EXHIBIT AREA ACCESS POLICY, SET-UP AND TEAR-DOWN TIMES
The Symposium Committee has developed the exhibit area set-up and access policies to protect the exhibitors and their products from unauthorized access and theft. We appreciate your cooperation and understanding in this matter.
Set-up for exhibitors will be Sunday, November 2nd from 7:00 AM – 10:00 PM. We urge you to have your
exhibits set early in order that you enjoy the social that evening. Persons who are not setting booths
should not be in the exhibit area and security will be enforced for the protection of our exhibitors.
Tear-down for exhibitors will be Wednesday, November 5th beginning at 3:00 PM. Tear-down must be
completed by 9:00 PM on Wednesday evening. We ask that you not commence your tear-down prior to
3:00 PM as this is disruptive to your neighboring exhibitors who may still be conducting business.
GOLF TOURNAMENT PRIZES AND GIVE-AWAYS – See pages 49 & 50 for complete
tournament information including participation.
5k RUNNER – See page 51 for complete information.
GET-ACQUAINTED RECEPTION
Our 2014 Get-Acquainted Reception will be held on Sunday, November 2nd from 7:00 PM – 9:30 PM and is
open to all symposium attendees.
There will be complimentary food. We will provide free non-alcoholic beverages, and all attendees will
have the option of purchasing alcoholic beverages.
The Exhibits Hall will not be open during this time.
SAFE GENERAL MEMBERSHIP MEETING
The 2014 SAFE General Membership Meeting will be held on Monday, November 3rd from 5:15 PM – 6:30
PM.
PRESENTATION OF 2014 AWARDS and AWARDEES RECEPTION
Our 2014 Awardees Reception and presentation of 2014 Awards will be held on Monday, November 3rd
from 7:00 PM – 9:30 PM and is open to all symposium attendees.
Changes to the 2014 Awards Presentation and the 2014 Awardee Reception will be as follows:
1.
From 7:00 PM – 7:30 PM the bar will be open so that everyone can “grab” a beverage and be
seated prior to the start of the Awards presentations. We will provide free non-alcoholic beverages,
and all attendees will have the option of purchasing alcoholic beverages.
2.
At 7:30 PM the 2014 SAFE Awards will be presented.
3.
At the conclusion of the 2014 SAFE Awards presentation, the bar will re-open and complimentary
food will be served.
We ask that you help us congratulate our 2014 Award Recipients and that you respect this new Awards
procedure. And . . . ENJOY!
Continues next page
Page 11
SAFE PHOTOGRAPHY POLICY
No in-session photography is permitted except photos taken by the official SAFE photographer.
The taking of photographs inside the Exhibit Hall IS NOT permitted except by those photographing their
own booth, booth visitors, and displays after the Exhibit Hall opens on Monday. To photograph anything
inside the Exhibit Hall or area other than previously explained, you must receive prior informed consent
of the individual and/or owner of the subject matter. Photographs may only be taken during normal
exhibit hours with the consenting individual present at the time the photographs are taken.
No photography is permitted in the Exhibit Hall or area prior to opening and after closing. All attendees
are expected to comply.
Official SAFE photos will be taken by an authorized photography service which is sanctioned and controlled by the Symposium Committee. If you see any suspicious photography-related activity, please
report it immediately.
REMINDER DATELINES
Room Reservation Deadline – Wednesday, October 1st
Pre-Registration Deadline – Friday, October 3rd
Booth Payment Balance Deadline – Friday, October 3rd
Golf Tournament Sign-Up Deadline – Friday, October 17th
Page 12
52ndANNUAL SAFE SYMPOSIUM
NOVEMBER 3-5, 2014
CARIBE ROYALE HOTEL & CONVENTION CENTER –
ORLANDO, FL
EXHIBIT SPACE RESERVATION FORM
NOTE: ON-LINE EXHIBIT RESERVATION AVAILABLE @ WWW.SAFEASSOCIATION.COM
Exhibit booths are 10 x 10. The exhibit fee includes three
(3) complimentary registrations per booth, 24-hour security, draping, booth identification sign, and clean-up.
Four guest passes per exhibitor (not per booth) per day
will be available at the registration desk. These passes are
for visiting customers of the exhibitor; not spouses,
friends, employees or consultants or anyone else employed
by that exhibitor. Use of guest passes will be monitored.
No exhibit space will be assigned unless the order is accompanied by a deposit of $100.00 per booth space. SAFE accepts credit cards – see page 7. Per-booth fees are shown below:
Cost of each 10 x 10 Booths:
(
(
)
)
SAFE Corporate Members,
Universities & Military ................... $1,400.00
Number of spaces required? ________
From the floor plan on page 16, please indicate your first
four choices of exhibit space numbers below. If all
indicated choices have been reserved prior to receipt of
this application, we will contact you regarding an assignment.
______ 1st choice
______ 2nd choice
______ 3rd choice
______ 4th choice
Enclosed is our check (or credit card information) in the
amount of: $ ____________
Return completed application to:
All Others ........................................ $2,000.00
Final booth balance due on or before October 3, 2014
SAFE Association
Post Office Box 130
(541) 895-3012
FAX: (541) 895-3014
Company Name: ____________________________________________________________________________________
Postal Mailing Address of person in charge of all future exhibit-related mailings – can be different than the person filling out
this form: _________________________________________________________________________________________
City, State, Zip, Postal Code, Country ___________________________________________________________________
Individual to contact regarding application: _______________________________________________________________
Telephone: (
) ______________________________________________
E-Mail (Mandatory) _______________________________________________ _________________________________
Signed ______________________________________________________ Date: _________________________________
Page 13
2014 SYMPOSIUM EXHIBITORS
The following exhibitors will be in attendance at this year’s symposium. SAFE would like to thank them in advance for their participation and support of the SAFE Association and we encourage everyone to stop by each of
these booths during the symposium:
400
ACR Artex
613
ADS, Inc.
106
Aegisound
204
Aerial Machine and Tool
515
Aeroflex
417
Air Cruisers Company dba Zodiac Aero Evacuation Systems
506
Air Liquide Advanced Technologies
205
Air Techniques International
507
Autoflug GmbH
108
Bally Ribbon Mills
608
Bose
201
Cam Lock
206
Cartridge Actuated Devices (CAD)
701, 703 & 705
Chemring Energetic Devices
105 & 107
Cobham
305
Dayton T. Brown, Inc.
113 & 212
East/West Industries, Inc.
708
Elbit Systems SAR & Data Links - Elisra, Ltd.
415
Engineered Arresting Systems Corporation
112 & 114
Essex Industries
607
FliteLite
513 & 612
FXC/Guardian Parachute
307, 309, 406 & 408
Gentex Corporation
407
Gibson & Barnes
609
Interactive Safety Products, Inc.
115
Kistler Instrument Corporation
402
Life Support International
409 & 508
Martin-Baker Aircraft Company, Limited
214
Massif Mountain Gear
314
McMurdo Group - Orolia SAS
304
Nammo Talley, Inc.
109
Networks Electronic Company
615
Oregon Aero
301 & 303
Pacific Scientific Energetic Materials Co.
312
Parachute Industry Association (PIA)
713
Para-Gear Equipment Co., Inc.
709
Phantom Products
509
SECUMAR Bernhardt Apparatebau GmbH u. Co.
Continues next page
Page 14
213, 215, 217 & 219
SSK Industries (+ Butler Parachute Systems & Systems Technology)
200 & 202
Stearns
514
Stratus Systems
313, 315, 412 & 414
Survitec Group
413 & 512
Switlik Parachute Co., Inc.
116 & 118
Teledyne Energetics
712
Tex-Shield, Inc.
316
TIAX, LLC
117, 119, 216 & 218
UTC Aerospace Systems
317 & 319
W. L. Gore & Associates, Inc.
207, 209, 306 & 308
Wel-Fab, Inc.
208
Zodiac Aerospace (AVOX Systems, Inc.)
Exhibit Floor Plan on Next Page
Page 15
SUNDAY, NOVEMBER 2nd
EXHIBITOR SET-UP – 7:00 AM – 10:00 PM
2014 SAFE GOLF TOURNAMENT – START TIME: 8:30 AM. SEE PAGES 49-50 FOR COMPLETE INFORMATION.
REGISTRATION OPEN – 10:00 AM – 6:00 PM
2014 SAFE 5K RUNNER – START TIME: 3:00 PM - SEE PAGE 51 FOR COMPLETE INFORMATION.
SUNDAY - 7:00 PM – 9:30 PM
GET – ACQUAINTED RECEPTION
LOCATION: CARIBBEAN BALLROOM 2 & 3
Our 2014 Get-Acquainted Reception will be held on Sunday, November 2 nd from 7:00 PM – 9:30 PM and is open
to all symposium attendees.
There will be complimentary food. We will provide free non-alcoholic beverages, and all attendees will have the
option of purchasing alcoholic beverages.
The Exhibits Hall will not be open during this time.
Monday Program Begins Next Page
Page 17
MONDAY, NOVEMBER 3rd
MONDAY - 7:00 – 7:45 AM
AUTHOR’S COORDINATION AND BRIEFING
LOCATION: HIBISCUS
The morning author’s coffee is for that day’s presenters and moderators only. We ask that all
others use the coffee shop facilities within the hotel.
MONDAY - 8:00 AM – 5:00 PM REGISTRATION OPEN
LOCATION: CARIBBEAN BALLROOM 1
MONDAY – 1:00 PM – 5:00 PM
EXHIBITS OPEN
LOCATION: EXHIBIT HALL – GRAND SIERRA BALLROOM
MONDAY – 8:30 AM – 10:00 AM
SPECIAL PRESENTATION SPEAKER
Wing Commander Andy Green, RAF
'Project BLOODHOUND- Safety at 1,000 mph'
Welcome and Introduction by Mr. Joel Albinowski,
2014 SAFE President
Project BLOODHOUND is the latest British attempt at the World Land
Speed Record, which is targeting the extraordinary speed of 1,000 mph,
and is due to run in 2015. The Car is 42 feet long, 10 feet high, and
powered by 3 engines: the latest generation of military jet engine
(20,000 lb. thrust), a next-generation hybrid rocket (27,000 lb. thrust)
and a V12 race car engine (800 hp.) which powers the rocket pump.
This Car will accelerate from rest to 1,000 mph, cover a mile in 3.6 seconds, and then slow to a stop again in just 2 minutes, at which point it
will be 12 miles from where it started.
The objective behind this Project is far more than just a new World Land
Speed Record. It is intended to bring science and technology to life for
a new generation, and to inspire the young people of today with the excitement of a world-class ‘Engineering Adventure’. BLOODHOUND is
now working with Governments to deliver 1,000 mph science lessons
into schools across the UK, South Africa, and many other countries. The
Project has generated the longest-running and most widely read engineering diary in history, and has already reached an audience of around 10 million through YouTube, before
the Car even starts to run. The technology has already been installed around the desert track in South Africa
to allow live streaming of video at 1,000 mph to a global audience.
(continues)
Page 18
BLOODHOUND is now set to deliver on its promises for a 1,000 mph World Record, for a global Engineering
Adventure, and for a new generation inspired by engineering. However, there is one essential requirement to
achieve all of this – safety. The technologies involved in building the World’s first 1,000 mph Car are simply
astonishing. BLOODHOUND is literally pushing back the boundaries of physics. To do this safely, the team has
had to ask – and answer – some key questions. What does ‘safety’ actually mean at these speeds? And how
is it delivered?
Wing Commander Andy Green has some answers. He is a Royal Air Force fighter pilot, the current holder of
the World Land Speed Record, and BLOODHOUND’s driver, and has been working closely with the BLOODHOUND engineering team for the past 6 years. How the team has learned from the previous record, and how
the ground-breaking technologies have been developed to deliver 1,000 mph safely, will be key themes in his
presentation to the SAFE Symposium.
ANDY GREEN – The ‘Fastest Man on Earth’
Wing Commander Andy Green, ‘The Fastest Man on Earth’, is a serving Royal Air Force Fighter Pilot.
Driving Richard Noble’s Thrust SSC (Super Sonic Car) in 1997, Andy set the world’s first and only supersonic
land speed record at an astonishing 763 mph, driving literally ‘faster than a speeding bullet’. After setting
the outright Land Speed Record in 1997, Andy went on to drive the JCB DIESELMAX car in 2006, setting a
record of 350 mph for the world’s fastest diesel car – powered by JCB digger engines.
Andy is now involved in perhaps the ultimate Land Speed Record challenge. He is the driver for the new
Bloodhound SSC, designed to reach an astonishing 1,000 mph. Using his previous Record-breaking experience, and drawing on his first-class Mathematics degree from Oxford and his experience as a Fighter Pilot,
Andy is a central member of the design team for this remarkable jet- and rocket-powered Car.
This Project is linked through a major education program into schools across the UK and (through a hugely
successful website, www.BLOODHOUNDSSC.com) to students around the world. The Project aims to inspire
the next generation of young engineers and scientists, while setting the most remarkable Land Speed Record
of all time – 1,000 mph.
MONDAY – 10:00 AM – 10:30 AM
REFRESHMENT BREAK
LOCATION: HALL AREA OUTSIDE EXHIBITS
Monday program continues next page
Page 19
MONDAY – 10:30 AM – NOON
HELICOPTER INJURY
LOCATION: ANTIGUA 1 & 2
MODERATOR: TBD
Paper – Helicopter Seat Belt Tensioner – Mr. Brian Harvey, Mechanical Engineer, Crashworthy Systems, Naval Air Warfare Center, Aircraft Division, Patuxent River, MD
Introduction: With the complex attitudes typically experienced during a helicopter crash (roll, pitch, yaw),
the combination of torsional, compressive, and flexion loads does adversely affect the neck and head. To
date, limited research has been done to investigate the benefits of belt tensioning to reduce neck and head
injury. In the early 90’s, the automotive industry began to implement belt tensioning, with promising results. Today almost every vehicle built has some form of belt tensioning in production.
Methods: Computer models and HA testing of pilot/copilot seats (in development) have demonstrated that
belt slack is introduced during the beginning stages of seat stroke as the occupant is pushed downward into
the seat bottom cushion/cover. This leads to increased upper torso movement, neck moment, and head
swing. Reducing the slack before significant torso movement has occurred will likely reduce the upper torso
movement, neck moment, and head swing resulting in reduced risk of injury.
A dynamic test series was conducted on a mechanical seat belt tensioning system using the Reusable Energy Attenuating Lab (REAL) seat. The purpose of the testing was to determine the effectiveness of mechanical tensioning of seat belts to reduce injuries during a mishap. The series of tests were conducted utilizing
the Horizontal Accelerator Test Facility (HAF) at Patuxent River Naval Air Station during 2014-2014.
Results: An analysis of the results showed significant reductions in lower neck and lumbar loads using mechanical seat belt tensioning. Modest improvement in head and neck excursion was also achieved using
mechanical seat belt tensioning.
Discussion: Further testing with the addition of a pyrotechnic webbing retractor may be evaluated in future
tests. It is believed that the increase in speed at which the pyrotechnic device can further reduce belt slack
may significantly improve the test results.
Paper - Excessive Boarding Mass – What is the Problem and Can it be Solved? – A UK Military
Perspective - Mr. Les Neil, Principal Engineer, Qinetiq, Farnborough, United Kingdom
Abstract: Whether for use by troops, passengers or pilots, all seats currently in use in UK military platforms have a specified load capability which is determined, at the design and building stages, by applying
either static loads, dynamic loads or both. The application of these loads is designed to offer a level, i.e. a
‘design case’, at which the seat should be able to restrain an occupant without complete collapse during a
crash impact sequence. In the case of Energy Absorbing (EA) stroking seats, the seat design should also
offer methods of reducing lumbar loading on the occupant to levels which should not lead to significant spinal injury.
Design cases are also based on the mass of the expected end user/occupant. Therefore put simply, seats
should be able to withstand the required levels of force or acceleration applied in several directions when an
occupant of specified mass is sat in the seat. However, there are occasions where seats being currently used
in UK military platforms may not offer full protection to military occupants, essentially because crew and
their personal equipment are getting heavier, resulting in the seats having to withstand loads, forces and
accelerations in excess of those to which they were designed.
Additionally, it is clear that the issue of excessive boarding mass does not only affect users of some of the
older seats in service. Unless designed with a capability to change the EA stroking characteristics, such as a
Page 20
‘dial your weight’ capability, even the most modern seats in use can be affected by boarding masses in excess of the original design case for the seat.
This paper summarizes the issues where occupant safety might be compromised due to excessive boarding
mass and attempts to identify what, if anything, can be done to mitigate any injuries that might ensue.
Paper - The Effects of Body-Borne Gear on the Risk of Spinal Injury in Helicopter Mishaps - Mr.
Roger Podob, Engineer, Naval Air Warfare Center, Aircraft Division, Patuxent River, MD
Abstract: Aircrew, pilots, and troops in today’s armed forces need to carry a substantial amount of equipment in order to perform their mission duties. Survival gear, body armor, weapons, radios, etc., can easily
combine to weigh in excess of 40 pounds. With most of this equipment mounted to a vest, the spine must
bear the extra weight, which will increase spinal loads and the associated risk of injury in the event of a
crash. What has been unknown is the extent to which the added weight increases spinal loads.
The research presented in this paper sought to determine how significantly the additional weight increases
the risk of injury. Placement of the equipment on the torso was also considered, as was seatback angle.
Three anthropomorphic test devices (ATDs, or crash test dummies), representing a small female, an average male, and a large male, were crash tested with five different configurations of body-borne equipment,
ranging from a flight suit and no helmet to full survival gear, body armor, and helmet. Each configuration
was tested three times to help mitigate data scatter. Forces and moments were measured at the lumbar
spine as well as the upper and lower neck.
Results show that location of the body-borne equipment is nearly as important as its weight. Adding equipment to the back of the torso appears to reduce spinal force, as does a more upright seatback angle. Placing the weight on the front of the torso had no appreciable difference from placing weight on the sides of the
torso. As expected, the effects of the added weight are more pronounced on the smaller ATD. A secondary
observation was the need for multiple tests of the same configuration due to data scatter.
MONDAY – NOON – 1:00 PM
LUNCH BREAK
EXHIBITS ARE NOT OPEN AT THIS TIME
MONDAY – 1:00 PM – 5:00 PM
EXHIBITS OPEN
MONDAY – 1:00 PM – 2:30 PM
DYNAMIC TESTING
MODERATOR: TBD
Paper – Dynamic Test Repeatability – Mr. Chris McDaniel, Mechanical Engineer, Naval Air Warfare Center, Patuxent River, MD
Introduction: Anthropomorphic Test Devices (ATD) are used frequently in validation of new personal protection equipment and a specific size of ATD is required to obtain the worst case data. Often, facilities have several ATDs of each specific size which are used to qualify new equipment, with the assumption that response
will be the same. It was decided that the variability between ATDs should be understood in order to better
quantify whether or not new equipment passes. Specifically, this information will be used to determine wheth2014 SAFE Symposium – Tentative Program
Page 21
er or not a test passes if it meets the maximum acceptable criteria given the known variance of available
ATDs.
Methods: Testing was conducted on two 50th percentile male Hybrid III ATDs utilizing NAVAIR’s Horizontal
Accelerator Laboratory (HAL). The HAL is used to support flight clearance decisions for seating systems and
body-borne equipment. HAL also has the capability to simulate parachute opening shock after ejection and
improvised explosive device dynamic pulses.
Two different positioning methods were utilized to determine to what extent ATD positioning effects dynamic
response. The two different ATDs were compared to each other to see how much variance there was between
two similar ATDs.
Results: Data collected from testing suggests that initial positioning is not as critical as once thought for our
application. However, data shows that slight differences in ATD buildup, such as abdomens of different ages
and materials, perform vastly different.
Discussion: The assessment of the data collected during this test series is being used to develop tolerance
ranges for testing as well as improve test procedures in the dynamic test laboratories.
Paper – Temperature Effects on Anthropomorphic Test Device Necks - Mr. Chris McDaniel, Mechanical
Engineer, Naval Air Warfare Center, Patuxent River, MD
Introduction: Anthropomorphic Test Devices, ATDs, are invaluable when it comes to quantifying injury
prevention, but their ability to remain biofidelic with changing temperature has been a concern to outdoor
test facilities. A test series was conducted on the neck pendulum test fixture with head and neck assemblies
at various temperatures to determine how significant of an effect temperature has on ATD necks. The neck
pendulum test fixture, located within NAVAIR’s Dynamic Test Laboratories, is used to calibrate ATD head
and neck load cells and accelerometers and check biofidelity of the head and neck.
Methods: Two Hybrid III 50th percentile male necks and heads were soaked to a specified temperature and
then tested on the neck pendulum. Five different temperature ranges, between twenty-five and one hundred degrees Fahrenheit, were utilized for each of the neck assemblies during extension, flexion, and side
moment impacts. The upper necks and heads of the assemblies were fully instrumented. High speed video
was also captured to help analyze the amount of neck bending present at different temperature ranges.
Results: Results from this study suggest that increasing temperature causes an increase in the flexibility of
the neck, but that the peak neck loads remain consistent. Rebound from peak loads increases with temperature. Testing procedures for outdoor test laboratories will be adjusted according to the findings of this
study.
Discussion: Based on the results of the data from this test series, interpolations will be made about how
the rest of an ATD can be expected to react to temperature changes; the rest of the ATD is made of the
same materials the ATD neck is constructed from. These interpolations will then be used to improve scheduling of tests and test procedures at the outdoor test laboratories.
Briefing – Development and Application of a Large Scale High-Dynamic Centrifuge for Aviation Lifesupport Equipment – Mr. Shen Wenbo, Deputy Chief Engineer, AVIC Aerospace Life-Support Industries,
Ltd., Hubei, China
Abstract: The thesis developed the large-scale aviation single-arm centrifuge with the maximum average
acceleration charge rate at 10g/s and gyration radius at 8m, by the purpose of demonstrating adaptability,
structural property and dynamic performance of aviation life-support equipment under stable and dynamic
acceleration conditions of aircraft. The study was consisted with three major tasks: 1) the integral box-type
Page 22
beam structure design of this single-arm centrifuge, making strength characteristics match with rotary inertia
optimally, 2) the design of three-axis rolling pod and free swinging pod, equipped the centrifuge with not only
the capability of object test but also the primary functions of aeronautical and astronautic human centrifuge,
and 3) develop of high-precision velocity servo system adopted combination control mode of accelerationrotating velocity-torque closed loop control, torque forward-feedback control and variable parameter PID adjustment, which has meet the requirements of accurate simulation in aircraft acceleration condition and
equipment performance evaluation. Performance test of rocket ejection seat restriction system was conducted
to verify experimentally restriction effect of restriction mechanism and harness system on aviator under different flight attitude acceleration; results have indicated that the centrifuge provides a significant platform for
performance verification of whole-state aeronautic protecting and life-support equipment in acceleration situation. In the future, the centrifuge can be used to convert traditional concentrate loading mode in static
strength test into a more authentic mode of inertial load loading uniformly in equipment strength design and
structure optimization, which could provide more instructive basis in determining product strength parameters.
MONDAY – 1:00 PM – 2:30 PM
LIFE SUPPORT EQUIPMENT I
LOCATION: BONAIRE 1 & 2
MODERATOR: TBD
Paper – Earplug Pressure Equalization During Flight - Dr. Kristen Talcott, Industrial Engineer, and Ms.
Christen Semrud, Mathematician, Naval Air Warfare Center, Aircraft Division, Patuxent River, MD
Introduction: The Navy currently requires fixed wing aircraft pilots and aircrew to use vented earplugs to
reduce the risk of otitic barotrauma; however vents may significantly reduce earplug noise attenuation,
leading to increased risk of noise-induced hearing damage. The objective of this study was to determine the
need for a venting requirement through the evaluation of pressure equalization capabilities of earplugs used
by pilots and aircrew.
Methods: Pressure equalization of 14 earplugs: vented and non-vented custom-molded earplugs, vented
and non-vented Communications Earplugs (CEPs) with foam and custom-molded eartips (CEP402-C05,
CEP505-C11, CEP505-C11-V, and CEP508-C15), vented and non-vented Attenuating Custom Communications Earpiece System (ACCES®) earplugs, Sound Guard™ foam earplugs, and Quattro™ quad-flange earplugs were compared to that of the open ear during simulated flight profiles. Earplugs were evaluated using
a custom ear canal simulator test rig in a small unmanned altitude chamber. Rate of ascent and descent,
maximum altitude, and hold time at altitude were additional independent variables.
Results: Preliminary analysis shows that of the earplugs evaluated, only the Quattro™ produced enough
pressure differential to potentially cause otitic barotrauma. These failures to equalize pressure did not occur
on every trial and were observed for multiple flight profiles. When failure to equalize did occur, it tended to
be present on both ascent and descent. There were small changes in pressure observed for some of the
other earplugs, including CEPs with foam eartips. It is unclear if these pressure changes were due to failure
to equalize or drifts in sensor readings.
Discussion: Results suggest that Quattro™ quad-flange earplugs should not be used during tactical jet
flight due to their potential to prevent pressure equalization in the ear canal. More testing should be done to
evaluate their suitability for other applications, such as rotary aircraft flight. Results do not support the need
to vent communications earplugs for use in fixed wing aircraft.
This session continues next page
Page 23
Briefing - Enhanced Mission Endurance via Oxygen Mask Fit and Comfort Improvements – Mr. Paul
Ninefeldt, Aircrew Systems Product Manager, Gentex Corporation, Carbondale, PA
Introduction and Aim of Presentation: Physiological discomfort caused by oxygen masks worn by end
user pilots is an increasing issue due to extended mission requirements. Specific issues reported include hot
spots on the nose, air leakage, and mask slippage. Gentex has undertaken a product development project
evaluating multiple comfort/fit-focused variables, with the end goal of producing an improved mask that enhances the mission endurance of the pilot community. Gentex has collaborated with the Royal Netherlands
Air Force’s (RNLAF) Centre for Man in Aviation and is utilizing past research on these issues, by the RNLAF
and University of Twente.
The aim of the presentation is to provide an overview of the issues, potential design solutions, and preliminary data supporting the preferred design path(s). . Particular areas of focus will include facepiece hardness,
hardshell trim in the nasal region, and the angle of strap attachment from the mask to the helmet. The impact of each of these factors on end user comfort will be discussed in detail to guide the down selection of a
preferred design that will produce the greatest benefit to the pilot community.
Technical Outline and Conclusions:
The presentation is organized as follows:
1.
Introduction and Background
2.
Major comfort improvement challenges
a.
Case study, overview, and examples
b.
Lessons learned from each
c.
Solution(s) from each
3.
Potential pilot comfort solutions
4.
Conclusions
Benefit to Audience: The intention is that the presentation will foster a thought provoking discussion
about the comfort of pilots who wear MBU-20/P and similar oxygen masks, along with ways the AFE supply
base can address their concerns.
Paper - You Think You’ve Adjusted Your Night Vision Goggles Correctly? In service NVG Adjustment by UK Helicopter Aircrew - Mr. David Bigmore, Principal Engineer – Aircrew Systems, QinetiQ,
Farnborough, United Kingdom
In 2011 QinetiQ were tasked by UK MOD to conduct a study to identify issues with existing Night Vision
Goggles (NVG) adjustment, servicing and training practices and procedures. As part of this work a review of
aircrew NVG operational practices was conducted to assess how aircrew fit and adjust their NVGs on the
ground before going flying. Visits were made to three UK military helicopter bases to interview 72 pilots and
crewmen with experience of NVG use that varied between 25 and 1800 hours use covering five helicopter
types.
Each subject was asked 23 questions covering aspects such as NVG type used, training received, availability
of test sets, helmet type worn and use of counter balance weights. Each subject was then invited to don
their helmet and fit and adjust their NVGs as they would do prior to flight. These settings were recorded and
additional measurements taken to ascertain whether the optimum settings had been achieved; for instance
with respect to eye relief or inter-pupillary distance (IPD).
This testing established that the majority of aircrew do not set their NVGs in the optimum position; in some
cases intentionally, at other times unknowingly. For instance, differences between actual IPD and NVG IPD
setting of up to 15mm were measured, with differences of 5mm being common. It was found that very few
aircrew set their NVGs at the optimum eye relief, either setting the NVGs closer to the eyes to the detriment
of the view of the instruments or too far away which reduces the visible field of view of the NVG. Given the
Page 24
importance of correct positioning of the NVG in obtaining maximum optical performance, there appeared
significant scope for improvements through a combination of better training and improved procedures.
Paper – Improving Retention in Crash, Stability and Comfort in Flight of Apache Helicopter Pilot's
Helmet, by Upgrading the Head to Helmet Interface – Mr. Jacob (Coby) Brandstaetter, Lt. Col. (Res),
Senior Consultant, New Elective - Engineering Services, Ltd., Tel-Aviv, Israel
Background: During the second Lebanon war in 2006 two Israeli A.F. Apache helicopter collided in flight,
over the mountains of the Upper Galilee. The crews successfully brought both helicopters down to the ground,
to a controlled crash.
All four air crewmen lost their helmets in the crash and received head injuries. One pilot lost his life.
One of the event investigation summary recommendations was to improve the Apache pilot helmet on head
retention, preventing loss of helmets in future crash situations.
Choosing the Solution mode: Two main solution modes were considered, as an answer to the operational
demand: (1) Implant the helmet mounted cueing system elements on custom fitted I.A.F. helmet; (2) Improve the head to helmet interface of the original Apache helicopter pilot helmet.
Taking into consideration the importance of the exact mounting geometry of the helmet components onto the
shell and the differences in 3D geometry of each helmet shell sizes, the decision taken was to leave the original helmet's shell and the mounted components untouched and concentrate on improving the head to helmet
interface.
How it was done: The original inner shall and harness fitting assembly, had been replaced by custom fitted
lightweight Kevlar shell, inserted into the helmet cavity. Using the original attachment hardware and drills on
the helmet's shell prevented any change of the geometrical relations between the shell, and the mounted display, cueing system sensors, and electronics.
Testing and fielding: Two prototypes had been manufactured, tested by I.A.F. Test pilots and approved
for Squadron evaluation.
An additional ten modified helmets were supplied to experienced squadron pilots and used regularly for few
months. Enthusiastic feedback during the evaluation period and end-reports resulted in standardization of the
modification and fielding order. Fielding has been completed during 2014.
Summary: Aimed on improving safety by helmet on head retention, the modification was found to improve
the overall helmet performance by (1) Stabilizing the helmet on the head, minimizing vibrations, improving
weapon aiming and target acquisition; (2) Achieving better comfort by custom fitting; important on long duration missions; and (3) Markedly improved noise attenuation.
MONDAY – 2:30 PM – 3:00 PM
REFRESHMENT BREAK
Monday program continues next page
Page 25
MONDAY – 3:00 PM – 4:30 PM
EJECTION & CRASH I
MODERATOR: TBD
Paper - Accommodating the 21st Century Pilot: The Human Factor in Ejection Seat Restraint – Mr.
Pete Marston, Human Factors Engineer and Mr. Paul Adams, Human Engineering Manager, Martin-Baker Aircraft Co., Ltd. United Kingdom
Abstract: This paper provides an insight into the Human Factors considerations in modern restraint system
design and development for ejection seat aircraft. The complexities of accurate and relevant cockpit accommodation measurement are introduced as one of the key drivers of restraint design. Using a case study of a
current restraint system upgrade program being carried out for a multi-platform aircraft operator, the vast
increases in the population accommodated are discussed. The use of ergonomics aids within the cockpit, and
their benefits to both restraint and accommodation are presented as part of the full system approach to aircrew restraint.
With decades of experience in restraint system design for operators around the world, the latest in ejection
seat restraint design is described along with its benefits. The Generation 5 Integrated harness with its MartinBaker Water Activated Release System (MWARS), as designed for the F-35, is presented as the state of the
art in ejection seat restraint. The retrofit of the core design features of the Gen5 restraint across legacy platforms is discussed, focusing not only on optimum aircrew restraint, but also on training and safety.
Paper - Ejection Success Prediction Based on Historical Data – Mr. Mark Elson, Principal Systems Engineer, Martin-Baker Aircraft Co., Ltd. United Kingdom
Abstract: The primary functional escape requirement of an ejection seat is terrain clearance or preventing the
pilot crashing into the ground. Terrain clearance performance is usually assessed against a table of ejection
conditions and required safe heights (the lowest height, for an ejection condition, that the pilot can eject successfully at). This paper presents an alternative way of looking at terrain clearance.
Martin-Baker has a database of over 7000 ejections for about half of which the ejection conditions are known.
These known ejection conditions have been incorporated into a set of simulation runs so that any seat configuration can be run against them to assess its likely success rate. This paper presents the statistics on ejections conditions such as speed, altitude, dive and bank angles. Results are also presented which show the
progression in performance of the seat Mks from Mk4 to Mk16.
Paper – NACES Weight Extension Trade Study – Mr. Mark Elson, Principal Systems Engineer, MartinBaker Aircraft Co., Ltd., and Mr. Matt Conrad, NACES Project Engineer, Naval Air Warfare Center, Patuxent
River, MD
Abstract: In 2010, NAVAIR PMA 202 tasked Martin-Baker with performing a Weight Limit Study to: characterize injury risk versus weight and air speed across the entire ejection envelope for an aircrew weight range
of 103 – 245 lbs; to specify the aircrew weight range and ejection air speed range for which NACES (Navy Aircrew Common Ejection Seat) is considered safe for ejection; and to define the criteria used to determine safe
limits. NACES was qualified originally for the weight range 136 – 213 lbs.
The study found that limitations on the minimum crew weight at higher airspeeds were driven by MDRC (Multi-axial Dynamic Response Criteria) and NIC (Neck Injury Criteria) considerations whilst the limitation on the
maximum crew weight was driven by the descent rate under the parachute. The study then found a poor correlation between predicted injury rates from the injury criteria and live experience – for the qualified mass
range.
The live experience shows that NACES has performed well with over 100 ejections to date – one of which was
a 102 lbs female. The live experience suggests that arm flail protection and ease of parachute release should
Page 26
be a higher priority than mitigation against MDRC and head and neck loads. In particular, the measures to
reduce MDRC would not reduce the injuries that have been seen at high speed. However, there is an absence
of live data for small females and so some form of neck protection is recommended for sub-136 lbs female
crews especially when wearing HMDs or similar.
MONDAY – 5:00 PM
EXHIBITS CLOSE
MONDAY – 5:15 PM – 6:30 PM
SAFE GENERAL MEMBERSHIP MEETING
The 2014 SAFE General Membership Meeting will be held on Monday, November 3rd from 5:15 PM – 6:30 PM.
MONDAY – 7:00 PM – 9:30 PM
PRESENTATION OF 2014 AWARDS and AWARDEES RECEPTION
LOCATION: CARIBBEAN BALLROOM 2 & 3
We’ve changed our 2014 Awards Presentations this year and plan to make those presentations just prior to the
2014 Awardees Reception.
Changes to the 2014 Awards Presentation and the 2014 Awardee Reception will be as follows:
4.
From 7:00 PM – 7:30 PM the bar will be open so that everyone can “grab” a beverage and be seated prior
to the start of the Awards presentations. We will provide free non-alcoholic beverages, and all attendees
will have the option of purchasing alcoholic beverages.
5.
At 7:30 PM the 2014 SAFE Awards will be presented.
6.
At the conclusion of the 2014 SAFE Awards presentation, the bar will re-open and complimentary food will
be served.
We ask that you help us congratulate our 2014 Award Recipients and that you respect this new Awards procedure. And . . . ENJOY!
Tuesday program begins next page
Page 27
TUESDAY, NOVEMBER 4th
TUESDAY - 7:00 – 7:45 AM
LOCATION: HIBISCUS
TUESDAY - 8:00 AM – 5:00 PM REGISTRATION OPEN
TUESDAY – 10:00 AM – 5:00 PM
EXHIBITS OPEN
TUESDAY – 8:30 AM –9:30 AM
PMA-202 BRIEF
PRESENTER: CAPTAIN NORA BURGHARDT
AIR 1.0, PMA202, NAVAL AIR SYSTEMS COMMAND
PATUXENT RIVER, MD
Introduction: Barry Shender, PhD, Naval Air Warfare Center, Patuxent River, MD
Captain Nora Burghardt, PMA 202, NAVAIR, will provide an update on current and future US Naval aircrew
protection equipment development and acquisition programs. A question and answer session will follow the
presentation.
Tuesday program continues next page
Page 28
TUESDAY – 9:30 AM – 10:00 AM
RAPID EQUIPPING FORCE BRIEF
PRESENTER: SERGEANT MAJOR JOSE QUINONES, JR.
Rapid Equipping Force
Fort Belvoir, Virginia
Introduction: Mr. Barry Shope, 2014 SAFE President-Elect,
FXC Corporation/Guardian Parachute, Santa Ana, CA
Biography: Sergeant Major Jose Quinones Jr. became the senior enlisted advisor for the U.S. Army’s Rapid
Equipping Force (REF) in May 2014. Reporting directly to the senior leadership of the Army, the REF harnesses current and emerging technologies to provide rapid solutions for urgent combat requirements faced by
Soldiers on today’s battlefield. The Department of the Army formed the REF in 2002 to support warfighter
requirements in Afghanistan, and during the past ten years, the REF has met challenges as diverse as; defeating improvised explosive devices, increasing Army contingency operation energy efficiency, gathering
blast effect data to better understand traumatic brain injury and improving ISR efforts in austere locations.
As a senior Special Forces non-commissioned officer, SGM Quinones provides critical links with special operators throughout the Army.
SGM Quinones was born in Arecibo, Puerto Rico, and later resided and joined the U.S. Army in Killeen, Texas.
He enlisted in the Army under the Delayed Entry Program on June 11, 1983, and completed basic training
and Infantry Advanced Initial Training at Fort Benning, GA as an Infantryman (11BC2).
SGM Quinones' career assignments include: United States Army Special Forces Command ACoS G8 Sergeant
Major, Fort Bragg, NC; Combined Forces Special Operations Component Command G35 Sergeant Major,
North Kabul Compound, Afghanistan; S2 NCOIC, 7th Special Forces Group (Airborne), Fort Bragg, NC; Team
Sergeant Special Forces Operational Detachment Alpha-782 and 776, Fort Bragg, NC; S3 Operations
SGM/NCOIC, 3rd Battalion, 7th Special Forces Group (Airborne), Fort Bragg, NC; Operations Sergeant, Special Forces Operational Detachment Bravo-770, Co. A, 7th Special Forces Group (Airborne), Fort Bragg, NC;
Intelligence Sergeant and Senior Weapons Sergeant Special Forces Operational Detachment Alpha-782, Fort
Bragg, NC; Instructor Writer (Spanish), United States Army School of the Americas, Fort Benning, GA; Scout
Platoon Sergeant and Team Leader, 9th Infantry Regiment, 7th Infantry Division (L), Fort Ord, CA; Squad
Leader and Team Leader, Co. A, 1st BN, 27th Infantry Regiment, 25th Infantry Division (L), Schofield Barracks, HI; Rifleman, 2nd BN, 4th INF, 56th Field Artillery Brigade, Neu Ulm, FRG.
SGM Quinones has deployed numerous times to SOUTHCOM and PACOM AORs. Additionally, he participated
in Operation Iraqi Freedom and conducted five tours in support of Operation Enduring Freedom. (continues)
Page 29
His military awards include: Bronze Star Medal (3OCL); Meritorious Service Medal (3OCL); Joint Commendation Medal; Army Commendation Medal (4OLC); Joint Service Achievement Medal; Army Achievement Medal
(4OLC); Army Good Conduct Medal (9BARB); National Defense Service Medal (2Stars); Global War on Terrorism Expeditionary Medal; Global War on Terrorism Service Medal; NCO Professional Developmental Ribbon
(4Numeral); Army Service Ribbon; Overseas Ribbon (2Numeral); NATO Medal; Valorous Unit Award; Superior Unit Award; Special Forces Tab; Ranger Tab; Combat Infantryman Badge, Expert Infantryman Badge;
Master Parachutist; Air Assault.
SGM Quinones' military education includes the following: Army Force Management Course, Fort Belvoir, VA,
United States Army Sergeants Major Academy, Fort Bliss, TX; Special Forces Advanced Noncommissioned
Officers Course, Fort Bragg, NC; Infantry Basic Noncommissioned Officers Course, Schofield Barracks, HI;
Primary Leadership Development Course, Schofield Barracks, HI; Sniper Course Level I, Fort Bragg, NC;
Mountain Warfare School (Summer Session), Jericho, VT; Jumpmaster School, Fort Benning, GA; Special Operations Training, Fort Bragg, NC; Instructor Training Course (Spanish), Fort Benning, GA; Air Assault
School, Schofield Barracks, HI; Ranger School, Fort Benning, GA; Special Forces Qualification Course, Fort
Bragg, NC; Special Forces Advanced Urban Combat Course, Fort Bragg, NC; Long Range Surveillance Course,
Fort Benning, GA.
SGM Quinones earned a Bachelor of Science Degree and Homeland Security Certificate from Excelsior College, Albany, NY, and is a graduate of Ellison High School, Killeen, TX. He is currently pursuing a Master’s
Degree in Homeland Securities from Webster University.
SGM Quinones married the former Felipita Jane Pete for 29 years and has an 18 year old Daughter Alyssa
Marie and a 15 year old son Antonio Jose residing in Fayetteville, North Carolina.
TUESDAY – 10:00 AM – 5:00 PM
EXHIBITS OPEN
TUESDAY – 10:00 AM – 10:30 AM
REFRESHMENT BREAK
TUESDAY – 10:30 – NOON
ENVIRONMENTAL PROTECTION
MODERATOR: TBD
Paper -Advances in Helicopter Passenger Transport Suit Systems – Ms. Elizabeth Brown, Design Engineer, Survitec Group, Birkenhead, Merseyside, United Kingdom
Abstract: Recent accidents resulting in helicopters ditching into extremely cold water has highlighted a
number of deficiencies in current helicopter passenger transport suit systems currently employed by offshore operators. Using the latest manufacturing technology and high performance materials and drawing
heavily on “lessons learned” from previous helicopter accidents has enabled the design team at Survitec to
address the deficiencies in the current suit systems and develop a system which optimises the protection
offered to helicopter passengers and crew to increase the potential for passenger survivability in the event
of an emergency evacuation of the helicopter following ditching into extremely cold water.
The paper to be presented provides an overview of the design and development, and qualification work carried out by Survitec Group based in Birkenhead to resolve the short comings inherent in current suit designs
and details the technical innovation employed to develop the next generation of over-water survival suit
systems.
This session continues next page
Page 30
Briefing - Overcoming the Challenge of a New Design Approval – The Survitec Group Sentinel Flight
Jacket – Mr. Stephen Slater, Design Engineer, Survitec Group, Birkenhead, Merseyside, United Kingdom
Abstract: Following a review of Helicopter Passenger Safety in the North Sea, the CAA has imposed new
stringent regulations designed to increase the safety of Helicopter passengers travelling offshore. As part of
these new regulations, there is a recommendation to switch from re-breather Emergency Breathing Systems
(EBS) to compressed gas EBS.
This paper outlines the challenges set by the new regulations and details the process that Survitec Group
adopted to meet the challenge of designing, developing, testing and qualifying a fully EASA/CAA approved
compliant system for use by helicopter passengers travelling offshore.
Briefing - JSF F-35 Pilot Cooling Unit Development & Verification Update – Mr. Randy Epperly, JSF
Senior Field Engineer, Survitec Group, Eglin AFB, FL
Abstract: The environment in which today’s Aircrew must operate is apparent; extremely hot and often
humid conditions coupled with the protective necessities placed upon them in order to fulfil the mission objectives in any given scenario. The end result is thermal burden in the form of thermal stress which can incur severe consequences such as increased dehydration and fatigue, impaired concentration, reduced levels
of G protection, and reduced capability and endurance.
The result of thermal stress is reduced mission endurance and reduced aircrew effectiveness resulting in
reduced mission lethality. Various methods of counteracting the effects of thermal burden exist, however,
the focus of this briefing will provide an update on the development and verification of an optimised Pilot
Cooling system designed to meet the operating and environmental challenges of the JSF F-35. Various
equipment and system level verification testing has been conducted which include thermal burden/stress
human subject trials, ejection, vibration, cockpit integration and more as the systems enters the final phases of System Development and Demonstration. The end result will be an optimised portable Pilot Cooling
system that enhances the physiological capability of the modern fighter Pilot.
TUESDAY – 1:00 PM – 2:30 PM
MODELING & SIMULATION
MODERATOR: TBD
Paper - Predicting Hypoxia-Induced Physiologic and Cognitive Impairment - Barry S. Shender,
Ph.D., Naval Air Systems Command, Patuxent River, MD; Mr. Sean Mahoney, Athena GTX, Des Moines, IA
and Dr. Phillip Whitley, Criterion Analysis, Inc., Miami, FL
Background: The Office of Naval Research (ONR) and Naval Air Systems Command are developing a Hypoxia Monitoring, Alert and Mitigation System (HAMS) for ground troops at altitude and casualties during air
evacuation. HAMS will predict/detect/warn warfighters of impending hypoxic events based on individual
physiological, environmental, and cognitive monitoring. The goal is to provide optimal protection of military
personnel and equipment through intelligent monitoring and adaptive modeling that accounts for individual
differences in physiologic tolerance and provides a timely notification/warning such that personnel can take
corrective action before missions are compromised or injuries are aggravated.
The first phase of the project involved developing an initial adaptive algorithm that accounts for both the
textbook predictions of hypoxia based on barometric pressure (BP) as well as individual variations in tolerance. The goal was to predict physiologic state, how it changes over time, compute level of risk, while dealing with input data with potentially multiple noise sources. Athena GTX, Criterion Analysis, Inc. (CAI), and
Drexel University have been working on complementary approaches under HAMS. Drexel has presented its
Page 31
initial algorithm, focusing on dealing with noise, at the 2014 International Conference on Information Fusion. This preliminary developmental phase utilized a portion of an existing dataset from normobaric exposures for model development and the balance for model validation (Shender BS, et al. 2012. Determination
of the time complex cognitive performance degrades during exposure to 18,000 and 25,000 foot normobaric
hypoxia. SAFE Symposium Proceedings, 22-24 October, Reno, NV).
Methods: The Athena model predicts %O2 saturation, warfighter state, PaO2 and PaCO2 based on altitude
and the oxygen concentration [O2] of the breathing air. PaCO2 is predicted as a function of BP and then adjusted based on altitude and [O2]. Respiratory Exchange Ratio (RER) is also calculated based on BP. PaO2 is
then predicted as a function of BP, [O2], RER and PaCO2. PaCO2 prediction is then used to derive pH using
the Henderson-Hasselbach equation to account for the shift in the O2 disassociation curve due to pH of the
blood. Predicted SpO2 is calculated using Hill’s equation. The final time dependent %SpO2 output incorporates a time delay and transfer function. Hypoxic state is a simple function of SpO2 derived from Table 5-13
in DeHart (DeHart RL, ed. Fundamentals of aerospace medicine, 1st ed. Philadelphia: Lea & Febiger, 1985).
Based on experimental normobaric data, the time delay is on the order of 40 seconds and the decaying exponential is given by K1 + K2e- , where K1 + K2 is the initial value, K1 is the steady state value and 1/ is
the time constant and is on the order of 1 to 4 minutes. The term is altitude (or at least altitude change)
dependent.
CAI adapted a US Navy Consciousness Model (Cammarota JP. 1998. State transitions in physiologic systems: a complexity model for loss of consciousness. IEEE Trans BME 45(8):1017-23) to enable direct input
of SaO2 data rather than assume a of systemic oxygen state. Additional modifications are still needed to
develop an oxygen utilization rate equation based on long time course hypoxia conditions (minutes), rather
that the short (seconds) time frame associated with +Gz-loading.
Results: Preliminary results comparing Athena model predictions to normobaric exposures indicated reasonable agreement with simulated exposures to 10,000, 18,000, and 25,000 ft (mean r 2 ranging from 0.77
to 0.89) but usually predicted higher SpO2 than subject data. However, the test dataset included SpO2 values from three manufacturers that, while the overall shape of desaturation curves were similar, the magnitudes were not.
Preliminary results comparing CAI model predictions to normobaric exposures indicated that below 80%,
SaO2 the model indicated cognitive impairment (consistent with the dataset). Comparison of the model
predictions to a historical hypobaric exposure indicated impairment below 80% SaO 2 and, a loss of conscious indication below 70% SaO2 prior to the subject’s imminent unconsciousness observation. Even after
administration of 100% oxygen and resumption of SaO2 above 90% an impairment state was predicted
which was consistent with reported results.
Discussion: These preliminary models will be refined and validated as additional hypobaric physiologic and
cognitive response data are collected.
Paper - NAVAIR 4.6 Human Systems Digital Human Modeling Validation and Verification Effort
and Program Update –Ms. Lori L. Brattin, Ms. Carla Mattingly, Ms. Michelle Warren and Dr. Barry S.
Shender, Naval Air Warfare Center – Aircraft Division, Patuxent River, MD
Abstract: Current U.S. Navy capabilities for evaluating aircrew accommodation and aircraft maintenance
involve the use of human subjects and actual aircraft. To reduce program costs and development time, it is
highly desired to develop a process for evaluating aircrew accommodation using aircraft computer aided design (CAD) or 3-D digital scans and Digital Human Modeling software as early in design as possible. A project
with a focus on verification and validation is wrapping up in FY14 in support of this effort.
To date, a scanning capability has been established and training has been completed for Santos™ digital human model, Polyworks, Rhino, and Maya software applications. Improvements to Santos™ during this project
Page 32
include updates to the anthropometry module, addition of a restraint widget, a seat cushion compression
study on helicopter and ejection seats which will be used to further refine Santos™, and the addition of a
NIOSH equation widget to allow lift and carry tasks to be evaluated within the software. Four digital avatars
were developed from laser scans of two male and two female NAVAIR personnel for use with the Santos™
software. Anthropometric landmarks were digitized on these subjects during physical evaluations, and these
data will be used to compare posture and positioning of the actual human to the virtual human for these aircraft platforms as part of the validation effort.
The project has identified a number of complexities that must be considered in order to utilize DHM to provide
models that are representative of the actual human in the cockpit. Examples include body positioning, posture, static vs. dynamic environment, CAD configuration control, anthropometry, user interface, seat cushion
compression, pilot clothing and equipment, and seat restraint systems. While some of these have been addressed under the umbrella of this project, there is still more to be done going forward.
Paper - The Research on Pilot’s Clothing Thermal Comfort with Coverage Factor by Using Thermal
Manikin – Mr. Xiujuan Wang, Visiting Scholar, University of California, Division of Textiles and Clothing,
Davis, CA; Yisong Chen, Fashion & Art Design Institute, Donghau University, China; Haibo Zhang, AVIC
Aerospace Life-Support Research Institute/Industries, Ltd., China; Lei Zou, AVIC Aerospace Life-Support
Research Institute/Industries, Ltd., China, and Yangyang Shao, Fashion & Art Design Institute, Donghau
University, China,
Abstract: The thermal comfort of protective clothing has great influence on pilot behaviors. Insufficient
comfort of pilot clothing can lead to many severe mistakes, especially in a hot cockpit environment. Consideration should be paid for not only high performance, but also good wearing comfort to face long endurance
with low thermal load. Thermal insulation is an important parameter to evaluate clothing thermal comfort
especially for functional clothing. Using a multi-section thermal manikin to take the measurement is a general way at present with relevant standards. However, dress in part or parts would not cover the whole body
surface, therefore, how to select the parameter of surface area as well as related heating power from the
selected section or sections to take part in calculation is a problem that will lead to varied results. To study
this issue, a simulated pilot clothing with joined parts was designed and experiments were carried out with
partial or whole dress. Firstly, pieces of part dress had been measured for the partial thermal resistance
separately, and then the jointed parts had been measured for a combination or the whole. In calculations,
the uncovered portion and the overlap portion should be considered. With the relationship of partial thermal
resistance and total thermal resistance, the selections of surface area of body section or sections that dress
covered is important for the partial thermal resistances and total thermal resistance calculation. Based on
the verification, the author suggested that in thermal resistance measurement for a piece or a suit, the factor of coverage area selected in calculation should be considered well in order to achieve the accurate results.
LIFE SUPPORT EQUPMENT II
MODERATOR: TBD
Paper - Analysis of Planetary Extra-Vehicular Activity Requirements during a 120 Day Manned Mars
Simulation - Ms. Tiffany M. Swarmer, Graduate Research Assistant, University of North Dakota, Grand Forks,
ND
Abstract: The Hawaii Space Exploration Analog and Simulation (Hi-SEAS) is an analog Mars habitat at approximately 8,000 feet on the slopes of the Mauna Loa Volcano. This analog facility provides extreme terrain,
isolation, and limited resources similar to expectations for future manned planetary missions. Testing human
Page 33
factors and performance in these extreme environments facilitates the development of procedures and technology to support future manned planetary extra-vehicular activities.
The Hi-SEAS simulation requires analog crew to maintain a barrier between themselves and the external environment. When on extra-vehicular activities (EVAs) the crew dons analog space suits; these suits alter and
limit human performance capabilities. During a 120 day Mar’s mission simulation a five man crew was able to
simulate approximately 60 EVAs. This paper aims to provide an overview of the lessons learned and possible
requirements for planetary EVAs by reviewing the EVAs performed during the 120 day simulation.
Briefing: Aeroflex 3515 LSR (Life Support Radio) Test System - Mr. Bernie Oder, Senior Military Program Manager, Aeroflex, Wichita, KS
Abstract: The Aeroflex 3515LSR Test System is the next generation test platform for life support radios. The
3515LSR Test System consists of the widely deployed 3515AR Radio Test Set and custom designed RF isolation chamber, as well as custom cabling for the supported radios.
The 3515LSR Test System is a self-contained, compact, transportable, automated test system designed for
ease of use and deployability. The 3515LSR is used for operational verification testing of life support radio systems: 406 MHz COSPAS/SARSAT beacons, 121.5 MHz beacon and 243 MHz beacons.
Operational Testing without False Alerts: One of the keys to testing life support radios is minimizing the radiated RF, and even more important, ensuring that the 406 MHz COSPAS/SARSAT Beacon does not trigger a
false alert inadvertently. To accomplish this, Aeroflex has designed a custom RF isolation chamber which provides the user with better than 70 dB of isolation. With this type of isolation, the technician can feel confident
that he can fully test a life support radio without running the risk of triggering a false beacon event.
NATIONAL STOCK NUMBER (NSN): The 3515LSR System is comprised of the combination of the 3515AR Radio Test Set plus the LSR Test System Kit
NSN: 6625-01-572-6346 (3515AR Radio Test Set)
NSN: 6625-01-624-2023 (LSR Test System Kit including Cables, Software, and RF Chamber)
Purchase both NSN items for a complete system, or only the LSR Test System Kit if you already have the
3515AR Radio Test Set
EXPORT CONTROL: This product is controlled for export under the International Traffic in Arms Regulations
(ITAR). A license from the U.S. Department of State is required prior to the export of this product from the
United States.
Briefing – Partnership for Success – Dedicated to “Thinking Safety” – Mr. Stefan Andres, Vice President and/or Mr. Thomas Wolf, Head of Sales, Autoflug GmbH, Rellingen, Germany
Abstract: Modern weapon systems impose entirely novel requirements in terms of certification, operation,
support, efficiency and logistics. Support from the industrial partner being responsible for the system is essential in this case.
The German Air Force has currently four (4) so called “cooperative models” between industry and military.
These co-operations are successful on aircraft/engine level between the Air Force and Airbus Helicopters,
Panavia (Tornado), MTU Aero Engines- and AUTOFLUG GmbH, a SME with 250 employees, achieved to establish a very successful cooperation for Rescue & Safety Equipment (R&S) since 2006. AUTOFLUG ensures that
the rescue and safety equipment in the TORNADO and EUROFIGHTER TYPHOON weapon systems are looked
after efficiently.
In mixed military/civilian teams which are managed under the responsibility of AUTOFLUG either in
Ummendorf (military facility in southern Germany) or at AUTOFLUG facility in Rellingen (northern Germany)
the maintenance, repair, overhaul and product upgrades of R&S equipment is performed, e.g. for Mk10 (Tor2014 SAFE Symposium – Tentative Program
Page 34
nado) and Mk16 (Eurofighter Typhoon) ejection seats incl. parachute & harness, personal survival packs (PSP)
and Eurofighter Typhoon brake chutes. The teams jointly do the actual mechanical work but also quality assurance. The final quality inspection, however, is always performed by military staff.
Advantages of the partnership:
Outsourcing of non-core activities to industry _ military to focus on missions “in the field” and to use the reduced number of forces most effectively
Nevertheless, military keeps the necessary know-how which is mandatory to perform maintenance, repair and
overhaul (MRO) actions/services in hostile environments where the industry can/will not deploy their staff.
AUTOFLUG provides logistics support by monitoring and planning of scheduled maintenance and spare parts
inventory. Tracking of individual serial numbers and their MRO status which means that the customer knows
exactly where his line replaceable unit (LRU) is at all times. This provides the customer a better security in
planning his missions.
Economic conditions and culture of an industry environment, i.e. high on-time-delivery and on quality Performance
Synergies between weapon systems and corresponding equipment-continuous training for internal and military personnel by AUTOFLUG
Possible career path and networking for military personal after their duty
Outlook: AUTOFLUG, German Air Force and other European Countries are considering to expand the model
for additional services, products and/or national specific needs when it comes to rescue and safety issues. This
will create even more synergies which also leads to commercial advantages.
Additionally to the military partnership AUTOFLUG is also long term partner for commercial non-EU companies
for decades e.g. Martin Baker Aircraft Company (partner since 1958), Irwin GQ (partner since 1928), BAE
Systems for product support, MRO, approval to German aviation law, licensing, market entry and domestic
product representation.
Briefing: Dying for a Drink – Mr. Jon Grant, CEO, Pure Hydration, Ltd, United Kingdom
Abstract: The importance of hydration, negative health effects of dehydration and how it affects humans in
general and their cognitive ability, mood and ability to complete assigned tasks is the focus of this brief. It
discusses the relative importance of this to military personnel on complex missions and in particular pilots that
have ejected from military jets behind enemy lines and their ability to keep hydrated in a highly stressed situation.
Next, the presentation discusses the advances in technology that allow individuals to drink available surface
water; rivers, lakes, streams, ponds or puddles that may be highly contaminated with microbiology, chemicals, heavy metals, etc., which can be treated, instantly, to produce safe drinking water. This is applicable to
a range of scenarios from benign (vacationers) to natural disaster victims or displaced people from war or civil
unrest to warfighters.
Tests and reports of experiments that have taken place in military and sports scenarios that lead to a reduced
ability and impairment to carry out tasks to the best of an individual’s ability are described.
‘Be super hydrated whether you are a downed airman or a hospital patient because…It may affect your life’
Page 35
REFRESHMENT BREAK
TRAINING
MODERATOR: TBD
Briefing: Improving the Safety of Carrier Landings: Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery Precision Enabling Technologies (MAGIC CARPET) – Ms. Jennifer Pagan, Research Psychologist and Ms. Heather Priest Walker, Senior Research Psychologist, Naval Air Warfare Center Training Systems Division, Orlando, Florida
Abstract: Landing on the deck of an aircraft carrier is one of the most difficult and dangerous tasks that a
Naval aviator performs. While the current training continuum is highly effective, the total ownership costs
associated with live training and the need to maximize aircraft life requires an improvement in aircraft capabilities to reduce initial training and currency requirements. The Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery Precision Enabling Technologies (MAGIC CARPET) project
integrates automated throttle control during final approach with onboard sensors, control capabilities, aircraft displays, and external visual landing aids to increase safety and reliability, and reduce workload. While
designed to improve pilot performance and safety, it is vital that this technology improves carrier landing
proficiency and readiness. Therefore, it is critical to quantify performance benefits to understand the impact
this technology will have on the training pipeline and manpower/personnel requirements. Due to the high
stakes associated with carrier landings, it is imperative that the evaluation of the MAGIC CARPET capability
be rigorous to prevent unintended negative consequences from occurring when implemented in the operational environment. Thus, the evaluation must extend typical evaluations that focus predominantly on qualitative assessments of training (i.e., trainee reactions), and collect quantitative measures of performance in
addition to qualitative measures. Utilizing these additional quantitative measures will provide a more robust
understanding of MAGIC CARPET’s impact on aviator performance and prevent limitations associated with
utilizing data from a single source (i.e., same source bias). Consequently, this paper will describe methods
and technology solutions for evaluating MAGIC CARPET, as well as discuss potential impacts to manpower/personnel and training requirements for carrier landing.
The views expressed herein are those of the authors and do not necessarily reflect the official position of the
organizations with which they are affiliated.
Briefing - Safety Implications for Live, Virtual and Constructive (LVC) Training: Virtual and Constructive Representations on Live Avionics Displays (VCR LAD) – Ms. Katherine Kaste, Research Psychologist, and Ms. Melissa, Walwanis, Naval Air Warfare Center, Training Systems Division, Orlando, FL
Abstract: Currently, the Naval community has expressed the need to lessen live flight hours within the
aircrew training pipeline due to negative impacts on resources (i.e., damages on live aircraft, aircraft availability, fuel usage, total ownership cost, etc.) while still ensuring cognitive readiness. Due to the complex nature of the skills required in the Naval community, the decrease in live training requires investigation of the
most effective way to obtain cognitive and tactical readiness while maintaining safety. To meet this requirement, a mixed media approach to training (i.e., Live, Virtual and Constructive [LVC]) training) has
been at the forefront in the research community. At a high level, LVC provides training through virtual simulators; computer-generated constructed entities and live aircraft with VC infused displays. Furthermore, the
constructive entities provide trainees with the necessary behavior from semi-automated forces (SAFs) to
learn the tactics and associated behaviors of real-world friendlies, adversaries, and neutrals. Virtual training
mixed with Constructive representation has the potential to offer trainees real-world experience with a lesser amount of live flight. While live flight is still crucial, there are Human Factors related safety concerns as2014 SAFE Symposium – Tentative Program
Page 36
sociated with infusing VC entities onto live aircraft displays. Consequently, this paper presents an Office of
Naval Research funded effort, Virtual and Constructive Representation on Live Avionics Displays (VCR LAD),
that seeks to investigate and document these possible Human Factors safety concerns as well as possible
mitigations currently under research.
Examples of such safety concerns include: the symbology required to foster safe decisions by the trainee,
and provide a level of realism necessary for effective training (i.e., does the trainee need to be explicitly told
what entities are Live, Virtual and/or Constructive?), the possibility of negative training, and the possibility
of increased workload for existing personnel.
Department of Defense or its components.
Briefing - Training Naval Aviators to Recognize Hypoxia Symptoms: Advancing Technologies to
Address a Continued Safety Threat - LCDR W.T. Scheeler, Director of Training Technology and Beth F.
Wheeler Atkinson, Senior Research Psychologist, Naval Air Warfare Center Training Systems Division / Survival Training Institute, Orlando, FL, and Mitchell J. Tindall, Research Psychologist, KEAGAN Corporation,
Orlando, F
Abstract: Despite a well-established understanding of the threat posed by hypoxia in military aviation
(e.g., Denison, Ledwith & Poulton, 1966; Hoffler, Turner, Wick, Billings, 1974; Norris, 1981; UnderwoodGround, 1982), prevalence rates remain consistent. Hypoxia within fixed wing tactical aircraft has even
gained national recognition in recent years due to spikes in reporting by military aviators (Barber, 2012;
Butler, 2012; Cenciotti, 2014; Ostrander, 2005). However, the reporting of hypoxia is not constrained to a
single platform or aircraft type. Rather, historical data from the last decade demonstrate that hypoxia is a
cross platform issue. To help mitigate the risks associated with hypoxia, current Navy instruction (NATOPS
Instructions 3710.7T, 2004) outlines the requirement for dynamic hypoxia training “via a low pressure
chamber flight or reduced oxygen breathing device (ROBD)” (p. 8-35) every four years, as well as annual
hypoxia awareness training. Aviators have cited this training within hazard reports as a significant factor in
their ability to identify and react appropriately to symptoms. Due to their effectiveness, the technologies
currently supporting initial and refresher hypoxia training have remained the primary platforms; however,
as fiscal constraints on sustainment becomes more restricted, finding alternatives with more cost effective
lifecycle costs is a priority. Additionally, obsolescence issues further complicate maintaining the status quo
for training hypoxia. Due to the benefits realized by this training, it is imperative to ensure that it remains
accessible. Therefore, the Navy has begun exploring novel technologies to deliver hypoxia training with
minimal logistics concerns for sustainment, while maintaining the quality and effectiveness of training. This
paper will provide a summary of hypoxia prevalence rates within Navy aviation platforms, a historical background of Navy training, and an overview of the novel technologies being explored to continue hypoxia
training for future Naval aviators.
Department of Defense or its components.
Page 37
VIBRATION
MODERATOR: TBD
Paper – Relationship Between Helicopter Rotor Tuning and Physiological Stress – Ms. Heather E.
Wright-Beatty, Ms. Jocelyn M. Keillor, Mr. Marc D. Alexander, Mr. Gregory L. Craig, Mr. Nicholas Berezny, Mr.
Viresh Wickramasinghe. Flight Research Laboratory, National Research Council Canada, Ottawa, Ontario, Canada.
Abstract: Introduction: Adverse health effects have been reported as a result of whole-body vibration
from helicopter flying, which can negatively impact performance and safety (health). Although helicopter rotor track and balance procedures attempt to reduce aircraft vibration, thereby reducing the vibration transmitted to the aircrew, it is currently unknown as to what extent changes in vibration magnitude can alter physiological stress of the pilot. This study examined the stress of the pilot at different spectra of vibration of a civilian Bell 412 helicopter during flight using heart rate variability (HRV).
Methods: Four 1 hour flights, applying different vibration signatures, emulating military maintenance operations and tolerances (under ‘no action’ requirements), were completed within an 8 hour day: Baseline1 (baseline main rotor tuning, forward flight 1/rev z-axis = 0.30 inches per second [ips]), Level1 (pitch link lengthened, 0.42 ips), Level2 (reset pitch link length & rotor hub mass increased, 0.42 ips), and Baseline2 (main
rotor re-tuned, 0.34 ips). Typical tactical maneuvers (i.e., vertical maneuver, pirouette, side-step, departabort, slalom) were performed within each flight, in addition to typical flight phases (e.g., hover, level flight).
An electrocardiogram was recorded continuously, to determine HRV as a stress indicator in the young, healthy
co-pilot (age 36, 14 years flight experience).
Results: The ratio of low to high frequency spectra (an indicator of a shift towards sympathetic dominance,
or increased stress) was significantly elevated during Level1 (6.154 ms2) and Level2 (7.702 ms2) compared to
Baseline1 (4.812 ms2).
Discussion: Preliminary analyses indicate that elevated vibration levels, due to small tuning changes to the
helicopter main rotor within aircraft maintenance tolerances, result in a shift towards sympathetic dominance
reflecting an increase in stress. Thus, physiological effects of vibration exposure are observed well below the
currently accepted health effects associated with the vibration levels referenced in the ISO-2631 standard.
Paper – Physiological Evidence for Anthropometric Considerations in the Use of Vibration Mitigation Cushions – Ms. Jocelyn M. Keillor, Ms. Heather E. Wright-Beatty, Mr. Gregory L. Craig, Mr. Marc D. Alexander, Mr. Nicholas Berezny, Mr. Viresh Wickramasinghe. Flight Research Laboratory, National Research
Council Canada, Ottawa, Ontario, Canada.
Introduction: The use of vibration-attenuating seat cushions has been proposed as a cost-effective means of
mitigating whole-body vibration for those who spend considerable time in vibratory environments. Rotarywing aircrew are exposed to vibration levels that may exceed unsafe and uncomfortable guidelines stated in
the ISO 2631-1:1997 standard for health and comfort for whole-body vibration. Numerous seat cushions with
various vibration mitigation properties have been designed and tested; however there has been pressure to
create a one-size-fits-all solution. Studies have not previously evaluated the physiological stress responses of
the pilot while using such cushions. The purpose of the present study was to relate vibration levels at the seat
with pilot physiological stress in the context of one original equipment manufacturer (OEM) and two vibration
mitigation cushions with varying impedance properties.
Methods: Three 30 minute flights were completed to compare the physiological responses to three types of
seat cushions; 1) OEM cushion, 2) cushion with two layers of urethane engineered pads (optimized for a 52nd
percentile male), and 3) cushion with one layer of monoprene engineered pad (optimized for an 85th percentile
male) during standard phases of flight. A continuous electrocardiography was recorded, to determine heart
rate variability (HRV) as a stress indicator in a young healthy evaluation co-pilot in the 35th percentile (male)
for weight and stature (age 36).
(continues)
Page 38
Results: The use of a vibration mitigation cushion optimized for an 85th percentile male (mismatched pilot)
resulted in a significantly higher ratio of low to high frequency HRV when compared with that observed for an
OEM cushion, indicating greater sympathetic nervous system activation (greater stress) when the incorrect
cushion was used.
Discussion: Preliminary findings suggest that anthropometrics are important when the use of vibration mitigation materials is considered. It is recommended that seat cushion impedance properties be customized
based on user anthropometry.
Paper - Dynamic Characterization of Patient Immobilization and Vibration Mitigation Systems during Simulated Transport: Manikin Validation – Ms. Rachel Kinsler, Research Biomedical Engineer, U.S.
Army Aeromedical Research Laboratory / The Geneva Foundation, Ft. Rucker, AL
Introduction: The use of immobilization systems during pre-hospital care has been discussed in the literature. Specifically the efficacy of the long spine board at effectively limiting patient movement has been questioned by civilian emergency medical service communities. Several alternative commercial-off-the-shelf
(COTS) immobilization systems are available, including systems that claim to provide mitigation of vehicle vibration. Information on the performance of these systems during transport vibration is not well-defined. The
study provides quantitative characterization by investigating the dynamic performance of these COTS technologies under recorded shock and vibration profiles. This presentation describes the results of Phase I, methodology validation, with an anthropometric test manikin.
Methods: Wireless triaxial accelerometers were placed on the manikin’s head, chest, pelvis, and limbs. Motion capture markers were placed in proximity to the accelerometers and at various points on the systems.
The system under test was placed onto a litter mounted to a six degree-of-freedom ride simulator. Pressure
distribution between the manikin and system was collected before vibration exposure. The manikin and system was then exposed to three vibration profiles: sine dwell, ground vehicle, and rotary-wing aircraft.
Results: The motion-capture data collected yielded displacement information. These measures describe how
the manikin’s body segments are moving relative to the system and to each other. Acceleration data was collected directly with accelerometers, allowing calculation of the transmissibility of vibration and shock through
the technology and volunteer. The pressure-mapping data pinpointed areas of high-pressure on the body that
might be vulnerable to pressure-sore development.
Discussion: It is possible to quantitatively characterize of the performance of immobilization and vibration
mitigation technologies that are subjected to simulated vehicle ride signatures. However, the test manikin
does not provide biodynamic fidelity as compared to humans exposed to vehicle vibration. Phase II, testing
with healthy human volunteers, is required to allow comparison between systems.
TUESDAY – 5:00 PM
EXHIBITS CLOSE
Wednesday program begins next page
Page 39
WEDNESDAY - 7:00 – 7:45 AM
LOCATION: HIBISCUS
WEDNESDAY - 8:00 AM – 5:00 PM REGISTRATION OPEN
WEDNESDAY – 10:00 AM – 3:00 PM
EXHIBITS OPEN
Wednesday program continues next page
Page 40
WEDNESDAY – 8:30 AM – 10:00 AM
HISTORY OF AVIATION LIFE SUPPORT
MODERATOR: TBD
Note: There are two (2) Historical Presentations in This Session
YOUR BODY IN FLIGHT DURING WORLD WAR I
8:30 AM – 9:30 AM - YOUR BODY IN FLIGHT DURINGWORLD WAR II - Contributions made by
America’s aero medical scientists to protect airmen fighting in the world’s first high altitude, high
speed air war
Contributions made by America’s aero medical scientists to
JAY
B. DEAN,fighting
PH.D., PROFESSOR,
OF MOL.first
PHARM.
& PHYSIOL.,
HYPERBARairmen
in theDEPT.
world’s
high
altitude,
high speed
PRESENTED BY:
IC BIOMED. RES. LAB., MORSANI COLL. OF MED., UNIV. OF SOUTH FLORIDA, TAMPA, FL
Jay B. Dean, Ph.D., Professor, D
Pharm. & Physiol., Hyperbaric B
Lab., Morsani Coll. of Med., Uni
Florida, Tampa, FL 33612; 813-9
jdean@health.usf.edu;
ABSTRACT. The air war of 193
iological war. Aviators flew unpr
to altitudes of 20,000-35,000 fe
range reconnaissance and bomb
order to evade enemy interceptors
fire. Above 20,000 feet, aircrew
often impaired by anoxia, decomp
(DCS), hypothermia & frostbite
a disabled aircraft at high-altitud
merous physiological challenges
including hypoxia, frostbite and th
of the parachute during deceler
inset). High-performance fighter a
The “Nemesis of Aeroembolism” was the high-altitude B-17E research/testing platpilots Field
to tremendous centri
form
for
the
Wright
Field
Aero
Medical
Lab
during
WWII
(Dayton,
OH).
Nemesis
The “Nemesis of Aeroembolism” was the high-altitude B-17E research/testing plat-form for allied
the Wright
breathing equipment,
suits, andoffor
was used
to test
prototypesOH).
of O2Nemesis
forces) during
violent dog-fightin
Aero Medical Lab during
WWII
(Dayton,
was usedinsulated
to test flight
prototypes
O2 breathing
equipment,
studies
aviator’sofphysiology
at extreme
altitudes.atStripped
of excess
weight,
insulated flight suits,
and of
forthestudies
the aviator’s
physiology
extreme
altitudes.
Stripped
of excess
would
leave them temporarily bli
Nemesis achieved
altitudes
40,000
feet,which
whichnecessitated
necessitated using
O2-pressure
weight, Nemesis achieved
altitudes
aboveabove
40,000
feet,
using
O2-pressure
breathing
scious
due tosince
a reduction in br
breathing since
the photograph
plane was unpressurized.
This photograph
(Mayo Historical
the plane was unpressurized.
This
(Mayo Historical
Unit Archives)
showsUnit
the Nemesis and Wright
America
would
deploy its first pre
the Nemesis
andteam
WrightofField
Aero Med in
LabApril
& Mayo
Aero
Field Aero Med Lab Archives)
& Mayo shows
Aero Medical
Unit
researchers
1943
as Medishe prepares to go aloft at
in
the
spring
of
team
researchers
April 1943
she preparesatto high-altitude.
go aloft at MurocThe
Field,test subject is “Major”1944 (B-29 Sup
Muroc Field, CA, forcal
a Unit
study
of of
the
openinginshock
of aasparachute
Pacific Theatre
St. Bernard (front row,
2nd
fromofright
with protruding
tongueat&high-altitude.
floppy ears).
was a veteran
145 lbs.of Operations to a
CA, for
a study
the opening
shock of a parachute
The Major
test subject
“para-pooch”; his highest
static
line drop
from
bomb
was made
while dog
pad- caused by red
withbay
protruding
tongueat&26,000
floppy feet,
is “Major”
St. Bernard
(front
row,Nemesis’
2nd from right
iological
problems
dling all the way down.
Major’s
oxygen
mask
and parachute
next
to him
ready
for his
next drop
ears). Notice
Major was
a veteran
145 lbs.
“para-pooch”;
his highest
static
line drop
from
pressure
andfrom
cold. Pressurized
26,000 feet. And when
asked
how
always
replied…“Ruff!”
Nemesis’
bomb
bayhis
waslanding
made at was,
26,000Major
feet, while
dog paddling
all the way down.
created a new problem; namely,
Notice Major’s oxygen mask and parachute next to him ready for his next drop from
how aircrews
would
ABSTRACT: The air26,000
war of
a how
physiological
war.Major
Aviators
unpressurized planes
to altitudes
of respond to e
feet.1939-45
And whenwas
asked
his landing was,
alwaysflew
replied…“Ruff!”
pression
at
high-altitude
followin
20,000-35,000 feet during long-range reconnaissance and bombing missions in order to evade enemy intercepure
of
their
pressure
cabin.
If
they
survived
explosive
decompression
at
35,000
feet,
how
long
did
they
have
to
tors and anti-aircraft fire. Above 20,000 feet, aircrew performance was often impaired by anoxia, decompression
sickness (DCS), hypothermia
frostbite. Escaping
a disabled
aircraft
high-altitude
presented
numerous
masks before &succumbing
to anoxia?from
Would
the incidence
of at
DCS
increase? What
were the
physical forces dur
physiological challenges
safe escape,
hypoxia,
frostbite
the opening
shock ofgreat
the parachute
pression;for
specifically,
wasincluding
the ensuing
wind blast
duringand
explosive
decompression
enough to inflict physical
Airplane w/ guys in front photo here – previously sent
during deceleration (see photo inset). High-performance fighter aircraft subjected allied pilots to tremendous
Pioneering
on the physiologic
effectsthat
of high-altitude
explosive
decompression
was condu
centrifugal forces (G-forces)
during research
violent dog-fighting
maneuvers
would leave and
them
temporarily
blinded
Wright
Field
inAmerica
Dayton, would
Ohio, deploy
and several
of our
nation’s leading
Begin
and unconscious Medical
due to a Laboratory
reduction inat
brain
blood
flow.
its first
pressurized
bomberuniversities.
in the
research
laboratories in
in the
1940,
our nation’s
and training
programs
high-altitude problems
physiology would grow
spring of 1944 (B-29
Superfortress)
Pacific
Theatreresearch
of Operations
to alleviate
theinphysiological
caused by reduced
and
cold. Pressurized
flight,
however,protective
created a
new equipment
problem; namely,
it
of barometric
the war suchpressure
that it was
without
equal by 1945
for providing
flying
and procedures
for al
was unknown how
aircrews
would respond
to explosive
at high-altitude
following
structuralrunning
fail- 65 altitud
1945,
the USAAF’s
high-altitude
trainingdecompression
program employed
over 200 aviation
physiologists
ure of their pressure
cabin.
If they
explosive
at 35,000
feet,in
how
did theyeffects
have to
Army
airfields
whosurvived
indoctrinated
moredecompression
than 58,000 men
per month
thelong
physiologic
of high altitu
don their oxygen aviators
masks before
succumbing
to
anoxia?
Would
the
incidence
of
DCS
increase?
What
were
the O -prebreathing
were taught many procedures such as oxygen discipline; prevention of DCS with 100%
2
of bail-out O2 equipment in a high-altitude/delayed-opening parachute jump, which was necessary to prevent ano
2014 SAFE Symposium
Tentative
41 G-forces, and
opening–shock
of theProgram
parachute; and the use of the G-suit, which enabled pilots to withstandPage
greater
outmaneuver their adversary during a dog-fight.
During “Your Body in Flight in WWII”, Dr. Dean will tell the exciting story of the innovative and often da
conducted by physiologists, biophysicists and flight surgeons in WWII so that allied aviators could survive, fight a
physical forces during rapid decompression; specifically, was the ensuing wind blast during explosive decompression great enough to inflict physical injury?
Pioneering research on the physiologic effects of high-altitude and explosive decompression was conducted at
the Aero Medical Laboratory at Wright Field in Dayton, Ohio, and several of our nation’s leading universities. Beginning with only 3 research laboratories in 1940, our nation’s research and training programs in high-altitude
physiology would grow over the course of the war such that it was without equal by 1945 for providing protective flying equipment and procedures for allied aviators. By 1945, the USAAF’s high-altitude training program
employed over 200 aviation physiologists running 65 altitude chambers at 45 Army airfields who indoctrinated
more than 58,000 men per month in the physiologic effects of high altitude flight. Allied aviators were taught
many procedures such as oxygen discipline; prevention of DCS with 100% O2-prebreathing; appropriate use of
bail-out O2 equipment in a high-altitude/delayed-opening parachute jump, which was necessary to prevent anoxia and avoid the opening shock of the parachute; and the use of the G-suit, which enabled pilots to withstand
greater G-forces, and consequently to outmaneuver their adversary during a dog-fight.
During “Your Body in Flight in WWII”, Dr. Dean will tell the exciting story of the innovative and often dangerous
research conducted by physiologists, biophysicists and flight surgeons in WWII so that allied aviators could survive, fight and escape at altitudes of up to 40,000 feet. The successful aeromedical research and training programs established by these pioneering “physiological warriors” played a major role in the allied victory in the air
war. The knowledge gained and the new practices established during the war years would safely propel the aviator into the jet age and lay the scientific foundation for aerospace medicine in the post-war era. During the lecture, Dr. Dean will present archival photographs and film footage from the original technical reports of the
Wright Field Aero Medical Laboratory, Dr. Fred Hitchcock’s Laboratory of Aviation Physiology at The Ohio State
University, and various other unearthed documents and photographs garnered over 30-plus years of researching
this story.
9:30 AM – 10:00 AM - Briefing – ACES II Ejection History – Mr. Jim Tulloch, Senior Project Engineer,
United Technologies Aerospace Systems, Colorado Springs, CO, Mr. Mark Ruddell, HQ AFSC/SEFE, USAF and
Mr. Marty Andries, AFLCMC/EZFC, USAF
The ACES II ejection seat was originally developed in the 1970’s by the USAF and has been in service since
1978 in most of the USAF fighter and bomber aircraft fleets. It has an excellent ejection safety record with a
low risk of aircrew injury. This paper presents the ejection history of the ACES II ejection seat covering the
460+ USAF ejections to date. Summary data is presented covering aircraft type, ejection conditions, injury
types, etc.
WEDNESDAY – 10:00 AM
EXHIBITS OPEN
WEDNESDAY – 10:00 AM – 10:30 AM
REFRESHMENT BREAK
Page 42
WEDNESDAY – 10:30 AM - NOON
CBRN PROTECTION
MODERATOR: TBD
Briefing - The Testing and Validation of a CBRN Protection System for the Pilot in the JAS 39 Gripen
Fighter - Christer Berglund, Flight Test Engineer, Peter Wiklund, Test Pilot, Johan Sjostrand, Test Pilot, Saab
AB, Linkoping, Sweden
Abstract: Saab has developed a CBRN system for the JAS 39 Gripen fighter on request by the Swedish Air
Force (SwAF) and the Swedish Defence Materiel Administration (FMV).
This paper will give a description of the parts of the pilot CBRN protective system that is worn as part of the
aircrew equipment in case of a CBRN threat or during CBRN training.
The paper will also cover the different test activities performed by the Flight Test and Verification department
at Saab in order to verify and validate the CBRN protection system.
The presentation will take up windblast tests, pool tests, tower track tests, dynamic flight simulator tests, climate chamber tests, ground tests and flight testing. The purpose of the tests will also be presented.
The paper will also cover that it was carried out in collaboration with the customer FMV and the benefits with
close cooperation with the customer. Accordingly, representatives (test engineers, pilots and A/C technicians)
from the Swedish Defence Materiel Administration (FMV) participated in the testing.
Briefing - Integrated Aircrew Ensemble – Status – Mr. Arthur D. Schwope and Mr. Kevin Marsh, TIAX
LLC, Lexington, MA; Mr. Tyler Bazant, Mustang Survival, and Mr. Brendan Smith, Survitec Group
The Integrated Aircrew Ensemble (IAE) is an Engineering and Manufacturing Development program of the
USAF. IAE is a neck-down, skin-out clothing and equipment ensemble that combines state-of-the-art materials, designs, and manufacturing processes to increase the performance and protection of aircrew. Reduced
bulk and thermal burden is achieved by modularization and integration of seven key configuration items:
coverall, G-suit, survival vest, pressure vest, life preserver, immersion suit, and chemical/biological/radiological garment.
The program, which is initially focused on the aircrew of ejection seat aircraft, is approximately half-way
through design verification testing (DVT). Testing and evaluation results-to-date include those from centrifuge testing, aircraft integration with pilots (F-15, F-16, F-22, A-10, and B-1), thermal stress tests with human subjects, cold water survival, sled ejections, survival/escape/evasion, sizing and fit assessment, and
several chemical-biologic simulant and chemical warfare agent tests. Subjective assessments have been
obtained from more than 200 airmen at approximately 10 continental US airbases.
Efforts are aimed at the System Verification Review in late winter and the Milestone C decision in early
spring.
Briefing - Integration Challenges, Lessons Learned, and Solutions with CBRN Defense Respiratory Equipment in Modern Fixed Wing Military Aircraft - Mr. Robert Lingo, Aircrew Systems Business Development Manager, Gentex Corporation, Carbondale, PA
Introduction and Aim of Presentation - The challenge with the integration of CBRN defense respiratory
equipment into modern, military fixed wing aircraft is well known to CBRN PPE materiel developers and procurement specialists. Integration challenges can greatly minimize mission effectiveness, and in some cases,
aircrew might decide to forego the use of their CBRN defense equipment and “take their chances” in lieu of
Page 43
wearing the equipment provided to them. This integration vs. protection dilemma is a constant battle for
CBRN PPE developers such as Gentex, and is the subject of this presentation.
The aim of the presentation is to detail some of the most onerous integration challenges, which have been
experienced with CBRN PPE for fixed wing aircrew; lessons learned gathered for each; and solutions that
have been effective. The types of integration challenges that are discussed include helmet stability and
fit/comfort; human interface/human factors and thermal burden; optical equipment effectiveness; seamless
transition to and from CBRN mode (MOPP4) to non-CBRN modes of pilot operation; alterations to the fluid
dynamics of the PPE system under rapid and explosive cockpit decompression; and effective torso integration across a broad aircrew population and aircraft platforms.
Finally, we offer our recommendations and vision for the future of CBRN PPE, with an intention to ultimately
improve military fixed wing aircrew mission effectiveness while simultaneously providing a level of CBRN
protection that is consistent with today’s non-Cold War era CBRN threat.
Technical Outline and Conclusions:
The presentation is organized as follows:
1.
Introduction and background
2.
Major integration challenges
a.
Case study, overview, and examples
b.
Lessons learned from each
c.
Solution(s) from each
3.
A future vision of CBRN PPE
4.
Conclusions
The CBRN integration challenge in modern military fixed wing aircraft is a solvable problem, but doing so
requires a holistic and proactive approach to development of performance requirements with CBRN accounted for early in the development and procurement process, implementation of life support as a “system”
mentality, and leveraging and continued optimization and improvement of previously proven design solutions.
Benefit to Audience: The intention is that the presentation will foster a thought provoking discussion
about how to solve CBRN integration challenges on fixed wing military aircraft, including technology advances, evolution of the CBRN PPE requirements development process, and expansion/optimization of successful
design solutions. Ultimately it is about mission effectiveness of the fixed wing aircrew when in MOPP4.
Paper - Risk Assessment Guidelines for Emergency Responders Facing a Chemical Terrorist Attack
– Y. Malmen, H. Joki, Senior Scientist, VTT Technical Research Centre of Finland, Tempere, Finland and J.S.
Jensen, Danish Emergency Management Agency, Finland
Introduction: A terrorist attack, in which a chemical is released, often differs from an accidental chemical
release on one crucial point: the identity of the chemical may remain unknown for many hours. When responding to a C-attack, the safety of the emergency responders (rescue service, police, ambulance staff) is
threatened. These first responders seldom have chemical suits at their disposal. A risk assessment method is
needed to minimize the consequences for the responders and the general public. Algorithms to identify the
chemical used have been developed, e.g. WISER and CHEMM-IST. A simplified method that has been suggested by the European research project “CBRN crisis management, Architecture, Technologies and Operational
procedures” (CATO) is presented in this paper.
Methods: The proposed algorithm has been developed within the CATO consortium. The instructions regarding the various Chemical Groups have been written based on published guidelines and on experiences of the
CATO partners.
(continues)
Page 44
Results: While WISER and CHEMM-IST are designed to positively identify the chemical, the method proposed
by CATO is only giving one or two groups of chemicals the substance may belong to. The algorithm used is
based on a limited set of observations of the emergency responder. Once the group(s) of chemicals has been
identified, the CATO method gives advice to the emergency responders regarding, for instance, PPE, the use
of detectors, and ways to minimize the amount of chemical released or the affected area. The CATO tool considers both releases outdoors and indoors, but also threats caused by decontaminated food or drink.
Not only is the method designed to serve the responders while at the scene, but it also contains a substantial
amount of information about various aspects related to C-attacks, which is intended to be read as part of the
CBRN training of the emergency responders. Finally, in the CATO Knowledge Base there are sections also for
incident commander teams and for the staff at hospitals’ emergency departments.
Discussion: Being developed during the last year, the proposed tools have so far only been tested in internal
desktop exercises. These have not revealed shortcomings that would lead emergency responders to select
inadequate PPE.
WEDNESDAY – 1:00 PM – 2:30 PM
EJECTION & CRASH 2
MODERATOR: TBD
Paper - Dynamic Responses of Head, Neck, and Shoulder to Sideward Impacts - Mr. James W. Brinkley, Biodynamics Research Scientist, Research for Design, LLC, Kettering, OH and Mr. Stephen E. Mosher,
Software Engineer, Xenia, OH
Background: U.S. corporations are developing crew seats and restraint systems for spacecraft. Multidirectional impact accelerations may be expected due to spacecraft emergency abort during launch, parachute
recovery, and landing. This study evaluates sideward (y axis) impact tests to provide data for the design of
spacecraft crew seat sideward body support and for the development of numerical and physical models of
the head and neck response.
Methods: Data from 72 sideward impacts tests with 14 military volunteers were analyzed. Subjects were
exposed to impact levels of 3, 4.5, and 6 G at velocities of 2.6, 3.6, and 4.3 m/s using half-sine impact
pulse durations of 133, 118, and 110 ms, respectively, using a horizontal impact facility. Measurements included sled acceleration, linear and angular acceleration and movement of the head and chest, and impact
forces exerted by the subject’s body on side support panels. Impedance parameters and transmissibility
magnitude were computed to support the development of dynamic response models.
Results: The mean ± one standard deviation shoulder force increased linearly to 520.0±64.3 lbf
(236.0±29.2 kg). The mean total upper body force increased linearly to 622.0±63.9 lbf (282.0±29.0 kg).
The mean force measured at the hip was 520.0±70.7 lbf (161.0±32.0 kg). The upper body dynamic response model mean natural frequency was 5.13±1.12 Hz, with a mean damping coefficient radio of
0.50±0.16. The dynamic response models for the shoulder reflected stiffening from the 3 G level to the 6 G
level; 9.8 Hz to 12.9 Hz, with damping coefficient ratios decreasing from 0.37 to 0.18, respectively.
Discussion: Shoulder impact injuries reported by other authors are discussed. Neck dynamic response
model findings are discussed and recommendations for future neck injury research are described.
Briefing - The Application of Active Real-time Velocity Window Control System for Ejection Escape
System in Rocket Sled Test – Mr. Gong Minsheng, Vice Director, AVIC Aerospace Life-Support Industries,
Ltd., Hubei, China
Abstract: The rocket sled test is one of the primary methods to evaluate the performances of the ejection
escape system. There is a requirement for the test that the firing unit ignites to initiate the ejection when the
Page 45
sled reaches the predicting velocity. However, in onsite test, big deviation between the calculated and the actual velocities may be caused by many uncertainties. Once the deviation is beyond the acceptable range, the
test is deemed invalid. To reduce unnecessary financial loss, the active real-time velocity window control system is developed.
The active real-time velocity window control system consists of the controller, transducer, ignition control circuit and the power source. The magnetoelectric velocity transducers are installed on the sled, and the permanent magnets are attached to one side of the track at intervals of ten meters. When the sled passes, the pulses sensed by the three independent transducers are transmitted to the three MCU systems in the controller.
After calculating, the actual velocity is obtained using triple modular redundancy and compared with the predicting velocity parameter. If the velocity is within the velocity window, the real-time ignition signal is outputted by the controller and the fire control circuit is set up to initiate the ejection. After trial-manufacture, serials
of tests are conducted for the system, such as the velocity precision test, system function test, ignition performance test and others. Currently the active real-time velocity window control system has been widely used
in the XB rocket sled tests (80km/h V 1300km/h) and other relevant tests. The system is proved to be safe
and reliable after more than 50 tests. The most outstanding feature of this system is that it can check the velocity of the sled in a long control range along the track. Comparing with the fixed-point cutting screenbox
system or the fixed-point velocity window system, this system has higher velocity precision and/or more opportunities to initiate the event.
Paper - An Adaptive Control Method for Escape Path Clearing System Based on Risk Evaluation –
Mr. Feng Guanghui, Engineer, AVIC Aerospace Life-support Industries, Ltd., Hubei, China
Abstract: Currently, there are two types of escape path clearing system (EPCS) that is canopy jettison system and canopy fracturing system, corresponding to jettison-the-canopy ejection and through-the-canopy
ejection. For jettison-the-canopy ejection, no strike occurred during escape path clearing, so the risk of pilot
injury can be decreased greatly, while, the process of canopy jettison wastes too much time which is very
precious at emergency situation. As to through-the-canopy ejection, there is no delay between pilot's decision and ejection, but the probability of pilot injury increases.
This paper proposes an adaptive control method for EPCS based on risk evaluation. This technology uses
flight parameter, relative height and other parameters to evaluate the risk of ejection. If pilot can be saved
by jettison-the-canopy ejection, it can be considered that the risk is lower; otherwise, the risk is high. The
proceeding of evaluation is based on ejection seat theoretical performance data. Hence, minimum safety
height data on various ejection scenarios must be tabled and previously stored in a sequence control subsystem. Based on evaluation result, the mode of EPCS was selected. At high risk situation, the escape system implemented through-the-canopy ejection, otherwise, jettison-the-canopy ejection was executed.
Next, the author discusses the key technology of adaptive control method for EPCS in engineering, including
velocity and attitude parameters acquisition, relative height measurement, high performance and high credible sequence control technology, etc. Then, a detailed scheme of adaptive control method for EPCS was
described with two figures, one explains the basic principle of this scheme, the other depicts the configuration of EPCS controller and connections with other sub-system.
Further, the escape envelope with different escape path clearing mode were compared using heart-shaped
chart, and the results indicate that the advantage of adaptive control method for EPCS was remarkable.
Finally, the author concluded that the adaptive control method for EPCS was very useful; it can reduce pilot
injury, while not sacrifice performance. Importantly, it is feasible to engineer based on existing technology.
The author also pointed out that along with improvement on intelligence of ejection life-saving technology,
the selection of escape path clearing will be determined directly by environment and pilot's physiological
status in ejection in the future. Then, the level of adaptive control will be further enhanced.
Page 46
HYPOXIA
MODERATOR: TBD
Paper - A Study of Protection Provided by General Aviation Oxygen Masks with Open Ambient
Ports in Toxic Environments – Mr. Lawrence N. Paskoff, Mr. Joseph G. Mandella and Mr. David A. Self.
Civil Aerospace Medical Institute, Oklahoma City, OK
Introduction: Air transport of medical specimens aboard general aviation aircraft frequently utilizes dry ice
to preserve the specimens. The sublimation of carbon dioxide (CO2) within the confined space of the aircraft
cabin, without sufficient outside air turnover presents a potential hazard. Aircraft equipped with oxygen systems utilizing modified clinical masks that allow oxygen to be diluted with air drawn in through side ports may
not offer adequate protection from CO2 contamination.
Methods: Experiment 1. A simulated aircraft cockpit and cabin area were constructed. Total volume was
approximately 3.956 m3. Ten insulated biological specimen bags (12 x 17 x 20 in) having 2 ventilation ports
were filled with 5 lb. of dry ice. This ratio of specimen bags to cabin volume reflected common industry practices. Air flow through the mock-up was set at a turnover rate of 9.73. CO2 levels were monitored with mass
spectrometry (Perkin Elmer, Waltham, MA).
Experiment 2. A face mask with re-breather bag delivered aviator’s oxygen at a flow rate of 6 L/min (Precise
Flight Inc., Bend OR) and was fitted to a test mannequin head connected to 2 breathing machines (Hans Rudolph, Shawnee, KS) that produced alternately an inhalation of mask contents, and then an exhalation of either ground level alveolar air (78.5% N2, 16% O2, 5.5% CO2), or alveolar air resulting from breathing 100%
O2. The breathing machines delivered a physiological breath pattern with a tidal volume and rate of 0.92 L and
20 breaths per minute (bpm). The head was inside a 0.76 m3 sealed box. CO2 content in the box was gradually increased and the inhaled and end tidal gas compositions were measured.
Results: Experiment 1. Carbon dioxide levels reached a mean average of 2.02% after 12 min, and then stabilized.
Experiment 2. Inhaled partial pressures of CO2 inside the mask were 5.496 mm Hg (ambient= 0.1%); 20.93
mm Hg (ambient = 2.44%); and 34.36 mm Hg (ambient= 4.75%).
Discussion: These results suggest that general aviation carriers may be creating levels of CO 2 in small airframe general aviation cabins with high densities of biological specimen bags that exceed the Occupational
Safety and Health Administration (OSHA) and Federal Aviation Administration (FAA) standards (0.5%). Further, use of commercially available general aviation oxygen equipment by aircrews may not provide adequate
protection.
Briefing - Integration and Development of the Mission Oxygen Supply System (MOSS) for the C160 Transall – Mr. Martin Pfefferkorn, Dipl. Ing.(FH), Crew Systems Specialist, Airbus Defence & Space
GmbH, Manching, Germany
Abstract: Germany's Bundeswehr (German Armed Forces) requires the ability to deploy forces and equipment by the C-160 Transall transport aircrafts at any altitude and environmental conditions, night and day.
These missions include multiple dropping zones, also at high altitudes and cause enduring de-pressurization of
the cabin. Therefore, the crew requires sufficient oxygen stored in the aircraft, also covering pre-breathing
and emergency oxygen. The standard emergency oxygen system of the C-160 is not designed to cover such
missions and, therefore, a dedicated Mission Oxygen Supply System (MOSS) is developed.
The MOSS has to provide ballistic protection and a modular design to be portable and held in the cargo compartment. It consists of three boxes with 2*24l pressurized oxygen cylinders each and a storage box for
Page 47
equipment, like indications, wires and hoses. The fifth box stores up to 6 Portable Oxygen Supply Systems
(POSS).
The challenge was to integrate the MOSS into an in-service aircraft, to consider the emergency system, to
supply the cockpit crew (Pilot, Co-Pilot, Flight Mechanic, Tactical Officer) with segregated systems and to provide acoustic low pressure warnings and NVG compatible filling indications in the narrow cockpit and cargo
compartment. Emergency procedures and operational / tactical requirements have to be assessed and considered. Also two Loadmasters have to be supplied by the MOSS, e.g. for pre-breathing, but in contrast to the
cockpit crew, they also have to be mobile during work in the often crowded cargo compartment. Therefore,
they have to be supplied after detaching from the MOSS by the POSS, carried with an ergonomic harness,
compatible with the vest and survival equipment.
Paper - Oxygen Supply System Simulation Based on Flowmaster Software – Zeng Yu, Beihang University, Beijing, China
Abstract: Aviation oxygen supply is used to protect pilots from the low pressure of high altitude and hypoxia
in flight, and ensure the pilots safety in emergency flight. Along with the development of aeronautic industry,
protection of oxygen supply equipment needs to be improved to a new level. However, the related researches
of China are mostly laboratory experiments, and they cost a lot and have a lot of constraints, which can’t satisfy the requirement of the modern equipment. Therefore, simulation on oxygen supply equipment is necessary, but the domestic simulation results are focused on the performance of a single component. Nevertheless, reports on system simulation, especially introducing the molecular sieve oxygen generator system, are
rare.
Oxygen system unit was established by the one-dimension flow simulation software Flowmaster. According to
the working principle the oxygen supply system was divided into several functional units. The mathematical
models were established on the basis of reasonably simplified units. Then, the corresponding simulation components were built in Flowmaster. A certain flying assignment was simulated with the network of the entire
system. The key parameters, such as inhalation resistance, oxygen converter, oxygen system and safe excessive pressure, were analyzed through simulation results. And the analysis results certify the feasibility of
Flowmaster platform used for oxygen system. The simulation method by Flowmaster can obtain more system
performances in detail than experimental studies. Sensitivity analysis of key structure parameters can be done
through this system, and the optimization design for the oxygen system can be achieved. Once the simulation
unit library for all kinds of oxygen system was established, integrated optimization for oxygen system can be
achieved. Hence, the design cost can decrease within the technology requirement.
WEDNESDAY – 2:00 PM – Raffle in Grand Sierra Ballroom Exhibits Area – See page 51 for details
REFRESHMENT BREAK
WEDNESDAY - 3:00 PM – 9:00 PM
EXHIBITOR TEAR-DOWN
Page 48
2014 SAFE GOLF TOURNAMENT
2014 SAFE GOLF TOURNAMENT
Date: Sunday, November 2nd, 2014
Date: Sunday, November
2nd, 2014
Registration/Sign-in:
7:45-8:15
AM
Registration/Sign-in:
7:45-8:15
AM
Start
Time: 8:30 AM - Shotgun
Start
Start
Time:
8:30Golf
AM Club
- Shotgun
Start Florida
Location:
Eagle
Creek
– Orlando,
Location:
Eagle Lake
Creek
Golf Club
– Orlando,
Florida
10350 Emerson
Boulevard,
Orlando,
FL 32832
10350 Emerson Lake Boulevard, Orlando, FL 32832
COURSE STATS: Designed by world-renowned golf course architects Ron Garl of the U.S. and Howard Swan of
Europe, Eagle
Creek's
Orlando
golf course
offers the best of
both
worlds.
Its fiveRon
par Garl
5's, five
sets
of tees,
and more
COURSE
STATS:
Designed
by world-renowned
golf
course
architects
of the
U.S.
and Howard
than 90 bunkers
and
dramatic
bulkheads
are
reminiscent
of
those
found
in
Scotland
and
England.
Overall,
Swan of Europe, Eagle Creek's Orlando golf course offers the best of both worlds. Its five par 5's, the
five true
sets
Scottish-style
experience
of
Eagle
Creek
Golf
Club
stands
out
from
other
Orlando
championship
golf
courses
as aand
of tees, and more than 90 bunkers and dramatic bulkheads are reminiscent of those found in Scotland
true golfing
masterpiece!
also designed
Eagle Creek
Golf
Club’s
highly
England.
Overall, Howard
the trueSwan
Scottish-style
experience
of Eagle
Creek
Golf
Club acclaimed
stands outsister
from course,
other Orlando
Boavista championship
Resort Golf Course,
in Lagos,
Portugal.
Eagle
Creek Golf Club
is proud
toalso
be part
of an Eagle
elite group
golf courses
as a
true golfing
masterpiece!
Howard
Swan
designed
CreekofGolf
designated
“Audubon
Silver
Signature”
courses,
pristine
surroundings
for
residents
Club’s
highly International
acclaimed sister
course,
Boavista
Resortproviding
Golf Course,
in Lagos,
Portugal.
Eagle
Creekand
Golf
visitors, Scottish
style
white
sand
bunkers
and
dramatic
bulkheads
embracing
water
hazards
and
greens,
nestled
Club is proud to be part of an elite group of designated “Audubon International Silver Signature” all
courses,
beneath a
canopy of
towering
trees and foliage.
Eagleand
Creek
is Florida’s
first
golfwhite
course
to use
the technologically
providing
pristine
surroundings
for residents
visitors,
Scottish
style
sand
bunkers
and dramatic
advancedbulkheads
Mini-Verde
grass, resulting
in exceptionally
fast all
andnestled
vibrantbeneath
greens.aEagle
Creek
also offers
a two-sided
embracing
water hazards
and greens,
canopy
of towering
trees
and foliage.
driving range
and
practice
hole
with
bunkers.
Eagle Creek is Florida’s first golf course to use the technologically advanced Mini-Verde grass, resulting in
exceptionally fast and vibrant greens. Eagle Creek also offers a two-sided driving range and practice hole
START-TIME
& DRESS CODE: We will begin play at 8:30 AM with a shotgun start. The tournament format will
with bunkers.
be a 4-person team scramble. The Eagle Creek Golf Club is a soft spike golf shoe facility that requires collared shirts
for men and
Bermuda length
shorts.
Proper
required.
START-TIME
& DRESS
CODE:
Wegolf
willattire
beginisplay
at 8:30 AM with a shotgun start. The tournament
format will be a 4-person team scramble. The Eagle Creek Golf Club is a soft spike golf shoe facility that
PAIRING
REQUESTS:
will for
trymen
to accommodate
pairing
requests.
Please
specify
requires
collaredWe
shirts
and Bermudaall
length
shorts.
Proper
golf attire
is handicaps
required. and insure that
the people you are requesting to play with also have you on their request list. We would like to have a few more of
our SAFEPAIRING
ladies playREQUESTS:
again this year,
of all levels are
to come out
and specify
have fun.
Weand
will golfers
try to accommodate
allwelcome
pairing requests.
Please
handicaps and in-
sure that the people you are requesting to play with also have you on their request list. We would like to
GIVE-AWAYS,
committee
is asking
corporate
members
consider
providingto
give-a-ways
have a PRIZES,
few moreETC:
of our The
SAFEgolf
ladies
play again
this year,
and golfers
of alltolevels
are welcome
come out in
the form and
of golf
balls,
towels,
tees,
cash,
etc.
to
be
used
as
tournament
prizes.
Contributions
will
be
most
appreciated
have fun.
and appropriate credit will be given in the SAFE Symposium Program as well as posted in the exhibit area. Should
you wish GIVE-AWAYS,
to make a cash PRIZES,
contribution,
your check
to SAFE with
Golf Tournament
on
ETC:please
The make
golf committee
is payable
asking corporate
members
to consider Contribution
providing givethe memo
line,
and
mail
to
SAFE,
Attention:
Golf
Tournament
Chair.
We
are
looking
for
companies
to
sponsor
certain
a-ways in the form of golf balls, towels, tees, cash, etc. to be used as tournament prizes. Contributions will
prizes this
your company
would be interested
in be
sponsoring
certain
prizes
(1st Place,
2nd Place,
Long
Drive,
beyear.
most If
appreciated
and appropriate
credit will
given in the
SAFE
Symposium
Program
as well
as posted
closest tointhe
pin,
etc.),
please
contact
Ebby
Bryce
for
details.
If
you
are
interested
in
providing
golf
give-a-ways
the exhibit area. Should you wish to make a cash contribution, please make your check payable to SAFE
(tees, balls,
trophies, etc.)
please contact
Benton
in the
SAFE
Office Attention:
at (541) 895-3012;
e-mail Chair.
withtowels,
Golf Tournament
Contribution
on theJeani
memo
line, and
mail
to SAFE,
Golf Tournament
safe@peak.org
or
Ebby
Bryce,
(757)
927-2461,
e-mail
ebryce@ced.us.com.
We are looking for companies to sponsor certain prizes this year. If your company would be interested in
sponsoring certain prizes (1st Place, 2nd Place, Long Drive, closest to the pin, etc.), please contact Ebby
RENTAL Bryce
CLUBS:
Rental clubs
will
beinterested
available to
whogolf
need
them, but only
if balls,
they are
reserved
in advance
for details.
If you
are
in those
providing
give-a-ways
(tees,
towels,
trophies,
etc.)
through either
Benton
Ebby Bryce.
The rental
is not
includede-mail
in thesafe@peak.org
price below so
you Bryce,
reserve
pleaseJeani
contact
JeaniorBenton
in the SAFE
Office fee
at (541)
895-3012;
orifEbby
rental clubs
will need
to show
up early to pay for your rental clubs. Cost to rent clubs this year will
(757)you
927-2461,
e-mail
ebryce@ced.us.com.
be $40. Those who ask for rental clubs on the day of the tournament may find they are not available - please do
not wait!!RENTAL
Also, make
sure you
specify
CLUBS:
Rental
clubsright
will or
be left.
available to those who need them, but only if they are reserved in
advance through either Jeani Benton or Ebby Bryce. The rental fee is not included in the price below
ENTRY FEE:
INCLUDES:
so if$85.00
you reserve
rental clubs you will need to show up early to pay for your rental clubs. Cost to
rent clubs this year will be $40. Those who ask for rental clubs on the day of the tournament may find
Included they
with are
yournot
entry
fee: Greens
fee,
prizes, Also,
and amake
sandwich
in theorclub
available
- please
docart,
not wait!!
sure bar
you (buffet)
specify right
left.house after the
tournament. (And of course the great gift bags assembled with donations from our corporate sponsors!)
Continues next page
In addition to the entry fee; we will again be selling mulligans at the registration table for $5.00 each, a max of four
mulligans per player. Please ensure you bring some extra cash to buy mulligans as these may be used to replace
any shot you are not proud of, AND the additional funds will be used to improve and increase the awards and prizes.
Page 1 of 2
Page 49
ENTRY FEE: $85.00 INCLUDES:
Included with your entry fee: Greens fee, cart, prizes, and a sandwich bar (buffet) in the club house after the
tournament. (And of course the great gift bags assembled with donations from our corporate sponsors!)
In addition to the entry fee; we will again be selling mulligans at the registration table for $5.00 each, a max
of four mulligans per player. Please ensure you bring some extra cash to buy mulligans as these may be
used to replace any shot you are not proud of, AND the additional funds will be used to improve and increase
the awards and prizes.
SIGN-UP/REFUND DEADLINE: The sign-up and refund deadline is Friday, October 17th, 2014 so please
sign-up early. We cannot guarantee availability or refunds after this date due to the contractual agreement
with the course. Due to past financial losses caused by player/team dropouts and late or non-payment, only
players who have registered and paid in full will be placed on teams and participate in the tournament.
The course reserves the right to book the remainder of the course for other players after this date.
REGISTRATION FORM:
2014 SYMPOSIUM GOLF TOURNAMENT
Please sign me up to play in the tournament:
Name: ________________________________________________________________________________
Company/Affiliation: _____________________________________________________________________
Paring Request _________________________________________________________________________
Rental Clubs Needed (cost not included in price below):
(Specify men or women & left or right hand.) ____________________________________________________
Phone: ________________________________________________________________________________
E-Mail: ________________________________________________________________________________
Entry Fee Enclosed: $85.00
My Handicap is:_________________ (if not established, state average for 18 holes)
Make check payable to SAFE Association and mail to:
SAFE Association
Attn: Golf Tournament Chair
Post Office Box 130
Credit card payment also accepted – see page 7
Page 50
Flat and Smokin’ Fast...
Open to SAFE Symposium Attendees, Friends & Family
DATE: Sunday, 2 November 2014
START TIME: 1500
LOCATION: Turkey Lake, Orlando, Florida
ONLINE REGISTRATION: NOW OPEN! Check the SAFE Association website.
Last Day for Online Registration: 24 October
Pre-registration recommended for a race shirt in your size.
AWARDS RECEPTION: Awards for top finishers and much more!
Race shirt and reception for all participants.
DAY OF EVENT SCHEDULE
10:00 – 14:00: Day of race registration and packet pick-up
14.00: Shuttle bus from Caribe Royale to Turkey Lake (20 min ride)
15:00: Start of SAFE 5k Runner
15:45: Awards and reception
16:45: Last bus departs Turkey Lake to Caribe Royale
Event Details are posted on SAFE Facebook and www.safeassociation.com
To be Volunteer or Sponsor please contact: Marcia Baldwin at mkbaldwin@coresurvival.com
SAFE RAFFLE
TIME: 2:00 PM START - IN THE EXHIBITS AREA
RAFFLE PROCEDURES FOR 2014
Our raffle will be held in the Exhibits Hall at 2:00 PM on Wednesday. Prizes
will include gifts from our exhibitors and corporate members.
If you wish to contribute special prizes to our raffle, they can be delivered to
SAFE in two ways (1) coordinate with Jeani Benton in advance of the symposium (safe@peak.org) (2) On-site the prizes must be delivered to the SAFE Registration Desk no later than Noon on Wednesday, November 5th with a business
card taped to the prize/gift for corporate recognition. There will be no exceptions to this deadline. Any prizes delivered after this time will go into a general
pool or grab bag prize (s) and the source may not/cannot be identified
Each attendee’s registration packet will contain five dual raffle tickets. The attendee will retain one half and place the other into any one of the many prize
pool containers located on display in the raffle area after 1:00 PM. Attendees
may also purchase more raffle tickets at a $1.00/each. One ticket from each pool
will be pulled until a winner is identified as present. Winners take the entire
pool of prizes. The more gifts and prizes we have the more pools will be created
and the more chances to win. There is no limit as to which pool an attendee
places tickets in or how many you purchase. SAFE reserves the right to collect
prizes into pools and to pull all winners.
Remember – you must be in attendance at 2:00 PM Wednesday to win!
Page 52
Corporate Sustaining Members
The SAFE Board would like to thank our Corporate Sustaining Members
for their continued support of SAFE
ACR Electronics
Aegisound
Aerial Machine & Tool Corporation
Aeroflex - Wichita
Aerostar International - Government Sales Division
AmSafe, Inc.
Aviation Artifacts, Inc. (A.A.I.)
AVOX Systems - Zodiac Aerospace
BAE Systems - Protection Systems
Bally Ribbon Mills
Bose Corporation
Butler Parachute Systems Group, Inc.
Calspan Corporation
Cam Lock
Capewell Components
Cobham Mission Systems - N.Y.
Daicel Chemical Industries, Ltd.
David Clark Company, Incorporated
Diversified Technical Systems, Inc.
Drifire
DSB - Deutsche Schlauchboot GmBh
Ensign-Bickford Aerospace & Defense Company
Environmental Tectonics Corporation
Essex Industries
Fujikura Parachute Co., Ltd.
FXC Corporation
Gentex Corporation
Gibson & Barnes
Hanel Storage Systems
Honeywell Aerospace Yeovil
Humanetics Innovative Solutions
Kannad Aviation
Katadyn North America
Life Support International, Inc.
Martin-Baker Aircraft Co., Ltd.
Nammo Talley, Inc.
Offray Specialty Narrow Fabrics
Oregon Aero
Para-Gear Equipment Company
Phantom Products, Inc.
Revision
Safe, Inc.
Secumar Bernhardt Apparatebau GmbH u. Co.
Seitz Scientific Industries, Inc.
Signal Engineering, Inc.
Skytexus, International
SSK Industries, Inc.
Stratus Systems, Inc.
Survitec Group, Ltd.
Survival Innovations, Inc.
Systems Technology, Inc.
Teledyne Energetics
Transaero, Inc.
TSL Aerospace Technologies - ALSE Division
Tulmar Safety Systems, Inc.
Vinyl Technology - Sales
Wel-Fab, Inc.
Westone Laboratories, Inc. - Hearing Healthcare
Protection
Wolf Technical Services, Inc.
Zodiac - Air Cruisers - OEM & Military Sales
Please thank our corporate members – they are the backbone of our Association and
are to be commended for their constant support of SAFE.
Page 53
NOTES
ACR Electronics
Aegisound
Aeroflex - Wichita
AmSafe, Inc.
Bally Ribbon Mills
Bose Corporation
Calspan Corporation
Cam Lock
Capewell Components
Drifire
Essex Industries
FXC Corporation
Gentex Corporation
Gibson & Barnes
Kannad Aviation
Nammo Talley, Inc.
Oregon Aero
Revision
Safe, Inc.
Teledyne Energetics
Transaero, Inc.
Wel-Fab, Inc.
Protection
Page 54
53
NOTES
ACR Electronics
Aegisound
Aeroflex - Wichita
AmSafe, Inc.
Bally Ribbon Mills
Bose Corporation
Calspan Corporation
Cam Lock
Capewell Components
Drifire
Essex Industries
FXC Corporation
Gentex Corporation
Gibson & Barnes
Kannad Aviation
Nammo Talley, Inc.
Oregon Aero
Revision
Safe, Inc.
Teledyne Energetics
Transaero, Inc.
Wel-Fab, Inc.
Protection
Page 55
53
NOTES
ACR Electronics
Aegisound
Aeroflex - Wichita
AmSafe, Inc.
Bally Ribbon Mills
Bose Corporation
Calspan Corporation
Cam Lock
Capewell Components
Drifire
Essex Industries
FXC Corporation
Gentex Corporation
Gibson & Barnes
Kannad Aviation
Nammo Talley, Inc.
Oregon Aero
Revision
Safe, Inc.
Teledyne Energetics
Transaero, Inc.
Wel-Fab, Inc.
Protection
Page 56
53

tentative program - SAFE Association

Transcription

Similar documents

Full Text PDF

Please contact our Global Event Associate, Thu Thao Nguyen: E

Event Flyer - Curtis Culwell Center

The VII International Symposium on Carbon in Mexico

2016 Shenandoah University Business Symposium Flyer

Wherever you are. Whenever you need it.

Suhaidah Tahir SEAMEO RECSAM

Boys` Art Symposium flyer

FORTY YEARS OF AIR SUPREMACY F

Lubawa 9