An Analysis of the Possible Migration Routes of Oedaleus decorus asiaticus Bey-Bienko (Orthoptera: Acrididae) from Mongolia to China

Oedaleus decorus asiaticus (Bey-Bienko) is a destructive pest in grasslands and adjacent farmland in northern China, Mongolia, and other countries in Asia. It has been supposed that this insect pest can migrate a long distance and then induce huge damages, however, the migration mechanism is still unrevealed. The current study uses insect light trap data from Yanqing (Beijing), together with regional meteorological data to determine how air flow contributes to the long-distance migration of O. decorus asiaticus. Our results indicate that sinking airflow is the main factor leading to the insects’ forced landing, and the prevailing northwest wind was associated with O. decorus asiaticus taking off in the northwest and moving southward with the airflow from July to September. Meanwhile, the insects have a strong migratory ability, flying along the airflow for several nights. Thus, when the airflow from the northwest met the northward-moving warm current from the southwest, a large number of insects were dropped due to sinking airflow, resulting in a large outbreak. Our simulations suggest that the source of the grasshoppers involved in these outbreaks during early 2000s in northern China probably is in Mongolia, and all evidence indicates that there are two important immigrant routes for O. decorus asiaticus migration from Mongolia to Beijing. These findings improves our understanding of the factors guiding O. decorus asiaticus migration, providing valuable information to reduce outbreaks in China that have origins from outside the country.

Study on customized knowledge graph of student pilot learning in FITS training

Knowledge graphs are useful sources for various AI applications, however the basic paradigm to support pilot training is still unclear. In the paper, It is proposed to generate the customized knowledge graph of flight trainings using machine learning method for the flight training program. In order to provide the successful key to the further understanding of the learning problems between the students and the instructors. In this research, we collected data from an aeronautical academic in Taiwan that students were trained for Recreation Pilot License Program. We performed a test on 24 students at the first of each training course, 16 data of collected been used on building the module, 8 of them used to exam the module. There are 12 courses in the training program, and 30 hours total time were suggested by academic. The score which we applied on test were based on LCG method which is the sum of Maneuver and SRM Grades. For the indicators of course component in Learner Centered Grading, namely (a) CCS1: Operation & Effect of Controls; (b) CCS2: Straight & Level; (c) CCS3: Climbing & Descending; (d) CCS4: Turning; (e) CCS5: Stalling; (f) CCS6: Revision; (g) CCS7: Circuits; (h) CCS8: Cross-Wind Training; (i) CCS9: Circuit Emergency; (j) CCS10: Solo Circuit; (k) CCS11: Forced Landing; and (l) CCS12: Precautionary & Searching Landing. Through the method of Knowledge Graph, we deduct and predict the number of hours that need to be added for each student’s learning. Using the dynamic knowledge graph to display the key issues of the course learning continuously, and make follow-up decisions for the students, instructors and airliners.

Application of Comprehensive Rectification Method in Rectification of Buildings

This year, there are two ways to rectify buildings: forced landing and jacking up. The method of landing is to increase the settlement of the smaller side of the building, and the method of landing is the digging soil method, the irrigation method, the pile loading method, etc. the jacking method is on the basis of the stable foundation settlement, and the upper structure or foundation is raised on the larger side of the building so that the building will be leveled back, and the jacking method has static pressure pile top. Lifting method, lime pile lifting method, high pressure jet pile jacking method, etc. But in practice, a kind of rectification method cannot meet the purpose of building rectification. It needs two or more rectification methods to achieve the goal. This method of simultaneous application of two or more rectification methods on the same building is called the comprehensive rectification method. In this paper, some common rectifying methods are introduced. At the same time, the application of the comprehensive rectification method in engineering is explained in the background of practical engineerings.

Ice drift during the 1897 Andrée balloon expedition

The indirect cause of death of the three members of the Andrée balloon expedition on White Island in early October 1897 was the ice drift during their attempted retreat after the forced landing at 82°56′N 29°52′E. They initially tried to reach Cape Flora to the southeast of their current position in the Arctic pack ice even though they could deduce from prior explorers’ experience that the expected long-term direction of the ice drift in the area would be to the southwest. However, when they finally turned towards the Seven Islands in the southwest, the ice unexpectedly began to drift in a southeasterly direction. In this paper, trigonometrical methods are used to derive more precise measures of the ice drift the expedition members actually experienced, based on their own position fixes and their own descriptions of their marches. The results confirm that they were exposed to a southwesterly ice drift, on average, during the weeks they were trying to head southeast, and to a southeasterly ice drift, on average, during the weeks they were trying to head southwest. Hence, the disastrous ending of the expedition was, at least to some extent, a result of bad luck.

Innovative Solutions for Searching, Rescuing, and Rendering Assistance to Cosmonauts on the Forced Landing Place of the Descent Module Under Extreme Conditions of the Northern Climatic Zone

The paper considers new approaches to the use of unmanned aerial vehicles (UAVs) and associated technologies of emergency warning under extreme conditions of the northern climatic zones for expanding the search and rescue capabilities in case of the forced landing of the descent module (DM). The paper also analyzes the innovative solutions on the human protection against adverse environmental effects and the means for emergency medical care that are delivered to the landing place of the descent module and allow mitigating risks for surviving under unfavorable climatic conditions prior the evacuation operations begin.

Preflight Contingency Planning Approach for Fixed Wing UAVs with Engine Failure in the Presence of Winds

Preflight contingency planning that utilizes wind forecast in path planning can be highly beneficial to unmanned aerial vehicles (UAV) operators in preventing a possible mishap of the UAV. This especially becomes more important if the UAV has an engine failure resulting in the loss of all its thrust. Wind becomes a significant factor in determining reachability of the emergency landing site in a contingency like this. The preflight contingency plans can guide the UAV operators about how to glide the aircraft to the designated emergency landing site to make a safe landing. The need for a preflight or in-flight contingency plan is even more obvious in the case of a communication loss between the UAV operator and UAV since the UAV will then need to make the forced landing autonomously without the operator. In this paper, we introduce a preflight contingency planning approach that automates the forced landing path generation process for UAVs with engine failure. The contingency path generation aims true reachability to the emergency landing site by including the final approach part of the path in forecast wind conditions. In the contingency path generation, no-fly zones that could be in the area are accounted for and the contingency flight paths do not pass through them. If no plans can be found that fulfill reachability in the presence of no-fly zones, only then, as a last resort, the no-fly zone avoidance rule is relaxed. The contingency path generation utilizes hourly forecast wind data from National Oceanic and Atmospheric Administration for the geographical area of interest and time of the flight. Different from past works, we use trochoidal paths instead of Dubins curves and incorporate wind as a parameter in the contingency path design.

Applications of Decision-Support Systems in Sociotechnical Systems

In this chapter, the authors present conceptual models of decision support systems (DSS) and Expert systems (ES) for Human-Operator (H-O) of Air Navigation System (ANS), such as air traffic controller (ATC) in flight emergencies, Unmanned Aerial Vehicles (UAV) operator, Safety Management System (SMS), etc. The authors made an analysis of the International civil aviation organization (ICAO) documents on risk assessment and the impact of the social environment on the aviation system. Automated system of pre-flight information preparation with intelligent module for support the decision making (DM) about aircraft departure are presented and program realization of systems are shown. The authors obtained algorithm of determining the optimal aerodrome for the forced landing of aircraft is provided. Expert systems of aviation enterprise's estimation were developed. Inhomogeneous factors of internal and external management environment of aviation enterprise were generalized using set-theoretical approach. This gave possibilities to define that the level of safety of aviation activity has the greatest influence among factors of internal environment and global economic situation – among factors of external environment. The authors demonstrate some interesting applications of DM in Socio-Technical Systems (STS). The DSS for H-O of ANS in the emergency situational were developed. Examples of DSS: DSS of ATC in the emergency situational; the flight dispatcher's DSS; DSS of UAV's operator, etc. In addition, the chapter presents some cases of DSS developed by the authors and colleagues at National Aviation University, Ukraine.

A note on the depots of the 1897 Andrée balloon expedition

Recent research suggests that the members of the 1897 Andrée balloon expedition could have survived if they had marched towards the depot at Seven Islands instead of the Cape Flora depot after the forced landing at 82°56’N 29°52’E, and furthermore, that they reasonably should have done so given what they knew about the ice drift in the area. This paper comprises an analysis of the expedition’s depots based on a review of original sources, and the results elucidate Andrée’s initial decision to march towards Cape Flora. The Seven Island depot was not yet laid when Andrée departed in his balloon, and the information he had at the time indicated that it was highly uncertain that depot could be laid at all. Moreover, he knew it might be difficult to find the depot even if it had been laid since no exact position for it could be determined in advance. If he arrived at the Seven Islands without being able to obtain supplies there, Andrée knew he would have to continue all the way to Nordenskiöld’s old hut in Mossel Bay. Cape Flora, on the other hand, was certain to offer both supplies and shelter.