P. O. Box 870280, Tuscaloosa, AL 35487-0280 205-348-7303

STATISTICS

Born 7-17-35 in Krakow, Poland.

Naturalized in U.S. 10-19-71.

Security Clearance: Secret (inactive).

Ph.D. (Physics) 1961 (Weizmann Institute, Israel).

M.Sc. (Physics) 1958 (Hebrew University, Israel).

Aero E. 1971 (University of Michigan).

Registered Professional Engineer, Texas 38901.

POSITIONS HELD.

1991-present UNIVERSITY OF ALABAMA, Professor of Aerospace Engineering and Mechanics, Cudworth endowed chair of Aerospace Engineering. Director, UA Flight Dynamics Lab.

1986-1991 MCDONNELL DOUGLAS HELICOPTER CO., Manager, Advanced Development Office, Combat Simulation and System Integration.

1983-1986 SELF EMPLOYED IN FLIGHT SIMULATION.

1978-1983 LTV ASAT (Anti-Satellite) PROJECT. Headed simulation team for space weap- on. Developed guidance algorithms.

1971-1977 LTV AIRCRAFT PROJECTS. A-7 Structures. Structures Project Engineer for A-7 (1976). Composites.

1961-1970 WEIZMANN INSTITUTE OF SCIENCE, ISRAEL. Associate Professor of Physics. Research and teaching in Theoretical Physics.

PUBLICATIONS

BOOKS:

Classical Mechanics, Quantum Mechanics, Field Theory, Academic Press 1965.

Principles of Statistical Mechanics (The Information Theory Approach), Freeman 1967.

Subsonic Airplane Performance, Society of Automotive Engineers 1994.

Computational Rigid Vehicle Dynamics, Krieger 1997.

Several Book Chapters and numerous research papers (see list of publications).

PATENTS

Tunable Link. U.S. Patent 4186568.

Liquid Crystal Active Light Shield. U.S. Patent 4560239.

MISCELLANEOUS

Chairman, SAE Committee on Information Science.

PILOT QUALIFICATIONS: ATP Airplane SEL with commercial privileges in Airplane

MEL and SES and in Rotorcraft Helicopter. Flight Instructor, Airplane SE and

ME and Instruments. 2700 hours logged.

EXPERIENCE -- details

1961 - 1970 Weizmann Institute of Science. Senior Scientist, 1961, tenured Associate Professor, 1966, left in 1970 (leave of absence status until 1977). Worked in many-body theory, quantum field theory, statistical mechanics, and general relativity. (See Publications section, previous page and list of publications.) Courses taught included:

Quantum Mechanics.

Statistical Mechanics.

General Relativity.

Supervised graduate students.

While on leave from Weizmann:

Research Associate, Stanford University -- 1961/62.

Research Fellow, Harvard University -- 1962/63.

Visiting Scientist, Argonne National Lab -- 1966/67.

Visiting Associate Professor, University of Washington -- 1967/68.

1970 - 1971 Conversion to Engineering.

Attended the university of Michigan for one year and obtained an advanced degree in Aerospace Engineering. Specialized in aircraft design. Thesis was a design complete with aerodynamic and structural analysis as well as handling analysis substantiated by simulation.

1971 - 1977 Vought Aircraft Company.

In 1971 I joined the Vought Aircraft Division of LTV Aerospace. After a six month planned rotation through various sections, I was assigned in the structures discipline and in the A-7 (Corsair II attack aircraft) project. Four months later was made lead engineer for the wing and tail structures. In this capacity I took care of service problems and modifications of the aircraft of which two versions -- A-7D (Air Force) and A-7E (Navy) – were in production.

One of the programs that came up in this period was the maneuvering flap modification. The leading edge flaps, designed for landing, were modified to be used in maneuvering. Deployment of the flaps under load gave rise to interesting (and hard to measure) aeroelastic problems. The automatic maneuvering flaps that resulted proved to be also the solution to a stall divergence problem that had previously claimed a number of A-7s. In this program, as in many others, I introduced the use of computers to the groups involved. In particular I developed a program that used flight test data and integrated aerodynamics and structures functions saving both disciplines many manhours and improving their interface.

In 1975 I became Structures Project Engineer for the A-7 and headed team that took care of all structural service, production, and modification work for the A-7. One of the service problems that arose involved canopy failures. I designed and implemented a fatigue test in which a canopy was repeatedly pressurized with water - proving its integrity.

In 1976 I joined a team that prepared a preliminary design for modifying an F-8 Navy fighter to a rotating wing configuration. This work was done for NASA. I represented the structures discipline and also served as an aide to the team leader and prepared our final report. The preliminary design clarified many points regarding the structural and aeroelastic properties of the oblique wing configuration. However, our design proved too expensive. (NASA has since done the proof of concept on a low cost subsonic airframe.)

Later in 1976 I was appointed to a three man "Energy Team" that was formed to survey the energy field for possible future business. I personally  surveyed the use of hydrogen as fuel and the use of ocean thermal energy.   In 1977 I was on a team that made a preliminary proposal for a VTOL (Vertical Take Off and Landing) fighter and analyzed some composite  structures.

1978 - 1983 LTV ASAT (Anti-Satellite) Project.

In 1978 I was moved to the Structural Dynamics discipline, loaned to the Space Mechanics discipline and placed on the ASAT project. I was eventually transferred permanently to Space Mechanics. I was soon placed in charge of the simulation of the space weapon and its mission as well as in charge of developing some of the operational algorithms. The design of the system and the simulation that substantiated it took place in the period 1978 - 1981.

During the last third of 1980 I went on leave of absence to develop the Minisimulator (see below). In 1981 - 1983 I developed software for analysis of the planned flight test of the space weapon. I resigned in 1983 so I could devote my full time to Inverted-A.

1983 - 1986 Inverted-A, Inc.

Inverted-A was founded in 1976 as a flying club. It soon turned into a flight school that I ran on the side. More than twenty students were trained for the private pilot and higher ratings in the years 1976-1980. This activity pointed the need for a low-cost digital simulator for instrument training.  Work on developing this simulator started in 1979 and continued as a sideline through 1980. After the concept was defined, a leave of absence was obtained for the last four months of 1980 to complete the development and present it to the FAA (Federal Aviation Administration). The result was the Minisimulator IIC -- a self contained floor console that drives a CRT display of the instrument panel and of the ground track.

The IIC was the first CRT based flight simulator, and for a few years the only one, to be accepted by the FAA for credit against requirements for pilot currency and training. The Minisimulator was introduced to the market in 1981. In 1983, with sales picking up, I resigned from LTV to devote my full time to Inverted-A. By now there were Minisimulators in operation coast to coast as well as in Europe, Asia, Australia, and South America. The Minisimulator was further improved, and by 1986 the total number of systems deployed was 51.

1986 - 1991 McDonnell Douglas Helicopter Company.

I joined MDHC in October 1986 as part of the System Integration team in  the Simulation Department. In June 1987 I became supervisor of this team, and in September 1987 I became acting manager of the System Engineering Section. In September 1988, simulation was reorganized into a ``sub-division". I became Section Manager of System Engineering. In all of these positions I oversaw the development and integration of the hardware and software architecture of the distributed simulation system. I had the opportunity to introduce several innovations in the way the system was networked, synchronized, and managed. I also had the responsibility for developing intelligent computer generated aircraft to populate the simulated arena. In February 1989, under a new  reorganization I became manager of the newly created Advanced Development Office, dealing in architectural developments, networking, and artificial intelligence. In this capacity I reported to the Deputy Director in charge of Simulation.

1991 -- present University of Alabama.

I joined the University of Alabama in February 1991 in the endowed chair position of Cudworth Professor of Aerospace Engineering. This position combines teaching in areas relating to design, control, and simulation with the development of research activity in these areas. I also became director of the University of Alabama Flight Dynamics Laboratory (FDL), a facility that has a respectable record of simulation and control related work done for the US Army.

Under my direction, the FDL continued to evolve its equipment and performed sponsored research for the FAA, US Army STRICOM, Loral Corporation, NASA Langley Research center, and US Army Research Institute. Work was done  in the following areas:

• Simulator architecture.
• Software architecture (in C++).
• Synchronization of simulators. (The first GPS based simulator clock, accurate to 2 ms was developed).
• Extrapolation and smoothing. (New airplane specific methods for ``dead reckoning" were developed that outperformed traditional methods by a factor of 3).
• Bladehelo – A generic helicopter rotor true blade model. (Models of flapping blades developed from first principles. Requirements for correct simulation established. Model used in studies of higher harmonic rotor control and lead to discovery of a previously unknown adverse control effect.)  Structured modeling. (Recursive formulation of the mechanics of articulated systems. When combined with recursive programming, it allows rapid prototyping of models without coding.)
• PC based image generators for real time simulation (25 Hz with texture.)

End of Resume