GDS Engineering R&D joined and became an official member of RTCA Organization on 27 January 2022.
RTCA creates the venue for collaboration, consensus, and government/industry partnerships on the performance standards development process. The members of RTCA are from organizations, entities, and governments from across the globe including aircraft and avionics manufacturing, service providers, R&D, academia, UAS and more. RTCA is creating and sustaining partnerships and being part of this we hope that GDS will also play important roles in shaping the future aviation system.
As a member organization of RTCA, Inc. GDS Engineering, Inc. can now be involved with the aviation industry and government professionals who are building consensus today on the electronic and telecommunication issues of tomorrow’s aviation. That consensus forms the recommendations for policy, procedural and equipment standards that will affect the way we all do business in the worldwide aviation community.
As a member of RTCA, GDS Engineering,Inc. is entitled to substantial benefits to the way we do business in aviation. RTCA members receive complimentary access to documents, the opportunity to participate on committees, discounts on training and events and more.
GDS Systems Engineering V&V Training Courses Event Calendar
We announce upcoming training on these pages. Due to COVID-19 pandemic situation, we offer only ONLINE training courses for the time being. Please communicate with us if you need a group training, which could be scheduled based on your plans and schedules.
Select the best training from below list that fits to your training needs.
The increase in shipping activity globally has resulted in an increased awareness of impacts on the marine environment. Effects of noise pollution, especially on marine life, have become highly prominent. Marine life is extremely sensitive to noise pollution. Due to their extreme reliance on underwater sounds for basic life functions like searching for food and mate and an absence of any mechanism to safeguard them against it, underwater noise pollution disrupts marine life (Singla, 2020). In short, marine animals depend on sound to live, making and listening to it in various ways to perform various life functions (US Bureau of Ocean Energy Management, 2014).
Noise travels much more in water, covering greater distances than it would do on land while travelling through air. Underwater sound has both pressure and particle motion components and hearing can be defined as the relative contribution of each of these sound components to auditory detection (Popper AN, 2011). Sounds radiated from ships are among the underwater noise sources. Among shipborne Underwater Radiated Noise (URN) sources are the following:
Propeller’s rotational turn and the blades hitting to water flow lines
Propeller’s cavitation
Ship hull structure’s interaction water (fluid-structure interaction)
Mechanical noises from onboard machinery
Click here to read the report generated by NCE (NCE Report 07-001, 2007)
All of these noise sources are radiated to underwater from ships, especially when the ship speed is at higher rates, i.e. above 15 knots.
When a Powership is considered, out of the 4 aforementioned noises, only mechanical noise sources are of concern as there are no noises that emanate from the other three sources because the Powership is docked. Mechanical onboard noises are still of concern and therefore need to be evaluated and tested for the assessment of their potential negative effects to marine life.
GDS Engineering R&D has the capability for measuring the underwater radiated noise and assessment of the results based on the effect to the sealife in the region.
References of GDS Simulator Users & Solution Partners in Maritime Training and Research
Lloyds Maritime Information Services (LMIS) has a casualty database which divides the maritime (ship) accidents into the following categories:
1. Foundered – includes ships which sank as a result of heavy weather, leaks, breaking into two, etc, and not as a consequence of other categories such as collision etc.
2. Missing vessel – includes ships that disappeared without any trace or witnesses knowing exactly what happened in the accident.
3. Fire/explosion – includes ships where fire/explosion is the first event reported, or where fire/explosion results from hull/machinery damage, i.e. this category includes fires due to engine damage, but not fires due to collision etc.
4. Collision – includes ships striking or being struck by another ship, regardless of whether under way, anchored or moored. This category does not include ships striking underwater wrecks.
5. Contact – includes ships striking or being struck by an external object, but not another ship or the sea bottom. This category includes striking drilling rigs/platforms, regardless of whether in fixed position or in tow.
6. Wrecked/stranded – includes ships striking the sea bottom, shore or underwater wrecks.
7. War loss/hostilities – includes ships damaged from all hostile acts.
8. Hull/machinery damage – includes ships where the hull/machinery damage is not due to other categories such as collision etc.
9. Miscellaneous – includes lost or damaged ships which cannot be classified into any of the categories 1 through 8 due to not falling into any of the categories above or due to lack of information (e.g. an accident starting by the cargo shifting would typically be classified as miscellaneous).
Above is also referenced in Wartsila website. Man Over Board (MOB) event, a person falling into water, is not referenced in the above listing.
However;
IMO accidents website, Global Integrated Shipping Information System (GISIS), refers to Man Over Board as another accident type, which may end with a death or injury. We would like to refern the following two of our publications for the details of MOB and Collision accident types:
Title: Maritime Investigation Reports Involving Man-Over-Board (MOB) Casualties: A Methodology for Evaluation Process, Turkish Journal of Maritime and Marine Sciences, Vol: 5 No: 2 (2019) 141-170. Authors: Orhan Gönel and İsmail Çiçek. Click this link for more information...
Title: Analysis and assessment of ship collision accidents using Fault Tree and Multiple Correspondence Analysis, Ocean Engineering, Volume 245, 2022, 110514, ISSN 0029-8018. Authors: Hasan Ugurlu and Ismail Cicek. Click this link for more information...
With these studies, we categorize the maritime investigation reports into the following groups, which is more inline with the International Maritime Organization (IMO) ‘Casualty Investigation Code’ (CI Code) (2008):
Note 1: Daily Schedule: – Day 1: 8:30 – 16:30 – Day 2: 8:30 – 16:30 – Day 3: 8:30 – 12:30
Note 2: 250201 (Systems Engineering) and 250202 (IPS/ILS/Reliability) courses are certified courses are certification training courses and conducted by Quality Vertex Integrated Systems Engineering (QVISE), Global Dynamic Systems, Inc., and GDS Enginering R&D, Inc. international collaboration. You can register for two weeks for all modules OR register only for the module(s) you have an interest. The course instructors are international experts, led by Dr Ismail Cicek.
Note 3: Hands-on Vibration Testing training will be held in Tuzla (Istanbul) campus of Istanbul Technical University (ITU). This training is organized and will be provided by Dr Ismail Cicek at ITU Marine Equipment Test Center (METC), face-to-face in the METC laboratories.
GDS Training Institute
REGISTRATION Please send your email to us at info@GlobalDynamicSystems.com with your information to register. Advance payments ensure the seats for the requested training.
Registration Process
To register for a course, do the following:
Individual/Group Registrations:
Training class size is limited with 12 attendees. Please ensure to reserve your seat with the following actions:
1. Review the Training Calendar and select the suitable training for you or for your organization.
2. Fill out the Training Registration Request Form, below this page. We will send you the registration package, via email, including:
Registration form.
Daily Training Plan with Sessions and Allocations to Each Subject
Information about the Payment Process and Account Numbers
Information about the Class Material Link
Information about the Training Attandance Link
Organizational (Closed) Trainings:
Please fill out the Training Registration Request Form, below this page. Ensure to describe
The number of your personnel that will be planned for attandance (approximately)
Preferred month (please mention with flexible dates) of the training to be scheduled.
If there are any, please specify the subjects or application interests to emphesize in the training contents.
GLOBAL DYNAMIC SYSTEMS (GDS) TRAINING COURSES Worldwide, Online, for ‘Groups’ or ‘Individuals’
Training on MIL-STD-704F Aircraft Electrical Interface
About the Instructors
The main instructor of the training is Dr Ismail Cicek. An Avionics Chief Engineer (EE) who is also a Certified Verification Engineer (FAA/EASA) also assists the trainings. Our experienced test personnel also becomes avialable for demonstrations and discussions.
A Certified Verification Engineer (CVE) iaw FAA/EASA and with 18 years of experience. He has worked as the avionics systems chief engineer in product development of avionics systems. He is also experienced in the product testing per environmental and EMI/EMC standards and FAA/EASA certification processes.
Our experienced test personnel also support our training programs. They are actively participating in the environmental testing of products.
About Dr. Ismail Cicek
Dr. Ismail Cicek studied PhD in Mechanical Engineering Department at Texas Tech University in Texas, USA. He study included random vibration. He has both industrial and academic experience for over 30 years.
He gained engineering and leadership experience by working in the United States Department of Defence projects and programs as systems development engineer for 15 years. He led the development of various engineering systems for platforms including C-5, C-17, KC-10, KC-135, and C-130 E/H/J. Dr. Cicek’s experience includes unmanned aerial vehicle development where he utilized the Geographical Information Systems (GIS) and Malfunction Data Recorder Analysis Recorder System (MADARS) development for military transport aircraft.
Dr Cicek worked as the lab chief engineer for five years at the US Air Force Aeromedical Test Lab at WPAFB, OH. He received many important awards at the positions he served, due to the excellent team-work and his detail oriented and energetic personality. These included Terra Health’s Superior Client Award in 2009 and Engineering Excellence Award in 2010 as well as an appreciation letter from the US Air Force Aeronautical Systems Center (ASC), signed by the commander in charge.
Dr Cicek also established a test lab, called Marine Equipment Test Center (METC) and located at Istanbul Technical University, Tuzla Campus, for testing of equipment per military and civilian standards, such as RTCA-DO-160. Providing engineering, consultancy, and training services to many companies and organizations, Dr. Cicek has gained a great insight into the tailoring of standard test methods in accordance with military standards, guides, and handbooks as well as Life Cycle Environmental Profile LCEP) developed for the equipment under test.
Dr. Cicek also completed various product and research projects, funded in the USA, EU, and Turkey. He is currently teaching at Istanbul Technical University Maritime Faculty, Tuzla/Istanbul. He is the founding manager of the METC in Tuzla Campus of ITU. Meanwhile, he provided engineering services, consultancies, and training to many organizations for product development, engineering research studies such a algorith development, test requirements development, and test plans and executions.
Dr Cicek worked as the Principle Investigator and became a Subject Matter Expert (SME) at the US Air Force Aeromedical Test Lab (WPAFB/OH) for certifying the products to the US Air Force Platform Requirements. He also developed Joint Enroute Care Equipment Test Standard (JECETS) in close work with US Army Test Lab engineers and managers.
Read DAU Paper: “A New Process for the Acceleration Test and Evaluation of Aeromedical Equipment for U.S. Air Force Safe-To-Fly Certification”. Click to display this report.
MIL-STD-810H, US DOD Test Standard, starts with a meaningful phrase at the beginning paragraph of each of the 29 test methods: “Tailoring is Essential.” Understanding what this means and how to tailor the test methods for specific equipment’s specific platform applications is crucial, considering the platform, mission, and environmental requirements.
GDS MIL-STD-810H Training (Online or Onsite)
Why should you take MIL-STD-810H training from Dr Ismail Cicek and his team?
GDS Engineering R&D provides MIL-STD-810H training online or onsite. Performing operations in various parts of the world, we have provided this course to defense industry strategists, leaders, program managers, project managers, designers, and test engineers for over 15 years. With a lengthy background in test projects for DoD platforms, Dr. Cicek, the principal lecturer for this training, explains the tailoring process and concepts with specific application examples.
This course provides information and knowledge of experience on how to develop Concepts of Operations (CONOPS) document and Lice Cycle Environmental Profile (LCEP) to derive operational, therefore, test requirements for the Equipment Under Test (EUT). Understanding the tailoring part of MIL-STD-810H is the most important aspect of this test standard training for the following reasons:
Although labeled as a “standard,” MIL-STD-810H is a “guide.” Therefore, MIL-STD-810 is a standard that is close to a GUIDE, whereas most other standards are close to a SPECIFICATION.
Developing a test plan for MIL-STD-810H equipment testing might be confusing and time-consuming. Understanding the tailoring process helps you narrow down your test requirements rather than just following a standard.
Training will provide an understanding of why and when the CONOPS document is needed and how test requirements are established. It will also give a good knowledge of the Mission and Environmental profiles for the EUT. These are all covered by presentations and specific product examples discussed during the training sessions.
In test method discussions, the instructor discusses “what items” (i.e., test levels) and “how” they will be tailored with specific examples.
Test methods, i.e., temperature, humidity, and temperature shock, require mission and environmental profiles to be established for successfully determining the test levels, durations, and criteria for pass or fail.
Tailoring Considerations
A Generalized Task Statement for Tailoring: Consider the environmental effects. An example list is provided below. Develop exposure curves considering exposure scenarios. For this, use/develop a CONOPS document and generate a Life Cycle Environmental Profile (LCEP).
Environmental effects (temperature, humidity, icing, etc.) to the equipment in different operational modes: i.e. transportation, operation, and stand-by. Condider these effects with scenarious and develop exposure curves.
Equipment vulnarabilities under the environmental/operational conditions.
Effects caused by the platform operations (vibrations, shock, etc.)
The effect due to the platform environment; various conditions in the section the equipment will be operating. For example, the equipment might be exposed to fluid contamination in the section where it will be installed.
Equipment’s effect to the environment and systems (EMI, vibrations, fluid contamination, fire and flammability, etc.)
Consider risks of operational breakdowns with “what if” scenarios.
Ocean Engineering, Volume 245, 1 February 2022, 110514
Hasan Ugurlu, Ismail Cicek, Analysis and assessment of ship collision accidents using Fault Tree and Multiple Correspondence Analysis, Ocean Engineering, Volume 245, 2022, 110514, ISSN 0029-8018, https://doi.org/10.1016/j.oceaneng.2021.110514. (https://www.sciencedirect.com/science/article/pii/S0029801821017923)
Authors
Hasan Uğurlu and Ismail Cicek
Highlights
• 513 ship collision accidents for all ship types, dated since 1977, were studied. • 39 primary causes for collisions were examined with fault tree analysis. • Importance and probability values for each primary cause are presented. • Results indicate which COLREG Rules are violated the most. • Recommendations are provided for reducing the potential collision accidents.
Abstract
Our research study indicates that, over the past few decades, the expected decrease in the number of maritime accidents has not occurred. The statistics show the collision and contact types of marine accidents have always been the most frequent. Primary causes that contribute to ship collisions were collected from 513 collision accidents reported since 1977, which is the date the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs) came into effect. The root causes of ship-to-ship collisions were determined statistically. Qualitative and quantitative analyses were carried out using the Fault Tree Analysis (FTA). This provided the probability and importance of the primary causes contributing to the ship collision accidents and defined minimal cut sets. Results show that the violation of the COLREG Rules is the most important and effective factor for collision accidents. Therefore, further analysis was conducted and the results showed which type of COLREG Rules mostly violated statistically. The primary causes were also examined by Multiple Correspondence Analysis, and it was determined that maneuvering and perception errors were the most effective factors in collision accidents. The results represent the cause statistics of the ship-to-ship collision accidents that occurred in the last 43 years. Considering the collision accident reports data, our results show %94,7 of collision accidents are related to human error.
The results represent the cause statistics of the ship-to-ship collision accidents that occurred in the last 43 years. Considering the collision accident reports data, our results show %94,7 of collision accidents are related to human error.
513 ship collision accidents for all ship types, dated since 1977, were studied.
39 primary causes for collisions were examined with fault tree analysis.
Importance and probability values for each primary cause are presented.
Results indicate which COLREG Rules are violated the most.
Recommendations are provided for reducing the potential collision accidents.