Working to improve engineering education in the developing world is rewarding, frustrating, challenging, maddening, surprising, and vitally important. It provides an unpredictable mix of successes and struggles. The authors have been engaged in an ongoing effort to start up, build and implement a civil engineering program at the new National Military Academy of Afghanistan (NMAA) in Kabul, Afghanistan. NMAA, modeled on the US Military Academy at West Point, aspires to have a modern four-year western-style academic program that has a large math, science, and engineering component. The academy has gone from a vague idea in 2003 to graduating its first class in January 2009. Along the way there have been many successes, challenges, and struggles encountered by the U.S. advisors working in Afghanistan. There have also been many lessons learned that the authors believe will have a wider applicability to all efforts to improve the higher level educational systems in the developing world. This paper will discuss in detail the efforts that have been expended to bring NMAA to the point where it is and address the challenges that remain, with special emphasis on the engineering program. The authors will also address the implications of these lessons for the broader endeavor of educational capacity-building in the developing world. While each country and culture offers its own unique challenges and opportunities, we feel several lessons we learned have universal applicability. Among the topics discussed will be the use of face-to-face and distance mentoring, cultural and ethical challenges, faculty development, providing resources and equipment, and ensuring the continuity and sustainability of programs.
The U.S. Department of Defense has begun the acquisition of the next generation of military rotorcraft, named Future Vertical Lift (FVL), to replace its aging fleet. U.S. Army Futures Command intends to sustain FVL under a new strategy of maintenance free operating periods (MFOP). This study developed a discrete event simulation to evaluate MFOP success given component reliabilities, desired MFOP duration, and operational tempo of a battalion with thirty aircraft. The simulation compared notional FVL aircraft with improved reliability to today's fleet. Results indicated that inherent reliability alone was insufficient to achieve MFOP goals and that prognostics and diagnostics with robust information management are necessary. Sensitivity studies found the recovery effort after an MFOP was linked to the MFOP duration. Recovery downtime was tied to both the duration and operational tempo. Availability and cost improved with moderate gains in MFOP duration by eliminating unnecessary preventive maintenance but overextending the MFOP sacrificed aircraft dependability for marginally greater availability and savings.
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