Hansen, Søren; Blanke, Mogens
Airspeed sensor faults are common causes for incidents with unmanned aerial vehicles with pitot tube clogging or icing being the most common causes. Timely diagnosis of such faults or other artifacts in signals from airspeed sensing systems could potentially prevent crashes. This paper employs...
... with flaps extended. (c) The design and installation of each airspeed indicating system must provide... respective pitot tubes must be far enough apart to avoid damage to both tubes in a collision with a bird....
National Aeronautics and Space Administration — Micron-thin surface hot-film signatures will be used to simultaneously obtain airspeed and flow direction. The flow-angle and airspeed sensor system (FASS) will...
McLaren, J.D.; Shamoun, J.; Camphuysen, C.J.; Bouten, W.
Birds in flight are proposed to adjust their body orientation (heading) and airspeed to wind conditions adaptively according to time and energy constraints. Airspeeds in goal-directed flight are predicted to approach or exceed maximum-range airspeeds, which minimize transport costs (energy expenditu
National Aeronautics and Space Administration — Micron-thin surface hot-film gages are used to develop flow-angle and airspeed sensor system (FASS). Unlike Pitot-static and other pressure-based devices, which...
W. A. Cooper
Full Text Available A new laser air-motion sensor measures the true airspeed with a standard uncertainty of less than 0.1 m s−1 and so reduces uncertainty in the measured component of the relative wind along the longitudinal axis of the aircraft to about the same level. The calculated pressure expected from that airspeed at the inlet of a pitot tube then provides a basis for calibrating the measurements of dynamic and static pressure, reducing standard uncertainty in those measurements to less than 0.3 hPa and the precision applicable to steady flight conditions to about 0.1 hPa. These improved measurements of pressure, combined with high-resolution measurements of geometric altitude from the global positioning system, then indicate (via integrations of the hydrostatic equation during climbs and descents that the offset and uncertainty in temperature measurement for one research aircraft are +0.3 ± 0.3 °C. For airspeed, pressure and temperature, these are significant reductions in uncertainty vs. those obtained from calibrations using standard techniques. Finally, it is shown that although the initial calibration of the measured static and dynamic pressures requires a measured temperature, once calibrated these measured pressures and the measurement of airspeed from the new laser air-motion sensor provide a measurement of temperature that does not depend on any other temperature sensor.
Warshawsky, A.S.; Olness, D.U.; Uzelac, M.J.
This paper reports the sensitivity of assessments of tiltrotor effectiveness for supporting ground combat to reductions in airspeed of V-22s carrying external sling loads. Attrition to ground-based air defenses realized in the simulations is presented. Finally, results of the supported ground combat are presented. 2 refs.
The aerial electrostatic spraying system patented by the USDA ARS is a unique aerial application system which inductively charges spray particles for the purpose of increasing deposition and efficacy. While this system has many potential benefits, very little is known about how changes in airspeed o...
Blunt, David M.
Noise and vibration is a serious problem in all types of aircraft. Any techniques that lower cabin noise and vibration levels by even a few decibels with little or no weight or performance penalties are worth pursuing. Propeller synchrophasing is one such technique that has shown potential in aircraft with two or more propellers; however this technique is not being used to its full potential because the synchrophase angles are typically fixed. This paper provides a detailed examination of how the optimum synchrophase angles in a typical four-engine propeller aircraft vary with different altitudes and airspeeds, and how this information could lead to the design of new adaptive propeller synchrophasing systems and potentially yield improvements to other active noise control measures in propeller aircraft.
Copp, Martin R; Fetner, Mary W
Time-history data of airspeed, altitude, and acceleration obtained with the NACA VGH recorder from a twin-engine airplane operated by a regional feeder airline in the Rocky Mountains are evaluated to determine the magnitude and frequency of occurrence of gusts and gust accelerations and the operating airspeeds and altitudes. The results obtained are compared with the results previously obtained from a representative short-haul and long-haul operation.
Fixed wing Unmanned Aerial Vehicles (UAVs) are an increasingly common sensing platform, owing to their key advantages: speed, endurance and ability to explore remote areas. While these platforms are highly efficient, they cannot easily be equipped with air data sensors commonly found on their larger scale manned counterparts. Indeed, such sensors are bulky, expensive and severely reduce the payload capability of the UAVs. In consequence, UAV controllers (humans or autopilots) have little information on the actual mode of operation of the wing (normal, stalled, spin) which can cause catastrophic losses of control when flying in turbulent weather conditions. In this article, we propose a real-time air parameter estimation scheme that can run on commercial, low power autopilots in real-time. The computational method is based on a hybrid decomposition of the modes of operation of the UAV. A Bayesian approach is considered for estimation, in which the estimated airspeed, angle of attack and sideslip are described statistically. An implementation on a UAV is presented, and the performance and computational efficiency of this method are validated using hardware in the loop (HIL) simulation and experimental flight data and compared with classical Extended Kalman Filter estimation. Our benchmark tests shows that this method is faster than EKF by up to two orders of magnitude. © 2015 IEEE.
陈诚; 陶建武; 曾宾
本文研究了在输出数据缺失的情况下空气流动速度（简称空速）估计问题。根据声波在气流中传播原理，给出了声矢量传感器线性阵列的输出模型。基于各个传感器输出信号幅值的差异，提出了两种空速估计算法，并给出了随机扰动补偿方法。在此基础上，针对阵列输出数据缺失的情况，提出了输出数据相关矩阵重构方法。此方法能够减少数据缺失对估计算法性能的影响，使得在某些传感器失效的情况下，估计算法仍能正常工作。仿真实验表明：在系统存在随机扰动时，两种算法具有较好的估计性能；在输出数据缺失情况下，经过对输出数据相关矩阵的重新构造，两种算法仍能保持较好的估计性能。%The airspeed estimate problem in case of missing data is researched in this paper .According to the propagation principle of acoustic wave in air current ,the output model of an acoustic vector array is given .Two airspeed estimate algorithms are proposed based on the difference of output signal in amplitude of each sensor ,and a method compensating random perturbation is given .In case of missing array’s output data ,a new method for reconstructing correlation matrix of output data is proposed .Using this method ,the effect of missing data on the performance of airspeed estimate algorithms can be reduced .Thus ,the airspeed esti-mate algorithms are still valid in case that some sensors fail .Simulation results show two airspeed estimate algorithms have better performance in the presence of random perturbation .By reconstructing correlation matrix of output data ,two airspeed estimate algo-rithms can hold better performance in case of missing data .
李超; 严家明; 刘松林
设计了以ARM微处理器为核心的中央控制处理单元,用于无人机真空速测量系统中.通过公式分解,并采用线性低次插值算法,有效解决了真空速解算公式复杂的缺点；同时利用ARM的UART串口总线,实现了传感器输出特性曲线、真空速的上位机实时显示,使系统相对误差控制在2.5％以内.测试结果证明了该系统具有良好的实效性和稳定性、精度高,优于传统的测量装置.%A central control process unit with ARM as its core is designed in order to implement the airspeed measuring system for the ummanned aerial vehicle. By the formula decomposition, and linear tow-interpolation algorithm, an effective solution is made to the shortcomings of the airspeed solution formula for calculating complex. At the same time, taking advantage of the ARM UART serial bus, the sensor output characteristic curve and real airspeed real time showed in host computer are achieved, so that the relative error of measuring system less is within 2.5%. The test results prove that the system has good effctiveness,stability and high accuracy,better than the traditional system.
25x0UIXQXQ Results of groundLpeed course calibration are normally pre- sented in the following plots: 1. .AvP vs Vi Ŗ. All vs V ic 3. AMPC vs Mic .4...8217Average AfPeavgpo, tion correction AM /AH 10-5 per and figure V 9 PC PC feet . fu V AYpc" x q3 @ , Average position avg corred ion (AM @ AMPC /AVPC...instrument error 0 M ic From and 0), Mach number p Chart 8.5 in reference’l (AFTR 6273) (DO AMPPacer poqition error calibra- Pc tion at9 S( AMpc /’,HpC)p
Although this was an 19 Eliyahu M. Goldratt, The Haystack Syndrome (New York: Croton -on...2004, 33-36. Goldratt, Eliyahu M. The Haystack Syndrome. New York: Croton -on- Hudson, 1990. Goldratt, Eliyahu M. and Jeff Cox. The Goal: A
compartment door, 13.5 inches from the rear edge, 14.0 inches right of centerline, and parallel to the aircraft longitudinal axis (photos 7 and 8). The...ATTACK 4. Angle-of-attack was measured as the angle between the relative wind and the aircraft longitudinal axis. Photo 1 shows the position of the
The aerial electrostatic spraying system patented by the USDA-ARS is a unique aerial application system which inductively charges spray droplets for the purpose of increasing deposition and efficacy. While this system has many potential benefits, no published data exits which describe how changes i...
... provide appropriate operational procedures to prevent the airplane flight directors (FDs), autopilot (AP... computers (FCPCs) are necessary to inhibit autopilot re-engagement under unreliable airspeed conditions... this AD to prevent autopilot engagement under unreliable airspeed conditions, which could result...
... reduce the Velocity Never Exceed (V NE ) indicated airspeed (IAS) limitation. It also requires, before..., dated October 17, 2012 (EAD 2012-21-51), which had the same requirements but which only applied to... placards and the RFM were stated in both true airspeed (TAS) and indicated airspeed (IAS). EAD...
2. 13 Steward, 40. 23 14 Avraham Y. Goldratt Institute, "AGIApplies AIRSpeedMethodology to CVN 21 Design, " The TOC Times (April 2005): http...34Aviation Logistics." Marine Corps Gazette 90, no.5 (May 2006): 41. http://proquest.com/. Avraham Y. Goldratt Institute. "AGIApplies AIRSpeedMethodology
Measured Gas Propeller Ambient Calibrated Thermocouple Po sltlon Speed Temperature Speed Temperataure Airspeed 0 1 2 3 4 5 (% rpm) (deg C) (rpm...Measured Gas Propeller Ambient Calibrated Thermocouple Position k 1 i Torque Speed Temperature Speed Temperataure Airspeed 0 12 3 4 5 i r 1
... airspeed mismatch between the pilot and co-pilot's airspeed indicators, which occurred during or after... AD, the regulatory evaluation, any comments received, and other information. The street address for... ``the MCAI''), to correct an unsafe condition for the specified products. The MCAI states: A number...
Vaughn, C. R.
NASA contribution to radar entomology is presented. Wallops Flight Center is described in terms of its radar systems. Radar tracking of birds and insects was recorded from helicopters for airspeed and vertical speed.
National Aeronautics and Space Administration — Airfoils produce more lift and less drag when the boundary layer is attached to the airfoil. With most aircraft there are combinations of airspeed and angle of...
B. ELEMENTS OF AIRSPEED The Theory of Constraints (TOC) was popularized by Eli Goldratt in his book titled The Goal (1984). The theory of...constraints has a fundamental thesis that a few constraints determine the performance of any system. Goldratt advocates managers to focus on constraints...minimize the cost (operational expense) of running it ( Goldratt , 1984). The second major component of Airspeed is its incorporation of Lean, a
endorsement Or approval of Ilse iase of the commercial hardware and software . UINCLASSIFIEI) SECt.ATV CLASI.FI, - TNOf T*IS PAGE ~ fc*y,,t USAAEFA -42...crew with an adequate cue to approaching the stall angle of attack. Single- Enine Control Margins 1). The single-engine control margins were evaluated in...toward the operating engine. Sinile- Enine Minimum Control Airspeed 7. The single-engine minimum cortrol airspeed tests were conducted by stabilizing the
could be improved by the use of one of the sensitive, accurate, cup - anemometer type of airspeed sensors that have recently been developed. 8.1.4...programs of this nature to enhance their use for the validation of simulation programs: - Remove the airspeed sensor from the boom and use a cup - anemometer ...transducers to allow access to the instrumentation. Hot-wire anemometers were then applied to the leading edge at the same five blade stations. 24 The
Hedenström, Anders; Åkesson, Susanne
Flight is an economical mode of locomotion, because it is both fast and relatively cheap per unit of distance, enabling birds to migrate long distances and obtain food over large areas. The power required to fly follows a U-shaped function in relation to airspeed, from which context dependent 'optimal' flight speeds can be derived. Crosswinds will displace birds away from their intended track unless they make compensatory adjustments of heading and airspeed. We report on flight track measurements in five geometrically similar tern species ranging one magnitude in body mass, from both migration and the breeding season at the island of Öland in the Baltic Sea. When leaving the southern point of Öland, migrating Arctic and common terns made a 60° shift in track direction, probably guided by a distant landmark. Terns adjusted both airspeed and heading in relation to tail and side wind, where coastlines facilitated compensation. Airspeed also depended on ecological context (searching versus not searching for food), and it increased with flock size. Species-specific maximum range speed agreed with predicted speeds from a new aerodynamic theory. Our study shows that the selection of airspeed is a behavioural trait that depended on a complex blend of internal and external factors.This article is part of the themed issue 'Moving in a moving medium: new perspectives on flight'.
Bull, J. S.; Foster, J. D.
Significant reductions in both noise and fuel consumption can be gained through careful tailoring of approach flightpath and airspeed profile, and the point at which the landing gear and flaps are lowered. For example, the noise problem has been successfully attacked in recent years with development of the 'two-segment' approach, which brings the aircraft in at a steeper angle initially, thereby achieving noise reduction through lower thrust settings and higher altitudes. A further reduction in noise and a significant reduction in fuel consumption can be achieved with the 'decelerating approach' concept. In this case, the approach is initiated at high airspeed and in a drag configuration that allows for low thrust. The landing flaps are then lowered at the appropriate time so that the airspeed slowly decelerates to V sub r at touchdown. The decelerating approach concept can be applied to constant glideslope flightpaths or segmented flightpaths such as the two-segment approach.
better align your efforts to support the concepts of AirSpeed, TOC, LEAN, Kaizen or Six Sigma 55 22.3 23.4 23.4 127 51.4 54.0 77.4 29 11.7 12.3 89.8 17...concepts of AirSpeed, TOC, LEAN, Kaizen or Six Sigma Strongly DisagreeDisagreeDon’t KnowAgreeStrongly Agree Pe rc en t 60 50 40 30 20 10 0 10. You have...received training to help you better align your efforts to support the concepts of AirSpeed, TOC, LEAN, Kaizen or Six Sigma 85 11. Your immediate
Stewart, E. C.
A piloted simulation study of automatic longitudinal control systems for general aviation airplanes has been conducted. These automatic control systems were designed to make the simulated airplane easy to fly for a beginning or infrequent pilot. Different control systems are presented and their characteristics are documented. In a conventional airplane control system each cockpit controller commands combinations of both the airspeed and the vertical speed. The best system in the present study decoupled the airspeed and vertical speed responses to cockpit controller inputs. An important feature of the automatic system was that neither changing flap position nor maneuvering in steeply banked turns affected either the airspeed or the vertical speed. All the pilots who flew the control system simulation were favorably impressed with the very low workload and the excellent handling qualities of the simulated airplane.
Foale, C. M.
Space Shuttle true airspeed, angle of attack, and sideslip angle are currently derived from inertial guidance information. A new method is proposed which offers a potential improvement in Shuttle safety during entry. Angle of attack, sideslip angle and true airspeed could be measured directly at heights from 120 km down to 20 km by Doppler sensing three independent true airspeeds along the Shuttle body axes. Two types of Doppler measurement sensors, employing either passive detection of atmospheric radiation or coherent detection of scattered laser light are discussed. The proposed technique is essentially solid-state and robust, and is well suited for use in future small hypersonic vehicles that require flight control in the Upper Atmosphere of the earth or in probes destined for the other planets.
Henningsson, P; Hedenström, A
Gliding flight performance and wake topology of a common swift (Apus apus L.) were examined in a wind tunnel at speeds between 7 and 11 m s(-1). The tunnel was tilted to simulate descending flight at different sink speeds. The swift varied its wingspan, wing area and tail span over the speed range. Wingspan decreased linearly with speed, whereas tail span decreased in a nonlinear manner. For each airspeed, the minimum glide angle was found. The corresponding sink speeds showed a curvilinear relationship with airspeed, with a minimum sink speed at 8.1 m s(-1) and a speed of best glide at 9.4 m s(-1). Lift-to-drag ratio was calculated for each airspeed and tilt angle combinations and the maximum for each speed showed a curvilinear relationship with airspeed, with a maximum of 12.5 at an airspeed of 9.5 m s(-1). Wake was sampled in the transverse plane using stereo digital particle image velocimetry (DPIV). The main structures of the wake were a pair of trailing wingtip vortices and a pair of trailing tail vortices. Circulation of these was measured and a model was constructed that showed good weight support. Parasite drag was estimated from the wake defect measured in the wake behind the body. Parasite drag coefficient ranged from 0.30 to 0.22 over the range of airspeeds. Induced drag was calculated and used to estimate profile drag coefficient, which was found to be in the same range as that previously measured on a Harris' hawk.
ISO ISO 140 120 100 80 60- 40 Figure 15. Data set A airspeed (knots) 5000. 4000 3000 2000 1000 0 -1000 -2000 -3000 -4000-woo...descend from 20,000’ MSL (Figure 19). t-At,- - - Ra,,t 26000 24000 220OO 20000 18000 16000 14000 12000 4000 2000 0 Figure 19. Data set B altitude and...430 yA 420 410 400 390 380 370V 380 350 340 330 320 310 Figure 35. Data set D calibrated airspeed (knots) VSI 26000 24000 22000 20000 18000
received one Navy Commendation Medal and five Navy Achievement Medals. He has three children living in Monterey, California, they are: Jay Michael 17...www.emsstrategies.com/dm090203article2.html. 11 Betsy Haley , “EA-6B Thrives with NAVRIIP/Enterprise AIRSpeed,” November 2004. Accessed 13 May...May 2001. GAO-01-693T. Haley , Betsy. “EA-6B Thrives with NAVRIIP/Enterprise AIRSpeed,” November 2004. Accessed 13 May 2006; available from http
Franklin, J. A.; Hynes, C. S.
Experiments were conducted on simulators and on the Quiet Short-Haul Research Aircraft to evaluate the effect of highly augmented control modes and electronic displays on the ability of pilots to execute precision approaches and landings on a short runway. It is found that the primary benefits of highly augmented flightpath and airspeed controls and electronic displays are realized when the pilot is required to execute precisely a complex transition and approach under instrument conditions and in the presence of a wide range of wind and turbulence conditions. A flightpath and airspeed command and stabilization system incorporating nonlinear, inverse system concepts produced fully satisfactory flightpath control throughout the aircraft's terminal operating envelope.
Preliminary test results of a flight management algorithm for fuel conservative descents in a time based metered traffic environment. [flight tests of an algorithm to minimize fuel consumption of aircraft based on flight time
Knox, C. E.; Cannon, D. G.
A flight management algorithm designed to improve the accuracy of delivering the airplane fuel efficiently to a metering fix at a time designated by air traffic control is discussed. The algorithm provides a 3-D path with time control (4-D) for a test B 737 airplane to make an idle thrust, clean configured descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms and the results of the flight tests are discussed.
CoX 4 6d cl m 6.94 CM L cm >’ .1431 ’ .40& ’.4 4 9% 04k 04. 06 1 4c - 41 a1 0 .4 c 41 .45c 87 ’ Airspeed Scale Heading Pitch Attitude / Baro Altitude...the following o Mode o Source of data radio versus baro altitude indicated versus other airspeed (including Mach) o Caged velocity vector (F-15) o...34Night Visual Approaches," Air Line Pilot, June 1969, pp. 20-22 115 F. P. Martin , V/STOL Head-Up Display Work at Royal Aircraft Estab- lishment
the motion of the airplane or on the speed of rotation of small cup anemometers ’or air propellers. -The indicati6ns of the pressure type are pro...developed by these instruments also obeys the pv2 law. In instruments of the anemometer type the air speed is determined by the rate of revolution by a cup ...to a third sighting Huntl Aeronautitc In struments. 461 FIG. 13.-Pensuti pressure plate air-speed indicator. FIG. 14.-Morell cup anemometer air-speed
ed Tor1 neck, :.. CAR Configuration Audit Review CAS Calibrated Airspeed Casualty Close Air Support Combined Antenna System Computer-assisted Search...Time to Repair MBMF Multibeam Multifrequency MCA Maintenance Capability Audit MCBF Mean Cycles Between Failures MCC Monitor Control Console MCDSP...Repairs and Alteration PERT Program Evaluation Review Technique PES Projected Engagement Scheduler PESD Program Element Summary Data PFE Post Fire
total airspeed and the classic aircraft longitudinal , lateral, and vertical velocity components are u positive out the nose, v positive out the right...wing flexibility is a secondary and minimal contribution to aircraft longitudinal motion. Using this assumption and the previous assumptions of
A Flight Investigation of Control, Display, and Guidance Requirements for Decelerating Descending VTOL Instrument Transitions using the X-22A Variable Stability Aircraft. Volume 1. Technical Discussion and Results
airspeed/ground speed switching logic, configuration change command. 5.0 Selection of control system types , individual system characteristics...all five control system types in combination with the three most sophisticated display presentations is intended to provide some guidance in...deceleration profiles. 2. The required dynamic characteristics of the generic control system types investigated in this experiment should be
TangXinmin; GuJunwei; ShenZhiyuan; ChenPing; LiBo
A high-precision nominal flight profile,involving controllers′intentions is critical for 4D traj ectory esti-mation in modern automatic air traffic control systems.We proposed a novel method to effectively improve the ac-curacy of the nominal flight profile,including the nominal altitude profile and the speed profile.First,considering the characteristics of traj ectory data,we developed an improved K-means algorithm.The approach was to measure the similarity between different altitude profiles by integrating the space warp edit distance algorithm,thereby to acquire several fitted nominal flight altitude profiles.This approach breaks the constraints of traditional K-means algorithms.Second,to eliminate the influence of meteorological factors,we introduced historical gridded binary data to determine the en-route wind speed and temperature via inverse distance weighted interpolation.Finally,we facilitated the true airspeed determined by speed triangle relationships and the calibrated airspeed determined by aircraft data model to extract a more accurate nominal speed profile from each cluster,therefore we could describe the airspeed profiles above and below the airspeed transition altitude,respectively.Our experimental results showed that the proposed method could obtain a highly accurate nominal flight profile,which reflects the actual aircraft flight status.
as needed during phases of flight. 99 7.12 Manage data security and data links during communications. 100 7.13 Obtain IFR clearance over radio...example, heading or airspeed) to return aircraft to intended course. 116 8.10 Perform navigation under instrument flight rules ( IFR ). 117 8.11
.... Discussion Transport Canada Civil Aviation (TCCA), which is the aviation authority for Canada, has issued... temperatures to minus 40 degrees Centigrade (-40 C). The TCCA advises that modification to the instrumentation is required to reflect the V ne airspeed values tested at temperatures to -40 C. The TCCA...
... bearing is damaged. On October 17, 2012, we issued EAD No. 2012-21-51 for Eurocopter Model AS350B3... revising the RFM to reduce the V NE indicated airspeed (IAS) limitation. It also requires, before further... limited TAS, while the placard in our EAD limited IAS. Actions Since Existing EAD Was Issued Since...
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight and navigational equipment. 121.305... Flight and navigational equipment. No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with...
Foster, John V. (Inventor); Cunningham, Kevin (Inventor)
A GPS-based pitot-static calibration system uses global output-error optimization. High data rate measurements of static and total pressure, ambient air conditions, and GPS-based ground speed measurements are used to compute pitot-static pressure errors over a range of airspeed. System identification methods rapidly compute optimal pressure error models with defined confidence intervals.
... or pilot training. (2) If an airspeed limitation is based upon compressibility effects, a statement... engine powers. (5) The landing gear operating speed or speeds, and a statement explaining the speeds as defined in § 25.1515(a). (6) The landing gear extended speed V LE, if greater than V LO, and a...
successive positions are simply connected, then the airspeed estimates will always be too high, since the aircraft will appear to " zig - zag " along the...Tamiami, FL, USA (ARSR-4) 7649.78 \\ • ,- -• vva QMV Mill Valley, CA. USA (ARSR-4) QNA Morales, TX, USA (ARSR-4) QNW Eagle Peak, TX, USA (ARSR-4
... recording intervals specified in appendix D of this part: (1) Time; (2) Altitude; (3) Airspeed; (4) Vertical...) Vertical acceleration; (5) Heading; (6) Time of each radio transmission either to or from air traffic... airplane equipped with a digital data bus and ARINC 717 digital flight data acquisition unit (DFDAU)...
... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Minimum control speed. 23.149 Section 23... Maneuverability § 23.149 Minimum control speed. (a) VMC is the calibrated airspeed at which, when the critical... still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank...
... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Stall speed. 25.103 Section 25.103... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.103 Stall speed. (a) The reference stall speed, VSR, is a calibrated airspeed defined by the applicant. VSR may not be less than a 1-g...
... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Maximum operating limit speed. 25.1505... Operating Limitations § 25.1505 Maximum operating limit speed. The maximum operating limit speed (V MO/M MO airspeed or Mach Number, whichever is critical at a particular altitude) is a speed that may not...
the ingredients of which are awareness of attitude, altitude, airspeed, and vertical velocic 7 . This workshop considered aircraft actitude awareness...maintain altitude in sufficient time to avoid having to eject. In at least two of these instances, the pilots were in IMC, and just maintaining actitude
... airplane hull loss. The National Transportation Safety Board (NTSB) found ``that the probable cause of this.... John's to Deer Lake, Newfoundland, with 36 passengers and 3 crew on board. During the climb-out from St. John's, the indicated airspeed gradually decreased to the point that the airplane entered...
Albert W. Hall, Thomas M. Moul, Virgil S. Ritchie, and Robert T. Taylor who, as members of a technical review covinittee, made many valuable...Terry J.; and Webb, Lainie D.: Calibrations and Comparisons of Pressuie-Type Airspeed-Altitude Systems of the X-15 Airplane From Subsonic to High
..., Room W12- 140, 1200 New Jersey Avenue SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Mark... overspeed warning computer, pilot and copilot airspeed indicators, Vne converter, and AFCS air data computer...; the V ne Converter, P/N ADI-21280-000, with the V ne Converter, P/N ADI-21280-100; and the pilot...
To Ensure Proper Strategic “Balance,” Map Business Ys to Balanced Scorecard Business Ys = LSS/TOC Major North Stars & Areas of Strategic Emphasis... Balanced Scorecard • Reinforce AIRSpeed Commitment: Tools, Methodologies & Strategies • Apply HICVS End-to-End across NAE inc. linkage to DoN and
... intended to mitigate the causal factors related to pilot training identified by the NTSB in its... the time of those accidents. Causal factors that contributed to these accidents ] included inadequate... and its airspeed decreased, resulting in the stall. A contributing factor relevant to this...
Abbot, K. H.; Knox, C. E.
Descent guidance was developed to provide a pilot with information to ake a fuel-conservative descent and cross a designated geographical waypoint at a preselected altitude and airspeed. The guidance was designed to reduce fuel usage during the descent and reduce the mental work load associated with planning a fuel-conservative descent. A piloted simulation was conducted to evaluate the operational use of this guidance concept. The results of the simulation tests show that the use of the guidance reduced fuel consumption and mental work load during the descent. Use of the guidance also decreased the airspeed error, but had no effect on the altitude error when the designated waypoint was crossed. Physical work load increased with the use of the guidance, but remained well within acceptable levels. The pilots found the guidance easy to use as presented and reported that it would be useful in an operational environment.
Williams, David H.; Knox, Charles E.
NASA-Langley has been conducting and sponsoring research in airborne energy management for a number of years. During the course of this research, two fundamental techniques for the generation of 4D (fixed time) descent trajectories have emerged as viable candidates for advanced flight management systems. The first technique utilizes speed schedules of constant Mach number transitioning to constant calibrated airspeed chosen empirically to produce minimum fuel usage. The second technique computes cost optimized speed schedules of variable airspeed developed through application of optimal control theory. Both techniques have been found to produce reasonable and flyable descent trajectories. The formulation of the algorithms for each technique is evaluated and their suitability for operations in realistic conditions is discussed. Operational factors considered include: airplace speed, thrust, and altitude rate constaints; wind, temperature, and pressure variations; Air Traffic Control altitude, speed, and time constaints; and pilot interface and guidance considerations. Time flexibility, fuel usage, and airborne computational requirements were the primary performance measures.
Knox, C. E.; Cannon, D. G.
A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.
overwhelmed electrical distribution systems in the plant and raised the water temperature, exposing radioactive material to the air. The process heat...DoD forces in the Pacific, worked conjunctively with its subordinate agency US Forces Japan to build a separate command structure dedicated to...aircrews, were eventually optimized to meet the very specific airspeed and altitude requirements of the infrared thermography equipment obtaining
Claudel, Christian G.
A method, system, and sensor for air flow sensing. The system can include a cantilever, a transducer, and a processing module. The method can include measuring beam deflections of one or more cantilevers, extracting information about air flow, and determining one or more of an airspeed, an angle of attack, and a sideslip, based on extracted information. The system and method can exploit nonlinearities in the behavior of the cantilever in fluid flow.
Varga, Andreas; Ossmann, Daniel; Joos, Hans-Dieter
An integrated fault diagnosis based fault tolerant longitudinal control system architecture is proposed for civil aircraft which can accommodate partial or total losses of angle of attack and/or calibrated airspeed sensors. A triplex sensor redundancy is assumed for the normal operation of the aircraft using a gain scheduled longitudinal normal control law. The fault isolation functionality is provided by a bank of 6 fault detection filters, which individually monitor each of the 6 sensors us...
conducted to determine power required as a function of aircraft longitudinal cg position. Test flights near the expected forward and aft cg limits for...with the aircraft longitudinal cg location forward of the baseline data obtained during this evaluation. Compensation for changes in air- craft cg...The airspeed boom was used as a speed reference in order to determine the effects of tlirust coefficient and aircraft longitudinal cg on the ship’s
Flight control laws of modern aircraft are scheduled with respect to flight point parameters. The loss of the air data measurement system implies inevitably the loss of relevant scheduling information. A strategy to design a fault tolerant longitudinal flight control system is proposed which can accommodate the total loss of the angle of attack and the calibrated airspeed measurements. In this scenario the described robust longitudinal control law is employed ensuring a control performance ...
Zufferey, Jean-Christophe; Klaptocz, Adam; Beyeler, Antoine; Nicoud, Jean-Daniel; Floreano, Dario
We aim at developing ultralight autonomous microflyers capable of navigating within houses or small built environments. Our latest prototype is a fixed-wing aircraft weighing a mere 10 g, flying around 1.5 m/s and carrying the necessary electronics for airspeed regulation and collision avoidance. This microflyer is equipped with two tiny camera modules, two rate gyroscopes, an anemometer, a small microcontroller, and a Bluetooth radio module. In-flight tests are carried out ...
Zufferey, Jean-Christophe; Klaptocz, Adam; Beyeler, Antoine; Nicoud, Jean-Daniel; Floreano, Dario
We aim at developing ultralight autonomous microflyers capable of freely flying within houses or small built environments while avoiding collisions. Our latest prototype is a fixed-wing aircraft weighing a mere 10 g, flying around 1.5 m/s and carrying the necessary electronics for airspeed regulation and lateral collision avoidance. This microflyer is equipped with two tiny camera modules, two rate gyroscopes, an anemometer, a small microcontroller, and a Bluetooth rad...
SUAS) to autonomously track a moving ground vehicle. One drawback of the most common open source SUAS autopilot software, APM:Plane, is the... common significant factor to both models. Using the optimum airspeed settings resulted in improving aircraft endurance by approximately 30 percent under...stopping rule, checking the resulting model against the Akaike information criterion (AIC) and Mallows ’ Cp. The 24-run NCD experiment, a ground
airspeed of 150 knots. Participants were instructed that all three parameters would count equally toward their performance score. Participants used only...significant differences existed between A and B, F(1, 19) = 0.64, p = 0.43, and between C and D, F(1, 19) = 0.10, p = 0.76. 10,000 foot effects For the... Gender : Male / Female Age: ________ Hand Dominance: Right / Left Medical/Background screening To the participant: Before
feedback control system (39) displayed behavior quite different from the other two controls. Many different pairs of values for Pi and P2 were found that...those of the paramameters. The control instructions, starting at line 23, are for the particular feedback control * " system studied in the report... feedback control system , see Equation (39) Pa Standard atmospheric pressure PC Critical (sonic) pressure in vent Q Dimensionless air-speed in vent q Air
GRANT NUMBER N/A 5c. PROGRAM ELEMENT NUMBER N/A 6. AUTHOR(S) Olverson, Gregory; ARSAG Workshop/JSB Working Group Participants; Swiderek, Tom; Burket...WORK UNIT NUMBER N/A 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) Aerial Refueling Systems Advisory Group (ARSAG) Dexter Kalt, Executive...aerial refueling altitude/airspeed capabilities, hardware mating interfaces, structural load, fuel line pressure capabilities, pressure regulation
the fbllow-on flight test phase of the validation process. 74 UEICT TEO MS Is, NUMNER OF PA GES Simulation, Head-Up Display, Symbology, Instrument...standard was configured to the F-16C Multi-National Staged drafted to govern the development and validation of Improvement Programn ( MSIP ) Block 30 design...to increases in airspeed were to be conducted at the individual data trials. discretion of the pilot. PMfW Tf , Ms . Upon arrival, each pilot
Schmitz, Frederic H.; Greenwood, Eric
A new physics-based method called Fundamental Rotorcraft Acoustic Modeling from Experiments (FRAME) is used to demonstrate the change in rotor harmonic noise of a helicopter operating at different ambient conditions. FRAME is based upon a non-dimensional representation of the governing acoustic and performance equations of a single rotor helicopter. Measured external noise is used together with parameter identification techniques to develop a model of helicopter external noise that is a hybrid between theory and experiment. The FRAME method is used to evaluate the main rotor harmonic noise of a Bell 206B3 helicopter operating at different altitudes. The variation with altitude of Blade-Vortex Interaction (BVI) noise, known to be a strong function of the helicopter s advance ratio, is dependent upon which definition of airspeed is flown by the pilot. If normal flight procedures are followed and indicated airspeed (IAS) is held constant, the true airspeed (TAS) of the helicopter increases with altitude. This causes an increase in advance ratio and a decrease in the speed of sound which results in large changes to BVI noise levels. Results also show that thickness noise on this helicopter becomes more intense at high altitudes where advancing tip Mach number increases because the speed of sound is decreasing and advance ratio increasing for the same indicated airspeed. These results suggest that existing measurement-based empirically derived helicopter rotor noise source models may give incorrect noise estimates when they are used at conditions where data were not measured and may need to be corrected for mission land-use planning purposes.
low as 30m above the ocean surface. A modern GPS/inertial measurement unit is used to measure the aircraft’s motion and attitude angles, required...pressure port system for the measurement of the mean and fluctuating airspeed vector (magnitude and attack and slip angles) to 20Hz. Aircraft motion will...to date, as installation is still underway. A picture of the radome pressure-port system is shown in Figure 1. Figure 1: CIRPAS Twin Otter 5-hole
Reynolds, Kate V.; Thomas, Adrian L. R.
Here, we analyse the energetics, performance and optimization of flight in a moving atmosphere. We begin by deriving a succinct expression describing all of the mechanical energy flows associated with gliding, dynamic soaring and thermal soaring, which we use to explore the optimization of gliding in an arbitrary wind. We use this optimization to revisit the classical theory of the glide polar, which we expand upon in two significant ways. First, we compare the predictions of the glide polar for different species under the various published models. Second, we derive a glide optimization chart that maps every combination of headwind and updraft speed to the unique combination of airspeed and inertial sink rate at which the aerodynamic cost of transport is expected to be minimized. With these theoretical tools in hand, we test their predictions using empirical data collected from a captive steppe eagle (Aquila nipalensis) carrying an inertial measurement unit, global positioning system, barometer and pitot tube. We show that the bird adjusts airspeed in relation to headwind speed as expected if it were seeking to minimize its aerodynamic cost of transport, but find only weak evidence to suggest that it adjusts airspeed similarly in response to updrafts during straight and interthermal glides. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528788
Sapir, Nir; Horvitz, Nir; Dechmann, Dina K N; Fahr, Jakob; Wikelski, Martin
When animals move, their tracks may be strongly influenced by the motion of air or water, and this may affect the speed, energetics and prospects of the journey. Flying organisms, such as bats, may thus benefit from modifying their flight in response to the wind vector. Yet, practical difficulties have so far limited the understanding of this response for free-ranging bats. We tracked nine straw-coloured fruit bats (Eidolon helvum) that flew 42.5 ± 17.5 km (mean ± s.d.) to and from their roost near Accra, Ghana. Following detailed atmospheric simulations, we found that bats compensated for wind drift, as predicted under constant winds, and decreased their airspeed in response to tailwind assistance such that their groundspeed remained nearly constant. In addition, bats increased their airspeed with increasing crosswind speed. Overall, bats modulated their airspeed in relation to wind speed at different wind directions in a manner predicted by a two-dimensional optimal movement model. We conclude that sophisticated behavioural mechanisms to minimize the cost of transport under various wind conditions have evolved in bats. The bats' response to the wind is similar to that reported for migratory birds and insects, suggesting convergent evolution of flight behaviours in volant organisms.
Ortega-Jimenez, Victor M; Sapir, Nir; Wolf, Marta; Variano, Evan A; Dudley, Robert
Animal fliers frequently move through a variety of perturbed flows during their daily aerial routines. However, the extent to which these perturbations influence flight control and energetic expenditure is essentially unknown. Here, we evaluate the kinematic and metabolic consequences of flight within variably sized vortex shedding flows using five Anna's hummingbirds feeding from an artificial flower in steady control flow and within vortex wakes produced behind vertical cylinders. Tests were conducted at three horizontal airspeeds (3, 6 and 9 m s(-1)) and using three different wake-generating cylinders (with diameters equal to 38, 77 and 173% of birds' wing length). Only minimal effects on wing and body kinematics were demonstrated for flight behind the smallest cylinder, whereas flight behind the medium-sized cylinder resulted in significant increases in the variances of wingbeat frequency, and variances of body orientation, especially at higher airspeeds. Metabolic rate was, however, unchanged relative to that of unperturbed flight. Hummingbirds flying within the vortex street behind the largest cylinder exhibited highest increases in variances of wingbeat frequency, and of body roll, pitch and yaw amplitudes at all measured airspeeds. Impressively, metabolic rate under this last condition increased by up to 25% compared with control flights. Cylinder wakes sufficiently large to interact with both wings can thus strongly affect stability in flight, eliciting compensatory kinematic changes with a consequent increase in flight metabolic costs. Our findings suggest that vortical flows frequently encountered by aerial taxa in diverse environments may impose substantial energetic costs.
Bäckman, J; Alerstam, T
Swifts, Apus apus, spend the night aloft and this offers an opportunity to test the degree of adaptability of bird orientation and flight to different ecological situations. We predicted the swifts' behaviour by assuming that they are adapted to minimize energy expenditure during the nocturnal flight and during a compensatory homing flight if they become displaced by wind. We tested the predictions by recording the swifts' altitudes, speeds and directions under different wind conditions with tracking radar; we found an agreement between predictions and observations for orientation behaviour, but not for altitude and speed regulation. The swifts orientated consistently into the head wind, with angular concentration increasing with increasing wind speed. However, contrary to our predictions, they did not select altitudes with slow or moderate winds, nor did they increase their airspeed distinctly when flying into strong head winds. A possible explanation is that their head-wind orientation is sufficient to keep nocturnal displacement from their home area within tolerable limits, leaving flight altitude to be determined by other factors (correlated with temperature), and airspeed to show only a marginal increase in strong winds. The swifts were often moving "backwards", heading straight into the wind but being overpowered by wind speeds exceeding their airspeed. The regular occurrence of such flights is probably uniquely associated with the swifts' remarkable habit of roosting on the wing.
Jenkins, J. Chris; Thurling, Andrew J.; Brown, Becky D.
Ownship status helmet-mounted display (HMD) symbology for off-boresight use in fixed-wing tactical aircraft serves to convey aircraft state information (e.g., airspeed, heading, altitude, and attitude) to the pilot for increased situation awareness and maintenance of spatial orientation. A recent flight test evaluation of HMD symbology conducted by the Air Force Research Laboratory (AFRL) and the Edwards AFB Test Pilot School (TPS) indicated a clear performance advantage afforded by the use of off-boresight symbology compared to HUD use alone. The results indicated that the Non-Distributed Flight Reference (NDFR) was the best format of the HMD symbol sets evaluated and served as a good information/orientation aid off-boresight but needs further development to realize its tactical benefit. Specifically, the TPS recommendations pointed to a need for an improved rate-of-change (i.e., trend) indicator for airspeed and altitude, as well as an improvement to the off-boresight attitude reference concerning attitude precision (i.e., climb-dive), particularly near straight and level flight. Based on these recommendations, AFRL modified the original design of the NDFR symbology to satisfy the deficiencies noted by the Edwards AFB TPS. Two variants of the NDFR format with modifications for conveying trend information for airspeed and altitude as well as precision of aircraft attitude were evaluated along with the Mil-Std-1787D HUD symbology and baseline NDFR format. The study examined the four symbol sets during two simulated operationally representative air-to-air intercept tasks that employed the use of an HMD for the off-boresight visual acquisition of a target aircraft. Overall, the NDFR/Odometer symbology allowed a significantly higher amount of off-boresight viewing time while equaling the HUD and other off-boresight symbol sets for primary task performance and proved to be the preferred format for trend mechanization based on pilot comments.
Argyle, Matthew Elliott
There are two traditional aircraft categories: fixed-wing which have a long endurance and a high cruise airspeed and rotorcraft which can take-off and land vertically. The tailsitter is a type of aircraft that has the strengths of both platforms, with no additional mechanical complexity, because it takes off and lands vertically on its tail and can transition the entire aircraft horizontally into high-speed flight. In this dissertation, we develop the entire control system for a tailsitter with a ducted fan. The standard method to compute the quaternion-based attitude error does not generate ideal trajectories for a hovering tailsitter for some situations. In addition, the only approach in the literature to mitigate this breaks down for large attitude errors. We develop an alternative quaternion-based error method which generates better trajectories than the standard approach and can handle large errors. We also derive a hybrid backstepping controller with almost global asymptotic stability based on this error method. Many common altitude and airspeed control schemes for a fixed-wing airplane assume that the altitude and airspeed dynamics are decoupled which leads to errors. The Total Energy Control System (TECS) is an approach that controls the altitude and airspeed by manipulating the total energy rate and energy distribution rate, of the aircraft, in a manner which accounts for the dynamic coupling. In this dissertation, a nonlinear controller, which can handle inaccurate thrust and drag models, based on the TECS principles is derived. Simulation results show that the nonlinear controller has better performance than the standard PI TECS control schemes. Most constant altitude transitions are accomplished by generating an optimal trajectory, and potentially actuator inputs, based on a high fidelity model of the aircraft. While there are several approaches to mitigate the effects of modeling errors, these do not fully remove the accurate model requirement. In this
Palma, J; Labbé, R
Here we report a robust thermal anemometer which can be easily built. It was conceived to measure outdoor wind speeds and for airspeed monitoring in wind tunnels and other indoor uses. It works at a constant, low temperature of approximately 90 °C, so that an independent measurement of the air temperature is required to give a correct speed reading. Despite the size and high thermal inertia of the probe, the test results show that this anemometer is capable of measuring turbulent fluctuations up to ∼100 Hz in winds of ∼14 m/s, which corresponds to a scale similar to the length of the probe.
Here we report a robust thermal anemometer which can be easily built. It was conceived to measure outdoor wind speeds, and for airspeed monitoring in wind tunnels and other indoor uses. It works at a constant, low temperature of approximately 90$^\\circ$C, so that an independent measurement of the air temperature is required to give a correct speed reading. Despite the size and high thermal inertia of the probe, the test results show that this anemometer is capable of measuring turbulent fluctuations up to ~100 Hz in winds of ~14 m/s, which corresponds to a scale similar to the length of the probe.
Liang Kun; Li Rong; Chen Jianjun; Ma Jiantai
The catalysts of CeO2 and the mixture of CeO2 and CuO were prepared, and the activities of these catalysts for completely oxidizing benzene were studied.The results show that the optimal proportion of CeO2/CuO is 6: 4.The highest temperature at which benzene was completely oxidized on these catalysts at different airspeed was measured.Compared these catalysts with the noble metal used, our catalysts had superiority in the resources and the industrial cost besides good activities.
Kohlman, D. L.; Hammer, J.
Developments in aerodyamic, structural and propulsion technologies which influence the potential for significant improvements in performance and fuel efficiency of general aviation business airplanes are discussed. The advancements include such technolgies as natural laminar flow, composite materials, and advanced intermittent combustion engines. The design goal for this parameter design study is a range of 1300 nm at 300 knots true airspeed with a payload of 1200lbs at 35,000 ft cruise altitude. The individual and synergistic effects of various advanced technologies on the optimization of this class of high performance, single engine, propeller driven business airplanes are identified.
Vasconcelos, J. F.; Rosa, P.; Kerr, Murray; Latorre Sierra, Antonio; Recupero, Cristina; Hernandez, Lucia
This paper describes the development of a fault detection system for a model scale autonomous aircraft. The considered fault scenario is defined by malfunctions in the elevator, namely bias and stuck-in-place of the surface. The H∞ design methodology is adopted, with an LFT description of the aircraft longitudinal dynamics, that allows for fault detection explicitly synthesized for a wide range of operating airspeeds. The obtained filter is validated in two stages: in a Functional Engineering Simulator (FES), providing preliminary results of the filter performance; and with experimental data, collected in field tests with actual injection of faults in the elevator surface.
Abbott, Terence S.
This document describes an algorithm for the generation of a four dimensional trajectory. Input data for this algorithm are similar to an augmented Standard Terminal Arrival (STAR) with the augmentation in the form of altitude or speed crossing restrictions at waypoints on the route. This version of the algorithm accommodates constant radius turns and cruise altitude waypoints with calibrated airspeed, versus Mach, constraints. The algorithm calculates the altitude, speed, along path distance, and along path time for each waypoint. Wind data at each of these waypoints are also used for the calculation of ground speed and turn radius.
Wylie, Michael T V; Brown, Anthony W; Colpitts, Bruce G
A distributed hot-wire anemometer based on Brillouin optical time-domain analysis is presented. The anemometer is created by passing a current through a stainless steel tube fibre bundle and monitoring Brillouin frequency changes in the presence of airflow. A wind tunnel is used to provide laminar airflow while the device response is calibrated against theoretical models. The sensitivity equation for this anemometer is derived and discussed. Airspeeds from 0 m/s to 10 m/s are examined, and the results show that a Brillouin scattering based distributed hot-wire anemometer is feasible.
reference to a premeasured weighted cord hung from the front of the right landing gear skid. Ballast was incrementally removed from the aircraft...usability of the material or end product. AIRSPEED CALIBRATION 12. The boom and ships pitot-static system was calibrated by using the trailing bomb...FIOURE. 4Z LATERAL tONT PL_ SPONSE AND SEN$ITIVMr ... %eVAs A&&P USA 1A% 69-I!6 AVG ’OSS LJCATZN- G- CZT AT- -ROTOR CALBRAED WE.16HT LONO ;..LA.T AL XfVutr
Wood, Kenneth E.
Emergency escape system for aircraft and aerospace vehicles ejects up to seven crewmembers, one by one, within 120 s. Intended for emergencies in which disabled craft still in stable flight at no more than 220 kn (113 m/s) equivalent airspeed and sinking no faster than 110 ft/s (33.5 m/s) at altitudes up to 50,000 ft (15.2 km). Ejection rockets load themselves from magazine after each crewmember ejected. Jumpmaster queues other crewmembers and helps them position themselves on egress ramp. Rockets pull crewmembers clear of aircraft structure. Provides orderly, controlled exit and avoids ditching at sea or landing in rough terrain.
Steen, Laura E.; VanZante, Judith Foss; Broeren, Andy P.; Kubiak, Mark J.
In 2011, the heat exchanger and refrigeration plant for NASA Glenn Research Centers Icing Research Tunnel (IRT) were upgraded. Flow quality surveys were performed in the settling chamber of the IRT in order to understand the effect that the new heat exchanger had on the flow quality upstream of the spray bars. Measurements were made of the total pressure, static pressure, total temperature, airspeed, and flow angle (pitch and yaw). These measurements were directly compared to measurements taken in 2000, after the previous heat exchanger was installed. In general, the flow quality appears to have improved with the new heat exchanger.
Hansen, Søren; Blanke, Mogens; Adrian, Jens
Unmanned Aerial Vehicles need a large degree of tolerance to faults. One of the most important steps towards this is the ability to detect and isolate faults in sensors and actuators in real time and make remedial actions to avoid that faults develop to failure. This paper analyses...... the possibilities of detecting faults in the pitot tube of a small unmanned aerial vehicle, a fault that easily causes a crash if not diagnosed and handled in time. Using as redundant information the velocity measured from an onboard GPS receiver, the air-speed estimated from engine throttle and the pitot tube...
Straub, Jeremy; Huber, Justin
The validation of safety-critical applications, such as autonomous UAV operations in an environment which may include human actors, is an ill posed problem. To confidence in the autonomous control technology, numerous scenarios must be considered. This paper expands upon previous work, related to autonomous testing of robotic control algorithms in a two dimensional plane, to evaluate the suitability of similar techniques for validating artificial intelligence control in three dimensions, where a minimum level of airspeed must be maintained. The results of human-conducted testing are compared to this automated testing, in terms of error detection, speed and testing cost.
Al-Fifi, Salman Amsari
The topic of my thesis is Experimental and Numerical Study of Open Air Active Cooling. The present research is intended to investigate experimentally and Numerically the effectiveness of cooling large open areas like stadiums, shopping malls, national gardens, amusement parks, zoos, transportation facilities and government facilities or even in buildings outdoor gardens and patios. Our cooling systems are simple cooling fans with different diameters and a mist system. This type of cooling systems has been chosen among the others to guarantee less energy consumption, which will make it the most favorable and applicable for cooling such places mentioned above. In the experiments, the main focus is to study the temperature domain as a function of different fan diameters aerodynamically similar in different heights till we come up with an empirical relationship that can determine the temperature domain for different fan diameters and for different heights of these fans. The experimental part has two stages. The first stage is devoted to investigate the maximum range of airspeed and profile for three different fan diameters and for different heights without mist, while the second stage is devoted to investigate the maximum range of temperature and profile for the three different diameter fans and for different heights with mist. The computational study is devoted to built an experimentally verified mathematical model to be used in the design and optimization of water mist cooling systems, and to compare the mathematical results to the experimental results and to get an insight of how to apply such evaporative mist cooling for different places for different conditions. In this study, numerical solution is presented based on experimental conditions, such dry bulb temperature, wet bulb temperature, relative humidity, operating pressure and fan airspeed. In the computational study, all experimental conditions are kept the same for the three fans except the fan airspeed
Groce, J. L.; Izumi, K. H.; Markham, C. H.; Schwab, R. W.; Thompson, J. L.
The Local Flow Management/Profile Descent (LFM/PD) algorithm designed for the NASA Transport System Research Vehicle program is described. The algorithm provides fuel-efficient altitude and airspeed profiles consistent with ATC restrictions in a time-based metering environment over a fixed ground track. The model design constraints include accommodation of both published profile descent procedures and unpublished profile descents, incorporation of fuel efficiency as a flight profile criterion, operation within the performance capabilities of the Boeing 737-100 airplane with JT8D-7 engines, and conformity to standard air traffic navigation and control procedures. Holding and path stretching capabilities are included for long delay situations.
We extend the use of cantilever beams as flow sensors for small aircraft. As such, we propose a novel method to measure the airspeed and the angle of attack at which the air travels across a small flying vehicle. We measure beam deflections and extract information about the surrounding flow. Thus, we couple a nonlinear beam model with a potential flow simulator through a fluid-structure interaction scheme. We use this numerical approach to generate calibration curves that exhibit the trend for the variations of the limit cycle oscillations amplitudes of flexural and torsional vibrations with the air speed and the angle of attack, respectively. © The Author(s) 2013.
pilot and copilot. 3.2 3 4 13. Provide more than 99 waypoints. 3.2 0 5 14. On the Central Display Unit ( CDU ), provide a duplicating feature, so when...performing flight plan management you don’t have to change each point to update the route, altitude, or airspeed. 3.2 2 5 15. Create CLEAR button on CDU ...back button on all CDU pages and locate it in the same place. 3.0 1 4 17. Have remote radio select cycle through active radios only. 3.0 2 4 18
Pinkerton, Robert M
Tests on a Friez type cup anemometer have been made in the variable density wind tunnel of the Langley Memorial Aeronautical Laboratory to calibrate the instrument and to determine its suitability for velocity measurements of wind gusts. The instrument was calibrated against a Pitot-static tube placed directly above the anemometer at air densities corresponding to sea level, and to an altitude of approximately 6000 feet. Air-speed acceleration tests were made to determine the lag in the instrument reading. The calibration results indicate that there should be an altitude correction. It is concluded that the cup anemometer is too sluggish for velocity measurements of wind gusts.
Powell, C. A.
The effects of impulsiveness on the noisiness of helicopters are examined by varying the main rotor speed while maintaining a constant airspeed. This resulted in other characteristics of the noise being held relatively constant. Other controlled variables included altitude, side line distance, descent operations, and level flyovers. A description is provided of the concept, experimental design and procedures along with results based on partial analyses of acoustic and subjective response data. No significant improvement in the noisiness predictive ability of EPNL was provided by either proposed or an A-weighted crest factor correction for impulsiveness.
Imbert, Beatrice; Cariou, Jean-Pierre
In the near future, military aircraft will need to know precisely their true airspeed in order to optimize flight conditions. In comparison with classical anemometer probes, an airborne Doppler lidar allows measurement of the air velocity without influence from aircraft aerodynamic disturbance. While several demonstration systems of heterodyne detection using a CO2 laser have been reported, improvements in the technology of solid state lasers have recently opened up the possibility that these devices can be used as an alternative to CO2 laser systems. In particular, a diode pumped Tm:Ho:YAG laser allows a reliable compact airborne system with an eye safe wavelength (lambda = 2.09 microns) to be achieved. The theoretical study of performances of a coherent lidar using a solid state diode pumped Tm:Ho:YAG laser, caled SALSA, for measuring aircraft airspeed relative to atmospheric aerosols is described. A computer simulation was developed in order to modelize the Doppler anemometer in the function of atmospheric propagation and optical design. A clever analysis of the power budget on the detector area allows optical characteristic parameters of the system to be calculated, and then it can be used to predict performances of the Doppler system. Estimating signal to noise ratios (SNR) and heterodyne efficiency provides the available energy of speed measurement as well as a useful measurement of the alignment of the backscattered and reference fields on the detector.
Halloran, Siobhan; Ristenpart, William
Virologists and other researchers who test pathogens for airborne disease transmissibility often place a test animal downstream from an inoculated animal and later determine whether the test animal became infected. Despite the crucial role of the airflow in pathogen transmission between the animals, to date the infectious disease community has paid little attention to the effect of airspeed or turbulent intensity on the probability of transmission. Here we present measurements of the turbulent dispersivity under conditions relevant to experimental tests of airborne disease transmissibility between laboratory animals. We used time lapse photography to visualize the downstream transport and turbulent dispersion of smoke particulates released from a point source downstream of an axial fan, thus mimicking the release and transport of expiratory aerosols exhaled by an inoculated animal. We show that for fan-generated turbulence the plume width is invariant with the mean airspeed and, close to the point source, increases linearly with downstream position. Importantly, the turbulent dispersivity is insensitive to the presence of meshes placed downstream from the point source, indicating that the fan length scale dictates the turbulent intensity and corresponding dispersivity.
Lewis, N.; York, A.; Seelecke, S.
Shape memory alloy (SMA) wires are attractive for actuation systems due to their high energy density, light weight and silent operation. In addition, they feature self-sensing capabilities by relating electrical resistance measurements to strain changes. In real world applications SMAs typically operate in non-ambient air and it is imperative to understand an actuator’s behavior under varying convective cooling conditions, especially for smaller diameter wires, where convective effects are amplified. This paper shows that the multi-functionality of SMA actuators can be further extended by related heating power to convective air speed. It investigates the relationship between the normalized excess power needed and corresponding airspeed under controlled, laminar airflow patterns in a small-scale wind tunnel. For each experiment, airflow through the wind tunnel, strain in the SMA wire, and power supplied to the SMA wire were controlled, while the stress and resistance of the wire were measured. The ability to understand and predict an SMA wire’s behavior under various external airflows will aid in the design and understanding of future SMA actuated structures, such as micro-air vehicles, and shows that SMAs can function as self-sensing actuators and airspeed sensors.
Research efforts in this dissertation address aerodynamics and flight performance of flapping wing aircraft (ornithopters). Flapping wing aerodynamics was studied for various wing sizes, flapping frequencies, airspeeds, and angles of attack. Tested wings possessed both camber and dihedral. Experimental results were analyzed in the framework of momentum theory. Aerodynamic coefficients and Reynolds number are defined using a reference velocity as a vector sum of a freestream velocity and a strokeaveraged wingtip velocity. No abrupt stall was observed in flapping wings for the angle of attack up to vertical. If was found that in the presence of a freestream lift of a flapping wing in vertical position is higher than the propulsive thrust. Camber and dihedral increased both lift and thrust. Lift-curve slope, and maximum lift coefficient increased with Reynolds number. Performance model of an ornithopter was developed. Parametric studies of steady level flight of ornithopters with, and without a tail were performed. A model was proposed to account for wing-sizing effects during hover. Three micro ornithopter designs were presented. Ornithopter flight testing and data-logging was performed using a telemetry acquisition system, as well as motion capture technology. The ability of ornithopter for a sustained flight and a presence of passive aerodynamic stability were shown. Flight data were compared with performance simulations. Close agreement in terms of airspeed and flapping frequency was observed.
Full Text Available In order to more effectively control NO emissions in coal-fired flue gas, the denitration reaction is carried out with simulated industrial boiler flue gas in a fixed bed reactor. The influence of char types, reaction conditions, the composition of flue gas and other factors on the conversion rate of NO are discussed. The result shows that the industrial semi-coke is the most suitable experimental coal in the three coals studied, and the industrial semi-coke particle size of 0.6 ~ 10 mm is relatively suitable; The conversion rate of NO increases gradually with the increase of temperature, and when the reaction temperature is 700 ℃ and the space velocity is 10 000 h-1, the conversion rate of NO can reach 99%; the conversion rate of NO decreases gradually as airspeed increases, but the airspeed change has no effect on the conversion rate of NO at 700 ℃; under anaerobic conditions,the change of NO concentration has no effect on the conversion rate of NO; at the same temperature, NO conversion rate is higher at the presence of oxygen compared with that at anaerobic situation, and the conversion rate of NO is the highest when O2 concentration is 4%; under aerobic conditions, the concentration change of SO2 and CO2 has no effect on the conversion rate of NO.
It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control difference airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control throttle position and another to control elevator position. These two controllers were used to control flight path angle and airspeed for both a piston powered single engine airplane simulation and a business jet simulation. Overspeed protection and stall protection were incorporated in the form of expert systems supervisors. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic longitudinal controller could be successfully used on two general aviation aircraft types that have very difference characteristics. These controllers worked for both airplanes over their entire flight envelopes including configuration changes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle lever travel, etc.). The controllers also handled configuration changes without mode switching or knowledge of the current configuration. This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.
Chatterji, Gano B.
A procedure for estimating fuel burned based on actual flight track data, and drag and fuel-flow models is described. The procedure consists of estimating aircraft and wind states, lift, drag and thrust. Fuel-flow for jet aircraft is determined in terms of thrust, true airspeed and altitude as prescribed by the Base of Aircraft Data fuel-flow model. This paper provides a theoretical foundation for computing fuel-flow with most of the information derived from actual flight data. The procedure does not require an explicit model of thrust and calibrated airspeed/Mach profile which are typically needed for trajectory synthesis. To validate the fuel computation method, flight test data provided by the Federal Aviation Administration were processed. Results from this method show that fuel consumed can be estimated within 1% of the actual fuel consumed in the flight test. Next, fuel consumption was estimated with simplified lift and thrust models. Results show negligible difference with respect to the full model without simplifications. An iterative takeoff weight estimation procedure is described for estimating fuel consumption, when takeoff weight is unavailable, and for establishing fuel consumption uncertainty bounds. Finally, the suitability of using radar-based position information for fuel estimation is examined. It is shown that fuel usage could be estimated within 5.4% of the actual value using positions reported in the Airline Situation Display to Industry data with simplified models and iterative takeoff weight computation.
Baxley, Brian T.; Murdoch, Jennifer L.; Swieringa, Kurt A.; Barmore, Bryan E.; Capron, William R.; Hubbs, Clay E.; Shay, Richard F.; Abbott, Terence S.
The predicted increase in the number of commercial aircraft operations creates a need for improved operational efficiency. Two areas believed to offer increases in aircraft efficiency are optimized profile descents and dependent parallel runway operations. Using Flight deck Interval Management (FIM) software and procedures during these operations, flight crews can achieve by the runway threshold an interval assigned by air traffic control (ATC) behind the preceding aircraft that maximizes runway throughput while minimizing additional fuel consumption and pilot workload. This document describes an experiment where 24 pilots flew arrivals into the Dallas Fort-Worth terminal environment using one of three simulators at NASA?s Langley Research Center. Results indicate that pilots delivered their aircraft to the runway threshold within +/- 3.5 seconds of their assigned time interval, and reported low workload levels. In general, pilots found the FIM concept, procedures, speeds, and interface acceptable. Analysis of the time error and FIM speed changes as a function of arrival stream position suggest the spacing algorithm generates stable behavior while in the presence of continuous (wind) or impulse (offset) error. Concerns reported included multiple speed changes within a short time period, and an airspeed increase followed shortly by an airspeed decrease.
Wu, Yan; Chen, Ailu; Luhung, Irvan; Gall, Elliott T.; Cao, Qingliang; Chang, Victor Wei-Chung; Nazaroff, William W.
This study is concerned with the role of a fin-and-tube heat exchanger in modifying microbial indoor air quality. Specifically, depositional losses of ambient bioaerosols and particles onto dry (not cooled) and wet (cool) coil surfaces were measured for different airspeeds passing through the test coil. Total, bacterial and fungal DNA concentrations in condensate water produced by a wet coil were also quantified by means of fluorescent dsDNA-binding dye and qPCR assays. Results revealed that the deposition of bioaerosols and total particles is substantial on coil surfaces, especially when wet and cool. The average deposition fraction was 0.14 for total DNA, 0.18 for bacterial DNA and 0.22 for fungal DNA on the dry coil, increasing to 0.51 for total DNA, 0.50 for bacterial DNA and 0.68 for fungal DNA on the wet coil. Overall, as expected, deposition fractions increased with increasing particle size and increasing airspeed. Deposited DNA was removed from the cooling coil surfaces through the flow of condensing water at a rate comparable to the rate of direct deposition from air. A downward trend of bacterial and fungal DNA measured in condensate water over time provides suggestive evidence of biological growth on heat exchangers during nonoperational times of a ventilation system. This investigation provides new information about bioaerosol deposition onto a conventional fin-and-tube cooling coil, a potentially important factor influencing indoor exposure to microbial aerosols in air-conditioned buildings.
Full Text Available Dynamic soaring is a special flying technique designed to allow UAVs (unmanned aerial vehicles to extract energy from wind gradient field and enable UAVs to increase the endurance. In order to figure out the energy-extraction mechanisms in dynamic soaring, a noninertial wind relative reference frame of aircraft is built. In the noninertial frame, there is an inertial force which is created by gradient wind field. When the wind gradient (GW and the components of airspeed (vzvx are positive, inertial force (F makes positive work to the aircraft. In the meantime, an equilibrium position theory of dynamic soaring is proposed. At the equilibrium positions, the increased potential energy is greater than the wasted kinetic energy when the aircraft is flying upwards. The mechanical energy is increased in this way, and the aircraft can store energy for flight. According to the extreme value theory, contour line figures of the maximum function and the component of airspeed (vz are obtained to find out the aircraft’s lifting balance allowance in dynamic soaring. Moreover, this equilibrium position theory can also help to conduct an aircraft to acquire energy from the environment constantly.
Milne, Andrew James Barnabas
For drops sessile on a solid surface, cross flowing air can drive drop oscillation or shedding, based on the balance and interaction of aerodynamic drag force (based on drop size/shape and air speed) and adhesion/capillary forces (based on surface tension and drop size/shape). Better understanding of the above has applications to, e.g., fuel cell flooding, airfoil icing, and visibility in rain. To understand the basic physics, experiments studying individual sessile drops in a low speed wind tunnel were performed in this thesis. Analysis of high speed video gave time resolved profiles and airspeed for shedding. Testing 0.5 mul to 100 mul drops of water and hexadecane on poly(methyl methacrylate) PMMA, Teflon, and a superhydrophobic surface (SHS) yielded a master curve describing critical airspeed for shedding for water drops on all surface tested. This curve predicts behavior for new surfaces, and explains experimental results published previously. It also indicates that the higher contact angle leads to easier shedding due to decreased adhesion and increased drag. Developing a novel floating element differential drag sensor gave the first measurements of the microNewton drag force experienced by drops. Forces magnitude is comparable to gravitational shedding from a tilted plate and to simplified models for drop adhesion, with deviations that suggest effects due to the air flow. Fluid properties are seen to have little effect on drag versus airspeed, and decreased adhesion is seen to be more important than increased drag for easing shedding. The relation between drag coefficient and Reynolds number increases slightly with liquid-solid contact angle, and with drop volume. Results suggest that the drop experiences increased drag compared to similarly shaped solid bodies due to drop oscillations aeroelasticly coupling into the otherwise laminar flow. The bulk and surface oscillations of sessile drops in cross flow was also studied, using a full profile analysis
Foster, John V.; Cunningham, Kevin
Pressure-based airspeed and altitude measurements for aircraft typically require calibration of the installed system to account for pressure sensing errors such as those due to local flow field effects. In some cases, calibration is used to meet requirements such as those specified in Federal Aviation Regulation Part 25. Several methods are used for in-flight pitot-static calibration including tower fly-by, pacer aircraft, and trailing cone methods. In the 1990 s, the introduction of satellite-based positioning systems to the civilian market enabled new inflight calibration methods based on accurate ground speed measurements provided by Global Positioning Systems (GPS). Use of GPS for airspeed calibration has many advantages such as accuracy, ease of portability (e.g. hand-held) and the flexibility of operating in airspace without the limitations of test range boundaries or ground telemetry support. The current research was motivated by the need for a rapid and statistically accurate method for in-flight calibration of pitot-static systems for remotely piloted, dynamically-scaled research aircraft. Current calibration methods were deemed not practical for this application because of confined test range size and limited flight time available for each sortie. A method was developed that uses high data rate measurements of static and total pressure, and GPSbased ground speed measurements to compute the pressure errors over a range of airspeed. The novel application of this approach is the use of system identification methods that rapidly compute optimal pressure error models with defined confidence intervals in nearreal time. This method has been demonstrated in flight tests and has shown 2- bounds of approximately 0.2 kts with an order of magnitude reduction in test time over other methods. As part of this experiment, a unique database of wind measurements was acquired concurrently with the flight experiments, for the purpose of experimental validation of the
Miao, W.; Mouzakis, T.
A coupled rotor/bifilar/airframe analysis was developed and utilized to study the dynamic characteristics of the centrifugally tuned, rotor-hub-mounted, bifilar vibration absorber. The analysis contains the major components that impact the bifilar absorber performance, namely, an elastic rotor with hover aerodynamics, a flexible fuselage, and nonlinear individual degrees of freedom for each bifilar mass. Airspeed, rotor speed, bifilar mass and tuning variations are considered. The performance of the bifilar absorber is shown to be a function of its basic parameters: dynamic mass, damping and tuning, as well as the impedance of the rotor hub. The effect of the dissimilar responses of the individual bifilar masses which are caused by tolerance induced mass, damping and tuning variations is also examined.
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Bull, J. S.
Flight test evaluation of a Delayed Flap approach procedure intended to provide reductions in noise and fuel consumption is underway using the NASA CV-990 test aircraft. Approach is initiated at a high airspeed (240 kt) and in a drag configuration that allows for low thrust. The aircraft is flown along the conventional ILS glide slope. A Fast/Slow message display signals the pilot when to extend approach flaps, landing gear, and land flaps. Implementation of the procedure in commercial service may require the addition of a DME navigation aid co-located with the ILS glide slope transmitter. The Delayed Flap approach saves 250 lb of fuel over the Reduced Flap approach, with a 95 EPNdB noise contour only 43% as large.
Bousquet, Gabriel D; Slotine, Jean-Jacques E
It is believed that albatrosses power their flight through dynamic soaring, a technique where energy is extracted from horizontally blowing shear winds. The Rayleigh model of dynamic soaring, also called the two layer model, makes a 2-dimensional approximation of the wind field and glider trajectory. This note considers the "Rayleigh problem" of finding the minimum wind necessary for the existence of energy neutral gliding cycles. We utilize a 3-degree of freedom glider model with quadratic drag. Asymptotic solutions in the limit of large glide ratios are obtained. The optimal motion is a traveling trajectory constituted of a succession of small partial turns. It is over 50% more efficient at preserving airspeed than full half-turn based trajectories.
The characteristics of optimum fixed-range trajectories whose structure is constrained to climb, steady cruise, and descent segments are derived by application of optimal control theory. The performance function consists of the sum of fuel and time costs, referred to as direct operating cost (DOC). The state variable is range to go and the independent variable is energy. In this formulation a cruise segment always occurs at the optimum cruise energy for sufficiently large range. At short ranges (400 n. mi. and less), a cruise segment may also occur below the optimum cruise energy. The existence of such a cruise segment depends primarily on the fuel flow vs thrust characteristics and on thrust constraints. If thrust is a free control variable along with airspeed, it is shown that such cruise segments will not generally occur. If thrust is constrained to some maximum value in climb and to some minimum in descent, such cruise segments generally will occur.
Olson, D E; Parker, K H; Snyder, B
This report describes the theory and operation of a pulsed-probe anemometer designed to measure steady three-dimensional velocity fields typical of pulmonary tracheo-bronchial airflows. Local velocities are determined by measuring the transport time and orientation of a thermal pulse initiated at an upstream wire and sensed at a downstream wire. The transport time is a reproducible function of velocity and the probe wire spacing, as verified by a theoretical model of convective heat transfer. When calibrated the anemometer yields measurements of velocity accurate to +/- 5 percent and resolves flow direction to within 1 deg at airspeeds greater than or equal to 10 cm/s. Spatial resolution is +/- 0.5 mm. Measured flow patterns typical of curved circular pipes are included as examples of its application.
Cohen, M M
Accelerations closely approximating those encountered in catapult launchings of carrier-based aircraft were generated on the Naval Air Development Center's human centrifuge Dynamic Flight Simulator. Flight instruments, controls, and flight dynamics of an A-7 aircraft were provided to four experienced Naval Aviators, who exercised closed-loop control of a simulated climbout immediately after they were exposed to the accelerations. Four experimental conditions were employed for each aviator: 1) no operational flight instruments, 2) conventional flight instruments, 3) a single carrier takeoff director display operating concurrently. Measures of flight parameters, including indicated airspeed, angle of attack, rate of climb, altitude, pitch attitude, and pitch trim adjustment were monitored throughout the simulation. Subjective reactions and piloting performance were examined under each of the four conditions. Results indicate that the carrier takeoff director display significantly reduced pilot workload and enhanced performance during the climbout.
Holmes, B. J.; Vandam, C. P.; Brown, P. W.; Deal, P. L.
A flight evaluation was conducted to determine the effects of winglets on the performance and handling qualities of a light, single-engine general aviation airplane. The performance measurements were made with a pace airplane to provide calibrated airspeeds; uncalibrated panel instruments in the test airplane were used to provide additional quantitative performance data. These tests were conducted with winglets on and off during the same day to measure relative performance effects. Handling qualities were evaluated by means of pilot comments. Winglets increased cruise speed 8 knots (5.6 percent) at 3962 m (13,000 ft) density altitude and 51 percent maximum continuous power setting. Maximum speed at 3962 m was virtually unchanged. Rate of climb increased approximately 6 percent, or 0.25 m/sec (50 ft/min), at 1524 m (5000 ft). Stall speed was virtually unchanged. Handling qualities were favorably affected.
DENS OAT ROTOR FLIGHT COMFIGURATION WEIGHT LONG LAT ALT SPEED COOADITION (LB) (FS) (BL) (FT) (’C) (RPM) 13650 204.4(MID) O.O0( MIO ) 5000 25.3 287 LEVEL...0 0 0 00 0 0 0 0.32/REV 9.6 Hz ~-0.2 ’J 0.1 01 0 0 0 0 0 0 0 0 ’~ 0.3 /REV = 4.8 Hz AA 0.3 0.2’ 20 40 CID go 100 120 140 160 CALIBRATED AIRSPEED...8217ROTOR FLIGHT CONFIGURATION WEGTLAY ALT SPEED CONDITION It-f. (FS) -- (BL)- (FT) (-C) (RPM) ) .~0 204.4( MIO ) 0.0O(MID) 5000 25.0 287 LEVEL FLT 8-TOW 8/REV
Augustine, W. L.; Heft, E. L.; Bowen, T. E.; Newman, R. L.
During mid-air retrieval of parachute packages, the absence of a natural horizon creates serious difficulties for the pilot of the recovery helicopter. A head-up display (HUD) was tested in an attempt to solve this problem. Both a roll-stabilized HUD and a no-roll (pitch only) HUD were tested. The results show that fewer missed passes occurred with the roll-stabilized HUD when the horizon was obscured. The pilots also reported that the workload was greatly reduced. Roll-stabilization was required to prevent vertigo when flying in the absence of a natural horizon. Any HUD intended for mid-air retrieval should display pitch, roll, sideslip, airspeed, and vertical velocity.
Rowland, J. R.
Clear air convective fields were probed in three summer experiments (1969, 1970, and 1971) on an S-band monopulse tracking radar at Wallops Island, Virginia, and a drone aircraft with a takeoff weight of 5.2 kg, wingspan of 2.5 m, and cruising glide speed of 10.3 m/sec. The drone was flown 23.2 km north of the radar and carried temperature, pressure/altitude, humidity, and vertical and airspeed velocity sensors. Extensive time-space convective field data were obtained by taking a large number of RHI and PPI pictures at short intervals of time. The rapidly changing overall convective field data obtained from the radar could be related to the meteorological information telemetered from the drone at a reasonably low cost by this combined technique.
Bonafe, J. L.
From its first designed airplane, Airbus considered mandatory a help in the crew's decision-making process to initiate an escape maneuver and help to successfully realize it. All the Airbus airplanes designed since 1975 included an alpha-floor function and a speed reference control law imbedded in the speed reference system (SRS) box for A 300 and FAC and FCC for A 310, A300/600 and the A 320. Alpha-Floor function takes into account the airplane energy situation considering angle of attack and observed longitudinal situation in order to apply immediately the full power without any pilot action. Speed reference managers control airspeed and/or ground speed in order to survive a maximum in shear situation. In order to comply with the new FAA regulation: Aerospatiale and Airbus developed more efficient systems. A comparison between 1975 and a newly developed system is given. It is explained how the new system improves the situation.
Franklin, J. A.; Innis, R. C.
Flight experiments were conducted to evaluate two control concepts for configuration management during the transition to landing approach for a powered-lift STOL aircraft. NASA Ames' augmentor wing research aircraft was used in the program. Transitions from nominal level-flight configurations at terminal area pattern speeds were conducted along straight and curved descending flightpaths. Stabilization and command augmentation for attitude and airspeed control were used in conjunction with a three-cue flight director that presented commands for pitch, roll, and throttle controls. A prototype microwave system provided landing guidance. Results of these flight experiments indicate that these configuration management concepts permit the successful performance of transitions and approaches along curved paths by powered-lift STOL aircraft. Flight director guidance was essential to accomplish the task.
Fadjar Rahino Triputra
Full Text Available Developing a nonlinear adaptive control system for a fixed-wing unmanned aerial vehicle (UAV requires a mathematical representation of the system dynamics analytically as a set of differential equations in the form of a strict-feedback systems. This paper presents a method for modeling a nonlinear flight dynamics of the fixed-wing UAV of BPPT Wulung in any conditions of the flight altitude and airspeed for the first step into designing a nonlinear adaptive controller. The model was formed into 10-DOF differential equations in the form of strict-feedback systems which separates the terms of elevator, aileron, rudder and throttle from the model. The model simulation results show the behavior of the flight dynamics of the Wulung UAV and also prove the compliance with the actual flight test results.
Debey, M C; Trampel, D W; Richard, J L; Bundy, D S; Hoffman, L J; Meyer, V M; Cox, D F
Environmental conditions and airborne mycoflora were measured concurrently in 10 turkey confinement houses during warm and cold weather. The following variables in the environment were measured: numbers of feed- and litter-associated yeast and mold fungi, temperature, relative humidity, airspeed, carbon dioxide and ammonia concentration, airborne bacteria, and airborne particulate mass, particle number, and particle size distribution. Winter air in turkey confinement houses contained significantly higher concentrations of Aspergillus, Scopulariopsis, and Mucor sp. and significantly lower concentrations of Cladosporium, Fusarium, and Alternaria sp. when compared with summer air. Significantly greater numbers of Mucor sp. were recovered per cubic meter of air where the current turkey flock was present less than 100 d when compared to houses where the current flock resided 100 d or more. Management decisions regarding control of the internal environment of turkey confinement houses apparently influence airborne mycoflora composition.
Claudel, Christian G.
Systems and methods to protect the flight envelope in both manual flight and flight by a commercial autopilot are provided. A system can comprise: an inertial measurement unit (IMU); a computing device in data communication with the IMU; an application executable by the computing device comprising: logic that estimates an angle of attack; a slip angle; and a speed of an unmanned aerial vehicle (UAV) based at least in part on data received from the UAV. A method can comprise estimating, via a computing device, flight data of a UAV based at least in part on data received from an IMU; comparing the estimated flight data with measured flight data; and triggering an error indication in response to a determination that the measured flight data exceeds a predefined deviation of the estimated flight data. The estimated speed can comprise an estimated airspeed, vertical speed and/or ground velocity.
A rotorcraft-based unmanned aerial vehicle exhibits more complex properties compared to its full-size counterparts due to its increased sensitivity to control inputs and disturbances and higher bandwidth of its dynamics. As an aerial vehicle with vertical take-off and landing capability, the helicopter specifically poses a difficult problem of transition between forward flight and unstable hover and vice versa. The LPV control technique explicitly takes into account the change in performance due to the real-time parameter variations. The technique therefore theoretically guarantees the performance and robustness over the entire operating envelope. In this study, we investigate a new approach implementing model identification for use in the LPV control framework. The identification scheme employs recursive least square technique implemented on the LPV system represented by dynamics of helicopter during a transition. The airspeed as the scheduling of parameter trajectory is not assumed to vary slowly. The exclu...
Williams, Daniel M.; Consiglio, Maria C.; Murdoch, Jennifer L.; Adams, Catherine H.
This paper provides an analysis of Flight Technical Error (FTE) from recent SATS experiments, called the Higher Volume Operations (HVO) Simulation and Flight experiments, which NASA conducted to determine pilot acceptability of the HVO concept for normal operating conditions. Reported are FTE results from simulation and flight experiment data indicating the SATS HVO concept is viable and acceptable to low-time instrument rated pilots when compared with today s system (baseline). Described is the comparative FTE analysis of lateral, vertical, and airspeed deviations from the baseline and SATS HVO experimental flight procedures. Based on FTE analysis, all evaluation subjects, low-time instrument-rated pilots, flew the HVO procedures safely and proficiently in comparison to today s system. In all cases, the results of the flight experiment validated the results of the simulation experiment and confirm the utility of the simulation platform for comparative Human in the Loop (HITL) studies of SATS HVO and Baseline operations.
Hess, R. A.
Quantitative Feedback Theory describes a frequency-domain technique for the design of multi-input, multi-output control systems which must meet time or frequency domain performance criteria when specified uncertainty exists in the linear description of the vehicle dynamics. This theory is applied to the design of the longitudinal flight control system for a linear model of the BO-105C rotorcraft. Uncertainty in the vehicle model is due to the variation in the vehicle dynamics over a range of airspeeds from 0-100 kts. For purposes of exposition, the vehicle description contains no rotor or actuator dynamics. The design example indicates the manner in which significant uncertainty exists in the vehicle model. The advantage of using a sequential loop closure technique to reduce the cost of feedback is demonstrated by example.
Baxley, Brian T.; Wilson, Sara R.; Swieringa, Kurt A.; Johnson, William C.; Roper, Roy D.; Hubbs, Clay E.; Goess, Paul A.; Shay, Richard F.
Interval Management Alternative Clearances (IMAC) was a human-in-the-loop simulation experiment conducted to explore the Air Traffic Management (ATM) Technology Demonstration (ATD-1) Concept of Operations (ConOps), which combines advanced arrival scheduling, controller decision support tools, and aircraft avionics to enable multiple time deconflicted, efficient arrival streams into a high-density terminal airspace. Interval Management (IM) is designed to support the ATD-1 concept by having an "Ownship" (IM-capable) aircraft achieve or maintain a specific time or distance behind a "Target" (preceding) aircraft. The IM software uses IM clearance information and the Ownship data (route of flight, current location, and wind) entered by the flight crew, and the Target aircraft's Automatic Dependent Surveillance-Broadcast state data, to calculate the airspeed necessary for the IM-equipped aircraft to achieve or maintain the assigned spacing goal.
Wehrend, W. R., Jr.
The set of flight control logic used in a recently completed flight test program to evaluate the total automatic flight control system (TAFCOS) with the controller operating in a fully automatic mode, was used to perform an unmanned simulation on an IBM 360 computer in which the TAFCOS concept was extended to provide a multilevel pilot interface. A pilot TAFCOS interface for direct pilot control by use of a velocity-control-wheel-steering mode was defined as well as a means for calling up conventional autopilot modes. It is concluded that the TAFCOS structure is easily adaptable to the addition of a pilot control through a stick-wheel-throttle control similar to conventional airplane controls. Conventional autopilot modes, such as airspeed-hold, altitude-hold, heading-hold, and flight path angle-hold, can also be included.
Full Text Available To resolve the problem of future airspace management under great traffic flow and high density condition, 4D trajectory estimation has become one of the core technologies of the next new generation air traffic control automation system. According to the flight profile and the dynamics models of different aircraft types under different flight conditions, a hybrid system model that switches the aircraft from one flight stage to another with aircraft state changing continuously in one state is constructed. Additionally, air temperature and wind speed are used to modify aircraft true airspeed as well as ground speed, and the hybrid system evolution simulation is used to estimate aircraft 4D trajectory. The case study proves that 4D trajectory estimated through hybrid system model can image the flight dynamic states of aircraft and satisfy the needs of the planned flight altitude profile.KEY WORDSair traffic management, 4D trajectory estimation, hybrid system model, aircraft dynamic model
WU Xue-Mei; TUO Xian-Guo; LI Zhe; LIU Ming-Zhe; ZHANG Jin-Zhao; DONG Xiang-Long; LI Ping-Chuan
Long-range alpha detectors (LRADs) are attracting much attention in the decommissioning of nuclear facilities because of some problems in obtaining source positions on an interior surface during pipe decommissioning.By utilizing the characteristic that LRAD detects alphas by collecting air-driving ions,this article applies a method to localize the radioactive source by ions' fluid property.By obtaining the ion travel time and the airspeed distribution in the pipe,the source position can be determined.Thus this method overcomes the ion's lack of periodic characteristics.Experimental results indicate that this method can approximately localize the source inside the pipe.The calculation results are in good agreement with the experimental results.
Brzinski, T. A., III; Mayor, P.; Durian, D. J.
We measure the quasistatic friction force acting on intruders moving downwards into a granular medium. By utilizing different intruder geometries, we demonstrate that the force acts locally normal to the intruder surface. By altering the hydrostatic loading of grain contacts by a sub-fluidizing airflow through the bed, we demonstrate that the relevant frictional contacts are loaded by gravity rather than by the motion of the intruder itself. Lastly, by measuring the final penetration depth versus airspeed and using an earlier result for inertial drag, we demonstrate that the same quasistatic friction force acts during impact. Altogether this force is set by a friction coefficient, hydrostatic pressure, projectile size and shape, and a dimensionless proportionality constant. The latter is the same in nearly all experiments, and is surprisingly greater than one.
Knox, C. E.; Vicroy, D. D.; Simmon, D. A.
A simple, airborne, flight-management descent algorithm was developed and programmed into a small programmable calculator. The algorithm may be operated in either a time mode or speed mode. The time mode was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The speed model was designed for planning fuel-conservative descents when time is not a consideration. The descent path for both modes was calculated for a constant with considerations given for the descent Mach/airspeed schedule, gross weight, wind, wind gradient, and nonstandard temperature effects. Flight tests, using the algorithm on the programmable calculator, showed that the open-loop guidance could be useful to airline flight crews for planning and executing fuel-conservative descents.
Knox, C. E.
A simplified flight-management descent algorithm, programmed on a small programmable calculator, was developed and flight tested. It was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The algorithm may also be used for planning fuel-conservative descents when time is not a consideration. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard temperature effects. The flight-management descent algorithm is described. The results of flight tests flown with a T-39A (Sabreliner) airplane are presented.
Vicroy, D. D.
A simplified flight management descent algorithm was developed and programmed on a small programmable calculator. It was designed to aid the pilot in planning and executing a fuel conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The algorithm may also be used for planning fuel conservative descents when time is not a consideration. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard temperature effects. An explanation and examples of how the algorithm is used, as well as a detailed flow chart and listing of the algorithm are contained.
Castañeda, Herman; Salas-Peña, Oscar S; León-Morales, Jesús de
This paper addresses the design of attitude and airspeed controllers for a fixed wing unmanned aerial vehicle. An adaptive second order sliding mode control is proposed for improving performance under different operating conditions and is robust in presence of external disturbances. Moreover, this control does not require the knowledge of disturbance bounds and avoids overestimation of the control gains. Furthermore, in order to implement this controller, an extended observer is designed to estimate unmeasurable states as well as external disturbances. Additionally, sufficient conditions are given to guarantee the closed-loop stability of the observer based control. Finally, using a full 6 degree of freedom model, simulation results are obtained where the performance of the proposed method is compared against active disturbance rejection based on sliding mode control.
López, J; Dormido, R; Dormido, S; Gómez, J P
The objective of this paper is the implementation and validation of a robust H ∞ controller for an UAV to track all types of manoeuvres in the presence of noisy environment. A robust inner-outer loop strategy is implemented. To design the H ∞ robust controller in the inner loop, H ∞ control methodology is used. The two controllers that conform the outer loop are designed using the H ∞ Loop Shaping technique. The reference vector used in the control architecture formed by vertical velocity, true airspeed, and heading angle, suggests a nontraditional way to pilot the aircraft. The simulation results show that the proposed control scheme works well despite the presence of noise and uncertainties, so the control system satisfies the requirements.
Newman, J. S.; Rickley, E. J.; Bland, T. L.
This report establishes the current (1982) FAA helicopter noise data base for use in environmental impact assessment. The report sets out assumptions, methodologies, and techniques used in arriving at noise-exposure-versus-distance relationships. Noise data are provided for 15 helicopters, including five flight regimes each: takeoff, approach, level flyover, hover in-ground-effect (HIGE) and hover out-of-ground effect (HOGE). When possible, level flyover data are presented for a variety of airspeeds. Sound exposure level (SEL) is provided for all operational modes except hover. In the case of hover operations (both HOGE and HIGE), the maximum A-Weighted Sound Level (LAM) is identified as a function of distance. The report also includes a discussion of helicopter performance characteristics required for full computer modeling of helicopter/heliport noise exposure.
Full Text Available The objective of this paper is the implementation and validation of a robust H∞ controller for an UAV to track all types of manoeuvres in the presence of noisy environment. A robust inner-outer loop strategy is implemented. To design the H∞ robust controller in the inner loop, H∞ control methodology is used. The two controllers that conform the outer loop are designed using the H∞ Loop Shaping technique. The reference vector used in the control architecture formed by vertical velocity, true airspeed, and heading angle, suggests a nontraditional way to pilot the aircraft. The simulation results show that the proposed control scheme works well despite the presence of noise and uncertainties, so the control system satisfies the requirements.
Hirst, E.; Kaye, P. H.; Greenaway, R. S.; Field, P.; Johnson, D. W.
Preliminary experimental results are presented from an aircraft-mounted probe designed to provide in situ data on cloud particle shape, size, and number concentration. In particular, the probe has been designed to facilitate discrimination between super-cooled water droplets and ice crystals of 1-25 μm size within mixed-phase clouds and to provide information on cloud interstitial aerosols. The probe acquires spatial light scattering data from individual particles at throughput rates of several thousand particles per second. These data are logged at 100 ms intervals to allow the distribution and number concentration of each particle type to be determined with 10 m spatial resolution at a typical airspeed of 100 m s -1. Preliminary results from flight data recorded in altocumulus castellanus, showing liquid water phase, mixed phase, and ice phase are presented to illustrate the probe's particle discrimination capabilities.
Full Text Available This paper presents an experimental method for assessing the performances and the propulsion power of a UAV in several points based on telemetry. The points in which we make the estimations are chosen based on several criteria and the fallowing parameters are measured: airspeed, time-to-climb, altitude and the horizontal distance. With the estimated propulsion power and knowing the shaft motor power, the propeller efficiency is determined at several speed values. The shaft motor power was measured in the lab using the propeller as a break. Many flights, using the same UAV configuration, were performed before extracting flight data, in order to reduce the instrumental or statistic errors. This paper highlights both the methodology of processing the data and the validation of theoretical results.
Cicolani, Luigi S.; Sahai, Ranjana; Tucker, George E.; McCoy, Allen H.; Tyson, Peter H.; Tischler, Mark B.; Rosen, Aviv
Helicopter slung-load operations are common in both military and civil contexts. Helicopters and loads are often qualified for these operations by means of flight tests, which can be expensive and time consuming. There is significant potential to reduce such costs both through revisions in flight-test methods and by using validated simulation models. To these ends, flight tests were conducted at Moffett Field to demonstrate the identification of key dynamic parameters during flight tests (aircraft stability margins and handling-qualities parameters, and load pendulum stability), and to accumulate a data base for simulation development and validation. The test aircraft was a UH-60A Black Hawk, and the primary test load was an instrumented 8- by 6- by 6-ft cargo container. Tests were focused on the lateral and longitudinal axes, which are the axes most affected by the load pendulum modes in the frequency range of interest for handling qualities; tests were conducted at airspeeds from hover to 80 knots. Using telemetered data, the dynamic parameters were evaluated in near real time after each test airspeed and before clearing the aircraft to the next test point. These computations were completed in under 1 min. A simulation model was implemented by integrating an advanced model of the UH-60A aerodynamics, dynamic equations for the two-body slung-load system, and load static aerodynamics obtained from wind-tunnel measurements. Comparisons with flight data for the helicopter alone and with a slung load showed good overall agreement for all parameters and test points; however, unmodeled secondary dynamic losses around 2 Hz were found in the helicopter model and they resulted in conservative stability margin estimates.
Martin, S.; Bange, J.
Research aircraft equipped for turbulence measurements in the atmospheric boundary layer (ABL) are suitable platforms to measure area-representative mean values and statistical moments of second order - like variance, spectral distribution and turbulent fluxes - in situ i.e. without the use of any theoretical assumptions. Since manned research aircraft are expensive the use of small unmanned aerial vehicle (UAV) or mini aerial vehicles (MAV) is attractive. Such research UAV are able to measure vertical profiles of the lower troposphere, for instance. The next, more challenging league is the measurement of the turbulent fluctuations of the wind vector and simultaneously at least one scalar quantity in order to calculate turbulent fluxes using eddy covariance. To do this, fast and accurate sensors are required, with small weight, small dimensions and small power consumption, in order to be operated on a small research UAV. Beside absolute and relative measurement accuracy, the response time of the sensors has to be short (in the order of several 10 Hz) to resolve turbulent eddies also in stable stratification (i.e. sub-metre range). Since light, small and fast sensors for air humidity and trace gases are not available currently, the first step is to measure the vertical flux of sensible heat H. Beside a slow (about 1 Hz) water vapour sensor, the automatically operating meteorological mini aerial vehicles (M2AV) are equipped with two temperature sensors and a wind measurement unit. One of the temperature sensors is slow but offers a high absolute accuracy, while the fast sensor (up to 100 Hz) has a high relative accuracy but is unstable in time. The two signals are blended using a complementary filter. The wind vector can be calculated using the inertial velocity (aircraft speed relative to the earth) and the true airspeed (aircraft speed relative to the airflow). The true airspeed of M2AV is computed from five-hole-probe pressure measurements whereas the aircraft
张跃; 卢乐; 刘建武; 严生虎; 沈介发
采用两步法合成离子液体[BMIM]HSO4,并采用浸渍法制备了[BMIM]HSO4/Al2O3固载型离子液体催化剂,用TG-DTG、BET、SEM等方法对催化剂进行表征。在常压连续流动的固定床反应器中,考察甘油制备丙烯醛的工艺条件,重点考察了反应温度、离子液体的负载量、体积空速对反应的影响及催化剂的稳定性。结果表明,较优条件为：当催化剂为[BMIM]HSO4/Al2O3,负载量为40%、反应温度为300℃、体积空速为6 h-1时,丙烯醛的选择性可达90.22%,甘油的转化率为100%,且催化剂在使用100 h后仍保持75%的收率。%The ionic liquid [BMIM]HSO4 was synthesized by two steps and the immolized ionic liquid catalyst [BMIM]HSO4/Al2O3 was prepared by impregnation method.The catalyst was characterized by TG-DTG,BET,SEM and etc.In the synthesis of acrolein from glycerol,the effects of the load content of ionic liquid,the reaction temperature,the airspeed and the catalyst stability were studied in a continuous fixed bed reactor under atmospheric pressure.The results showed that the better condition was as follows：the temperature 300 ℃,the load weight content of ionic liquid 40% and airspeed 6 h-1.The acrolein mole selectivity reached 90.22% and glycerol conversion rate reached 100%.After 100 hours,the yield can reach 75% by using the catalyst.
Sang Cheol Lee
Full Text Available This paper presents an algorithm for velocity-aided attitude estimation for helicopter aircraft using a microelectromechanical system inertial-measurement unit. In general, high- performance gyroscopes are used for estimating the attitude of a helicopter, but this type of sensor is very expensive. When designing a cost-effective attitude system, attitude can be estimated by fusing a low cost accelerometer and a gyro, but the disadvantage of this method is its relatively low accuracy. The accelerometer output includes a component that occurs primarily as the aircraft turns, as well as the gravitational acceleration. When estimating attitude, the accelerometer measurement terms other than gravitational ones can be considered as disturbances. Therefore, errors increase in accordance with the flight dynamics. The proposed algorithm is designed for using velocity as an aid for high accuracy at low cost. It effectively eliminates the disturbances of accelerometer measurements using the airspeed. The algorithm was verified using helicopter experimental data. The algorithm performance was confirmed through a comparison with an attitude estimate obtained from an attitude heading reference system based on a high accuracy optic gyro, which was employed as core attitude equipment in the helicopter.
Steen, Laura E.; Ide, Robert F.; Van Zante, Judith Foss
The Icing Research Tunnel at NASA Glenn has recently switched to from using the Icing Blade to using the SEA Multi-Element Sensor (also known as the multi-wire) for its calibration of cloud liquid water content. In order to perform this transition, tests were completed to compare the Multi-Element Sensor to the Icing Blade, particularly with respect to liquid water content, airspeed, and drop size. The two instruments were found to compare well for the majority of Appendix C conditions. However, it was discovered that the Icing Blade under-measures when the conditions approach the Ludlam Limit. This paper also describes data processing procedures for the Multi-Element Sensor in the IRT, including collection efficiency corrections, mounting underneath a splitter plate, and correcting for a jump in the compensation wire power. Further data is presented to describe the repeatability of the IRT with the Multi-Element sensor, health-monitoring checks for the instrument, and a sensing-element configuration comparison.
Hilton, D. A.; Pegg, R. J.
Noise measurements under controlled conditions have been made inside and outside of a school building during flyover operations of four different helicopters. The helicopters were operated at a condition considered typical for a police patrol mission. Flyovers were made at an altitude of 500 ft and an airspeed of 45 miles per hour. During these operations acoustic measurements were made inside and outside of the school building with the windows closed and then open. The outside noise measurements during helicopter flyovers indicate that the outside db(A) levels were approximately the same for all test helicopters. For the windows closed case, significant reductions for the inside measured db(A) values were noted for all overflights. These reductions were approximately 20 db(A); similar reductions were noted in other subjective measuring units. The measured internal db(A) levels with the windows open exceeded published classroom noise criteria values; however, for the windows-closed case they are in general agreement with the criteria values.
Khalil, Mohammad; Poirel, Dominique; Sarkar, Abhijit
A Bayesian statistical framework is presented for Zimmerman and Weissenburger flutter margin method which considers the uncertainties in aeroelastic modal parameters. The proposed methodology overcomes the limitations of the previously developed least-square based estimation technique which relies on the Gaussian approximation of the flutter margin probability density function (pdf). Using the measured free-decay responses at subcritical (preflutter) airspeeds, the joint non-Gaussain posterior pdf of the modal parameters is sampled using the Metropolis-Hastings (MH) Markov chain Monte Carlo (MCMC) algorithm. The posterior MCMC samples of the modal parameters are then used to obtain the flutter margin pdfs and finally the flutter speed pdf. The usefulness of the Bayesian flutter margin method is demonstrated using synthetic data generated from a two-degree-of-freedom pitch-plunge aeroelastic model. The robustness of the statistical framework is demonstrated using different sets of measurement data. It will be shown that the probabilistic (Bayesian) approach reduces the number of test points required in providing a flutter speed estimate for a given accuracy and precision.
During Qiao Weiyang′s 18 month stay at DLR working on a CAE (Chinese Aeronautical Establishment)/DLR Cooperation project, we measured and discovered shedding vortex noise. Using DLR's large planar microphone array consisting of 111 microphones, we studied the two dimensional mapping of sound sources on landing aircraft. We first discovered a new noise source, shedding vortex noise source, located on the wing somewhat near to wing tip than to wing root (Fig.4b). The spectrum of this noise is typically tone spectral. The frequency of this noise source increases with increasing aircraft airspeed. With this noise source as center we imagine a circle touching the ground; the noise sound pressure level becomes higher and higher as we move along the circle in the direction of flight; when the emission angle changes from 60° to 120°, the noise sound pressure level increases by about 5～8 dB.%应用由111个麦克风组成的平面麦克风阵列对当前流行的民用客机进场着陆过程中的飞机噪声源进行了测量分析，在国际上首次发现了机翼脱落涡单音噪声源，并且得到了这种噪声源的频谱特性、指向特性和声级变化特征。
Wang, Wei; Li, Aijun; Xie, Yanwu; Tan, Jian
Historically, aircraft longitudinal control has been realized by means of two loops: flight path (the control variable is elevator displacement) and speed control (the control variable is propulsive thrust or engine power). Both the elevator and throttle control cause coupled altitude and speed response, which exerts negative effects on longitudinal flight performance of aircraft, especially for Terrain Following(TF) flight. Energy-based method can resolve coupled problem between flight speed and path by controlling total energy rate and energy distribution rate between elevator and throttle. In this paper, energy-based control method is applied to design a TF flight control system for controlling flight altitude directly. An error control method of airspeed and altitude is adopted to eliminate the stable error of the total energy control system when decoupling control. Pitch loop and pitch rate feedback loop are designed for the system to damp the oscillatory response produced by TF system. The TF flight control system structure diagram and an aircraft point-mass energy motion model including basic control loops are given and used to simulate decoupling performance of the TF fight control system. Simulation results show that the energy-based TF flight control system can decouple flight velocity and flight path angle, exactly follow planned flight path, and greatly reduce altitude error, which is between +10m and -8m.
Jacob, Jamey; Mitchell, Taylor; Honeycutt, Wes; Materer, Nicholas; Ley, Tyler; Clark, Peter
A hybrid ground-airborne sensing network for real-time plume monitoring of CO2 and CH4 for carbon sequestration is investigated. Conventional soil gas monitoring has difficulty in distinguishing gas flux signals from leakage with those associated with meteorologically driven changes. A low-cost, lightweight sensor system has been developed and implemented onboard a small unmanned aircraft and is combined with a large-scale ground network that measures gas concentration. These are combined with other atmospheric diagnostics, including thermodynamic data and velocity from ultrasonic anemometers and multi-hole probes. To characterize the system behavior and verify its effectiveness, field tests have been conducted with simulated discharges of CO2 and CH4 from compressed gas tanks to mimic leaks and generate gaseous plumes, as well as field tests over the Farnsworth CO2-EOR site in the Anadarko Basin. Since the sensor response time is a function of vehicle airspeed, dynamic calibration models are required to determine accurate location of gas concentration in space and time. Comparisons are made between the two tests and results compared with historical models combining both flight and atmospheric dynamics. Supported by Department of Energy Award DE-FE0012173.
鲁业安; 马玲; 张义峰
自行研制了纵轴流风筛式清选装置试验台,并对清选装置的电气控制系统进行了设计研究,配有扭矩仪和风速传感器等硬件设备,采用了计算机数据采集与监控系统,可实现数据的实时采集,可以对参数进行实时调节控制,控制面板简洁规范,操作简便.该设计提高了清选装置试验台的操作简便性和试验数据测量的准确性,对于指导清选装置的设计制造具有重要意义.%The air-and-screen cleaning device test-bed of longitudinal axial flow designed was studied, and the electric control system with hardware equipment of torque sensor and air-speed sensor for cleaning device was designed. Computer data acquisition and monitored control system were used to realize real-time acquisition of data and real-time setting, to control of parameter, panel of brevity and standard, operating simply, which raise operating convenient of cleaning device test-bed and accuracy of test data measuring, and have important meaning to guide design and manufactory of cleaning device.
Personne, P.; Gayet, J.-F.
This study concerns both the formation of ice accreted around wires due to rotation from gravitational and aerodynamic forces, and the anti-icing induced by the Joule effect. The experiments have been carried out in an instrumented wind tunnel operating in natural conditions. The results show that the growth rate increases with the ice deposit thickness. Because of low airspeed and small cloud droplets, the total collection efficiency is less than 0.2. The discrepancies between the observed collection efficiencies and those predicted by Langmuir and Biodgett's theory increase with time and consequently with the ice thickness. This may be due to the complex shape of the deposit which is noncircular and presents a rough surface. These results point out the difficulties in modeling the detail of such ice profiles in this range of conditions. The air temperature plays a significant role in the rotation angle of the wire and in the ice growth rates. The surface temperature of wires is measured in order to validate the heat balance of the heated wires; this gives a proposed estimation of the current to prevent the wire from icing.
Kottapalli, Sesi; Hagerty, Brandon; Salazar, Denise
A full-scale helicopter smart material actuated rotor technology (SMART) rotor test was conducted in the USAF National Full-Scale Aerodynamics Complex 40- by 80-Foot Wind Tunnel at NASA Ames. The SMART rotor system is a five-bladed MD 902 bearingless rotor with active trailing-edge flaps. The flaps are actuated using piezoelectric actuators. Rotor performance, structural loads, and acoustic data were obtained over a wide range of rotor shaft angles of attack, thrust, and airspeeds. The primary test objective was to acquire unique validation data for the high-performance computing analyses developed under the Defense Advanced Research Project Agency (DARPA) Helicopter Quieting Program (HQP). Other research objectives included quantifying the ability of the on-blade flaps to achieve vibration reduction, rotor smoothing, and performance improvements. This data set of rotor performance and structural loads can be used for analytical and experimental comparison studies with other full-scale rotor systems and for analytical validation of computer simulation models. The purpose of this final data report is to document a comprehensive, highquality data set that includes only data points where the flap was actively controlled and each of the five flaps behaved in a similar manner.
Saha, Sandeep; Nirwal, Satvik
Recently Pantala flavescens (dragonflies) have been reported to migrate in millions from India to Eastern Africa on a multigenerational migratory circuit of length 14000-18000 kms. We attempt to understand the ability of dragonflies to perform long range migration by examining the energetics using computer simulations. In absence of a theory for long range insect migrations, we resort to the extensive literature on long range bird migration from the energetics perspective. The flight energetics depends upon instantaneous power and velocity. The mechanical flight power is computed from the power curve which is then converted to mass depletion using Brequet's equation. However, the mechanical flight power itself depends upon the instantaneous velocity which can vary depending upon the current mass. In order to predict the range in our simulations, we assume that the insect progressively tries to achieve the maximum range velocity. The results indicate that the migration range is approximately 1260 kms in 70 hours based on the true airspeed. However, our analysis is restricted by the lack of data and certain caveats in drag prediction and basal metabolism rate.
Human coughing is studied non-intrusively by high-speed schlieren videography, revealing a turbulent jet lasting up to 1 sec with a total expelled air volume of about 2 L. Velocimetry of eddy motion reveals a jet centerline airspeed of at least 8 m/sec. With Re roughly 18,000 the cough jet is inertia-driven and buoyancy is negligible. It shows typical round-turbulent-jet behavior, including a conical spreading angle of 24 deg, despite irregular initial conditions. The cough jet is projected several m into the surrounding air before it mixes out. It is well known that a cough can transmit infectious agents, and we are advised to cover our mouths in an apparent attempt to thwart the jet formation. Present experiments have shown that wearing a surgical mask or respirator designed to prevent the inhalation of infectious agents also interferes with the cough-jet formation, redirecting it into the person's rising thermal plume. (Tang et al., J. Royal. Soc. Interface 6, S727, 2009.)
A. R. Rodi
Full Text Available Geometric altitude data from a combined Global Navigation Satellite System (GNSS and inertial measurement unit (IMU system on the University of Wyoming King Air research aircraft are used to estimate acceleration effects on static pressure measurement. Using data collected during periods of accelerated flight, comparison of measured pressure with that derived from GNSS/IMU geometric altitude show that errors exceeding 150 Pa can occur which is significant in airspeed and atmospheric air motion determination. A method is developed to predict static pressure errors from analysis of differential pressure measurements from a Rosemount model 858 differential pressure air velocity probe. The method was evaluated with a carefully designed probe towed on connecting tubing behind the aircraft – a "trailing cone" – in steady flight, and shown to have a precision of about ±10 Pa over a wide range of conditions including various altitudes, power settings, and gear and flap extensions. Under accelerated flight conditions, compared to the GNSS/IMU data, this algorithm predicts corrections to a precision of better than ±20 Pa. Some limiting factors affecting the precision of static pressure measurement on a research aircraft are examined.
王如文; 郑来昌; 杨小辉; 杨克
制备了一种负载型Re基催化剂Re2O7/γ-Al2O3,用于直链内烯烃与乙烯歧化制备α-烯烃.结果表明,以C11～C12直链内烯烃为原料,反应温度60 ℃,反应体积空速1 h-1,反应压力3 MPa的条件下,C11～C12烯烃的单程转化率达到90.0％,歧化选择性达到85.98％.%Preparation of supported Re based catalysts modified Re2O7/λ-Al2O3 ,used in the preparation of a-olefin metathesis of olefins with ethylene in the straight chain internal olefins process. The results showed that to C11,to C12,a straight chain internal olefin as raw material, the reaction temperature of 60 ℃ ,the reaction volume airspeed 1 h-1, C11～C12 ,olefin-way conversion rate of 90.0% under the conditions of the reaction pressure 3 MPa,metathesis selectivity 85.98%.
Hueschen, Richard M.; Khong, Thuan H.
A vertical navigation (VNAV) outer-loop control system was developed to capture and track the vertical path segments of energy-efficient trajectories that are being developed for high-density operations in the evolving Next Generation Air Transportation System (NextGen). The VNAV control system has a speed-on-elevator control mode to pitch the aircraft for tracking a calibrated airspeed (CAS) or Mach number profile and a path control mode for tracking the VNAV altitude profile. Mode control logic was developed for engagement of either the speed or path control modes. The control system will level the aircraft to prevent it from flying through a constraint altitude. A stability analysis was performed that showed that the gain and phase margins of the VNAV control system significantly exceeded the design gain and phase margins. The system performance was assessed using a six-deg-of-freedom non-linear transport aircraft simulation and the performance is illustrated with time-history plots of recorded simulation data.
Colorado, J; Barrientos, A; Rossi, C; Parra, C
This paper presents a novel bat-like unmanned aerial vehicle inspired by the morphing-wing mechanism of bats. The goal of this paper is twofold. Firstly, a modelling framework is introduced for analysing how the robot should manoeuvre by means of changing wing morphology. This allows the definition of requirements for achieving forward and turning flight according to the kinematics of the wing modulation. Secondly, an attitude controller named backstepping+DAF is proposed. Motivated by biological evidence about the influence of wing inertia on the production of body accelerations, the attitude control law incorporates wing inertia information to produce desired roll (ϕ) and pitch (θ) acceleration commands (desired angular acceleration function (DAF)). This novel control approach is aimed at incrementing net body forces (F(net)) that generate propulsion. Simulations and wind-tunnel experimental results have shown an increase of about 23% in net body force production during the wingbeat cycle when the wings are modulated using the DAF as a part of the backstepping control law. Results also confirm accurate attitude tracking in spite of high external disturbances generated by aerodynamic loads at airspeeds up to 5 ms⁻¹.
It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control different airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control aileron or roll spoiler position. This controller was used to control bank angle for both a piston powered single engine aileron equipped airplane simulation and a business jet simulation which used spoilers for primary roll control. Overspeed, stall and overbank protection were incorporated in the form of expert systems supervisors and weighted fuzzy rules. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic lateral controller could be successfully used on two general aviation aircraft types that have very different characteristics. These controllers worked for both airplanes over their entire flight envelopes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle ]ever travel, etc.). This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.
Prevot, Thomas; Mercer, Joey; Homola, Jeffrey; Hunt, Sarah; Gomez, Ashley; Bienert, Nancy; Omar, Faisal; Kraut, Joshua; Brasil, Connie; Wu, Minghong, G.
This paper describes the background, method and results of the Arrival Metering Precision Study (AMPS) conducted in the Airspace Operations Laboratory at NASA Ames Research Center in May 2014. The simulation study measured delivery accuracy, flight efficiency, controller workload, and acceptability of time-based metering operations to a meter fix at the terminal area boundary for different resolution levels of metering delay times displayed to the air traffic controllers and different levels of airspeed information made available to the Time-Based Flow Management (TBFM) system computing the delay. The results show that the resolution of the delay countdown timer (DCT) on the controllers display has a significant impact on the delivery accuracy at the meter fix. Using the 10 seconds rounded and 1 minute rounded DCT resolutions resulted in more accurate delivery than 1 minute truncated and were preferred by the controllers. Using the speeds the controllers entered into the fourth line of the data tag to update the delay computation in TBFM in high and low altitude sectors increased air traffic control efficiency and reduced fuel burn for arriving aircraft during time based metering.
Liu Zhi; Wang Yong
Motivated by the autopilot of an unmanned aerial vehicle (UAV) with a wide flight enve-lope span experiencing large parametric variations in the presence of uncertainties, a fuzzy adaptive tracking controller (FATC) is proposed. The controller consists of a fuzzy baseline controller and an adaptive increment, and the main highlight is that the fuzzy baseline controller and adaptation laws are both based on the fuzzy multiple Lyapunov function approach, which helps to reduce the conservatism for the large envelope and guarantees satisfactory tracking performances with strong robustness simultaneously within the whole envelope. The constraint condition of the fuzzy baseline controller is provided in the form of linear matrix inequality (LMI), and it specifies the satisfactory tracking performances in the absence of uncertainties. The adaptive increment ensures the uniformly ultimately bounded (UUB) predication errors to recover satisfactory responses in the presence of uncertainties. Simulation results show that the proposed controller helps to achieve high-accuracy tracking of airspeed and altitude desirable commands with strong robustness to uncertainties throughout the entire flight envelope.
Waller, Marvin C.
A fixed-base, piloted simulation study was conducted to determine the operational benefits that result when air traffic control (ATC) instructions are transmitted to the deck of a transport aircraft over a digital data link. The ATC instructions include altitude, airspeed, heading, radio frequency, and route assignment data. The interface between the flight deck and the data link was integrated with other subsystems of the airplane to facilitate data management. Data from the ATC instructions were distributed to the flight guidance and control system, the navigation system, and an automatically tuned communication radio. The co-pilot initiated the automation-assisted data distribution process. Digital communications and automated data distribution were compared with conventional voice radio communication and manual input of data into other subsystems of the simulated aircraft. Less time was required in the combined communication and data management process when data link ATC communication was integrated with the other subsystems. The test subjects, commercial airline pilots, provided favorable evaluations of both the digital communication and data management processes.
Wright, Stephen; O'Hare, David
The analog dials in traditional GA aircraft cockpits are being replaced by integrated electronic displays, commonly referred to as glass cockpits. Pilots may be trained on glass cockpit aircraft or encounter them after training on traditional displays. The effects of glass cockpit displays on initial performance and potential transfer effects between cockpit display configurations have yet to be adequately investigated. Flight-naïve participants were trained on either a simulated traditional display cockpit or a simulated glass display cockpit. Flight performance was measured in a test flight using either the same or different cockpit display. Loss of control events and accuracy in controlling altitude, airspeed and heading, workload, and situational awareness were assessed. Preferences for cockpit display configurations and opinions on ease of use were also measured. The results revealed consistently poorer performance on the test flight for participants using the glass cockpit compared to the traditional cockpit. In contrast the post-flight questionnaire data revealed a strong subjective preference for the glass cockpit over the traditional cockpit displays. There was only a weak effect of prior training. The specific glass cockpit display used in this study was subjectively appealing but yielded poorer flight performance in participants with no previous flight experience than a traditional display. Performance data can contradict opinion data. The design of glass cockpit displays may present some difficulties for pilots in the very early stages of training.
Kopsaftopoulos, Fotios; Nardari, Raphael; Li, Yu-Hung; Wang, Pengchuan; Chang, Fu-Kuo
In this work, the system design, integration, and wind tunnel experimental evaluation are presented for a bioinspired self-sensing intelligent composite unmanned aerial vehicle (UAV) wing. A total of 148 micro-sensors, including piezoelectric, strain, and temperature sensors, in the form of stretchable sensor networks are embedded in the layup of a composite wing in order to enable its self-sensing capabilities. Novel stochastic system identification techniques based on time series models and statistical parameter estimation are employed in order to accurately interpret the sensing data and extract real-time information on the coupled air flow-structural dynamics. Special emphasis is given to the wind tunnel experimental assessment under various flight conditions defined by multiple airspeeds and angles of attack. A novel modeling approach based on the recently introduced Vector-dependent Functionally Pooled (VFP) model structure is employed for the stochastic identification of the "global" coupled airflow-structural dynamics of the wing and their correlation with dynamic utter and stall. The obtained results demonstrate the successful system-level integration and effectiveness of the stochastic identification approach, thus opening new perspectives for the state sensing and awareness capabilities of the next generation of "fly-by-fee" UAVs.
Stevens, Richard; Burcham, Frank W., Jr.
If normal aircraft flight controls are lost, emergency flight control may be attempted using only the thrust of engines. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. One issue is whether a total loss of hydraulics (TLOH) leaves an airplane in a recoverable condition. Recoverability is a function of airspeed, altitude, flight phase, and configuration. If the airplane can be recovered, flight test and simulation results on several transport-class airplanes have shown that throttles-only control (TOC) is usually adequate to maintain up-and-away flight, but executing a safe landing is very difficult. There are favorable aircraft configurations, and also techniques that will improve recoverability and control and increase the chances of a survivable landing. The DHS and NASA have recently conducted a flight and simulator study to determine the effectivity of manual throttles-only control as a way to recover and safely land a range of transport airplanes. This paper discusses TLOH recoverability as a function of conditions, and TOC landability results for a range of transport airplanes, and some key techniques for flying with throttles and making a survivable landing. Airplanes evaluated include the B-747, B-767, B-777, B-757, A320, and B-737 airplanes.
J. P. Fugal
Full Text Available Holographic data from the prototype airborne digital holographic instrument HOLODEC (Holographic Detector for Clouds, taken during test flights are digitally reconstructed to obtain the size (equivalent diameters in the range 23 to 1000 μm, three-dimensional position, and two-dimensional profile of ice particles and then ice particle size distributions and number densities are calculated using an automated algorithm with minimal user intervention. The holographic method offers the advantages of a well-defined sample volume size that is not dependent on particle size or airspeed, and offers a unique method of detecting shattered particles. The holographic method also allows the volume sample rate to be increased beyond that of the prototype HOLODEC instrument, limited solely by camera technology.
HOLODEC size distributions taken in mixed-phase regions of cloud compare well to size distributions from a PMS FSSP probe also onboard the aircraft during the test flights. A conservative algorithm for detecting shattered particles utilizing the particles depth-position along the optical axis eliminates the obvious ice particle shattering events from the data set. In this particular case, the size distributions of non-shattered particles are reduced by approximately a factor of two for particles 15 to 70 μm in equivalent diameter, compared to size distributions of all particles.
Knox, C. E.
Navigation error data from these flights are presented in a format utilizing three independent axes - horizontal, vertical, and time. The navigation position estimate error term and the autopilot flight technical error term are combined to form the total navigation error in each axis. This method of error presentation allows comparisons to be made between other 2-, 3-, or 4-D navigation systems and allows experimental or theoretical determination of the navigation error terms. Position estimate error data are presented with the navigation system position estimate based on dual DME radio updates that are smoothed with inertial velocities, dual DME radio updates that are smoothed with true airspeed and magnetic heading, and inertial velocity updates only. The normal mode of navigation with dual DME updates that are smoothed with inertial velocities resulted in a mean error of 390 m with a standard deviation of 150 m in the horizontal axis; a mean error of 1.5 m low with a standard deviation of less than 11 m in the vertical axis; and a mean error as low as 252 m with a standard deviation of 123 m in the time axis.
Norzailawati, M. N.; Alias, A.; Akma, R. S.
This paper discusses on-going research related to zoning regulation for the remote sensing drone in the urban applications. Timestamped maps are presented here follow a citation-based approach, where significant information is retrieved from the scientific literature. The emergence of drones in domestic air raises lots understandable issues on privacy, security and uncontrolled pervasive surveillance that require a careful and alternative solution. The effective solution is to adopt a privacy and property rights approach that create a drone zoning and clear drone legislatures. In providing a differential trend to other reviews, this paper is not limited to drones zoning and regulations, but also, discuss on trend remote sensing drones specification in designing a drone zones. Remote sensing drone will specific according to their features and performances; size and endurance, maximum airspeed and altitude level and particular references are made to the drones range. The implementation of laws zoning could lie with the urban planners whereby, a zoning for drone could become a new tactic used to specify areas, where drones could be used, will provide remedies for the harm that arise from drones, and act as a different against irresponsible behaviour. Finally, underlines the need for next regulations on guidelines and standards which can be used as a guidance for urban decision makers to control the drones' operating, thus ensuring a quality and sustainability of resilience cities simultaneously encouraging the revolution of technology.
Kottapalli, Sesi B. R.
Measured, open loop and closed loop data from the SMART rotor test in the NASA Ames 40- by 80- Foot Wind Tunnel are compared with CAMRAD II calculations. One open loop high-speed case and four closed loop cases are considered. The closed loop cases include three high-speed cases and one low-speed case. Two of these high-speed cases include a 2 deg flap deflection at 5P case and a test maximum-airspeed case. This study follows a recent, open loop correlation effort that used a simple correction factor for the airfoil pitching moment Mach number. Compared to the earlier effort, the current open loop study considers more fundamental corrections based on advancing blade aerodynamic conditions. The airfoil tables themselves have been studied. Selected modifications to the HH-06 section flap airfoil pitching moment table are implemented. For the closed loop condition, the effect of the flap actuator is modeled by increased flap hinge stiffness. Overall, the open loop correlation is reasonable, thus confirming the basic correctness of the current semi-empirical modifications; the closed loop correlation is also reasonable considering that the current flap model is a first generation model. Detailed correlation results are given in the paper.
Milne, Andrew J. B.; Fleck, Brian; Nobes, David; Sen, Debjyoti; Amirfazli, Alidad; University of Alberta Mechanical Engineering Collaboration
We present the first ever direct measurements of the coefficient of drag on sessile drops at Reynolds numbers from the creeping flow regime up to the point of incipient motion, made using a newly developed floating element differential drag sensor. Surfaces of different wettabilities (PMMA, Teflon, and a superhydrophobic surface (SHS)), wet by water, hexadecane, and various silicone oils, are used to study the effects of drop shape, and fluid properties on drag. The relation between drag coefficient and Reynolds number (scaled by drop height) varies slightly with liquid-solid system and drop volume with results suggesting the drop experiences increased drag compared to similar shaped solid bodies due to drop oscillation influencing the otherwise laminar flow. Drops adopting more spherical shapes are seen to experience the greatest force at any given airspeed. This indicates that the relative exposed areas of drops is an important consideration in terms of force, with implications for the shedding of drops in applications such as airfoil icing and fuel cell flooding. The measurement technique used in this work can be adapted to measure drag force on other deformable, lightly adhered objects such as dust, sand, snow, vesicles, foams, and biofilms. The authours acknowledge NSERC, Alberta Innovates Technology Futures, and the Killam Trusts.
Knox, C. E.
A simple airborne flight management descent algorithm designed to define a flight profile subject to the constraints of using idle thrust, a clean airplane configuration (landing gear up, flaps zero, and speed brakes retracted), and fixed-time end conditions was developed and flight tested in the NASA TSRV B-737 research airplane. The research test flights, conducted in the Denver ARTCC automated time-based metering LFM/PD ATC environment, demonstrated that time guidance and control in the cockpit was acceptable to the pilots and ATC controllers and resulted in arrival of the airplane over the metering fix with standard deviations in airspeed error of 6.5 knots, in altitude error of 23.7 m (77.8 ft), and in arrival time accuracy of 12 sec. These accuracies indicated a good representation of airplane performance and wind modeling. Fuel savings will be obtained on a fleet-wide basis through a reduction of the time error dispersions at the metering fix and on a single-airplane basis by presenting the pilot with guidance for a fuel-efficient descent.
Sopher, R.; Twomey, W. J.
NASA-Langley is sponsoring a rotorcraft structural dynamics program with the objective to establish in the U.S. a superior capability to utilize finite element analysis models for calculations to support industrial design of helicopter airframe structures. In the initial phase of the program, teams from the major U.S. manufacturers of helicopter airframes will apply extant finite element analysis methods to calculate loads and vibrations of helicopter airframes, and perform correlations between analysis and measurements. The aforementioned rotorcraft structural dynamics program was given the acronym DAMVIBS (Design Analysis Method for Vibrations). Sikorsky's RDYNE Rotorcraft Dynamics Analysis used for the correlation study, the specifics of the application of RDYNE to the AH-1G, and comparisons of the predictions of the method with flight data for loads and vibrations on the AH-1G are described. RDYNE was able to predict trends of variations of loads and vibrations with airspeed, but in some instances magnitudes differed from measured results by factors of two or three to one. Sensitivities were studied of predictions to rotor inflow modeling, effects of torsional modes, number of blade bending modes, fuselage structural damping, and hub modal content.
Model mounted in the 5-Foot Free-Flight Tunnel. This wind tunnel was used to study the dynamic stability and control characteristics of aircraft in flight. The test section of the tunnel could be tilted to permit the model to fly without restraint when sufficient lift was produced by its wings. During free-flight tests, the tunnel test technique required two engineers. One engineer stood at the side of the test section and controlled the tunnel airspeed and tilt angle while attempting to maintain the airstream relative to the model. The second engineer controlled the airplane model remotely via small wires attached to control surface actuators. The pilot stood behind the tunnel propeller and viewed the rear of the model in flight and assessed its stability and control characteristics for various test conditions. His control box can be seen at the bottom of the picture. The tunnel was authorized in 1936 and was operational in April 1937. Construction cost was $120,000. This exploratory facility was superseded by a larger 12-ft free-flight tunnel in 1939.
Stell, Laurel L.
To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its error models, commercial flights executed idle-thrust descents, and the recorded data includes the target speed profile and FMS intent trajectories. The FMS computes the intended descent path assuming idle thrust after top of descent (TOD), and any intervention by the controllers that alters the FMS execution of the descent is recorded so that such flights are discarded from the analysis. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location are extracted from the radar data. Using more than 60 descents in Boeing 777 aircraft, the actual speeds are compared to the intended descent speed profile. In addition, three aspects of the accuracy of the FMS intent trajectory are analyzed: the meter fix crossing time, the TOD location, and the altitude at the meter fix. The actual TOD location is within 5 nmi of the intent location for over 95% of the descents. Roughly 90% of the time, the airspeed is within 0.01 of the target Mach number and within 10 KCAS of the target descent CAS, but the meter fix crossing time is only within 50 sec of the time computed by the FMS. Overall, the aircraft seem to be executing the descents as intended by the designers of the onboard automation.
McCabe, Jennifer D; Olsen, Brian J; Hiebeler, David
Suture zones are areas where range contact zones and hybrid zones of multiple taxa are clustered. Migratory divides, contact zones between divergent populations that breed adjacent to one another but use different migratory routes, are a particular case of suture zones. Although multiple hypotheses for both the formation and maintenance of migratory divides have been suggested, quantitative tests are scarce. Here, we tested whether a novel factor, prevailing winds, was sufficient to explain both the evolution and maintenance of the Cordilleran migratory divide using individual-based models. Empirical observations of eastern birds suggest a circuitous migratory route across Canada before heading south. Western breeders, however, travel south along the Pacific coast to their wintering grounds. We modeled the effect of wind on bird migratory flights by allowing them to float at elevation using spatially explicit modeled wind data. Modeled eastern birds had easterly mean trajectories, whereas western breeders showed significantly more southern trajectories. We also determined that a mean airspeed of 18.5 m s(-1) would be necessary to eliminate this difference in trajectory, a speed that is achieved by waterfowl and shorebirds, but is faster than songbird flight speeds. These results lend support for the potential importance of wind in shaping the phylogeographic history of North American songbirds.
Greenwood, Eric; Sim, Ben W.; Boyd, D. Douglas, Jr.
The effects of ambient atmospheric conditions, air temperature and density, on rotor harmonic noise radiation are characterized using theoretical models and experimental measurements of helicopter noise collected at three different test sites at elevations ranging from sea level to 7000 ft above sea level. Significant changes in the thickness, loading, and blade-vortex interaction noise levels and radiation directions are observed across the different test sites for an AS350 helicopter flying at the same indicated airspeed and gross weight. However, the radiated noise is shown to scale with ambient pressure when the flight condition of the helicopter is defined in nondimensional terms. Although the effective tip Mach number is identified as the primary governing parameter for thickness noise, the nondimensional weight coefficient also impacts lower harmonic loading noise levels, which contribute strongly to low frequency harmonic noise radiation both in and out of the plane of the horizon. Strategies for maintaining the same nondimensional rotor operating condition under different ambient conditions are developed using an analytical model of single main rotor helicopter trim and confirmed using a CAMRAD II model of the AS350 helicopter. The ability of the Fundamental Rotorcraft Acoustics Modeling from Experiments (FRAME) technique to generalize noise measurements made under one set of ambient conditions to make accurate noise predictions under other ambient conditions is also validated.
Full Text Available Motivated by the autopilot of an unmanned aerial vehicle (UAV with a wide flight envelope span experiencing large parametric variations in the presence of uncertainties, a fuzzy adaptive tracking controller (FATC is proposed. The controller consists of a fuzzy baseline controller and an adaptive increment, and the main highlight is that the fuzzy baseline controller and adaptation laws are both based on the fuzzy multiple Lyapunov function approach, which helps to reduce the conservatism for the large envelope and guarantees satisfactory tracking performances with strong robustness simultaneously within the whole envelope. The constraint condition of the fuzzy baseline controller is provided in the form of linear matrix inequality (LMI, and it specifies the satisfactory tracking performances in the absence of uncertainties. The adaptive increment ensures the uniformly ultimately bounded (UUB predication errors to recover satisfactory responses in the presence of uncertainties. Simulation results show that the proposed controller helps to achieve high-accuracy tracking of airspeed and altitude desirable commands with strong robustness to uncertainties throughout the entire flight envelope.
Full Text Available A fault-tolerant control scheme for the autopilot of the small fixed-wing UAV is designed and tested by the actual flight experiments. The small fixed-wing UAV called Xiang Fei is developed independently by Nanjing University of Aeronautics and Astronautics. The flight control system is designed based on an open-source autopilot (Pixhawk. Real-time kinematic (RTK GPS is introduced due to its high accuracy. Some modifications on the longitudinal and lateral guidance laws are achieved to improve the flight control performance. Moreover, a data fusion based fault-tolerant control scheme is integrated in altitude control and speed control for altitude sensor failure and airspeed sensor failure, which are the common problems for small fixed-wing UAV. Finally, the real flight experiments are implemented to test the fault-tolerant control based autopilot of UAV. Real flight test results are given and analyzed in detail, which show that the fixed-wing UAV can track the desired altitude and speed commands during the whole flight process including takeoff, climbing, cruising, gliding, landing, and wave-off by the fault-tolerant control based autopilot.
Full Text Available In this paper, we show that in mixed phase clouds FSSP-100 measurements may be contaminated by ice crystals, inducing wrong interpretation of particle size and subsequent bulk parameters. This contamination is generally revealed by a bimodal feature of the particle size distribution; in other words, in mixed phase clouds bimodal features could be an indication of the presence of ice particles. The combined measurements of the FSSP-100 and the Polar Nephelometer give a coherent description of the effect of the ice crystals on the FSSP-100 response. The FSSP-100 particle size distributions are characterized by a bimodal shape with a second mode peaked between 25 and 35 μm related to ice crystals. This feature is observed with the FSSP-100 at airspeed up to 200 m s−1 and with the FSSP-300 series. In order to assess the size calibration for clouds of ice crystals the response of the FSSP-100 probe has been numerically simulated using a light scattering model of randomly oriented hexagonal ice particles and assuming both smooth and rough crystal surfaces. The results suggest that the second mode measured between 25 μm and 35 μm, does not necessarily represent true size responses but likely corresponds to bigger aspherical ice particles. According to simulation results, the sizing understatement would be neglected in the rough case but would be major with the smooth case. Qualitatively, the Polar Nephelometer phase function suggests that the rough case is the more suitable to describe real crystals. Quantitatively, however, it is difficult to conclude. Previous cloud in situ measurements suggest that the FSSP-100 secondary mode, peaked in the range 25–35 μm, is likely to be due to the shattering of large ice crystals on the probe tips. This finding is supported by the rather good relationship between the concentration of particles larger than 20 μm (hypothesized to be ice shattered-fragments measured by the FSSP and the
On a December night in 1995, 159 passengers and crewmembers died when American Airlines Flight 965 flew into the side of a mountain while in route to Cali, Colombia. A key factor in the tragedy: The pilots had lost situational awareness in the dark, unfamiliar terrain. They had no idea the plane was approaching a mountain until the ground proximity warning system sounded an alarm only seconds before impact. The accident was of the kind most common at the time CFIT, or controlled flight into terrain says Trey Arthur, research aerospace engineer in the Crew Systems and Aviation Operations Branch at NASA s Langley Research Center. In situations such as bad weather, fog, or nighttime flights, pilots would rely on airspeed, altitude, and other readings to get an accurate sense of location. Miscalculations and rapidly changing conditions could contribute to a fully functioning, in-control airplane flying into the ground. To improve aviation safety by enhancing pilots situational awareness even in poor visibility, NASA began exploring the possibilities of synthetic vision creating a graphical display of the outside terrain on a screen inside the cockpit. How do you display a mountain in the cockpit? You have to have a graphics-powered computer, a terrain database you can render, and an accurate navigation solution, says Arthur. In the mid-1990s, developing GPS technology offered a means for determining an aircraft s position in space with high accuracy, Arthur explains. As the necessary technologies to enable synthetic vision emerged, NASA turned to an industry partner to develop the terrain graphical engine and database for creating the virtual rendering of the outside environment.
Kavaya, Michael J.; Arnold, James E. (Technical Monitor)
NASA's Marshall Space Flight Center has been investigating, developing, and applying coherent Doppler laser radar technology for over 30 years. These efforts have included the first wind measurement in 1967, the first airborne flights in 1972, the first airborne wind field mapping in 1981, and the first measurement of hurricane eyewall winds in 1998. A parallel effort at MSFC since 1982 has been the study, modeling and technology development for a space-based global wind measurement system. These endeavors to date have resulted in compact, robust, eyesafe lidars at 2 micron wavelength based on solid-state laser technology; in a factor of 6 volume reduction in near diffraction limited, space-qualifiable telescopes; in sophisticated airborne scanners with full platform motion subtraction; in local oscillator lasers capable of rapid tuning of 25 GHz for removal of relative laser radar to target velocities over a 25 km/s range; in performance prediction theory and simulations that have been validated experimentally; and in extensive field campaign experience. We have also begun efforts to dramatically improve the fundamental photon efficiency of the laser radar, to demonstrate advanced lower mass laser radar telescopes and scanners; to develop laser and laser radar system alignment maintenance technologies; and to greatly improve the electrical efficiency, cooling technique, and robustness of the pulsed laser. This coherent Doppler laser radar technology is suitable for high resolution, high accuracy wind mapping; for aerosol and cloud measurement; for Differential Absorption Lidar (DIAL) measurements of atmospheric and trace gases; for hard target range and velocity measurement; and for hard target vibration spectra measurement. It is also suitable for a number of aircraft operations applications such as clear air turbulence (CAT) detection; dangerous wind shear (microburst) detection; airspeed, angle of attack, and sideslip measurement; and fuel savings through
Merlaud, Alexis; Tack, Frederik; Constantin, Daniel; Fayt, Caroline; Maes, Jeroen; Mingireanu, Florin; Mocanu, Ionut; Georgescu, Lucian; Van Roozendael, Michel
The Small Whiskbroom Imager for atmospheric compositioN monitorinG (SWING) is an instrument dedicated to atmospheric trace gas retrieval from an Unmanned Aerial Vehicle (UAV). The payload is based on a compact visible spectrometer and a scanning mirror to collect scattered sunlight. Its weight, size, and power consumption are respectively 920 g, 27x12x12 cm3, and 6 W. The custom-built 2.5 m flying wing UAV is electrically powered, has a typical airspeed of 100 km/h, and can operate at a maximum altitude of 3 km. Both the payload and the UAV were developed in the framework of a collaboration between the Belgian Institute for Space Aeronomy (BIRA-IASB) and the Dunarea de Jos University of Galati, Romania. We present here SWING-UAV test flights dedicated to NO2 measurements and performed in Romania on 10 and 11 September 2014, during the Airborne ROmanian Measurements of Aerosols and Trace gases (AROMAT) campaign. The UAV performed 5 flights in the vicinity of the large thermal power station of Turceni (44.67° N, 23.4° E). The UAV was operated in visual range during the campaign, up to 900 m AGL , downwind of the plant and crossing its exhaust plume. The spectra recorded on flight are analyzed with the Differential Optical Absorption Spectroscopy (DOAS) method. The retrieved NO2 Differential Slant Column Densities (DSCDs) are up to 1.5e17 molec/cm2 and reveal the horizontal gradients around the plant. The DSCDs are converted to vertical columns and compared with coincident car-based DOAS measurements. We also present the near-future perspective of the SWING-UAV observation system, which includes flights in 2015 above the Black Sea to quantify ship emissions, the addition of SO2 as a target species, and autopilot flights at higher altitudes to cover a typical satellite pixel extent (10x10 km2).
谭健; 周洲; 祝小平; 许晓平
For the longitudinal landing control problem of flying⁃wing UAV with unknown external disturbances, a backstepping L2 gain robust control scheme based on super twisting sliding mode disturbance observer and tracking differentiator is proposed. The tracking differentiator is introduced to calculate the derivative of virtual control law which is very difficult to evaluate with the traditional backstepping control. Super twisting sliding mode disturbance observer and L2 gain robust item are designed to increase the robustness of the control system. Simulation results show:the altitude and airspeed of UAV are tracked on control command, vertical ground speed is within the allowable range. Compared with traditional PID control scheme, the proposed control scheme has better automatical landing control performance.%针对存在干扰的飞翼布局无人机纵向着陆控制问题，提出一种基于super twisting滑模干扰观测器与跟踪微分器的反步L2增益鲁棒控制方案。为解决反步控制虚拟控制量求导复杂的问题，设计了跟踪微分器对虚拟控制量进行求导，同时综合采用super twisting滑模干扰观测器和L2增益鲁棒项增强了控制系统的鲁棒性。仿真结果表明，无人机高度、空速都跟踪上控制指令，垂直接地速度在允许的范围内，与传统的PID着陆控制方案相比具有更好的着陆控制性能。
Bilmoria, Karl D.; Banavar, Sridhar; Chatterji, Gano B.; Sheth, Kapil S.; Grabbe, Shon
FACET (Future ATM Concepts Evaluation Tool) is an Air Traffic Management research tool being developed at the NASA Ames Research Center. This paper describes the design, architecture and functionalities of FACET. The purpose of FACET is to provide E simulation environment for exploration, development and evaluation of advanced ATM concepts. Examples of these concepts include new ATM paradigms such as Distributed Air-Ground Traffic Management, airspace redesign and new Decision Support Tools (DSTs) for controllers working within the operational procedures of the existing air traffic control system. FACET is currently capable of modeling system-wide en route airspace operations over the contiguous United States. Airspace models (e.g., Center/sector boundaries, airways, locations of navigation aids and airports) are available from databases. A core capability of FACET is the modeling of aircraft trajectories. Using round-earth kinematic equations, aircraft can be flown along flight plan routes or great circle routes as they climb, cruise and descend according to their individual aircraft-type performance models. Performance parameters (e.g., climb/descent rates and speeds, cruise speeds) are obtained from data table lookups. Heading, airspeed and altitude-rate dynamics are also modeled. Additional functionalities will be added as necessary for specific applications. FACET software is written in Java and C programming languages. It is platform-independent, and can be run on a variety of computers. FACET has been designed with a modular software architecture to enable rapid integration of research prototype implementations of new ATM concepts. There are several advanced ATM concepts that are currently being implemented in FACET airborne separation assurance, dynamic density predictions, airspace redesign (re-sectorization), benefits of a controller DST for direct-routing, and the integration of commercial space transportation system operations into the U.S. National
Trujillo, Anna C.; Ghatas, Rania W.; Mcadaragh, Raymon; Burdette, Daniel W.; Comstock, James R.; Hempley, Lucas E.; Fan, Hui
As part of the Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) project, research on integrating small UAS (sUAS) into the NAS was underway by a human-systems integration (HSI) team at the NASA Langley Research Center. Minimal to no research has been conducted on the safe, effective, and efficient manner in which to integrate these aircraft into the NAS. sUAS are defined as aircraft weighing 55 pounds or less. The objective of this human system integration team was to build a UAS Ground Control Station (GCS) and to develop a research test-bed and database that provides data, proof of concept, and human factors guidelines for GCS operations in the NAS. The objectives of this experiment were to evaluate the effectiveness and safety of flying sUAS in Class D and Class G airspace utilizing manual control inputs and voice radio communications between the pilot, mission control, and air traffic control. The design of the experiment included three sets of GCS display configurations, in addition to a hand-held control unit. The three different display configurations were VLOS, VLOS + Primary Flight Display (PFD), and VLOS + PFD + Moving Map (Map). Test subject pilots had better situation awareness of their vehicle position, altitude, airspeed, location over the ground, and mission track using the Map display configuration. This configuration allowed the pilots to complete the mission objectives with less workload, at the expense of having better situation awareness of other aircraft. The subjects were better able to see other aircraft when using the VLOS display configuration. However, their mission performance, as well as their ability to aviate and navigate, was reduced compared to runs that included the PFD and Map displays.
McCoy, Allen H.
Helicopter external air transportation plays an important role in today's world. For both military and civilian helicopters, external sling load operations offer an efficient and expedient method of handling heavy, oversized cargo. With the ability to reach areas otherwise inaccessible by ground transportation, helicopter external load operations are conducted in industries such as logging, construction, and fire fighting, as well as in support of military tactical transport missions. Historically, helicopter and load combinations have been qualified through flight testing, requiring considerable time and cost. With advancements in simulation and flight test techniques there is potential to substantially reduce costs and increase the safety of helicopter sling load certification. Validated simulation tools make possible accurate prediction of operational flight characteristics before initial flight tests. Real time analysis of test data improves the safety and efficiency of the testing programs. To advance these concepts, the U.S. Army and NASA, in cooperation with the Israeli Air Force and Technion, under a Memorandum of Agreement, seek to develop and validate a numerical model of the UH-60 with sling load and demonstrate a method of near real time flight test analysis. This thesis presents results from flight tests of a U.S. Army Black Hawk helicopter with various external loads. Tests were conducted as the U.S. first phase of this MOA task. The primary load was a container express box (CONEX) which contained a compact instrumentation package. The flights covered the airspeed range from hover to 70 knots. Primary maneuvers were pitch and roll frequency sweeps, steps, and doublets. Results of the test determined the effect of the suspended load on both the aircraft's handling qualities and its control system's stability margins. Included were calculations of the stability characteristics of the load's pendular motion. Utilizing CIFER(R) software, a method for near
Leopoldo Rodriguez Salazar
Full Text Available This paper presents a system for identification of wind features, such as gusts and wind shear. These are of particular interest in the context of energy-efficient navigation of Small Unmanned Aerial Systems (UAS. The proposed system generates real-time wind vector estimates and a novel algorithm to generate wind field predictions. Estimations are based on the integration of an off-the-shelf navigation system and airspeed readings in a so-called direct approach. Wind predictions use atmospheric models to characterize the wind field with different statistical analyses. During the prediction stage, the system is able to incorporate, in a big-data approach, wind measurements from previous flights in order to enhance the approximations. Wind estimates are classified and fitted into a Weibull probability density function. A Genetic Algorithm (GA is utilized to determine the shaping and scale parameters of the distribution, which are employed to determine the most probable wind speed at a certain position. The system uses this information to characterize a wind shear or a discrete gust and also utilizes a Gaussian Process regression to characterize continuous gusts. The knowledge of the wind features is crucial for computing energy-efficient trajectories with low cost and payload. Therefore, the system provides a solution that does not require any additional sensors. The system architecture presents a modular decentralized approach, in which the main parts of the system are separated in modules and the exchange of information is managed by a communication handler to enhance upgradeability and maintainability. Validation is done providing preliminary results of both simulations and Software-In-The-Loop testing. Telemetry data collected from real flights, performed in the Seville Metropolitan Area in Andalusia (Spain, was used for testing. Results show that wind estimation and predictions can be calculated at 1 Hz and a wind map can be updated at 0.4 Hz
刘国瑞; 肖汉斌; 路世青
The deck machinery is in danger of freezing hazard in the cold environment.To ensure safety in operation, it's necessary to do deicing research.It's feasible to deice for the deck machinery by hot air.Deicing efficiency depends on temperature,speed,and air-out angle of the hot air.Through analysis of the contribution of various parameters to deicing, it's found that the deicing efficiency is the highest when air-out angle is vertical to the ice surface;increasing both the air-speed and temperature is helpful to improve the deicing efficiency,but the energy utilization can be reduced and the economi-cal efficiency is also inferior;increasing the air speed shows better economical efficiency for deicing than temperature rise.%在寒冷环境下甲板机械很容易受到冰冻的危害，为了保证机械能够进行安全的作业，进行除冰的研究十分必要。利用热风对甲板机械进行除冰的方案是可行的，除冰的效率取决于热风的温度、速度和出风角度。通过分析各参数对除冰的贡献率，发现出风角垂直冰面时除冰效率最高；提高风速和温度对除冰效率有一定帮助，但能量的利用率会降低，经济性较差；增加风速比增加温度除冰的经济性好。
Brady, J. J.; Tweedie, C. E.; Escapita, I. J.
There is a fundamental need to improve capacities for monitoring environmental change using remote sensing technologies. Recently, researchers have begun using Unmanned Aerial Vehicles (UAVs) to expand and improve upon remote sensing capabilities. Limitations to most non-military and relatively small-scale Unmanned Aircraft Systems (UASs) include a need to develop more reliable communications between ground and aircraft, tools to optimize flight control, real time data processing, and visually ascertaining the quantity of data collected while in air. Here we present a prototype software system that has enhanced communication between ground and the vehicle, can synthesize near real time data acquired from sensors on board, can log operation data during flights, and can visually demonstrate the amount and quality of data for a sampling area. This software has the capacity to greatly improve the utilization of UAS in the environmental sciences. The software system is being designed for use on a paraglider UAV that has a suite of sensors suitable for characterizing the footprints of eddy covariance towers situated in the Chihuahuan Desert and in the Arctic. Sensors on board relay operational flight data (airspeed, ground speed, latitude, longitude, pitch, yaw, roll, acceleration, and video) as well as a suite of customized sensors. Additional sensors can be added to an on board laptop or a CR1000 data logger thereby allowing data from these sensors to be visualized in the prototype software. This poster will describe the development, use and customization of our UAS and multimedia will be available during AGU to illustrate the system in use. UAV on workbench in the lab UAV in flight
Sridhar, Banavar (Inventor); Sheth, Kapil S. (Inventor); Chatterji, Gano Broto (Inventor); Bilimoria, Karl D. (Inventor); Grabbe, Shon (Inventor); Schipper, John F. (Inventor)
Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry. The invention provides for aircraft dynamics effects, such as wind effects at each altitude, altitude changes, airspeed changes and aircraft turns to provide predictions of aircraft trajectory (and, optionally, aircraft fuel use). A second system provides several aviation applications using the first system. Several classes of potential incidents are analyzed and averted, by appropriate change en route of one or more parameters in the flight plan configuration, as provided by a conflict detection and resolution module and/or traffic flow management modules. These applications include conflict detection and resolution, miles-in trail or minutes-in-trail aircraft separation, flight arrival management, flight re-routing, weather prediction and analysis and interpolation of weather variables based upon sparse measurements. The invention combines these features to provide an aircraft monitoring system and an aircraft user system that interact and negotiate changes with each other.
Gorder, Peter James
Rotorcraft flight control systems present design challenges which often exceed those associated with fixed-wing aircraft. First, large variations in the response characteristics of the rotorcraft result from the wide range of airspeeds of typical operation (hover to over 100 kts). Second, the assumption of vehicle rigidity often employed in the design of fixed-wing flight control systems is rarely justified in rotorcraft where rotor degrees of freedom can have a significant impact on the system performance and stability. This research was intended to develop a methodology for the design of robust rotorcraft flight control systems. Quantitative Feedback Theory (QFT) was chosen as the basis for the investigation. Quantitative Feedback Theory is a technique which accounts for variability in the dynamic response of the controlled element in the design robust control systems. It was developed to address a Multiple-Input Single-Output (MISO) design problem, and utilizes two degrees of freedom to satisfy the design criteria. Two techniques were examined for extending the QFT MISO technique to the design of a Multiple-Input-Multiple-Output (MIMO) flight control system (FCS) for a UH-60 Black Hawk Helicopter. In the first, a set of MISO systems, mathematically equivalent to the MIMO system, was determined. QFT was applied to each member of the set simultaneously. In the second, the same set of equivalent MISO systems were analyzed sequentially, with closed loop response information from each loop utilized in subsequent MISO designs. The results of each technique were compared, and the advantages of the second, termed Sequential Loop Closure, were clearly evident.
Safi, Kamran; Kranstauber, Bart; Weinzierl, Rolf P.; Griffin, Larry; Reese, Eileen C.; Cabot, David; Cruz, Sebastian; Proaño, Carolina; Takekawa, John Y.; Newman, Scott H.; Waldenström, Jonas; Bengtsson, Daniel; Kays, Roland; Wikelski, Martin; Bohrer, Gil
Background: Understanding how environmental conditions, especially wind, influence birds' flight speeds is a prerequisite for understanding many important aspects of bird flight, including optimal migration strategies, navigation, and compensation for wind drift. Recent developments in tracking technology and the increased availability of data on large-scale weather patterns have made it possible to use path annotation to link the location of animals to environmental conditions such as wind speed and direction. However, there are various measures available for describing not only wind conditions but also the bird's flight direction and ground speed, and it is unclear which is best for determining the amount of wind support (the length of the wind vector in a bird’s flight direction) and the influence of cross-winds (the length of the wind vector perpendicular to a bird’s direction) throughout a bird's journey. Results: We compared relationships between cross-wind, wind support and bird movements, using path annotation derived from two different global weather reanalysis datasets and three different measures of direction and speed calculation for 288 individuals of nine bird species. Wind was a strong predictor of bird ground speed, explaining 10-66% of the variance, depending on species. Models using data from different weather sources gave qualitatively similar results; however, determining flight direction and speed from successive locations, even at short (15 min intervals), was inferior to using instantaneous GPS-based measures of speed and direction. Use of successive location data significantly underestimated the birds' ground and airspeed, and also resulted in mistaken associations between cross-winds, wind support, and their interactive effects, in relation to the birds' onward flight. Conclusions: Wind has strong effects on bird flight, and combining GPS technology with path annotation of weather variables allows us to quantify these effects for
Christhilf, David M.
It has long been recognized that frequency and phasing of structural modes in the presence of airflow play a fundamental role in the occurrence of flutter. Animation of simulation results for the long, slender Semi-Span Super-Sonic Transport (S4T) wind-tunnel model demonstrates that, for the case of mass-ballasted nacelles, the flutter mode can be described as a traveling wave propagating downstream. Such a characterization provides certain insights, such as (1) describing the means by which energy is transferred from the airflow to the structure, (2) identifying airspeed as an upper limit for speed of wave propagation, (3) providing an interpretation for a companion mode that coalesces in frequency with the flutter mode but becomes very well damped, (4) providing an explanation for bursts of response to uniform turbulence, and (5) providing an explanation for loss of low frequency (lead) phase margin with increases in dynamic pressure (at constant Mach number) for feedback systems that use sensors located upstream from active control surfaces. Results from simulation animation, simplified modeling, and wind-tunnel testing are presented for comparison. The simulation animation was generated using double time-integration in Simulink of vertical accelerometer signals distributed over wing and fuselage, along with time histories for actuated control surfaces. Crossing points for a zero-elevation reference plane were tracked along a network of lines connecting the accelerometer locations. Accelerometer signals were used in preference to modal displacement state variables in anticipation that the technique could be used to animate motion of the actual wind-tunnel model using data acquired during testing. Double integration of wind-tunnel accelerometer signals introduced severe drift even with removal of both position and rate biases such that the technique does not currently work. Using wind-tunnel data to drive a Kalman filter based upon fitting coefficients to
现代纤维生产没有金属探测仪是不可想象的。它们在棉纤维转换成非织造材料的生产链中保护材料和机器。作为唯一不需要增加移动管就可直接集成到气动输送线的金属探测器——Metmn 05 PowerLine（德国Mesutronic公司生产），已用于德国ErkoTriitzschler公司的非织造工厂，以检测纤维中的金属颗粒。小于2m的传感器间距和极快的机构提高了除杂的可靠性。气动输送线中重型和轻型团块在气流中的速度差异几乎没有影响，将除杂损失降到最低。%Modem fiber production without metal detectors is inconceivable today. They protect material and machines in the refinement chain from the cotton fiber to the nonwovens material. The only metal detector that can be directly integrated into the pneumatic conveying line without a probe tube, the Metron 05 PowerLine from Mesutronic GmbH, Kirchberg,/Germany, examines the fibers in nonwovens plants from Erko Trtitzschler GmbH, Dtilmen/German, for metallic particles. The short distance of less than 2 m between the sensor and the extremely fast mechanism increases ejection reliabihy. The difference in the airspeeds of heavy and light parts in the pneumatic conveying line has virtually no effect. This reduces ejection losses to a minimum.
Full Text Available There are few aircraft other than lighter-than-air vehicles that have the payload carrying capability, short field take-off, and slow speed ranges afforded by a powered parafoil. One very interesting aspect of the powered parafoils or paramotors, is their tendency to fly at a constant airspeed whether it is climbing, descending, or flying straight-and-level. Not only are the aircraft speed stable, but they have pendulum stability as well, due to the mass of the airframe suspended significantly below the canopy. This allows the aircraft to maintain a safe roll attitude and effectively turn in a coordinated manner when the steering pedals are deflected. One of the challenges of flying these aircraft is the necessity of controlling altitude with thrust, and direction with asymmetric drag. The paper presents a practical method to estimate the aerodynamic coefficients of a small-scale paramotor in order to obtain a suitable mathematical model for the aerial vehicle. Thus, a reduced state linear model based on a simplified nonlinear six degree-of-freedom model (6 DOF is described. The autonomous control relies on the paramotor dynamics. And those equations depend on the aerodynamic coefficients. The task in this paper is to record the data of steady state flight regime, and to process it offline. Therefore, the system identification of the small-scale aerial vehicle can be done using the Two-Step Method, resulting an efficient six degree-of-freedom mini-paramotor model. The current work will permit the implementation of the control architecture in order to achieve the autonomous control of the small-scale paramotor through waypoints.
杨跃能; 郑伟; 吴杰
研究了变化风场中无人机的动力学建模与飞行特性问题.给出了大气扰动的Von Kaman模型,推导出变化风场中无人机的六自由度非线性动力学模型,最后基于上述模型进行数值计算,分析了变化风场中无人机的飞行特性.结果表明,该模型能准确地描述无人机的动力学和运动学规律;大气扰动下,各运动参数均产生不同幅度的振荡;同一频谱的扰动在不同方向上对无人机的影响差异较大;地速航向角和空速航向角存在偏差,侧向扰动对航向的影响最为显著.%A nonlinear six degrees of freedom dynamics model of an unmanned aerial vehicle(UAV) with wind effects and its flight simulation analysis are presented. Firstly, the Von Kaman model of atmosphere disturbance is described. Then, the nonlinear six degrees of freedom dynamics model of the UAV is derived. Finally, flight simulations of the UAV under atmosphere disturbance are done. The results show that the model is valid and accurate.The atmosphere disturbance will ioduce vibration on motion parameters. Under the same power spectral density, the effects of atmosphere disturbance are different according to the orientations. Groundspeed heading is not identical with airspeed heading under atmosphere disturbance, and the effect of cross disturbance on heading is the most remarkable.
Rodriguez Salazar, Leopoldo; Cobano, Jose A.; Ollero, Anibal
This paper presents a system for identification of wind features, such as gusts and wind shear. These are of particular interest in the context of energy-efficient navigation of Small Unmanned Aerial Systems (UAS). The proposed system generates real-time wind vector estimates and a novel algorithm to generate wind field predictions. Estimations are based on the integration of an off-the-shelf navigation system and airspeed readings in a so-called direct approach. Wind predictions use atmospheric models to characterize the wind field with different statistical analyses. During the prediction stage, the system is able to incorporate, in a big-data approach, wind measurements from previous flights in order to enhance the approximations. Wind estimates are classified and fitted into a Weibull probability density function. A Genetic Algorithm (GA) is utilized to determine the shaping and scale parameters of the distribution, which are employed to determine the most probable wind speed at a certain position. The system uses this information to characterize a wind shear or a discrete gust and also utilizes a Gaussian Process regression to characterize continuous gusts. The knowledge of the wind features is crucial for computing energy-efficient trajectories with low cost and payload. Therefore, the system provides a solution that does not require any additional sensors. The system architecture presents a modular decentralized approach, in which the main parts of the system are separated in modules and the exchange of information is managed by a communication handler to enhance upgradeability and maintainability. Validation is done providing preliminary results of both simulations and Software-In-The-Loop testing. Telemetry data collected from real flights, performed in the Seville Metropolitan Area in Andalusia (Spain), was used for testing. Results show that wind estimation and predictions can be calculated at 1 Hz and a wind map can be updated at 0.4 Hz. Predictions
R K Mehra; P O Arambel; A M Sampath; R K Prasanth; T C Parham
New algorithms and results are presented for flutter testing and adaptive notching of structural modes in V-22 tiltrotor aircraft based on simulated and flight-test data from Bell Helicopter Textron, Inc. (BHTI). For flutter testing and the identification of structural mode frequencies, dampings and mode shapes, time domain state space techniques based on Deterministic Stochastic Realization Algorithms (DSRA) are used to accurately identify multiple modessimultaneously from sine sweep and other multifrequency data, resulting in great savings over the conventional Prony method. Two different techniques for adaptive notching are explored in order to design an Integrated Flight Structural Control (IFSC) system. The first technique is based on on-line identification of structural mode parameters using DSRA algorithm and tuning of a notch filter. The second technique is based on decoupling rigid-body and structural modes of the aircraft by means of a Kalman filter and using rigid-body estimates in the feedback control loop. The difference between the two approaches is that on-line identification and adaptive notching in the first approach are entirely based on the knowledge of structural modes, whereas the Kalman filter design in the second approach is based on the rigid-body dynamic model only.In the first IFSC design, on-line identification is necessary for flight envelope expansion and to adjust the notch filter frequencies and suppress aero-servoelastic instabilities due to changing flight conditionssuch as gross weight, sling loads, and airspeed. It isshown that by tuning the notch filterfrequency to the identified frequency, the phase lag is reduced and the corresponding structural mode is effectively suppressed and stability is maintained. In the second IFSC design using Kalman filter design, the structural modes are again effectively suppressed. Furthermore, the rigid-body estimates are found to be fairly insensitive to both natural frequency and damping factor
Howell, Charles T., III; Jessup, Artie; Jones, Frank; Joyce, Claude; Sugden, Paul; Verstynen, Harry; Mielnik, John
-throttle was added in the next phase to provide ground station control of airspeed. Additional phases are in progress to add waypoint navigation and long range satellite voice and data communications. Potential areas for UAS Surrogate research include the development, flight test and evaluation of sensors to aid in the process of air traffic detect-sense-and-avoid. These sensors could be evaluated in real-time and compared with onboard human evaluation pilots. This paper describes the systems and design considerations that were incorporated in the development of the UAS Surrogate along with details of development problems encountered and the corresponding solutions.
Martinez, J. E.; Gafka, T.; Figert, J.
The NASA Johnson Space Center (JSC) in Houston, Texas is the home of the NASA WB-57 High Altitude Research Program. Three fully operational WB-57 aircraft are based near JSC at Ellington Field. The aircraft have been flying research missions since the early 1960's, and continue to be an asset to the scientific community with professional, reliable, customer-oriented service designed to meet all scientific objectives. The NASA WB-57 Program provides unique, high-altitude airborne platforms to US Government agencies, academic institutions, and commercial customers in order to support scientific research and advanced technology development and testing at locations around the world. Mission examples include atmospheric and earth science, ground mapping, cosmic dust collection, rocket launch support, and test bed operations for future airborne or spaceborne systems. During the return from a 6 hour flight, at 30,000 feet, in the clean configuration, traveling at 175 knots indicated airspeed, in un-accelerated flight with the auto pilot engaged, in calm air, the 2-man crew heard a mechanical bang and felt a slight shudder followed by a few seconds of high frequency vibration. The crew did not notice any other abnormalities leading up to, or for the remaining 1 hour of flight and made an uneventful landing. Upon taxi into the chocks, the recovery ground crew noticed the high frequency long wire antenna had become disconnected from the vertical stabilizer and was trailing over the left inboard wing, and that the left engine upper center removable cowling panel was missing, with noticeable damage to the left engine inboard cowling fixed structure. The missing cowling panel was never recovered. Each engine cowling panel is attached to the engine nacelle using six bushings made of 17-4 PH steel. The cylinder portions of four of the six bushings were found still attached to the aircraft (Fig 1). The other two bushings were lost with the panel. The other four bushings exhibited
神宁烯烃公司甲醇制丙烯装置，是目前世界上首套工业化甲醇制丙烯装置，甲醇首先经DME反应器转化成DME，之后进入甲醇制丙烯反应器转化为富含丙烯气的气烃化合物。DME反应器为绝热式固定床反应器，是目前国内最大的DME反应器，由于催化剂装填量大，床层为固定床，控温手段主要靠自身物料将反应热带走，在开车投料时极易发生飞温，造成催化剂失活。本文主要针对DME反应器在开车期间空速低，大量反应器热不能及时带走易造成飞温的情况提供操作指导。%Methanol to propylene device in Alkenes Company of Coal Chemical Industry Company Branch, Shenhua Ningxia Coal Indus-try Group is the first methanol to propylene device at present in the world. At first, methanol by DEM reactor into DME and then by methanol to propylene reactor into gas hydrocarbon compounds rich in propylene gas. DME reactor as the adiabatic fixed bed reactor is currently the largest DME reactor inland. Because of the large catalyst loading quantity and the fixed bed, as well as the means of tem-perature control mainly rely on their own materials to take away heat of reaction, the temperature runaway easily during their drive feed-ing leading to catalyst deactivation. This paper mainly for operating instructions to temperature runaway as DME reactor is low during driving airspeed and a lot of heat is not taken in time.
Wing, David J.; Smith, Jeremy C.; Ballin, Mark G.
The Dynamic Multi-track Airways (DMA) Concept for Air Traffic Management (ATM) proposes a network of high-altitude airways constructed of multiple, closely spaced, parallel tracks designed to increase en-route capacity in high-demand airspace corridors. Segregated from non-airway operations, these multi-track airways establish high-priority traffic flow corridors along optimal routes between major terminal areas throughout the National Airspace System (NAS). Air traffic controllers transition aircraft equipped for DMA operations to DMA entry points, the aircraft use autonomous control of airspeed to fly the continuous-airspace airway and achieve an economic benefit, and controllers then transition the aircraft from the DMA exit to the terminal area. Aircraft authority within the DMA includes responsibility for spacing and/or separation from other DMA aircraft. The DMA controller is responsible for coordinating the entry and exit of traffic to and from the DMA and for traffic flow management (TFM), including adjusting DMA routing on a daily basis to account for predicted weather and wind patterns and re-routing DMAs in real time to accommodate unpredicted weather changes. However, the DMA controller is not responsible for monitoring the DMA for traffic separation. This report defines the mature state concept, explores its feasibility and performance, and identifies potential benefits. The report also discusses (a) an analysis of a single DMA, which was modeled within the NAS to assess capacity and determine the impact of a single DMA on regional sector loads and conflict potential; (b) a demand analysis, which was conducted to determine likely city-pair candidates for a nationwide DMA network and to determine the expected demand fraction; (c) two track configurations, which were modeled and analyzed for their operational characteristic; (d) software-prototype airborne capabilities developed for DMA operations research; (e) a feasibility analysis of key attributes in
Full Text Available In this paper, we show that in mixed phase clouds, the presence of ice crystals may induce wrong FSSP 100 measurements interpretation especially in terms of particle size and subsequent bulk parameters. The presence of ice crystals is generally revealed by a bimodal feature of the particle size distribution (PSD. The combined measurements of the FSSP-100 and the Polar Nephelometer give a coherent description of the effect of the ice crystals on the FSSP-100 response. The FSSP-100 particle size distributions are characterized by a bimodal shape with a second mode peaked between 25 and 35 μm related to ice crystals. This feature is observed with the FSSP-100 at airspeed up to 200 m s−1 and with the FSSP-300 series. In order to assess the size calibration for clouds of ice crystals the response of the FSSP-100 probe has been numerically simulated using a light scattering model of randomly oriented hexagonal ice particles and assuming both smooth and rough crystal surfaces. The results suggest that the second mode, measured between 25 μm and 35 μm, does not necessarily represent true size responses but corresponds to bigger aspherical ice particles. According to simulation results, the sizing understatement would be neglected in the rough case but would be significant with the smooth case. Qualitatively, the Polar Nephelometer phase function suggests that the rough case is the more suitable to describe real crystals. Quantitatively, however, it is difficult to conclude. A review is made to explore different hypotheses explaining the occurrence of the second mode. However, previous cloud in situ measurements suggest that the FSSP-100 secondary mode, peaked in the range 25–35 μm, is likely to be due to the shattering of large ice crystals on the probe inlet. This finding is supported by the rather good relationship between the concentration of particles larger than 20 μm (hypothesized to be ice shattered-fragments measured by the
Bange, J.; van den Kroonenberg, A. C.; Spieß, T.; Buschmann, M.; Krüger, L.; Heindorf, A.; Vörsmann, P.
The limitations of manned airborne meteorological measurements led to the development of an autonomously operating mini aircraft, the Meteorological Mini-UAV (M2AV), at the Institute of Aerospace Systems, Technical University of Braunschweig, Germany. The task was to develop, test and verify a meteorological sensor package as payload for an already available automatic carrier aircraft, the UAV 'Carolo T200', which operates autonomously i.e. without remote control. The M2AV is a self constructed model aircraft with two electrically powered engines and a wingspan of two meters. The maximum take-off weight is 4.5~kg (the M2AV is therefore classified as an model plane which simplifies authority issues), including 1.5~kg of payload. It is hand-launched which makes operation of the aircraft easy. With an endurance of approximately 50 minutes, the range accounts for 60 km at a cruising speed of 20~m/s. The M2AV is capable of performing turbulence measurements (wind vector, temperature and humidity) within the troposphere and offers an economic component during meteorological campaigns. The meteorological sensors are mounted on a noseboom to minimise the aircraft's influence on the measurements and to position the sensors closely to each other. Wind is measured via a small five-hole probe, an inertia measurement unit and GPS. The flight mission (waypoints, altitudes, airspeed) is planned and assigned to the aircraft before the semi- automatic launch. The flight is only controlled by the on-board autopilot system which only communicates with a ground station (laptop PC) for the exchange of measured data and command updates like new waypoints etc. The talk gives details on the technical items, calibration and first missions. Results from first field experiments like the LAUNCH-2005 campaign near Berlin are used for data quality assessment by comparison with simultaneous lidar and sodar measurements. An in situ comparison with the highly accurate helicopter-borne turbulence
Steinbacher, F.; Pfennigbauer, M.; Aufleger, M.; Ullrich, A.
In order to meet the requirements of the European Water Framework Directive (EU-WFD), authorities face the problem of repeatedly performing area-wide surveying of all kinds of inland waters. Especially for mid-sized or small rivers this is a considerable challenge imposing insurmountable logistical efforts and costs. It is therefore investigated if large-scale surveying of a river system on an operational basis is feasible by employing airborne hydrographic laser scanning. In cooperation with the Bavarian Water Authority (WWA Weilheim) a pilot project was initiated by the Unit of Hydraulic Engineering at the University of Innsbruck and RIEGL Laser Measurement Systems exploiting the possibilities of a new LIDAR measurement system with high spatial resolution and high measurement rate to capture about 70 km of riverbed and foreland for the river Loisach in Bavaria/Germany and the estuary and parts of the shoreline (about 40km in length) of lake Ammersee. The entire area surveyed was referenced to classic terrestrial cross-section surveys with the aim to derive products for the monitoring and managing needs of the inland water bodies forced by the EU-WFD. The survey was performed in July 2011 by helicopter and airplane and took 3 days in total. In addition, high resolution areal images were taken to provide an optical reference, offering a wide range of possibilities on further research, monitoring, and managing responsibilities. The operating altitude was about 500 m to maintain eye-safety, even for the aided eye, the airspeed was about 55 kts for the helicopter and 75 kts for the aircraft. The helicopter was used in the alpine regions while the fixed wing aircraft was used in the plains and the urban area, using appropriate scan rates to receive evenly distributed point clouds. The resulting point density ranged from 10 to 25 points per square meter. By carefully selecting days with optimum water quality, satisfactory penetration down to the river bed was achieved
other although they were measured in adjoining regions. The cirrus crystals in the maritime continental tropical region over Malaysia form tri-modal spectra that are not found in any of the other regions measured by the IAGOS aircraft so far, a feature that is possibly linked to biomass burning or dust. Frequent measurements of ice crystal concentrations greater than 1×105 L−1, often accompanied by anomalously warm temperature and erratic airspeed readings, suggest that aircraft often experience conditions that affect their sensors. This new instrument, if used operationally, has the potential of providing real-time and valuable information to assist in flight operations as well as providing real-time information for along-track nowcasting.
Unmanned Aerial Vehicles (UAVs) autonomous or remotely controlled pilotless aircraft have been recently thrust into the spotlight for military applications, for homeland security, and as test beds for research. In addition to these functions, there are many space applications in which lightweight, inexpensive, small UAVS can be used e.g., to determine the chemical composition and other qualities of the atmospheres of remote planets. Moreover, on Earth, such UAVs can be used to obtain information about weather in various regions; in particular, they can be used to analyze wide-band acoustic signals to aid in determining the complex dynamics of movement of hurricanes. The Advanced Sensors and Electronics group at Langley Research Center has developed an inexpensive, small, integrated avionics-and-sensors system to be installed in a UAV that serves two purposes. The first purpose is to provide flight data to an AI (Artificial Intelligence) controller as part of an autonomous flight-control system. The second purpose is to store data from a subsystem of distributed MEMS (microelectromechanical systems) sensors. Examples of these MEMS sensors include humidity, temperature, and acoustic sensors, plus chemical sensors for detecting various vapors and other gases in the environment. The critical sensors used for flight control are a differential- pressure sensor that is part of an apparatus for determining airspeed, an absolute-pressure sensor for determining altitude, three orthogonal accelerometers for determining tilt and acceleration, and three orthogonal angular-rate detectors (gyroscopes). By using these eight sensors, it is possible to determine the orientation, height, speed, and rates of roll, pitch, and yaw of the UAV. This avionics-and-sensors system is shown in the figure. During the last few years, there has been rapid growth and advancement in the technological disciplines of MEMS, of onboard artificial-intelligence systems, and of smaller, faster, and
李荣冰; 于永军; 刘建业; 熊智
高精度导航系统作为无人机自主控制的核心,已成为制约无人机性能提升的关键因素.SINS/GPS( strapdown inertial navigation system/global positioning system)组合导航系统由于GPS信号易受干扰而无法满足无人机长时间稳定精确导航的需要.在分析大气数据系统特性的基础上,推导了捷联惯导与大气空速、高度误差模型,建立了SINS/ADS( air data system)量测方程,并设计了大气数据系统辅助的SINS/GPS松组合导航系统；针对ADS和GPS输出频率不一致的问题,提出了时间更新和量测更新分离的异步滤波算法.实际跑车验证结果表明,设计的系统能够在GPS受干扰的情况下有效提高系统的精度和稳定性,定位精度可以达到25 m.%High precision navigation system is the key technology of UAV ( unmanned air vehicles) autonomous control ,which has been a major constraint on the improvement of UAV performance. SINS/GPS ( strapdown inertial navigation system/global positioning system) integrated navigation system can not meet the need of UAV navigation accuracy and stability in long time because GPS signal is susceptible to interference. Based on the analysis of the characteristics of air data system,the SINS/ADS (air data system) error model is derived based on the attitude and airspeed information provided by pressure sensors,and the SINS/ADS measurement equation is established. The SINS/ GPS integrated navigation system assisted by air data system is designed. Aiming at the output frequency inconsistency between GPS and ADS,an asynchronous centralized Kalman filter is designed for separating the time update period and measurement update period. Actual operation experiments on vehicle confirm that the designed system can effectively improve the accuracy and stability of the system under interference condition,and the positioning accuracy can reach 25 m.
郭军; 董新民; 王龙
To keep the position of an unmanned combat air vehicle （UCAV） during autonomous aerial refueling, we develop the dynamic model and put forward a nonlinear controller for the UCAV with time-varying mass. By comprehen- sively considering the effect of fuel transfer on the UCAV mass, the inertia matrix and the center of mass, we derive the time-varying mass dynamic equations of UCAV based on state variables relative to inertial reference frame. By introducing the spectral radius, we apply the command filtered backstepping （CFBS） method based on localized adaptive bounds to control the UCAV in a desired position. The unknown model uncertainties are approximated online by using approxima- tors. Localized adaptive bounds are used to compensate inherent approximation errors and external disturbances. Using CFBS, we design four feedback control loops for the relative position, airspeed, attitude angle, and angular rate to guarantee the stability of the UCAV. Nonlinear simulation demonstrates the effectiveness of the nonlinear flight control law in three different refueling cases.%针对自主空中加油中无人作战飞机（UCAV）位置保持问题，进行了时变质量UCAV的动力学建模与非线性控制设计．综合考虑了燃油传输对UCAV的质量、惯性矩阵和质心位置的影响，基于相对于惯性系的状态变量，推导了uCAV时变质量动力学方程．通过引入谱半径，将局部化自适应边界指令滤波反推方法应用于UCAV的位置保持控制．使用逼近器对未知模型不确定性进行在线逼近．对于固有逼近误差和外部扰动，采用局部化自适应边界进行补偿．通过指令滤波反推，设计了相对位置、速度、姿态角和角速度四个反馈回路来保证UCAV的稳定性．最后，三种不同加油方案下的非线性仿真验证了非线性飞行控制律的有效性．
Delay banking has been invented to enhance air-traffic management in a way that would increase the degree of fairness in assigning arrival, departure, and en-route delays and trajectory deviations to aircraft impacted by congestion in the national airspace system. In delay banking, an aircraft operator (airline, military, general aviation, etc.) would be assigned a numerical credit when any of their flights are delayed because of an air-traffic flow restriction. The operator could subsequently bid against other operators competing for access to congested airspace to utilize part or all of its accumulated credit. Operators utilize credits to obtain higher priority for the same flight, or other flights operating at the same time, or later, in the same airspace, or elsewhere. Operators could also trade delay credits, according to market rules that would be determined by stakeholders in the national airspace system. Delay banking would be administered by an independent third party who would use delay banking automation to continually monitor flights, allocate delay credits, maintain accounts of delay credits for participating airlines, mediate bidding and the consumption of credits of winning bidders, analyze potential transfers of credits within and between operators, implement accepted transfers, and ensure fair treatment of all participating operators. A flow restriction can manifest itself in the form of a delay in assigned takeoff time, a reduction in assigned airspeed, a change in the position for the aircraft in a queue of all aircraft in a common stream of traffic (e.g., similar route), a change in the planned altitude profile for an aircraft, or change in the planned route for the aircraft. Flow restrictions are typically imposed to mitigate traffic congestion at an airport or in a region of airspace, particularly congestion due to inclement weather, or the unavailability of a runway or region of airspace. A delay credit would be allocated to an operator of a
Dempsey, Paula J.
This is the final of three reports published on the results of this project. In the first report, results were presented on nineteen tests performed in the NASA Glenn Spiral Bevel Gear Fatigue Test Rig on spiral bevel gear sets designed to simulate helicopter fielded failures. In the second report, fielded helicopter HUMS data from forty helicopters were processed with the same techniques that were applied to spiral bevel rig test data. Twenty of the forty helicopters experienced damage to the spiral bevel gears, while the other twenty helicopters had no known anomalies within the time frame of the datasets. In this report, results from the rig and helicopter data analysis will be compared for differences and similarities in condition indicator (CI) response. Observations and findings using sub-scale rig failure progression tests to validate helicopter gear condition indicators will be presented. In the helicopter, gear health monitoring data was measured when damage occurred and after the gear sets were replaced at two helicopter regimes. For the helicopters or tails, data was taken in the flat pitch ground 101 rotor speed (FPG101) regime. For nine tails, data was also taken at 120 knots true airspeed (120KTA) regime. In the test rig, gear sets were tested until damage initiated and progressed while gear health monitoring data and operational parameters were measured and tooth damage progression documented. For the rig tests, the gear speed was maintained at 3500RPM, a one hour run-in was performed at 4000 in-lb gear torque, than the torque was increased to 8000 in-lbs. The HUMS gear condition indicator data evaluated included Figure of Merit 4 (FM4), Root Mean Square (RMS) or Diagnostic Algorithm 1(DA1), + 3 Sideband Index (SI3) and + 1 Sideband Index (SI1). These were selected based on their sensitivity in detecting contact fatigue damage modes from analytical, experimental and historical helicopter data. For this report, the helicopter dataset was reduced to
Buchholz, Bernhard; Ebert, Volker
Airborne hygrometry is often demanded in scientific flight campaigns to provide datasets for environmental modeling or to correct for water vapor dilution or cross sensitivity effects in other gas analytical techniques. Water vapor measurements, however, are quite challenging due to the large dynamic range in the atmosphere (between 2 and 40000 ppmv) and the high spatio-temporal variability. Airborne hygrometers therefore need to combine a large measurement range with high temporal resolution to resolve - at typical airspeeds of 500 to 900 km/h - atmospheric gradients of several 1000 ppmv/s. Especially during the ascent into the upper troposphere, hygrometers need to work at high gas exchange rates to minimize water vapor adsorption effects. On the other hand, water vapor sensors are difficult to calibrate due to the strong water adsorption and the lack of bottled reference gas standards, which requires pre- or/and post-flight field calibrations. Recently in-flight calibration using an airborne H2O generator was demonstrated, which minimizes calibration drift but still imposes a lot of additional work and hardware to the experiments, since these kind of calibrations just transfer the accuracy level issues to the in-flight calibration-source. To make things worse, the low gas flow (1-5 std l/min, compared with up to 100 std l/min in flight for fast response instruments) adheres critical questions of wall absorption/desorption of the source and instrument even during the calibration process. The national metrological institutes (NMIs) maintain a global metrological water vapor scale which is defined via national primary humidity generators. These provide for calibration purposes well-defined, accurate water vapor samples of excellent comparability and stability traced back to the SI-units. The humidity calibration chain is maintained via high accuracy (but rather slow) Dew-Point-Mirror-Hygrometers as transfer standards. These provide a traceable performance and
吕维阳; 刘盛余; 能子礼超; 汪雪婷; 吴萧
在固定床反应装置上考察了商业载硫活性炭脱除天然气中气态 Hg0的吸附性能、影响因素、再生方法以及吸附动力学,同时结合BET,FTIR,XRD等表征手段提出载硫活性炭脱汞机理.结果表明,空速对脱汞效率限制作用有限,空速从12000h-1提高至48000h-1,脱除率变化范围在 7%以内.增加汞浓度在初始阶段可以提高其脱汞率,增加单位质量活性炭对汞的吸附量,提高温度会增加吸附体系内的活化分子,提高脱汞率,温度在80℃时效果最优,但是温度过高则会产生负面效应.不同阶段的动力学拟合结果表明化学吸附是整个吸附过程的控制步骤.热脱附实验表明载硫活性炭的脱汞温度是在 300~450℃,再生后对汞的吸附能力减弱,其原因可归为再生过程中碳硫键的损失和活性炭二次碳化时表面的烧蚀.%The adsorption performance, influence factors, regeneration method and the adsorption dynamics of the gaseous Hg0 in natural gas removed by commercial sulfur-loaded activated carbon were studied on fixed reacting device. Meanwhile, the removal mercury mechanism of S-loaded activated carbon was put forward by applying characterization methods, including BET, FTIR, XRD and etc. The result showed that the restriction effect of airspeed on removal mercury efficiency was limited. In the initial stage, removal mercury rate and adsorption capacity of element mercury can be raised by increasing mercury concentration. As temperature gets higher, the activated molecule in the system get higher and the removal mercury rate will be promoted. The best effect appeared at 80℃. But when temperature was higher than 80℃, negative effects arose. Dynamic fitting in different stages showed that chemical adsorption was the controlling step of the whole process. Besides, the thermal desorption experiment showed that the removal mercury temperature of s-loaded activated carbon ranged from 300℃ to 450℃, and the
This thesis describes a study in simulation and control of a helicopter operating in proximity to a ship. The helicopter/ship combination used in the study is a UH-60A helicopter operating off an LHA class ship. This represents the same aircraft ship combination used in the JSHIP program. The flight dynamics model is based on the GENHEL software and this flight dynamics model has been updated to include high-order dynamic inflow model and gust penetration effects of the ship airwake. To simulate the pilot control inputs for typical shipboard operations, an optimal control model of the human pilot is developed. The pilot model can be tuned to achieve different tracking performances based on a desired crossover frequency in each control axis and is designed to operate over a range of airspeeds using a simple gain scheduling algorithm. The pilot model is then used to predict pilot workload for shipboard operations in two different wind-over-deck conditions. Validation studies are conducted using both time and frequency domain analyses to understand the impact of a time-varying ship airwake on the pilot control activity for the approach and departure operations. The pilot control input autospectra predicted from the simulation model are compared to those of flight test data from the JSHIP program. It is found that the control activities are similar in low frequency range but underestimate in magnitude in the high frequency range (over 1.5 Hz). There is clear evidence that the human pilot is continually moving cyclic stick in the maneuver. At this stage of the study no attempt has been made to optimize the parameters of the human pilot model. The paper also discusses the application of a stochastic airwake model for more efficient simulation. This new airwake model is derived from the simulation with the full CFD airwake by extracting an equivalent six-dimensional gust vector. The spectral properties of the gust components are then analyzed, and shaping filters are
Peterson, Randall L.; Warmbrodt, William (Technical Monitor)
The tilt rotor aircraft holds great promise for improving air travel in the future. It's benefits include vertical take off and landing combined with airspeeds comparable to propeller driven aircraft. However, the noise from a tilt rotor during approach to a landing is potentially a significant barrier to widespread acceptance of these aircraft. This approach noise is primarily caused by Blade Vortex Interactions (BVI), which are created when the blade passes near or through the vortex trailed by preceding blades. The XV- 15 Aeroacoustic test will measure the noise from a tilt rotor during descent conditions and demonstrate several possible techniques to reduce the noise. The XV- 15 Aeroacoustic test at NASA Ames Research Center will measure acoustics and performance for a full-scale XV-15 rotor. A single XV-15 rotor will be mounted on the Ames Rotor Test Apparatus (RTA) in the 80- by 120-Foot Wind Tunnel. The test will be conducted in helicopter mode with forward flight speeds up to 100 knots and tip path plane angles up to +/- 15 degrees. These operating conditions correspond to a wide range of tilt rotor descent and transition to forward flight cases. Rotor performance measurements will be made with the RTA rotor balance, while acoustic measurements will be made using an acoustic traverse and four fixed microphones. The acoustic traverse will provide limited directionality measurements on the advancing side of the rotor, where BVI noise is expected to be the highest. Baseline acoustics and performance measurements for the three-bladed rotor will be obtained over the entire test envelope. Acoustic measurements will also be obtained for correlation with the XV-15 aircraft Inflight Rotor Aeroacoustic Program (IRAP) recently conducted by Ames. Several techniques will be studied in an attempt to reduce the highest measured BVI noise conditions. The first of these techniques will use sub-wings mounted on the blade tips. These subwings are expected to alter the size
Gallagher, Martin; Baumgardner, Darrel; Lloyd, Gary; Beswick, Karl; Freer, Matt; Durant, Adam
Hazardous encounters with high ice concentrations that lead to temperature and airspeed sensor measurement errors, as well as engine rollback and flameout, continue to pose serious problems for flight operations of commercial air carriers. Supercooled liquid droplets (SLD) are an additional hazard, especially for smaller commuter aircraft that do not have sufficient power to fly out of heavy icing conditions or heat to remove the ice. New regulations issued by the United States and European regulatory agencies are being implemented that will require aircraft below a certain weight class to carry sensors that will detect and warn of these types of icing conditions. Commercial aircraft do not currently carry standard sensors to detect the presence of ice crystals in high concentrations because they are typical found in sizes that are below the detection range of aircraft weather radar. Likewise, the sensors that are currently used to detect supercooled water do not respond well to drizzle-sized drops. Hence, there is a need for a sensor that can fill this measurement void. In addition, the forecast models that are used to predict regions of icing rely on pilot observations as the only means to validate the model products and currently there are no forecasts for the prevalence of high altitude ice crystals. Backscatter Cloud Probes (BCP) have been flying since 2011 under the IAGOS project on six Airbus commercial airliners operated by Lufthansa, Air France, China Air, Iberia and Cathay Pacific, and measure cloud droplets, ice crystals and aerosol particles larger than 5 μm. The BCP can detect these particles and measures an optical equivalent diameter (OED) but is not able to distinguish the type of particle, i.e. whether they are droplets, ice crystals, dust or ash. However, some qualification can be done based on measured temperature to discriminate between liquid water and ice. The next generation BCP (BCPD, Backscatter Cloud Probe with polarization detection) is
, or about 11.5 inches, with no taper or sweep. Solar arrays that will cover most of the upper wing surface will provide up to 31 kilowatts of power at high noon on a summer day to power the aircraft's 14 electric motors, avionics, communications and other electronic systems. Centurion also has a backup lithium battery system that can provide power for between two and five hours to allow limited-duration flight after dark. Initial low-altitude test flights at Dryden in 1998 were conducted on battery power alone, prior to installation of the solar cell arrays. Centurion flies at an airspeed of only 17 to 21 mph, or about 15 to 18 knots. Although pitch control is maintained by the use of a full-span 60-segment elevator on the trailing edge of the wing, turns and yaw control are accomplished by applying differential power -- slowing down or speeding up the motors -- on the outboard sections of the wing. The video clip depicts the aircraft on the lakebed prior to and during its first low-altitude check flight under battery power on November 10, 1998.
Research pilot Rogers E. Smith is shown here in front of the SR-71 Blackbird he flew for NASA. Rogers was one of the two original NASA research pilots assigned to the SR-71 high speed research program at NASA's Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center, Edwards, California. Smith has been a NASA research pilot at Dryden since 1982. Data from the SR-71 program will be used to aid designers of future supersonic aircraft and propulsion systems. The SR-71 is capable of flying more than 2200 mph (Mach 3+) and at altitudes of over 80,000 feet. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data
The two pilot-engineer teams that flew the SR-71 aircraft at the NASA Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California, are, from top of ladder, pilot Rogers Smith, flight engineer Robert Meyer, pilot Steven Ishmael, and flight engineer Marta Bohn-Meyer. The Meyers are the first husband-wife team of aeronautical engineers at Dryden on flight status. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear
林加勇; 刘继军; 孟庆利; 雷明刚; 童宇; 高云
small in temperature. The maximum absolute error between the simulated values from the temperature field and the practical values was 0.48 K, the even absolute error and the even relative error were 0.11 K and 0.5%, respectively. Furthermore, the simulations for loaded boar building showed the reasonability both in increasing overall temperature and reducing airspeed behind each boar. Meanwhile wave movements of the airflow under the slatted floor were observed to signify the possibility of the noxious gas drifting into the animal occupied zone that could harm boars. The study of the simulations in boar building can improve the ventilation system of the building and thus protecting boars from noxious gas and high temperatures effectively. It also helped model and analyze swine buildings mounted with prevalent slatted floor and mechanical ventilation system. It also provided the theoretical basis for remaking and constructing the livestock building.
This 1992 photo shows SR-71 flight engineer Marta Bohn-Meyer in front of one of NASA's SR-71 aircraft on the ramp at the Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California. An aerospace engineer who has been at Dryden since 1979, Bohn-Meyer is the first female crew member ever assigned to fly in the SR-71. Data from the SR-71 program carried out by NASA will be used to aid designers of future supersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes
The two pilot-engineer teams that flew the SR-71 aircraft at the NASA Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center, Edwards, California, are, from left, pilot Rogers Smith, flight engineers Robert Meyer and Marta Bohn-Meyer, and pilot Steven Ishmael. The Meyers are the first husband-wife team of aeronautical engineers at Dryden on flight status. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or
to test airspeed calibrations and to research longitudinal and lateral stability and control. In
(Bureau No. 37975 -- NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas Aircraft Company contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J34-40 turbojet engine configured only for ground takeoffs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of Skyrocket performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitchup problems, which NACA engineers recognized as serious because pitchups could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950 Douglas Aircraft Company replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times -- up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at an altitude of approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a
Aircraft contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground takeoffs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of Skyrocket performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitchup problems, which NACA engineers recognized as serious because pitchup could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas Aircraft Company replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times -- up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at an altitude of approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability. This phenomenon was less pronounced on the Mach 1