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At least 307 records · Page 17

Combined pitching and yawing motion of airplanes

This report treats the following problems: The beginning of the investigated motions is always a setting of the lateral controls, i.e., the rudder or the ailerons. Now, the first interesting question is how the motion would proceed if these settings were kept unchanged for some time; and particularly, what upward motion would set in, how soon, and for how long, since therein lie the dangers of yawing. Two different motions ensue with a high rate of turn and a steep down slope of flight path in both but a marked difference in angle of attack and consequently different character in the resultant aerodynamic forces: one, the "corkscrew" dive at normal angle, and the other, the "spin" at high angle.

Baranoff, A V↗

Evaluating Flight Crew Operator Manual Documentation

Aviation and cognitive science researchers have identified situations in which the pilot s expectations for the behavior of the avionics are not matched by the actual behavior of the avionics. Researchers have attributed these "automation surprises" to the complexity of the avionics mode logic, the absence of complete training, limitations in cockpit displays, and ad-hoc conceptual models of the avionics. Complete canonical rule-based descriptions of the behavior of the autopilot provide the basis for understanding the perceived complexity of the autopilots, the differences between the pilot s and autopilot s conceptual models, and the limitations in training materials and cockpit displays. This paper compares the behavior of the autopilot Vertical Speed/Flight Path Angle (VS-FPA) mode as described in the Flight Crew Operators Manual (FCOM) and the actual behavior of the VS-FPA mode defined in the autopilot software. This example demonstrates the use of the Operational Procedure Model (OPM) as a method for using the requirements specification for the design of the software logic as information requirements for training.

Sherry, Lance↗

Analysis and Simulation for a Spotlight-Mode Aircraft SAR in Circular Flight Path

A wide azimuth beam SAR can offer higher resolution or wider azimuth viewing angle; two factors that help better characterize the backscattering property of targets for various science applications. One disadvantage of wide beam SAR is that a much higher pulse repetition frequency (PRF) is usually required since PRF is proportional to the radar beam angle. This problem can be resolved using a spotlight-mode concept: steering a narrow beam SAR to a fixed spot on the ground. The drawback of a spotlight-mode SAR is its limited coverage. A conventional spotlight-mode SAR operates along a straight line path as shown in Figure 1. It can be shown that spotlight-mode SAR that follows a straight line path has difficulty in achieving the ultimate resolution of lambda/4. It also cannot utilize the full 180 degree of azimuth viewing angle that can be attained only when the synthetic aperture length approaches infinity.

Jin, Michael Y.↗

Hypervelocity impact study: The effect of impact angle on crater morphology

The Space Power Institute (SPI) of Auburn University has conducted preliminary tests on the effects of impact angle on crater morphology for hypervelocity impacts. Copper target plates were set at angles of 30 deg and 60 deg from the particle flight path. For the 30 deg impact, the craters looked almost identical to earlier normal incidence impacts. The only difference found was in the apparent distribution of particle residue within the crater, and further research is needed to verify this. The 60 deg impacts showed marked differences in crater symmetry, crater lip shape, and particle residue distribution. Further research on angle effects is planned, because the particle velocities for these shots were relatively slow (7 km/s or less).

Crawford, Gary↗

Quasi-steady flight to quasi-steady flight transition for abort landing in a windshear - Trajectory optimization and guidance

Trajectory optimization and trajectory-guidance problems for abort-landing maneuvers in the presence of low-altitude wind shear are investigated by means of numerical simulations, with a focus on methods designed to achieve quasi-steady flight recovery (final values of the relative velocity, path inclination, and angle of attack equal to those for quasi-steady steepest climb). The derivation of the governing equations is outlined; the modeling techniques are explained; and results for a B-727 transport aircraft approaching a sea-level airfield at temperature 100 F are presented in extensive tables and graphs and characterized in detail. The techniques developed are shown to be effective in restoring the aircraft to stable quasi-steady flight.

Miele, A.↗

What we Hope to Learn about Global Mineral Dust Aerosols from EOS Multi-Angle Imaging SpectroRadiometer (MISR)

On global scales, just a few broad atmospheric aerosol compositional groups are commonly observed. Of these, "mineral dust" is the only group which both contains non-spherical particles, and typically has size distributions with enough large particles for particle shape to affect its visible-light-scattering properties. The MISR instrument is scheduled for launch into a 10:30 AM sun-synchronous, polar orbit aboard the EOS Terra satellite in 1999. MISR will measure the upwelling visible radiance from Earth in 4 spectral bands centered at 446, 558, 672, and 866 nm, at each of 9 emission angles spread out in the forward and aft directions along the flight path at +/-70.5 deg, +/-60.0 deg, +/-45.6 deg, +/-26.1deg, and nadir. Over a period of 7 minutes, as the spacecraft flies along, a 360 km wide swath of Earth will successively be viewed by each of the cameras, allowing MISR to sample a very large range of scattering angles; in mid latitudes, the instrument will observe scattering angles between about 60 deg and 160 deg. Global coverage will be acquired about once in 9 days at the equator; the nominal mission lifetime is 6 years. The distinction in single scattering phase function between natural distributions of spherical and randomly oriented, non-spherical particles, with a broad range of aspect ratios, shows up strongly for scattering angles ranging from about 90 deg to near 180 deg. For non-spherical particle distributions, single scattering phase functions tend to be much flatter in this region than for spherical particles. Since MISR samples the relevant range of scattering angles very well, we expect to be able to make critical distinctions between natural distributions of spherical and randomly oriented, non-spherical particles with MISR data. We anticipate that the new multiangle, multispectral data from MISR will also contain other information about particle properties, a major step beyond current spacecraft remote sensing retrievals, which obtain aerosol optical depth based on entirely assumed particle microphysical properties. According to simulations over cloud-free, calm ocean, for pure particles with natural ranges of optical depth, particle size, and indices of refraction, MISR should retrieve column optical depth for all but the darkest particles, to an uncertainty of at most 0.05 or 20%, whichever is larger, even if the particle properties are poorly known. For one common particle type, soot, constraints on the optical depth over dark ocean are very poor. The simulated measurements also should allow us to separate two to four compositional groups based on indices of refraction, and to identify three to four distinct size groups between 0.1 and 2.0 microns characteristic radius at most latitudes. The technique is most sensitive to particle microphysical properties in the "accumulation mode" sizes. where particle scattering undergoes the transition from Rayleigh to large-particle regimes for the MISR wavelengths. Based on these results, we expect to distinguish air masses containing different aerosol types, routinely and globally, with multiangle remote sensing data. Such data complements in situ and field data, which can provide details about aerosol size and composition locally that are needed to assess the radiative effects of aerosols quantitatively. Both field data and correlations in space and time with likely source and sink regions will also be helpful in developing a global picture of mineral dust aerosol budgets. Further work on the expected sensitivity of MISR to natural mixtures of pure particles, including climatologically likely mineral dust components, is currently underway.

Kahn, Ralph↗

Dim star fringe tracking demonstration on SIM's system testbed-3

The main testbed objective is to demonstrate nanometer class stability of fringes in the dim star, or science, interferometer while using path length & angle feed-forward control, and while the instrument is integrated atop a flight-like flexible structure. This document addresses completion of the Path Length Feed Forward milestone, which requires at least 40 dB of external delay rejection at some frequency between 0.1 and 1.0 Hz.

pathlength↗

Analysis and Simulation for a Spotlight-Mode Aircraft SAR in Circular Flight Path

A spotlight aircraft SAR in a circular flight path can efficiently obtain an image with very high azimuth resolution or a wider azimuth viewing angle. An analysis on the spotlight SAR is made regarding the required PRF, the predicted resolution, and the computation complexity as a function of the aircraft altitude and the distance between a target and the center of the flight path projection. An efficient processing algorithm based on the exact wide beam spectrum is presented. The results of simulation indicate that the impulse responses meet the predicted resolution performance.

processing algorithm↗

Aerodynamic characteristics of a vane flow angularity sensor system capable of measuring flight path accelerations for the Mach number range from 0.40 to 2.54

The aerodynamic characteristics of the angle of attack vane and the angle of sideslip vane are summarized. The test conditions ranged in free stream Mach number from 0.40 to 2.54, in angle of attack from -2 deg to 22 deg, in angle of sideslip from -2 deg to 12 deg, and in Reynolds number from 590,000 per meter to 1.8 million per meter. The results of the wind tunnel investigation are compared with results obtained with similar vane configurations. Comparisons with a NACA vane configuration are also made. In addition, wind tunnel-derived upwash for the test installation is compared with analytical predictions.

Sakamoto, G. M.↗

Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. cones ) of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of Maximum Eye Movement. However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of Easy Eye Movement, though all were within the cone of Maximum Eye Movement. All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Most instrument displays in conventional aircraft lay within the cone of Easy Eye Movement, though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight. The learning objectives include: 1) Know three physiologic cones of eye/head movement; 2) Understand how instrument displays comply with these design principles in conventional aircraft and an uninhabited aerial vehicle system. Which of the following is NOT a recognized physiologic principle of instrument display design? Cone of Easy Eye Movement 2) Cone of Binocular Eye Movement 3) Cone of Maximum Eye Movement 4) Cone of Head Movement 5) None of the above. Answer: # 2) Cone of Binocular Eye Movement

Kamine, Tovy Haber↗

Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. "cones") of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement" (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Methods: Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. Results: The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of "Maximum Eye Movement". However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of "Easy Eye Movement", though all were within the cone of "Maximum Eye Movement". All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Discussion: Most instrument displays in conventional aircraft lay within the cone of "Easy Eye Movement", though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight.

Bendrick, Gregg A.↗

Analysis and compilation of missile aerodynamic data. Volume 2: Performance analysis

A general analysis is given of the flight dynamics of several surface-to-air and two air-to-air missile configurations. The analysis involves three phases: vertical climb, straight and level flight, and constant altitude turn. Wind tunnel aerodynamic data and full scale missile characteristics are used where available; unknown data are estimated. For the constant altitude turn phase, a three degree of freedom flight simulation is used. Important parameters considered in this analysis are the vehicle weight, Mach number, heading angle, thrust level, sideslip angle, g loading, and time to make the turn. The actual flight path during the turn is also determined. Results are presented in graphical form.

Burkhalter, J. E.↗

An in flight investigation of pitch rate flight control systems and application of frequency domain and time domain predictive criteria

The degree of attitude control provided by current integral-proportional pitch rate command-type control systems, while a prerequisite for flared landing, is insufficient for 'Level 1' performance. The pilot requires 'surrogate' feedback cues to precisely control flight path in the landing flare. Monotonic stick forces and pilot station vertical acceleration are important cues which can be provided by means of angle-of-attack and pitch rate feedback in order to achieve conventional short period and phugoid characteristics. Integral-proportional pitch rate flight control systems can be upgraded to Level 1 flared landing performance by means of lead/lag and washout prefilters in the command path. Strong pilot station vertical acceleration cues can provide Level 1 flared landing performance even in the absence of monotonic stick forces.

Berthe, C. J.↗

Angle-of-attack estimation for analysis of CAT encounters

Recent studies of clear-air turbulence (CAT) encounters involving wide-body airliners have been based upon flight-path wind estimates made by analyzing digital flight-data-recorder (DFDR) records and radar records. Such estimates require a time history of the aircraft angle of attack, a record that is not usually included in the DFDR measurement set. This paper describes a method for reconstructing angle of attack that utilizes available flight record and aircraft-specific information associated with an aerodynamic model of the lift coefficient. Results from two wide-body incidents in which vane measurements of angle of attack were recorded show good agreement between measured and calculated time histories. This research has been performed in cooperation with the National Transportation Safety Board to provide a better understanding of the CAT phenomenon.

Bach, R. E., Jr.↗

Determination of Flight Paths of an SBD-1 Airplane in Simulated Diving Attacks, Special Report

An investigation has been made to determine the motions of and the flight paths describe by a Navy dive-bombing airplane in simulated diving attacks. The data necessary to evaluate these items, with the exception of the atmospheric wind data, were obtained from automatic recording instruments installed entirely within the airplane. The atmospheric wind data were obtained from the ground by the balloon-theodolite method. The results of typical dives at various dive angles are presented in the form of time histories of the motion of the airplane as well as flight paths calculated with respect to still air and with respect to the ground.

Johnson, Harold I.↗

Soil moisture detection from radar imagery of the Phoenix, Arizona test site

The Environmental Research Institute of Michigan (ERIM) dual-polarization X and L band radar was flown to acquire radar imagery over the Phoenix (Arizona) test site. The site was covered by a north-south pass and an east-west pass. Radar response to soil moisture was investigated. Since the ERIM radar does not have accurately measured antenna patterns, analysis of the L band data was performed separately for each of several strips along the flight line, each corresponding to a narrow angle of incidence. For the NS pass, good correlation between the radar return and mositure content was observed for each of the two nearest (to nadir) angular ranges. At higher angular ranges, no correlation was observed. The above procedure was not applied to the EW pass due to flight path misalignments. The results obtained stress the importance of radar calibration, the digitization process, and the angle of incidence.

Cihlar, J.↗

Terminal area automatic navigation, guidance, and control research using the Microwave Landing System (MLS). Part 4: Transition path reconstruction along a straight line path containing a glideslope change waypoint

The necessary algorithms to reconstruct the glideslope change waypoint along a straight line in the event the aircraft encounters a valid MLS update and transition in the terminal approach area are presented. Results of a simulation of the Langley B737 aircraft utilizing these algorithms are presented. The method is shown to reconstruct the necessary flight path during MLS transition resulting in zero cross track error, zero track angle error, and zero altitude error, thus requiring minimal aircraft response.

Pines, S.↗

Tip-path-plane angle effects on rotor blade-vortex interaction noise levels and directivity

Acoustic data of a scale model BO-105 main rotor acquired in a large aeroacoustic wind tunnel are presented to investigate the parametric effects of rotor operating conditions on blade-vortex interaction (BVI) impulsive noise. Contours of a BVI noise metric are employed to quantify the effects of rotor advance ratio and tip-path-plane angle on BVI noise directivity and amplitude. Acoustic time history data are presented to illustrate the variations in impulsive characteristics. The directionality, noise levels and impulsive content of both advancing and retreating side BVI are shown to vary significantly with tip-path-plane angle and advance ratio over the range of low and moderate flight speeds considered.

Burley, Casey L.↗