Panoramic Sensor of the Aerodynamic Angle and True Airspeed with the Fixed Receiver and Ultrasonic Instrumentation Channels

The importance of information about the true airspeed and aerodynamic angles of aircraft and replenishment of arsenal of their measuring means with only electronic design scheme, low weight and cost, providing a panoramic measurement of the gliding angle is noted. It is shown that traditional measuring means of true airspeed of AP, which implement the aerodynamic and vane measuring methods of parameters of incoming air flow, using receivers and sensors distributed over the fuselage, have a complex design, significant weight and cost, and limited ranges of measuring aerodynamic angles, which limits their use on small-sized aircraft plane. The integrated sensor of aerodynamic angle and true airspeed, which implements a vortex method for measuring the parameters of incoming air flow, is considered. A single fixed flow receiver simplifies the design, and the time-frequency primary informative signals reduce the errors of instrumentation channel. The limited range of measurement of the gliding angle limits the use of the sensor on small AP. The integrated sensor of aerodynamic angle and true airspeed, which implements the ion-mark method for measuring the parameters of incoming air flow, is considered. The sensor provides a panoramic measurement of aerodynamic angle using receivers distributed in the measurement plane. But the multichannel measuring circuit significantly complicates the design, increases the weight and cost of the sensor, which limits its use on small-sized aircraft plane. The functional scheme of the original panoramic purely electronic sensor of the aerodynamic angle and true airspeed with one fixed receiver of the incoming air flow and ultrasonic instrumentation channels is revealed. Analytical models of the formation, processing and determination of the aerodynamic angle and true airspeed using frequency, time-pulse and phase informative signals are obtained. The analysis of the variants of used informative signals determines the prospects of using of the panoramic sensor with frequency informative signals on small-sized aircraft plane, in which there are no methodological errors from the influence of the ambient temperature when changing the flight altitude.

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Vortex sensor of aerodynamic angle and true airspeed with enhanced functionality

Russian Aeronautics ◽

10.3103/s106879981404014x ◽

2014 ◽

Vol 57 (4) ◽

pp. 402-405

Author(s):

E. S. Soldatkina ◽

V. M. Soldatkin

Keyword(s):

True Airspeed ◽

Vortex Sensor ◽

Aerodynamic Angle

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Vortex sensor of aerodynamic angle and true airspeed

Russian Aeronautics ◽

10.3103/s1068799812040149 ◽

2012 ◽

Vol 55 (4) ◽

pp. 402-407 ◽

Cited By ~ 1

Author(s):

V. M. Soldatkin ◽

E. S. Soldatkina

Keyword(s):

True Airspeed ◽

Vortex Sensor ◽

Aerodynamic Angle

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System engineering design of a vortex aerodynamic angle and true airspeed sensor

Russian Aeronautics ◽

10.3103/s1068799813030112 ◽

2013 ◽

Vol 56 (3) ◽

pp. 291-296 ◽

Cited By ~ 1

Author(s):

E. S. Soldatkina

Keyword(s):

Engineering Design ◽

System Engineering ◽

True Airspeed ◽

Aerodynamic Angle

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Preliminary Design of a Model-Free Synthetic Sensor for Aerodynamic Angle Estimation for Commercial Aviation

Sensors ◽

10.3390/s19235133 ◽

2019 ◽

Vol 19 (23) ◽

pp. 5133 ◽

Cited By ~ 6

Author(s):

Angelo Lerro ◽

Alberto Brandl ◽

Manuela Battipede ◽

Piero Gili

Keyword(s):

Network Architecture ◽

Simulated Data ◽

Flight Test ◽

Computational Effort ◽

Unmanned Aircraft ◽

Measure Data ◽

Training Strategy ◽

Model Free ◽

Design Activities ◽

Aerodynamic Angle

Heterogeneity of the small aircraft category (e.g., small air transport (SAT), urban air mobility (UAM), unmanned aircraft system (UAS)), modern avionic solution (e.g., fly-by-wire (FBW)) and reduced aircraft (A/C) size require more compact, integrated, digital and modular air data system (ADS) able to measure data from the external environment. The MIDAS project, funded in the frame of the Clean Sky 2 program, aims to satisfy those recent requirements with an ADS certified for commercial applications. The main pillar lays on a smart fusion between COTS solutions and analytical sensors (patented technology) for the identification of the aerodynamic angles. The identification involves both flight dynamic relationships and data-driven state observer(s) based on neural techniques, which are deterministic once the training is completed. As this project will bring analytical sensors on board of civil aircraft as part of a redundant system for the very first time, design activities documented in this work have a particular focus on airworthiness certification aspects. At this maturity level, simulated data are used, real flight test data will be used in the next stages. Data collection is described both for the training and test aspects. Training maneuvers are defined aiming to excite all dynamic modes, whereas test maneuvers are collected aiming to validate results independently from the training set and all autopilot configurations. Results demonstrate that an alternate solution is possible enabling significant savings in terms of computational effort and lines of codes but they show, at the same time, that a better training strategy may be beneficial to cope with the new neural network architecture.

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Aerodynamic angle estimation: comparison between numerical results and operative environment data

CEAS Aeronautical Journal ◽

10.1007/s13272-019-00417-x ◽

2019 ◽

Vol 11 (1) ◽

pp. 249-262 ◽

Cited By ~ 2

Author(s):

Angelo Lerro ◽

Manuela Battipede ◽

Piero Gili ◽

Alberto Brandl

Keyword(s):

Numerical Results ◽

Angle Estimation ◽

Aerodynamic Angle

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Ensuring Dynamic Accuracy of Aircraft’s Air Data System with Motionless Flush-Mounted Receiver of Flow

Mekhatronika Avtomatizatsiya Upravlenie ◽

10.17587/mau.21.535-543 ◽

2020 ◽

Vol 21 (9) ◽

pp. 535-543

Author(s):

V. M. Soldatkin ◽

V. V. Soldatkin ◽

A. V. Nikitin ◽

G. P. Sokolova

Keyword(s):

Atmospheric Turbulence ◽

Synthesis Method ◽

Computing System ◽

Integrated System ◽

Data System ◽

Luenberger Observer ◽

Functional Scheme ◽

True Airspeed ◽

Dynamic Errors ◽

Flow Pulsations

The article views, that draw-backs of aircraft’s traditional air data systems (ADS), built based installed in incoming air flow and installed outside the fuselage the pitot tube booms, temperature braking receivers, vane sensors of incidence angle and gliding angle are eliminated in original ADS with motionless flush-mounted receiver of flow. The functional scheme of aircraft’s air data system with motionless flush-mounted receiver of flow, built based on the original ion-mark sensor of aerodynamic angle and true airspeed, on receiving board of which the hole-receiver is installed to perceive the static pressure of incoming air flow. Models of operator sensitivity and dynamic errors of instrumentation channels due to random stationary atmospheric turbulence and random flow pulsations at location of the ion-mark sensor on fuselage of the aircraft are presented. Recommended to use the optimal linear Wiener filter, the synthesis method of which is revealed on example of the true airspeed instrumentation channel to reduce the stationary dynamic errors of instrumentation channels of air data system with motionless flush-mounted receiver due to atmospheric turbulence. Recommended to use the principle of integration to reduce the stationary random dynamic errors of instrumentation channels of air data system with motionless flush-mounted receiver due to flow pulsations near fuselage at location of ion-mark sensor. Proposed to use aeromechanical measuring and computing system built based VIMI method with Luenberger observer as an additional component of integrated air data system. Integrated system simulates the movement of aircraft in this flight mode and by flight parameters measured with high accuracy using flush-mounted receivers "restores" air signals included in equations of movement of aircraft. The structure, method and algorithms for determining air signals in channels of aeromechanical measuring and computing system with a Luenberger observer are presented. Using the example of true airspeed measurement, the analysis and quantitative assessment of residual dynamic error of integrating channel of integrated aircraft’s air data system with motionless flush-mounted receiver of flow is carried out.

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Load relief control of launch vehicle using aerodynamic angle estimation

Proceedings of the Institution of Mechanical Engineers Part G Journal of Aerospace Engineering ◽

10.1177/0954410017699435 ◽

2017 ◽

Vol 232 (8) ◽

pp. 1598-1605

Author(s):

Gyeongtaek Oh ◽

Jongho Park ◽

Jeongha Park ◽

Hongju Lee ◽

Youdan Kim ◽

...

Keyword(s):

Closed Loop ◽

Sliding Mode ◽

Dynamic Pressure ◽

Launch Vehicle ◽

Aerodynamic Load ◽

Load Relief ◽

Control Scheme ◽

Potential Benefits ◽

Aerodynamic Angle ◽

Ascent Phase

A nonlinear closed-loop load relief scheme is proposed to reduce the aerodynamic load during the ascent phase of a launch vehicle. The proposed controller is designed based on a back-stepping and sliding-mode control scheme with aerodynamic angle feedback. A hybrid load-relief strategy using the load relief scheme around the period of the maximum dynamic pressure and the traditional minimum-drift scheme during the other period is proposed. An aerodynamic angle estimator is also developed using a Kalman filter for the feedback of the load relief control. Numerical simulation is conducted to demonstrate the performance of the proposed strategy as well as the potential benefits.

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Assessing Aircraft Performance in a Warming Climate

Weather Climate and Society ◽

10.1175/wcas-d-20-0098.1 ◽

2021 ◽

Vol 13 (1) ◽

pp. 39-55

Author(s):

Mary McRae ◽

Ross A. Lee ◽

Scott Steinschneider ◽

Frank Galgano

Keyword(s):

Climate Change ◽

Engine Performance ◽

Dewpoint Temperature ◽

Air Temperatures ◽

Operational Capabilities ◽

True Airspeed ◽

Aircraft Performance ◽

Probability Matrices ◽

Air Force Base ◽

Reduced Rate

AbstractIncreases in maximum and minimum air temperatures resulting from anthropogenic climate change will present challenges to aircraft performance. Elevated density altitude (DA) reduces aircraft and engine performance and has a direct impact on operational capabilities. The frequency of higher DA will increase with the combination of higher air temperatures and higher dewpoint temperatures. The inclusion of dewpoint temperature in DA projections will become increasingly critical as minimum air temperatures rise. High DA impacts aircraft performance in the following ways: reduction in power because the engine takes in less air; reduction in thrust because a propeller is less efficient in less dense air; reduction in lift because less dense air exerts less force on the airfoils. For fixed-wing aircraft, the performance impacts include decreased maximum takeoff weight and increased true airspeed, which results in longer takeoff and landing distance. For rotary-wing aircraft, the performance impacts include reduced power margin, reduced maximum gross weight, reduced hover ceiling, and reduced rate of climb. In this research, downscaled and bias-corrected maximum and minimum air temperatures for future time periods are collected and analyzed for a selected site: Little Rock Air Force Base, Arkansas. Impacts corresponding to DA thresholds are identified and integrated into risk probability matrices enabling quantifiable comparisons. As the magnitude and frequency of high DA occurrences are projected to increase as a result of climate change, it is imperative for military mission planners and acquisition officers to comprehend and utilize these projections in their decision-making processes.

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Automatic Air Navigation

Aircraft Engineering and Aerospace Technology ◽

10.1108/eb031225 ◽

1945 ◽

Vol 17 (3) ◽

pp. 64-69

Author(s):

F.H. Scrimshaw ◽

J.A. Wells

Keyword(s):

Dead Reckoning ◽

Basic Method ◽

Wind Vector ◽

True Airspeed ◽

The Mean

THE basic method of air navigation is deduced reckoning or simply dead reckoning. The method comprises the maintenance of an air pilot, which is made by calculating true airspeed and hence air distance run and then plotting this along the aircraft's heading from some initial ground fix. Subsequent ground positions may then be deduced by laying off the wind vector from the air position. As an example (Fig. 1) suppose an aircraft flics for one hour on a true heading of 060 deg. starting from an initial ground position A. If the true airspeed is 180 knots the air position will be at B, and if the mean wind over the flight is 45 knots from 340 deg. true then the ground position (by D.R.) corresponding to an air position at B would be at C. Now if the aircraft flics for the next hour on a true heading of 085 deg. and the mean wind over this hour is 30 knots from 310 deg. true, the air position with respect to A would be at D and the ground position at F. If a new air plot had been started at C then the air position, at the end of the second hour, would be at E and the ground position (by D.R.) again at F.

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