Approach Operations and the Energy Management Challenge

2016 ◽  
Vol 3 (2) ◽  
pp. 1-10
Author(s):  
Kevin M. Smith
Keyword(s):  
Energy Management ◽  
Maximum Rate ◽  
High Speed ◽  
Background Information ◽  
Flight Crew ◽  
Level Flight ◽  
Rate Deceleration ◽  
Limiting Parameters ◽  
Management Challenge ◽  
Maximum Deceleration

This article presents vital approach energy management data that has been flight tested. This important background information may be of considerable interest to those involved in designing solutions for the approach and landing safety problem. This data can easily be uploaded to a “Smart Cockpit” feature so that flight crews can have this information presented when it is most needed. Limiting parameters for a stabilized approach are presented. The flight crew must be aware of certain stabilization targets so as to make a more informed decision concerning the go-around or land decision. Aerodynamic factors such as weight and airspeed effects are covered to provide the necessary understanding of the dynamic stability challenge. Deceleration distances versus approach airspeeds have been operationally examined. These profiles include level flight deceleration, level flight maximum deceleration, three-degree maximum rate deceleration, high-speed descent, low-speed descent, and the concerning “slam dunk” turn.

Optical Flow and Texture Variables Useful for Detecting Changes in Simulated Self Motion

1983 ◽  
Vol 27 (12) ◽  
pp. 996-1000
Author(s):  
Dean H. Owen ◽  
Lawrence J. Hettinger ◽  
Shirley B. Tobias ◽  
Lawrence Wolpert ◽  
Rik Warren
Keyword(s):  
Optical Flow ◽  
Flow Pattern ◽  
High Speed ◽  
Flight Simulator ◽  
Practical Relevance ◽  
Motion Information ◽  
Flow Acceleration ◽  
Level Flight ◽  
Texture Density ◽  
Self Motion

Several methods are presented for breaking linkages among global optical flow and texture variables in order to assess their usefulness in experiments requiring observers to distinguish change in speed or heading of simulated self motion from events representing constant speed or level flight. Results of a series of studies testing for sensitivity to flow acceleration or deceleration, flow-pattern expansion variables, and the distribution of optical texture density are presented. Theoretical implications for determining the metrics of visual self-motion information, and practical relevance for pilot and flight simulator evaluation and for low-level, high-speed flight are discussed.

What we do with Human Factors Data and Theory: A Flight Deck Design Philosophy for the High Speed Civil Transport Aircraft

1994 ◽  
Vol 38 (16) ◽  
pp. 1003-1007
Author(s):  
K. Michael Dresel ◽  
David D. T. Pepitone
Keyword(s):  
High Speed ◽  
System Development ◽  
Current System ◽  
Lessons Learned ◽  
Flight Crew ◽  
Transport Aircraft ◽  
Design Philosophy ◽  
Flight Deck Design ◽  
Human Operators ◽  
Flight Deck

This paper reports on the results and lessons learned from constructing a design philosophy for a new aircraft. The High Speed Civil Transport aircraft is the next-generation supersonic transport, planned for initial operating capability in 2005. Current objectives for the aircraft include cruise speeds of Mach 2.4, ability to take off and land in low visibility, and restricted forward vision. These objectives necessitate consideration of major changes in some of the functions currently allocated to the human flight crew. An explicit design philosophy was defined as the first step in ensuring that system development proceeded with clear emphasis on supporting the human operators in accomplishing the goals of transporting their passengers and cargo safely, comfortably, efficiently and on schedule. This paper discusses the development and details of the integrated flight deck design philosophy that will be used to guide the development of a High Speed Civil Transport flight deck. The paper describes • the goals, scope and benefits of the flight deck design philosophy; • the effect on the current system development process; • the method used to produce the design philosophy; • examples of the philosophy and guideline statements, with rationale; • and finally, suggestions for improving the transfer of basic and applied research into the system design process.

Flight Operations

2015 ◽  
pp. 1-14
Keyword(s):  
High Speed ◽  
Mental Workload ◽  
Historical Overview ◽  
Military Aircraft ◽  
Flight Crew ◽  
Structural Representation ◽  
Adverse Conditions ◽  
Flight Operations ◽  
History Of

This chapter is a brief overview of some important milestones in the history of aviation. Armed with this knowledge it is hoped that the reader can gain some appreciation of the necessity, and indeed the urgency, of providing additional decision and targeted activity support for flight crews of modern high-speed commercial and military aircraft. It is important to realize that as aviation advanced from simple single-engine aircraft capable of flying not more that about 100 MPH, to advanced, multi-engine aircraft with international capabilities, complexity, and mental workload increased exponentially. This in turn has increased our attention to understanding how to support the flight crew better. This chapter is a brief historical overview, a mission structural representation, and some discussions on flying in adverse conditions.

Design and Implementation of Bridge Simulator Systems for High Speed Ships

2015 ◽  
Author(s):  
Eugene Miller ◽  
Jeff Gladhill ◽  
Brett Fox
Keyword(s):  
High Speed ◽  
Background Information ◽  
Design Features ◽  
Training Requirements ◽  
Design And Implementation ◽  
High Speeds ◽  
Inherent Nature

This paper provides an introduction to the requirements, design and implementation of bridge simulator systems to support the training of operators and bridge teams for fast ships. Consistent with the practice for conventional ships, there is a trend to use bridge simulator systems to support the training of individual operators and bridge teams of fast ships. This also applies to a lesser degree to support the training of operators of high speed boats. Although they share much in common with bridge simulators for conventional ships, bridge simulator systems for fast ships have to support additional or different emphasis on training requirements. These training requirements arise due to the inherent nature of fast ships (operation at high speeds) and the design features typically implemented in fast ships. In the context of this paper, fast implies the capability to operate for sustained periods at speeds in excess of 30 kts. The following sections provides some background information, discuss the training requirements that are specific to fast ships, the translation of these training requirements into requirements for fast ship bridge simulator and then some examples related to the implementation of these simulator requirements in existing systems.

scholarly journals Energy Management Strategy for High-Altitude Solar Aircraft Based on Multiple Flight Phases

2020 ◽  
Vol 2020 ◽  
pp. 1-13
Author(s):  
Mou Sun ◽  
Chuan Shan ◽  
Kang-wen Sun ◽  
Yu-hong Jia
Keyword(s):  
Solar Energy ◽  
High Altitude ◽  
Energy Management ◽  
Management Strategy ◽  
Maximum Power ◽  
Solar Irradiation ◽  
Rechargeable Battery ◽  
Energy Management Strategy ◽  
Level Flight ◽  
Long Endurance

Making use of solar energy to fly is an up-and-coming technology in the human aviation field since solar energy is renewable and inexhaustible, and more and more attention and efforts have been directed to the development of high-altitude solar aircraft (HSA). Due to the technical constraints of the rechargeable battery, the HSA must carry sufficient batteries to meet the flight power consumption at night, which seriously limits the flight endurance of HSA. To solve this contradiction, the paper has proposed a new energy management strategy (EMS) of multiple flight phases for HSA based on the gravitational energy storage and mission altitude, which aims to achieve the goal of long-endurance flight for HSA. The integrated model of this new EMS includes the aerodynamic model, the kinematic model, the solar irradiation model, the battery model, and the energy management model. Compared with the current EMS of level flight, the flight path of HSA in the new EMS has been divided into five phases: the lower altitude level flight at night, the maximum power ascending for mission altitude, the level flight at mission altitude, the maximum power ascending for higher altitude, and the longest gliding endurance. At last, the calculation of the new EMS for Zephyr 7 is studied by MATLAB/Simulink, and the calculation results indicate that about 22.9% of energy surplus can be stored in battery with the new EMS for Zephyr 7 compared with the current EMS, which is equal to reducing the rechargeable battery weight from 16.0 kg to 12.3 kg. Besides, the results of simulation in the four seasons also show that the new EMS is a very promising way to achieve the long-endurance goal for high-altitude HSA when the flight conditions satisfy some constraints like the deficiency of solar flux and the limit of battery mass.

A discussion on deformation of solids by the impact of liquids, and its relation to rain damage in aircraft and missiles, to blade erosion in steam turbines, and to cavitation erosion - Observation of events leading to the formation of water drops which cause turbine blade erosion

1966 ◽  
Vol 260 (1110) ◽  
pp. 183-192 ◽  
Keyword(s):  
Turbine Blade ◽  
High Speed ◽  
Maximum Velocity ◽  
Low Pressure ◽  
Background Information ◽  
Maximum Diameter ◽  
Steam Turbines ◽  
Subsequent Formation ◽  
Water Drops ◽  
The Impact

The large blades required in the last low pressure stages of modern turbines of 350 MW and above makes them more susceptible to erosion by wet steam owing to the increase in blade tip velocity. A specially developed periscope combined with a cine camera has been used for viewing inside an operating turbine to record the flow of water over the fixed blades and the subsequent formation and stripping of the water drops which then impact on the moving blades causing erosion. The drops had a maximum diameter of 450 /mi and the estimated total mass of the drops impacting on the blades was only a few per cent of the mass flow of water condensed from the steam. This confirms that the condensed steam forms a fog of droplets which are so small that only a very small proportion of them is captured by the turbine surfaces to produce large drops capable of causing erosion. In addition to the direct practical value of these observations, the data provide background information in support of the high speed photographic studies of the drop-forming processes on a blade cascade in the laboratory. Experiments in a steam tunnel in which the turbine low pressure steam conditions can be simulated, indicate that drops of 350 to 1600 /xm leave the trailing edge of a blade and accelerate to a maximum velocity of 70 ft./s over a distance of about 1 in. in the blade wake. They are then caught in the main steam flow, which has a velocity of up to 1200 ft./s, where they are broken up and rapidly accelerated. Analysis of the cine films of observations in a turbine and in the steam tunnel gives the velocities and sizes of the drops causing turbine blade erosion.

Design of an Experimental Setup for Testing Multiphysical Effects on High Speed Mini Rotors

2011 ◽  
Vol 133 (5) ◽  
Author(s):  
Emre Dikmen ◽  
Peter J. M. van der Hoogt ◽  
André de Boer ◽  
Ronald G. K. M. Aarts ◽  
Ben Jonker
Keyword(s):  
High Speed ◽  
Critical Speed ◽  
Rotation Speed ◽  
Design Procedure ◽  
Background Information ◽  
Small Scale ◽  
Experimental Setup ◽  
Research Projects ◽  
Design Decisions ◽  
Design Requirements

Recently, there have been numerous research projects on the development of minirotating machines. These machines mostly operate at speeds above the first critical speed and have special levitation systems. Besides, the multiphysical effects become significant in small scale. Therefore, advanced modeling approaches should be developed and innovative experimental rigs with the foregoing requirements should be constructed in order to test the developed techniques. In the current study, the design of an experimental setup for testing the multiphysical effects has been outlined. First, the previously developed multiphysical models (Dikmen, E., van der Hoogt, P., de Boer, A., and Aarts, R., 2010, “Influence of Multiphysical Effects on the Dynamics of High Speed Minirotors—Part I: Theory,” J. Vibr. Acoust., 132, p. 031010; Dikmen, E., van der Hoogt, P., de Boer, A., and Aarts, R., 2010, “Influence of Multiphysical Effects on the Dynamics of High Speed Minirotors—Part II: Results,” J. Vibr. Acoust., 132, p. 031011) for the analysis of small scale rotors are described briefly for background information. Second, an analysis of the effect of the rotor parameters (diameter, length, rotation speed, etc.) on the dynamics of the rotor under multiphysical effects is presented. Afterward the design process which includes the design decisions based on these results, the availability, simplicity, and applicability of each component is presented in detail. Finally, the experimental results have been presented and the efficiency of the design has been evaluated. In summary, the design requirements for an experimental setup for testing multiphysical effects on minirotors have been analyzed. The design procedure and evaluation of the design have been presented.

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