Evaluation of Aviation Emissions and Environmental Costs in Europe Using OpenSky and OpenAP

In this paper, we propose a data-driven approach that estimates cruise-level flight emissions over Europe using OpenSky ADS-B data and OpenAP emission models. Flight information, including position, altitude, speed, and the vertical rate are obtained from the OpenSky historical database, gathered at a sample rate of 15 s. Emissions from each flight are estimated at a 30-s time interval. This study makes use of the first four months of flights in 2020 over the major part of Europe. The dataset covers the period before and at the start of the COVID-19 pandemic. The aggregated results show cruise-level flight emissions by different airlines, geographic regions, altitudes, and timeframe (e.g., weeks). We also estimate environmental costs associated with aviation in Europe by using marginal cost values from the literature. Overall, we have demonstrated how open flight data from OpenSky can be employed to rapidly assess aviation emissions at varying spatio-temporal resolutions on a continental scale.

Classification of helicopter’s typical flight state based on threshold

Dividing the 37 flying state of a certain line number helicopter. Firstly, dividing the helicopter rotation and single-engine flight. Secondly, performing preliminary state division for the remaining samlpes, the specific division of yaw angle, helicopter flight altitude and indicated air speed are different states, the least squares polynomial method is used for smoothing respectively. Calculating the extreme value of each parameter data, with the difference value of the extreme value of the parameter data being less than 10 as the limiting condition, dividing the original data segment into non-turning, level flight and steady speed state. The remaining sampling points are in the state of unsteady turning and non-level flight. Taking the difference value 0 as the limiting condition, further divide the non-steady speed and non-level flight state. Dividing the state of turning and non-turning, level flight, ascent and descent, steady speed, increase speed and deceleration state, which is the preliminary division state. Finally, dividing the near-ground and non-near-ground, classifying the helicopter status according to the height threshold, and analyze the accuracy of the classification results. The results show that this method is versatile, can quickly divide helicopters with different flight complexity, and has high accuracy.

Modeling and control of a quadrotor tail-sitter unmanned aerial vehicles

The tail-sitter unmanned aerial vehicles have the advantages of multi-rotors and fixed-wing aircrafts, such as vertical takeoff and landing, long endurance and high-speed cruise. These make the tail-sitter unmanned aerial vehicle capable for special tasks in complex environments. In this article, we present the modeling and the control system design for a quadrotor tail-sitter unmanned aerial vehicle whose main structure consists of a traditional quadrotor with four wings fixed on the four rotor arms. The key point of the control system is the transition process between hover flight mode and level flight mode. However, the normal Euler angle representation cannot tackle both of the hover and level flight modes because of the singularity when pitch angle tends to [Formula: see text]. The dual-Euler method using two Euler-angle representations in two body-fixed coordinate frames is presented to couple with this problem, which gives continuous attitude representation throughout the whole flight envelope. The control system is divided into hover and level controllers to adapt to the two different flight modes. The nonlinear dynamic inverse method is employed to realize fuselage rotation and attitude stabilization. In guidance control, the vector field method is used in level flight guidance logic, and the quadrotor guidance method is used in hover flight mode. The framework of the whole system is established by MATLAB and Simulink, and the effectiveness of the guidance and control algorithms are verified by simulation. Finally, the flight test of the prototype shows the feasibility of the whole system.

Cavitator Design for Straight-Running Supercavitating Torpedoes

A practical cavitator design method for straight-running-type supercavitating torpedoes was developed in this paper. Design requirements were first drawn in terms of torpedo performance characteristics, such as maximum range and motion stability. This method determines the optimum cavitator satisfying the design requirements that not only minimize the total drag of the torpedo, extending the maximum range, but also provide hydrodynamic forces required for straight level flight. The design procedure includes determining a design cavitation number and cavitator type (disk or cone) for obtaining the optimal cavitator that minimizes the total drag of a torpedo in straight level flight. To determine such an optimal cavitator, the equations of force and moment equilibrium for straight level flight were iteratively solved by the existing mathematical models that determine the cavity shapes generated by disk- and cone-shaped cavitators and hydrodynamic forces acting on the vehicle. For validation, model experiments on a small-scale supercavitating vehicle were conducted in a towing tank, and the results agree well with those of the mathematical models used in this study. A preliminary design based on the newly proposed method was also implemented for a realistic supercavitating vehicle. More precise computations using CFD should be conducted to investigate the physics in more detail in the near future.

Development of an in situ Acoustic Anemometer to Measure Wind in the Stratosphere for SENSOR

The Stratospheric Environmental respoNses to Solar stORms (SENSOR) campaign investigates the influence of solar storms on the stratosphere. This campaign employs a long-duration zero-pressure balloon as a platform to carry multiple types of payloads during a series of flight experiments in the mid-latitude stratosphere from 2019 to 2022. This article describes the development and testing of an acoustic anemometer for obtaining in situ wind measurements along the balloon trajectory. Developing this anemometer was necessary, as there is no existing commercial off-the-shelf product, to the authors' knowledge, capable of obtaining in situ wind measurements on a high-altitude balloon or other similar floating platform in the stratosphere. The anemometer is also equipped with temperature, pressure, and humidity sensors from a Temperature-Pressure-Humidity measurement module, inherited from a radiosonde developed for sounding balloons. The acoustic anemometer and other sensors were used in a flight experiment of the SENSOR campaign that took place in the Da chaidan District (95.37° E, 37.74° N) on 4 September 2019. The zonal and meridional wind speed observations, which were obtained during level flight at an altitude exceeding 20 km, are presented. This is the first time that in situ wind measurements were obtained during level flight at this altitude. In addition to wind speed measurements, temperature, pressure, and relative humidity measurements during ascent are compared to observations from a nearby radiosonde launched four hours earlier. Further analysis of the wind data will presented in a subsequent publication. The problems experienced by the acoustic anemometer during the 2019 experiment show that the acoustic anemometer must be improved for future experiments in the SENSOR campaign.

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

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.

Wave-Slope Soaring of the Brown Pelican

Background: From the laboratory at Scripps Institution of Oceanography, one can observe the brown pelican (Pelecanus occidentalis) traveling along the crests of near-shoaling waves just outside the surf zone. In this manner, the birds travel great distances without flapping, all the while a scant ~ 30 cm off the ocean's surface. Here we derive a theoretical framework for assessing the energetic benefit of this behavior, "wave-slope soaring,'' in which an organism in flight takes advantage of updrafts caused by traveling ocean surface gravity waves. Methods: The energy cost of steady, constant altitude flight is analyzed as a control. Potential flow theory is used to quantify the ocean wave-induced wind associated with near-shoaling, weakly nonlinear, shallow water ocean surface gravity waves. Using a regular expansion of the Stokes stream function and the Green's function for Laplace's equation in 2D with Dirichlet boundary conditions, we obtain integral expressions for the horizontal and vertical components of the wave-induced wind. The development of these relationships produces expressions for the components of the wave-induced wind in a frame of reference moving with the wave. Wave-slope soaring flight is then analyzed using an energetics-based approach for waves of typical ocean conditions (wave height of 1m, period of 10s) and the body plan of P. occidentalis . Results: For pure ground effect flight, we calculate an upper bound mechanical advantage of ~ 20 - 25\% as compared with steady, level flight without ground effect. When wave-slope soaring is employed, we calculate an upper bound mechanical advantage of ~ 50 - 60\% as compared with steady, level flight without ground effect. Conclusions: The theoretical development presented here suggests there are energy savings associated with wave-slope soaring. Individual brown pelicans may gain upwards of 50\% mechanical advantage utilizing this mode of flight under typical ocean conditions, as compared to steady, level flight out of ground effect. Thus wave-slope soaring appears to provide a significant benefit to these highly mobile organisms that depend on patchy prey distribution over large home ranges.