Sample records for modified airplane features
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-04-09
... A330- 200 airplane. This airplane as modified by TTF Aerospace LLC will have a novel or unusual design... airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These... novel or unusual design feature, special conditions are prescribed under the provisions of Sec. 21.16...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-14
... appropriate safety standards for the 767-400ER series airplanes because of a novel or unusual design feature...-1106; Special Conditions No. 25-448-SC] Special Conditions: Boeing Model 767-400ER Series Airplanes...- 400ER series airplane. These airplanes, as modified by Continental Airlines, will have a novel or...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-09-06
... Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057-3356... affected aircraft. In addition, the substance of these special conditions has been subject to the public... modified by API, feature a wing-load-alleviation system that precludes deployment of the air brakes at...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-09-13
... and CL- 604. This airplane, as modified by Atlantic Aero, Inc., will have a novel or unusual design... airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These... documents or comments received may be read at http://www.regulations.gov/ at any time. Follow the online...
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The preliminary design of a lift-cruise fan airplane flight control system
NASA Technical Reports Server (NTRS)
Gotlieb, P.
1977-01-01
This paper presents the preliminary design of a stability augmentation system for a NASA V/STOL research and technology airplane. This stability augmentation system is postulated as the simplest system that meets handling-quality levels for research and technology missions flown by NASA test pilots. The airplane studied in this report is a modified T-39 fitted with tilting lift/cruise fan nacelles and a nose fan. The propulsion system features a shaft that interconnects three variable-pitch fans and three powerplants. The mathematical modeling is based on pre-wind tunnel test estimated data. The selected stability augmentation system uses variable gains scheduled with airspeed. Failure analysis of the system illustrates the benign effect of engine failure. Airplane rate sensor failure must be solved with redundancy.
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-05-11
... Airworthiness Directives; Cessna Aircraft Company (Cessna) Model 172 Airplanes Modified by Supplemental Type... months for Cessna Aircraft Company (Cessna) Model 172 Airplanes modified by Supplemental Type Certificate...
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75 FR 22514 - Airworthiness Directives; The Boeing Company Model 747-200B Series Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-04-29
... airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspection... airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspecting... modified to the stretched upper deck (SUD) configuration by Boeing require inspection for cracking of the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-10-29
... Company (Cessna) Model 402C Airplanes Modified by Supplemental Type Certificate (STC) SA927NW and Model... Company (Cessna) Model 402C airplanes modified by Supplemental Type Certificate (STC) SA927NW and Model... products of the same type design. Proposed AD Requirements This proposed AD would require accomplishing the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-06-17
... 717- 200 series airplanes. These airplanes will have a novel or unusual design feature [[Page 36085... series airplanes will incorporate the following novel or unusual design features: inflatable lapbelts on... certain novel or unusual design features on one model series of airplanes. It is not a rule of general...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-18
... modified by the Boeing Company, will have novel or unusual design features associated with the architecture..., and fiber-optic avionics networks. The proposed architecture is novel or unusual for commercial... material did not anticipate this type of system architecture or electronic access to aircraft systems...
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NASA Technical Reports Server (NTRS)
Stough, H. Paul, III; Dicarlo, Daniel J.; Patton, James M., Jr.
1987-01-01
Flight tests were performed to investigate the change in stall/spin characteristics due to the addition of an outboard wing-leading-edge modification to a four-place, low-wing, single-engine, T-tail, general aviation research airplane. Stalls and attempted spins were performed for various weights, center of gravity positions, power settings, flap deflections, and landing-gear positions. Both stall behavior and wind resistance were improved compared with the baseline airplane. The latter would readily spin for all combinations of power settings, flap deflections, and aileron inputs, but the modified airplane did not spin at idle power or with flaps extended. With maximum power and flaps retracted, the modified airplane did enter spins with abused loadings or for certain combinations of maneuver and control input. The modified airplane tended to spin at a higher angle of attack than the baseline airplane.
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-15
... Model A350-900 series airplanes. This airplane will have a novel or unusual design features associated... Model A350-900 series because of a novel or unusual design feature, special conditions are prescribed... Airbus Model A350-900 series airplane will incorporate the following novel or unusual design features...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-11
... appropriate safety standards for the C-series airplanes because of a novel or unusual design feature, special... Features The C-series airplanes will incorporate the following novel or unusual design features: new... Series Airplanes; Flight Envelope Protection: General Limiting Requirements AGENCY: Federal Aviation...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-10-18
... airplanes with modification 160023 (Sharklet). These airplanes will have novel or unusual design features..., A320, and A321 series airplanes because of a novel or unusual design feature, special conditions are... model that incorporates the same novel or unusual design feature, or should any other model already...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-12
... Design Features The C-series airplanes will incorporate the following novel or unusual design features: A.... Conclusion This action affects only certain novel or unusual design features on two model series of airplanes... Inc., Models BD-500-1A10 and BD- 500-1A11 Series Airplanes; Electronic Flight Control System: Control...
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Crashworthy airframe design concepts: Fabrication and testing
NASA Technical Reports Server (NTRS)
Cronkhite, J. D.; Berry, V. L.
1982-01-01
Crashworthy floor concepts applicable to general aviation aircraft metal airframe structures were investigated. Initially several energy absorbing lower fuselage structure concepts were evaluated. Full scale floor sections representative of a twin engine, general aviation airplane lower fuselage structure were designed and fabricated. The floors featured an upper high strength platform with an energy absorbing, crushable structure underneath. Eighteen floors were fabricated that incorporated five different crushable subfloor concepts. The floors were then evaluated through static and dynamic testing. Computer programs NASTRAN and KRASH were used for the static and dynamic analysis of the floor section designs. Two twin engine airplane fuselages were modified to incorporate the most promising crashworthy floor sections for test evaluation.
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77 FR 48469 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-14
...-0808; Directorate Identifier 2010-NM-170-AD] RIN 2120-AA64 Airworthiness Directives; Airbus Airplanes... airplanes, and Model A340-200 and A340-300 series airplanes. This proposed AD was prompted by reports of an... require, depending on airplane configuration, modifying three flight control primary computers (FCPCs...
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78 FR 27015 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-05-09
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A330-200 and A330-300 series airplanes, and Model A340-200 and A340-300 series airplanes... seal on a solenoid. This AD requires, depending on airplane configuration, modifying three flight...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-25
... conditions for the Gulfstream GVI airplane. This airplane may have novel or unusual design features... standards for these design features. These proposed special conditions contain the additional safety... transport airplane with an executive cabin interior. The maximum takeoff weight will be 99,600 pounds, with...
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NASA Technical Reports Server (NTRS)
Carden, H. D.
1984-01-01
Three six-place, low wing, twin-engine general aviation airplane test specimens were crash tested at the langley Impact Dynamics research Facility under controlled free-flight conditions. One structurally unmodified airplane was the baseline airplane specimen for the test series. The other airplanes were structurally modified to incorporate load-limiting (energy-absorbing) subfloor concepts into the structure for full scale crash test evaluation and comparison to the unmodified airplane test results. Typically, the lowest floor accelerations and anthropomorphic dummy occupant responses, and the least seat crushing of standard and load-limiting seats, occurred in the modified load-limiting subfloor airplanes wherein the greatest structural crushing of the subfloor took place. The better performing of the two load-limiting subfloor concepts reduced the peak airplane floor accelerations at the pilot and four seat/occupant locations to -25 to -30 g's as compared to approximately -50 to -55 g's acceleration magnitude for the unmodified airplane structure.
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-11-21
...; Special Conditions No. 25-452-SC] Special Conditions: Gulfstream Aerospace Corporation, Model GVI Airplane... Aerospace Corporation Model GVI airplane. This airplane will have a novel or unusual design feature(s..., Gulfstream Aerospace Corporation (GAC) applied for an FAA type certificate for its new Model GVI passenger...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-25
... Gulfstream GVI airplane. This airplane will have novel or unusual design features associated with the... not contain adequate or appropriate safety standards for these design features. These proposed special... will be an all-new, two- engine jet transport airplane with an executive cabin interior. The maximum...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-19
... metal with composite empennage and control surfaces. The Model EMB-550 airplane is designed for 8...; Electronic Flight Control System: Control Surface Awareness and Mode Annunciation AGENCY: Federal Aviation... Embraer S.A. Model EMB-550 airplane. This airplane will have a novel or unusual design feature(s...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-25
... Boeing Model 787-8 airplane. This airplane will have novel or unusual design features associated with an... standards for this design feature. These special conditions contain the additional safety standards that the... airworthiness standards. Additional special conditions will be issued for other novel or unusual design features...
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78 FR 41684 - Special Conditions: Embraer S.A. Model EMB-550 Airplanes, Sudden Engine Stoppage
Federal Register 2010, 2011, 2012, 2013, 2014
2013-07-11
... airplane has novel or unusual design features as compared to the state of technology envisioned in the airworthiness standards for transport-category airplanes. These design features include engine size and the... contain adequate or appropriate safety standards for this design feature. These special conditions contain...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-20
... airplane will have a novel or unusual design feature(s) associated with an electronic flight control system... empennage and control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of... flight control design feature within the normal operational envelope in which sidestick deflection in the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-20
... series airplanes. These airplanes will have novel or unusual design features when compared to the state...-900 series because of a novel or unusual design feature, special conditions are prescribed under Sec...)(2). Novel or Unusual Design Features The Airbus Model A350-900 series will incorporate the following...
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A hybrid filtering method based on a novel empirical mode decomposition for friction signals
NASA Astrophysics Data System (ADS)
Li, Chengwei; Zhan, Liwei
2015-12-01
During a measurement, the measured signal usually contains noise. To remove the noise and preserve the important feature of the signal, we introduce a hybrid filtering method that uses a new intrinsic mode function (NIMF) and a modified Hausdorff distance. The NIMF is defined as the difference between the noisy signal and each intrinsic mode function (IMF), which is obtained by empirical mode decomposition (EMD), ensemble EMD, complementary ensemble EMD, or complete ensemble EMD with adaptive noise (CEEMDAN). The relevant mode selecting is based on the similarity between the first NIMF and the rest of the NIMFs. With this filtering method, the EMD and improved versions are used to filter the simulation and friction signals. The friction signal between an airplane tire and the runaway is recorded during a simulated airplane touchdown and features spikes of various amplitudes and noise. The filtering effectiveness of the four hybrid filtering methods are compared and discussed. The results show that the filtering method based on CEEMDAN outperforms other signal filtering methods.
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-10-18
... Series Airplanes; Design Dive Speed AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final... Model A318, A319, A320, and A321 series airplanes because of a novel or unusual design feature, special... Unusual Design Features The Airbus Model A318, A319, and A320 series airplanes with modification 160500...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-20
... interior design configuration in the Gulfstream Model GIV-X passenger airplane. The Gulfstream Model GIV-X.... This airplane will have novel or unusual design features associated with the architecture and... appropriate safety standards for these design features. These special conditions contain the additional safety...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-17
... for transport category airplanes. These design features include an electronic flight control system... Design Features The GVI has an electronic flight control system and no direct coupling from the cockpit...: Gulfstream Model GVI Airplane; Electronic Flight Control System: Control Surface Position Awareness AGENCY...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-06-23
... airplane. This airplane will have novel or unusual design features associated with the architecture and... incorporate the following novel or unusual design features: Digital systems architecture composed of several connected networks. The proposed architecture and network configuration may be used for, or interfaced with...
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77 FR 19148 - Special Conditions: Airbus, A350-900 Series Airplane; Crew Rest Compartments
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-30
...-900 series airplanes. These airplanes will have novel or unusual design features associated with two... standards for this design feature. These proposed special conditions contain the additional safety standards... for FAA type certification to June 28, 2009. The A350-900 series has a conventional layout with twin...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-20
... supplemental type certificate to install a new interior design configuration in the Gulfstream Model GIV-X... airplane. This airplane will have novel or unusual design features associated with connectivity of the... airworthiness regulations do not contain adequate or appropriate safety standards for these design features...
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NASA Technical Reports Server (NTRS)
Pyle, J. S.; Steers, L. L.
1975-01-01
Flight measurements obtained with a TF-8A airplane modified with a supercritical wing are presented for altitudes from 7.6 kilometers (25,000 feet) to 13.7 kilometers (45,000 feet), Mach numbers from 0.6 to 1.2, and Reynolds numbers from 0.8 x 10 to the 7th power to 2.3 x 10 to the 7th power. Flight results for the airplane with and without area-rule fuselage fairings are compared. The techniques used to determine the lift and drag characteristics of the airplane are discussed. Flight data are compared with wind-tunnel model results, where applicable.
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77 FR 69742 - Airworthiness Directives; Cessna Aircraft Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-21
... Company (Cessna) Model 402C airplanes modified by Supplemental Type Certificate (STC) SA927NW and Model... Airworthiness Directives; Cessna Aircraft Company Airplanes AGENCY: Federal Aviation Administration (FAA), DOT... new airworthiness directive (AD): 2012-23-01 Cessna Aircraft Company: Amendment 39-17257; Docket No...
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78 FR 64415 - Special Conditions: Airbus, Model A350-900 Series Airplane; Ground Pivoting Loads
Federal Register 2010, 2011, 2012, 2013, 2014
2013-10-29
... series because of a novel or unusual design feature, special conditions are prescribed under Sec. 21.16... A350-900 series airplane will incorporate the following novel or unusual design features: a braking...-0890; Notice No. 25-13-10-SC] Special Conditions: Airbus, Model A350-900 Series Airplane; Ground...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-19
... or unusual design feature(s) associated with an electronic flight control system with respect to... control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of 12 passengers... the pilot or copilot sidestick. The Embraer S.A. Model EMB-550 airplane has a flight control design...
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75 FR 8279 - Airworthiness Directives; The Boeing Company Model 747 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-02-24
... airplanes. The original NPRM would have superseded an existing AD that currently requires repetitive... inspection of the modified area. The original NPRM proposed to continue to require those actions using revised service information. For certain airplanes, the original NPRM proposed to require new repetitive...
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76 FR 55614 - Airworthiness Directives; Pacific Aerospace Limited Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-09-08
...-0971; Directorate Identifier 2011-CE-030-AD] RIN 2120-AA64 Airworthiness Directives; Pacific Aerospace... (AD) for Pacific Aerospace Limited Models FU24-954 and FU24A-954 airplanes modified with an unapproved... INFORMATION CONTACT: Karl Schletzbaum, Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust, Room...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-10-18
... series airplanes with modification 160023 (Sharklet). These airplanes will have novel or unusual design... novel or unusual design features on the model series of airplanes listed above. It is not a rule of... Series Airplanes; Interaction of Systems and Structures AGENCY: Federal Aviation Administration (FAA...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-04-21
... AD requires installing a full authority digital engine control (FADEC) backup battery, replacing the... battery every 12 calendar months. This AD was prompted by an incident where an airplane experienced an in... battery, replacing the supplement pilot's operating handbook and FAA approved airplane flight manual, and...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-03-04
...-1211; Special Conditions No. 25-486-SC] Special Conditions: Embraer S.A., Model EMB-550 Airplanes... Embraer S.A. Model EMB-550 airplane. This airplane will have a novel or unusual design feature associated...: Background On May 14, 2009, Embraer S.A. applied for a type certificate for their new Model EMB-550 airplane...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-02-25
... AD results from reports of fatigue cracking on modified airplanes. We are proposing this AD to detect and correct fatigue cracking in the longitudinal lap joints of the fuselage lower lobe, which could... reports of incidents involving fatigue cracking and corrosion of transport category airplanes that are...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-04-20
...; Special Conditions No. 23-246-SC] Special Conditions: Cirrus Design Corporation Model SF50 Airplane; Full Authority Digital Engine Control (FADEC) System AGENCY: Federal Aviation Administration (FAA), DOT. ACTION... Cirrus Design Corporation model SF50 airplane. This airplane will have a novel or unusual design feature...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-04
...; Special Conditions No. 25-408-SC] Special Conditions: Embraer ERJ 190-100 Series Airplane Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final... 190- 100 series airplane. This airplane will have novel or unusual design features that include non...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-10-25
... design feature associated with the architecture and connectivity capabilities of the airplanes' computer... the comment for an association, business, labor union, etc.). DOT's complete Privacy Act Statement can... architecture for the Embraer Model EMB-550 series of airplanes is composed of several connected networks. This...
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NASA Technical Reports Server (NTRS)
Vomaske, R. F.; Innis, R. C.; Swan, B. E.; Grossmith, S. W.
1978-01-01
The stability, control, and handling qualities of an augmented jet flap STOL airplane are presented. The airplane is an extensively modified de Havilland Buffalo military transport. The modified airplane has two fan-jet engines which provide vectorable thrust and compressed air for the augmentor jet flap and Boundary-Layer Control (BLC). The augmentor and BLC air is cross ducted to minimize asymmetric moments produced when one engine is inoperative. The modifications incorporated in the airplane include a Stability Augmentation System (SAS), a powered elevator, and a powered lateral control system. The test gross weight of the airplane was between 165,000 and 209,000 N (37,000 and 47,000 lb). Stability, control, and handling qualities are presented for the airspeed range of 40 to 180 knots. The lateral-directional handling qualities are considered satisfactory for the normal operating range of 65 to 160 knots airspeed when the SAS is functioning. With the SAS inoperative, poor turn coordination and spiral instability are primary deficiencies contributing to marginal handling qualities in the landing approach. The powered elevator control system enhanced the controllability in pitch, particularly in the landing flare and stall recovery.
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-14
... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. NM457; Notice No. 25-449-SC] Special Conditions: Gulfstream Aerospace LP (GALP) Model G280 Airplane Pilot... Gulfstream Aerospace LP (GALP) Model G280 airplane. This airplane will have a novel or unusual design feature...
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78 FR 76248 - Special Conditions: Airbus, Model A350-900 Series Airplane; Side Stick Controller
Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-17
... control columns and wheels. This kind of controller is designed for only one-hand operation. The... same subject: For the Airbus Model A350-900 series airplane equipped with stick controls designed for... Airbus Model A350-900 series airplanes. These airplanes will have a novel or unusual design feature...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-19
... control surfaces. The Model EMB-550 airplane is designed for 8 passengers, with a maximum of 12 passengers... the pilot or copilot sidestick. The longitudinal control law design of the Embraer S.A. Model EMB- 550... EMB-550 airplane. This airplane will have a novel or unusual design feature, specifically an...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-05-21
... eyebolt fork assemblies, which could result in reduced controllability of the airplane. DATES: This AD... that there were no Dowty Rotol propellers installed on Convair 240, 340, and 440 airplanes. However, the commenter also states that Convair 240, 340, and 440 airplanes modified by supplemental type...
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78 FR 28729 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-05-16
... Boeing Company Model 757-200 and -200PF series airplanes. That AD currently requires modifying the... specifies a maximum compliance time limit that overrides the optional threshold formula results. This AD was... analytical loads that [[Page 28730
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-01-15
... design features associated with the architecture and connectivity capabilities of the airplane's computer... novel or unusual design features: digital systems architecture composed of several connected networks. The architecture and network configuration may be used for, or interfaced with, a diverse set of...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-07-07
...) Protection, Limit Engine Torque Loads for Sudden Engine Stoppage, and Design Roll Maneuver Requirement AGENCY... design features when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes. These design features include limit engine torque loads for sudden engine...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-10
... design feature associated with the architecture and connectivity capabilities of the airplanes' computer... vulnerabilities to the airplanes' systems. The proposed network architecture includes the following connectivity.... Operator business and administrative support systems, and 3. Passenger entertainment systems, and access by...
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76 FR 28 - Airworthiness Directives; The Boeing Company Model 757 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-01-03
... relays having a ground fault interrupt (GFI) feature. That NPRM was prompted by results from fuel system..., -200CB, and -300 series airplanes. That NPRM was published in the Federal Register on October 19, 2009... pumps and override pumps with new relays having a ground fault interrupt (GFI) feature. Actions Since...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-14
... design features include an electronic flight control system that provides roll control of the airplane... Design Features The GVI is equipped with an electronic flight control system that provides roll control... condition at design maneuvering speed (V A ), in which the cockpit roll control is returned to neutral...
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Measurements of the Basic SR-71 Airplane Near-Field Signature
NASA Technical Reports Server (NTRS)
Haering, Edward A., Jr.; Whitmore, Stephen A.; Ehernberger, L. J.
1999-01-01
Airplane design studies have developed configuration concepts that may produce lower sonic boom annoyance levels. Since lower noise designs differ significantly from other HSCT designs, it is necessary to accurately assess their potential before HSCT final configuration decisions are made. Flight tests to demonstrate lower noise design capability by modifying an existing airframe have been proposed for the Mach 3 SR-71 reconnaissance airplane. To support the modified SR-71 proposal, baseline in-flight measurements were made of the unmodified aircraft. These measurements of SR-71 near-field sonic boom signatures were obtained by an F-16XL probe airplane at flightpath separation distances ranging from approximately 740 to 40 ft. This paper discusses the methods used to gather and analyze the flight data, and makes comparisons of these flight data with CFD results from Douglas Aircraft Corporation and NASA Langley Research Center. The CFD solutions were obtained for the near-field flow about the SR-71, and then propagated to the flight test measurement location using the program MDBOOM.
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NASA Technical Reports Server (NTRS)
Maddalon, Dal V.; Braslow, Albert L.
1990-01-01
The effectiveness and practicality of candidate leading edge systems for suction laminar flow control transport airplanes were investigated in a flight test program utilizing a modified JetStar airplane. The leading edge region imposes the most severe conditions on systems required for any type of laminar flow control. Tests of the leading edge systems, therefore, provided definitive results as to the feasibility of active laminar flow control on airplanes. The test airplane was operated under commercial transport operating procedures from various commercial airports and at various seasons of the year.
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-09-18
... Series; Airplane Seats with Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation... have a novel or unusual design feature associated with the airplane seats that have non-traditional, large, non-metallic panels that would affect survivability during a post-crash fire event. The...
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77 FR 1618 - Special Conditions: The Boeing Company, Model 767-300; Seats With Inflatable Lapbelts
Federal Register 2010, 2011, 2012, 2013, 2014
2012-01-11
... series airplanes. These airplanes will have a novel or unusual design feature associated with seats with... standards for this design feature. These special conditions contain the additional safety standards that the....regulations.gov/ at any time. Follow the online instructions for accessing the docket or go to the Docket...
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78 FR 17073 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-03-20
... of Transportation (DOT). ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive..., and CL-604 Variants) airplanes. This AD was prompted by reports of jamming/malfunctioning of the left-hand engine thrust control mechanism. This AD requires modifying the left-hand engine upper core-cowl...
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78 FR 47233 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-05
...-0670; Directorate Identifier 2013-NM-081-AD] RIN 2120-AA64 Airworthiness Directives; The Boeing Company...). SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, -900, and -900ER airplanes modified by particular supplemental type certificates (STC...
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75 FR 17879 - Airworthiness Directives; The Cessna Aircraft Company Model 750 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-04-08
..., replacing the left and right elevator assemblies with new elevator assemblies. Accomplishment of the... airplanes. The existing AD currently requires inspecting the inboard-hinge brackets of the left and right... actions if necessary; modifying the left and right elevators and left and right horizontal stabilizer. For...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-19
... Series Airplanes; Seats With Non-Traditional, Large, Non- Metallic Panels AGENCY: Federal Aviation... airplanes will have a novel or unusual design feature associated with seats that include non-traditional, large, non-metallic panels that would affect survivability during a post-crash fire event. The...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-03-18
...-traditional, large, non-metallic panels. In order to provide a level of safety that is equivalent to that... Airplanes; Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration... a novel or unusual design feature(s) associated with seats that include non-traditional, large, non...
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NASA Astrophysics Data System (ADS)
Nejat, Cyrus
2012-01-01
The Nejat Aerospace Magnoplane (NAM) is designed as a low speed (Mach < 1:00) aerial vehicle that it can be modified as a high speed aerial vehicle. This aerial vehicle is able to operate on highlands and hilly sites such as landing on and launching from the mentioned sites. The problem concerns with launching and landing of the vehicle on and from sites where there are highlands with bushes difficulties. Also, where there is short area for landing of regular airplane. This project is pursued for patent registration and highly modified version current airplanes.
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-05-12
... -900 ER series airplanes because of a novel or unusual design feature, special conditions are... and -900ER Series Airplanes Equipped With Rockwell HGS- 4000 Head-Up Guidance System With Enhanced.../-700C/-800/-900 and -900ER series airplanes equipped with the Rockwell HGS-4000 Head-Up Guidance System...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-15
.... Discussion The FAA has been conducting research to develop an acceptable method of compliance with Title 14...;to and codified in the Code of Federal Regulations, which is published #0;under 50 titles pursuant to....A. Model EMB-550 airplane. This airplane will have a novel or unusual design feature associated with...
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77 FR 16186 - Airworthiness Directives; Dassault Aviation Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-20
... 7X airplanes. This proposed AD was prompted by a report that a passenger oxygen pipe at frame 10 was chafing against the forward lavatory rear structure, raising the risk of the oxygen pipe developing a crack. This proposed AD would require modifying the routing of and, if necessary, replacing, the oxygen...
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76 FR 64038 - Airworthiness Directives; CPAC, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-17
... airplane in the elevator spar area or that could have affected the elevator spar. (5) Type of operation... elevator spar for cracks and, if any crack is found, either replace with a serviceable elevator spar that is found free of cracks or repair/modify the elevator spar with an FAA-approved method. That AD also...
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NASA Technical Reports Server (NTRS)
1975-01-01
The retrofit of JT8D-109 (refan) engines are evaluated on a 727-200 airplane in terms of airworthiness, performance, and noise. Design of certifiable hardware, manufacture, and ground testing of the essential nacelle components is included along with analysis of the certifiable airplane design to ensure airworthiness compliance and to predict the in-flight performance and noise characteristics of the modified airplane. The analyses confirm that the 727 refan airplane is certifiable. The refan airplane range would be 15% less that of the baseline airplane and block fuel would be increased by 1.5% to 3%. However, with this particular 727-200 model, with a brake release gross weight of 172,500 lb (78,245 kg), it is possible to operate the airplane (with minor structural modifications) at higher gross weights and increase the range up to 15% over the 727-200 (baseline) airplane. The refan airplane FAR Part 36 noise levels would be 6 to 8 EPNdB (effective perceived noise in decibels) below the baseline. Noise footprint studies showed that approach noise contour areas are small compared to takeoff areas. The 727 refan realizes a 68% to 83% reduction in annoyance-weighted area when compared to the 727-200 over a range of gross weights and operational procedures.
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75 FR 53843 - Airworthiness Directives; The Boeing Company Model 737-100 and -200 Series Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-09-02
... damaged fasteners of certain fuselage frames and stub beams, and corrective actions if necessary. For... hole of the frame at body station 639, stringer S-16, and corrective actions if necessary. For certain... terminates the repetitive inspections for the repaired or modified frame only. For airplanes on which the...
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75 FR 27969 - Airworthiness Directives; The Boeing Company Model 737-100 and -200 Series Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-05-19
... cracking and damaged fasteners of certain fuselage frames and stub beams, and corrective actions if... the inboard chord fastener hole of the frame at body station 639, stringer S-16, and corrective... inspections for the repaired or modified frame only. For airplanes on which the modification or repair is done...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-12-15
... battery, replacing the supplement pilot's operating handbook and FAA approved airplane flight manual, and replacing the FADEC backup battery every 12 calendar months. This proposed AD was prompted by an incident... allow the FADEC to shut down or reset if the main battery is depleted and the electrical charging system...
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76 FR 39256 - Airworthiness Directives; Dassault Aviation Model FALCON 7X Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-07-06
... include modifying the applicable wiring and layout, a general visual inspection for absence of marks of... March 3, 2010. (2) Modify the applicable wiring and layout, in accordance with the Accomplishment... modifying the applicable wiring and layout, in accordance with Dassault Mandatory Service Bulletin 7X- 006...
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Analysis of oscillatory motion of a light airplane at high values of lift coefficient
NASA Technical Reports Server (NTRS)
Batterson, J. G.
1983-01-01
A modified stepwise regression is applied to flight data from a light research air-plane operating at high angles at attack. The well-known phenomenon referred to as buckling or porpoising is analyzed and modeled using both power series and spline expansions of the aerodynamic force and moment coefficients associated with the longitudinal equations of motion.
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Measured noise reductions resulting from modified approach procedures for business jet aircraft
NASA Technical Reports Server (NTRS)
Burcham, F. W., Jr.; Putnam, T. W.; Lasagna, P. L.; Parish, O. O.
1975-01-01
Five business jet airplanes were flown to determine the noise reductions that result from the use of modified approach procedures. The airplanes tested were a Gulfstream 2, JetStar, Hawker Siddeley 125-400, Sabreliner-60 and LearJet-24. Noise measurements were made 3, 5, and 7 nautical miles from the touchdown point. In addition to a standard 3 deg glide slope approach, a 4 deg glide slope approach, a 3 deg glide slope approach in a low-drag configuration, and a two-segment approach were flown. It was found that the 4 deg approach was about 4 EPNdB quieter than the standard 3 deg approach. Noise reductions for the low-drag 3 deg approach varied widely among the airplanes tested, with an average of 8.5 EPNdB on a fleet-weighted basis. The two-segment approach resulted in noise reductions of 7 to 8 EPNdB at 3 and 5 nautical miles from touchdown, but only 3 EPNdB at 7 nautical miles from touchdown when the airplanes were still in level flight prior to glide slope intercept. Pilot ratings showed progressively increasing workload for the 4 deg, low-drag 3 deg, and two-segment approaches.
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NASA Technical Reports Server (NTRS)
Whitlow, J. B., Jr.
1976-01-01
Sideline noise and takeoff field length were varied for two types of Mach 2.32 cruise airplane to determine their effect on engine cycle selection. One of these airplanes was the NASA/Langley-LTV arrow wing while the other was a Boeing modified delta-plus-tail derived from the earlier 2707-300 concept. Advanced variable cycle engines were considered. A more conventional advanced low bypass turbofan engine was used as a baseline for comparison. Appropriate exhaust nozzle modifications were assumed, where needed, to allow all engines to receive either an inherent co-annular or annular jet noise suppression benefit. All the VCE's out-performed the baseline engine by substantial margins in a design range comparison, regardless of airplane choice or takeoff restrictions. The choice among the three VCE's considered, however, depends on the field length, noise level, and airplane selected.
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Active Aeroelastic Wing Aerodynamic Model Development and Validation for a Modified F/A-18A Airplane
NASA Technical Reports Server (NTRS)
Cumming, Stephen B.; Diebler, Corey G.
2005-01-01
A new aerodynamic model has been developed and validated for a modified F/A-18A airplane used for the Active Aeroelastic Wing (AAW) research program. The goal of the program was to demonstrate the advantages of using the inherent flexibility of an aircraft to enhance its performance. The research airplane was an F/A-18A with wings modified to reduce stiffness and a new control system to increase control authority. There have been two flight phases. Data gathered from the first flight phase were used to create the new aerodynamic model. A maximum-likelihood output-error parameter estimation technique was used to obtain stability and control derivatives. The derivatives were incorporated into the National Aeronautics and Space Administration F-18 simulation, validated, and used to develop new AAW control laws. The second phase of flights was used to evaluate the handling qualities of the AAW airplane and the control law design process, and to further test the accuracy of the new model. The flight test envelope covered Mach numbers between 0.85 and 1.30 and dynamic pressures from 600 to 1250 pound-force per square foot. The results presented in this report demonstrate that a thorough parameter identification analysis can be used to improve upon models that were developed using other means. This report describes the parameter estimation technique used, details the validation techniques, discusses differences between previously existing F/A-18 models, and presents results from the second phase of research flights.
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Bird flight and airplane flight. [instruments to measure air currents and flight characteristics
NASA Technical Reports Server (NTRS)
Magnan, A.
1980-01-01
Research was based on a series of mechanical, electrical, and cinematographic instruments developed to measure various features of air current behavior as well as bird and airplane flight. Investigation of rising obstruction and thermal currents led to a theory of bird flight, especially of the gliding and soaring types. It was shown how a knowledge of bird flight can be applied to glider and ultimately motorized aircraft construction. The instruments and methods used in studying stress in airplanes and in comparing the lift to drag ratios of airplanes and birds are described.
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Study of small turbofan engines applicable to single-engine light airplanes
NASA Technical Reports Server (NTRS)
Merrill, G. L.
1976-01-01
The design, efficiency and cost factors are investigated for application of turbofan propulsion engines to single engine, general aviation light airplanes. A companion study of a hypothetical engine family of a thrust range suitable to such aircraft and having a high degree of commonality of design features and parts is presented. Future turbofan powered light airplanes can have a lower fuel consumption, lower weight, reduced airframe maintenance requirements and improved engine overhaul periods as compared to current piston engined powered airplanes. Achievement of compliance with noise and chemical emission regulations is expected without impairing performance, operating cost or safety.
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NASA Technical Reports Server (NTRS)
Gray, W.E.; Talmage, D.B.; Crane, H.L.
1945-01-01
The data presented have no bearing on performance characteristics of airplane, which were considered exceptionally good in previous tests. Some of the undesirable features of lateral and directional stability and control characteristics of the F-8 are listed. Directional stability, with rudder fixed, did not sufficiently restrict aileron yaw; rudder control was inadequate during take-off and landing, and was insufficient to fly airplane with one engine; in clean condition, power of ailerons was slightly below minimum value specified; it was difficult to trim airplane in rough air.
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Requirements for satisfactory flying qualities of airplanes
NASA Technical Reports Server (NTRS)
Gilruth, R R
1943-01-01
Report discusses the results of an analysis of available data to determine what measured characteristics are significant in defining satisfactory flying qualities, what characteristics are reasonable to require of an airplane, and what influence the various design features have on the observed flying qualities.
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-05
... Model 747-400, 747- 400D, and 747-400F Series Airplanes Equipped With General Electric CF6- 80C2 or Pratt & Whitney PW4000 Series Engines AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice... certain Model 747-400, 747-400D, and 747-400F series airplanes. This proposed AD would require modifying...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-05
... airplanes. The AD requires replacing or modifying the Halon dual-filter assemblies of the flow metering fire...-filter assembly P/N QA06753 is embodied in production through Airbus modification 40041. The Halon dual- filter assembly P/N QA06753-01 is only embodied in service through Airbus Service Bulletin A330-26-3030...
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Ground vibration test of the laminar flow control JStar airplane
NASA Technical Reports Server (NTRS)
Kehoe, M. W.; Cazier, F. W., Jr.; Ellison, J. F.
1985-01-01
A ground vibration test was conducted on a Lockheed JetStar airplane that had been modified for the purpose of conducting laminar flow control experiments. The test was performed prior to initial flight flutter tests. Both sine-dwell and single-point-random excitation methods were used. The data presented include frequency response functions and a comparison of mode frequencies and mode shapes from both methods.
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14 CFR Appendix G to Part 23 - Instructions for Continued Airworthiness
Code of Federal Regulations, 2011 CFR
2011-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Pt. 23, App... maintenance manual or section. (1) Introduction information that includes an explanation of the airplane's features and data to the extent necessary for maintenance or preventive maintenance. (2) A description of...
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14 CFR Appendix G to Part 23 - Instructions for Continued Airworthiness
Code of Federal Regulations, 2012 CFR
2012-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Pt. 23, App... maintenance manual or section. (1) Introduction information that includes an explanation of the airplane's features and data to the extent necessary for maintenance or preventive maintenance. (2) A description of...
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14 CFR Appendix G to Part 23 - Instructions for Continued Airworthiness
Code of Federal Regulations, 2010 CFR
2010-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Pt. 23, App... maintenance manual or section. (1) Introduction information that includes an explanation of the airplane's features and data to the extent necessary for maintenance or preventive maintenance. (2) A description of...
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14 CFR Appendix G to Part 23 - Instructions for Continued Airworthiness
Code of Federal Regulations, 2013 CFR
2013-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Pt. 23, App... maintenance manual or section. (1) Introduction information that includes an explanation of the airplane's features and data to the extent necessary for maintenance or preventive maintenance. (2) A description of...
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14 CFR Appendix G to Part 23 - Instructions for Continued Airworthiness
Code of Federal Regulations, 2014 CFR
2014-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Pt. 23, App... maintenance manual or section. (1) Introduction information that includes an explanation of the airplane's features and data to the extent necessary for maintenance or preventive maintenance. (2) A description of...
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14 CFR 23.1563 - Airspeed placards.
Code of Federal Regulations, 2014 CFR
2014-01-01
... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149... control and the airspeed indicator has features such as low speed awareness that provide ample warning...
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14 CFR 23.1563 - Airspeed placards.
Code of Federal Regulations, 2013 CFR
2013-01-01
... multiengine-powered airplanes of more than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149... control and the airspeed indicator has features such as low speed awareness that provide ample warning...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-12
... design feature associated with the architecture and connectivity capabilities of the airplanes' computer... the comment for an association, business, labor union, etc.). DOT's complete Privacy Act Statement can...; facsimile 425-227-1149. SUPPLEMENTARY INFORMATION: The proposed network architecture includes the following...
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Study of small turbofan engines applicable to single-engine light airplanes. Final report
DOE Office of Scientific and Technical Information (OSTI.GOV)
Merrill, G.L.
1976-09-01
The design, efficiency and cost factors are investigated for application of turbofan propulsion engines to single engine, general aviation light airplanes. A companion study of a hypothetical engine family of a thrust range suitable to such aircraft and having a high degree of commonality of design features and parts is presented. Future turbofan powered light airplanes can have a lower fuel consumption, lower weight, reduced airframe maintenance requirements and improved engine overhaul periods as compared to current piston engined powered airplanes. Achievement of compliance with noise and chemical emission regulations is expected without impairing performance, operating cost or safety.
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-18
... architecture and connectivity capabilities of the airplane's computer systems and networks, which may allow... an association, business, labor union, etc.). DOT's complete Privacy Act Statement can be found in... or unusual design features: Digital systems architecture composed of several connected networks. The...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-18
... The Boeing Company, will have novel or unusual design features associated with the architecture and... proposed architecture is novel or unusual for commercial transport airplanes by enabling connection to... system architecture or electronic access to aircraft systems. Furthermore, regulations and current system...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-10-31
... design feature associated with the architecture and connectivity capabilities of the airplanes' computer... the comment (or signing the comment for an association, business, labor union, etc.). DOT's complete... passengers and two crew members. The proposed Learjet Model 45 avionics architecture is new and novel for...
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77 FR 20505 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-05
... Company Model 757 airplanes. This AD requires replacing the power control relays for the fuel boost pumps and override pumps with new relays having a ground fault interrupter (GFI) feature. This AD also requires an electrical bonding resistance measurement for certain GFI relays to verify that certain bonding...
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NASA Technical Reports Server (NTRS)
Gilbert, W. P.; Nguyen, L. T.; Vangunst, R. W.
1976-01-01
A piloted, fixed-base simulation was conducted to study the effectiveness of some automatic control system features designed to improve the stability and control characteristics of fighter airplanes at high angles of attack. These features include an angle-of-attack limiter, a normal-acceleration limiter, an aileron-rudder interconnect, and a stability-axis yaw damper. The study was based on a current lightweight fighter prototype. The aerodynamic data used in the simulation were measured on a 0.15-scale model at low Reynolds number and low subsonic Mach number. The simulation was conducted on the Langley differential maneuvering simulator, and the evaluation involved representative combat maneuvering. Results of the investigation show the fully augmented airplane to be quite stable and maneuverable throughout the operational angle-of-attack range. The angle-of-attack/normal-acceleration limiting feature of the pitch control system is found to be a necessity to avoid angle-of-attack excursions at high angles of attack. The aileron-rudder interconnect system is shown to be very effective in making the airplane departure resistant while the stability-axis yaw damper provided improved high-angle-of-attack roll performance with a minimum of sideslip excursions.
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NASA Technical Reports Server (NTRS)
Irani, E.; Snyder, M. H.
1988-01-01
An averaging total pressure wake rake used by the Cessna Aircraft Company in flight tests of a modified 210 airplane with a laminar flow wing was calibrated in wind tunnel tests against a five-tube pressure probe. The model generating the wake was a full-scale model of the Cessna airplane wing. Indications of drag trends were the same for both instruments.
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NASA Technical Reports Server (NTRS)
Lockwood, Vernard E.; Smith, Bernard J.
1947-01-01
Wind-tunnel tests were made of a 1/25 scale model of the Martin JRM-1 airplane to determine: (1) The longitudinal stability and control characteristics of the JRM-1 model near the water and lateral and directional stability characteristics with power while moving on the surface of the water, the latter being useful for the design of tip floats; (2) The stability and stalling characteristics of the wing with a modified airfoil contour; (3) Stability characteristics of a hull of larger design gross weight; The test results indicated that the elevator was powerful enough to trim the original model in a landing configuration at any lift coefficient within the specified range of centers of gravity. The ground-board tests for evaluating the aerodynamic forces and moments on an airplane in a simulated cross wind indicate a high dihedral effect in the presence of the ground board and, consequently, during low-speed taxying and take-off, large overturning moments would result which would have to be overcome by the tip floats.
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NASA Technical Reports Server (NTRS)
Crawford, D. B.; Burcham, F. W., Jr.
1984-01-01
A series of airstarts were conducted in an F-15 airplane with two prototype Pratt and Whitney F100 Engine Model Derivative engines equipped with Digital Electronic Engine Control (DEEC) systems. The airstart envelope and the time required for airstarts were defined. Comparisons were made between the original airstart logic, and modified logic which was designed to improve the airstart capability. Spooldown airstarts with the modified logic were more successful at lower altitudes than were those with the original logic. Spooldown airstart times ranged from 33 seconds at 250 knots to 83 seconds at 175 knots. The modified logic improved the airstart time from 31% to 53%, with the most improved times at slower airspeeds. Jet fuel starter (JFS)-assisted airstarts were conducted at 7000 m and airstart times were significantly faster than unassisted airstarts. The effect of altitude on airstart times was small.
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76 FR 62603 - Special Conditions: The Boeing Company, Model 747-8; Upper Deck Occupancy
Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-11
... Conditions No. 25-446-SC] Special Conditions: The Boeing Company, Model 747-8; Upper Deck Occupancy AGENCY.... SUMMARY: These special conditions are issued for the Boeing Model 747-8 airplane. These airplanes will... airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-10-31
... a novel or unusual design feature associated with aluminum-lithium fuselage construction that may... of the Bombardier C-series airplanes will be fabricated using aluminum-lithium construction. Structure fabricated from aluminum-lithium may provide different levels of protection from post-crash fuel...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-06-23
... airplane will have a novel or unusual design feature associated with an electronic flight control system... load condition at design maneuvering speed (V A ), in which the cockpit roll control is returned to... positive maneuvering factor used in design. In determining the resulting control surface deflections, the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-03-18
...). Novel or Unusual Design Features The GVI will have a fly-by-wire electronic flight control system. This... type certification basis for Gulfstream GVI airplanes. If the design of the flight control system has... Control System Mode Annunciation. AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final...
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The Paper Airplane Challenge: A Market Economy Simulation. Lesson Plan.
ERIC Educational Resources Information Center
Owens, Kimberly
This lesson plan features a classroom simulation that helps students understand the characteristics of a market economic system. The lesson plan states a purpose; cites student objectives; suggests a time duration; lists materials needed; and details a step-by-step teaching procedure. The "Paper Airplane Challenge" handout is attached. (BT)
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-17
..., business, labor union, etc.). DOT's complete Privacy Act Statement can be found in the Federal Register... unusual design feature: an electronics network system architecture which is new and novel for commercial... series architecture is new and novel for commercial transport airplanes because it allows connection to...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-17
... the comment (or signing the comment for an association, business, labor union, etc.). DOT's complete... design feature: The digital systems architecture for the Airbus Model A350-900 series airplanes is composed of several connected networks. This proposed network architecture is used for a diverse set of...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-07-13
... Company Model M680 Airplane; Lithium-ion Battery Installations AGENCY: Federal Aviation Administration... design feature associated with Lithium-ion batteries. The applicable airworthiness regulations do not...) T00012WI for installation of Lithium-ion batteries in the Model 680. The Model 680 is a twin-engine, medium...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-23
...-0311; Special Conditions No. 25-458-SC] Special Conditions: Boeing Model 787 Series Airplanes; Single... associated with single-place side-facing seats with inflatable lapbelts. The applicable airworthiness... have a novel or unusual design feature associated with single-place side-facing seats with inflatable...
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An Evaluation of Automatic Control System Concepts for General Aviation Airplanes
NASA Technical Reports Server (NTRS)
Stewart, E. C.
1990-01-01
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.
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Contributions of Transonic Dynamics Tunnel Testing to Airplane Flutter Clearance
NASA Technical Reports Server (NTRS)
Rivera, Jose A.; Florance, James R.
2000-01-01
The Transonic Dynamics Tunnel (TDT) became in operational in 1960, and since that time has achieved the status of the world's premier wind tunnel for testing large in aeroelastically scaled models at transonic speeds. The facility has many features that contribute to its uniqueness for aeroelastic testing. This paper will briefly describe these capabilities and features, and their relevance to aeroelastic testing. Contributions to specific airplane configurations and highlights from the flutter tests performed in the TDT aimed at investigating the aeroelastic characteristics of these configurations are presented.
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NASA Technical Reports Server (NTRS)
Hoffler, Keith D.; Fears, Scott P.; Carzoo, Susan W.
1997-01-01
A generic airplane model concept was developed to allow configurations with various agility, performance, handling qualities, and pilot vehicle interface to be generated rapidly for piloted simulation studies. The simple concept allows stick shaping and various stick command types or modes to drive an airplane with both linear and nonlinear components. Output from the stick shaping goes to linear models or a series of linear models that can represent an entire flight envelope. The generic model also has provisions for control power limitations, a nonlinear feature. Therefore, departures from controlled flight are possible. Note that only loss of control is modeled, the generic airplane does not accurately model post departure phenomenon. The model concept is presented herein, along with four example airplanes. Agility was varied across the four example airplanes without altering specific excess energy or significantly altering handling qualities. A new feedback scheme to provide angle-of-attack cueing to the pilot, while using a pitch rate command system, was implemented and tested.
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77 FR 33129 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-05
... modify the fuel quantity indication system (FQIS) wiring or fuel tank systems to prevent development of..., 2012 (77 FR 12506). That NPRM proposed to require modifying the fuel quantity indication system wiring or fuel tank systems to prevent development of an ignition source inside the center fuel tank. That...
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NASA Technical Reports Server (NTRS)
Jordan, Frank L., Jr.; Hahne, David E.
1992-01-01
An investigation was conducted in the Langley 30- by 60-Foot Tunnel and the Langley 12-Foot Low-Speed Tunnel to identify factors contributing to a directional divergence at high angles of attack for the EA-6B airplane. The study consisted of static wind-tunnel tests, smoke and tuft flow-visualization tests, and free-flight tests of a 1/8.5-scale model of the airplane. The results of the investigation indicate that the directional divergence of the airplane is brought about by a loss of directional stability and effective dihedral at high angles of attack. Several modifications were tested that significantly alleviate the stability problem. The results of the free-flight study show that the modified configuration exhibits good dynamic stability characteristics and could be flown at angles of attack significantly higher than those of the unmodified configuration.
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-03-05
... Automatic Power Reserve (APR), an Automatic Takeoff Thrust Control System (ATTCS), for Go-Around Performance... airplane will have novel or unusual design features associated with utilizing go-around performance credit...: Federal eRegulations Portal: Go to http://www.regulations.gov/ and follow the online instructions for...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-05
... feature associated with advanced composite materials in the construction of its fuselage and wings. The... is the first airplane manufactured by Learjet Inc. to utilize advanced composite materials in the... composite materials in the construction of its fuselage and wings. In accordance with Sec. 21.16, fuselage...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-01-24
..., except federal holidays. FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane and Flight Crew... protection features include limitations on angle-of- attack, normal load factor, bank angle, pitch angle, and... characteristics, and High angle-of-attack. Section Sec. 25.143, however, does not adequately ensure that the novel...
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77 FR 23385 - Airworthiness Directives; Fokker Services B.V. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-19
... modifying the crossfeed valve control and power supply, the crossfeed indication logic and power supply, and... supply, of the crossfeed indication logic and power supply and of the fuel fire shut-off valve indication... this AD, modify the crossfeed valve control and power supply, the crossfeed indication logic and power...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-01-28
..., will have a novel or unusual design features associated with the pilot lower lobe crew rest module (CRM...) for installation of a lower lobe pilot crew rest module (CRM) in Boeing Model 767-300 series airplanes. The CRM will be a one-piece, self-contained unit for installation in the forward portion of the aft...
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Design of an airborne launch vehicle for an air launched space booster
NASA Technical Reports Server (NTRS)
Chao, Chin; Choi, Rich; Cohen, Scott; Dumont, Brian; Gibin, Mauricius; Jorden, Rob; Poth, Stefan
1993-01-01
A conceptual design is presented for a carrier vehicle for an air launched space booster. This airplane is capable of carrying a 500,000 pound satellite launch system to an altitude over 40,000 feet for launch. The airplane features a twin fuselage configuration for improved payload and landing gear integration, a high aspect ratio wing for maneuverability at altitude, and is powered by six General Electric GE-90 engines. The analysis methods used and the systems employed in the airplane are discussed. Launch costs are expected to be competitive with existing launch systems.
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Design of an airborne launch vehicle for an air launched space booster
NASA Astrophysics Data System (ADS)
Chao, Chin; Choi, Rich; Cohen, Scott; Dumont, Brian; Gibin, Mauricius; Jorden, Rob; Poth, Stefan
1993-12-01
A conceptual design is presented for a carrier vehicle for an air launched space booster. This airplane is capable of carrying a 500,000 pound satellite launch system to an altitude over 40,000 feet for launch. The airplane features a twin fuselage configuration for improved payload and landing gear integration, a high aspect ratio wing for maneuverability at altitude, and is powered by six General Electric GE-90 engines. The analysis methods used and the systems employed in the airplane are discussed. Launch costs are expected to be competitive with existing launch systems.
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Technical Preparation of the Airplane "Spirit of St. Louis."
NASA Technical Reports Server (NTRS)
Hall, Donald A
1927-01-01
Given here is a brief history of the design and construction of the "Spirit of St. Lewis", the airplane that Charles Lindbergh flew solo across the Atlantic. Although the plan was to modify a standard model Ryan M-2, it was quickly determined that modification was less practical than redesign. Colonel Lindbergh's active participation in the design of the aircraft is noted. Given here are the general dimensions, specifications, weight characteristics, and man hours required to build the aircraft.
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NASA Technical Reports Server (NTRS)
Mcgehee, J. R.; Carden, H. D.; Edson, R.
1978-01-01
A three-degree-of-freedom aircraft landing analysis incorporating a series-hydraulic active control main landing gear has been developed and verified using preliminary experimental data from drop tests of a modified main landing gear from a 2722 kg (6000 lbm) class of airplane. The verified analysis was also employed to predict the landing dynamics of a supersonic research airplane with an active control main landing gear system. The results of this investigation have shown that this type of active gear is feasible and indicate a potential for improving airplane dynamic response and reducing structural fatigue damage during ground operations by approximately 90% relative to that incurred with the passive gear.
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Flight Simulation of ARES in the Mars Environment
NASA Technical Reports Server (NTRS)
Kenney, P. Sean; Croom, Mark A.
2011-01-01
A report discusses using the Aerial Regional- scale Environmental Survey (ARES) light airplane as an observation platform on Mars in order to gather data. It would have to survive insertion into the atmosphere, fly long enough to meet science objectives, and provide a stable platform. The feasibility of such a platform was tested using the Langley Standard Real- Time Simulation in C++. The unique features of LaSRS++ are: full, six-degrees- of-freedom flight simulation that can be used to evaluate the performance of the aircraft in the Martian environment; capability of flight analysis from start to finish; support of Monte Carlo analysis of aircraft performance; and accepting initial conditions from POST results for the entry and deployment of the entry body. Starting with a general aviation model, the design was tweaked to maintain a stable aircraft under expected Martian conditions. Outer mold lines were adjusted based on experience with the Martian atmosphere. Flight control was modified from a vertical acceleration control law to an angle-of-attack control law. Navigation was modified from a vertical acceleration control system to an alpha control system. In general, a pattern of starting with simple models with well-understood behaviors was selected and modified during testing.
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NASA Technical Reports Server (NTRS)
Batterson, James G.; Omara, Thomas M.
1989-01-01
The results of applying a modified stepwise regression algorithm and a maximum likelihood algorithm to flight data from a twin-engine commuter-class icing research aircraft are presented. The results are in the form of body-axis stability and control derivatives related to the short-period, longitudinal motion of the aircraft. Data were analyzed for the baseline (uniced) and for the airplane with an artificial glaze ice shape attached to the leading edge of the horizontal tail. The results are discussed as to the accuracy of the derivative estimates and the difference between the derivative values found for the baseline and the iced airplane. Additional comparisons were made between the maximum likelihood results and the modified stepwise regression results with causes for any discrepancies postulated.
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An evaluation of automatic control system concepts for general aviation airplanes
NASA Technical Reports Server (NTRS)
Stewart, E. C.; Ragsdale, W. A.; Wunschel, A. J.
1988-01-01
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 throttle inputs. That is, the cockpit throttle lever commanded only airspeed responses, and the longitudinal wheel position commanded only vertical speed responses. This system significantly reduced the pilot workload throughout an entire mission of the airplane from takeoff to landing. 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.
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Preliminary design-lift/cruise fan research and technology airplane flight control system
NASA Technical Reports Server (NTRS)
Gotlieb, P.; Lewis, G. E.; Little, L. J.
1976-01-01
This report presents the preliminary design of a stability augmentation system for a NASA V/STOL research and technology airplane. This stability augmentation system is postulated as the simplest system that meets handling qualities levels for research and technology missions flown by NASA test pilots. The airplane studied in this report is a T-39 fitted with tilting lift/cruise fan nacelles and a nose fan. The propulsion system features a shaft interconnecting the three variable pitch fans and three power plants. The mathematical modeling is based on pre-wind tunnel test estimated data. The selected stability augmentation system uses variable gains scheduled with airspeed. Failure analysis of the system illustrates the benign effect of engine failure. Airplane rate sensor failure must be solved with redundancy.
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NASA Technical Reports Server (NTRS)
Hunt, D.; Clinglan, J.; Salemann, V.; Omar, E.
1977-01-01
Ground static and wind tunnel test of a scale model modified T-39 airplane are reported. The configuration in the nose and replacement of the existing nacelles with tilting lift/cruise fans. The model was powered with three 14 cm diameter tip driven turbopowered simulators. Forces and moments were measured by an internal strain guage balance. Engine simulator thrust and mass flow were measured by calibrated pressure and temperature instrumentation mounted downstream of the fans. The low speed handling qualities and general aerodynamic characteristics of the modified T-39 were defined. Test variables include thrust level and thrust balance, forward speed, model pitch and sideslip angle at forward speeds, model pitch, roll, and ground height during static tests, lift/cruise fan tilt angle, flap and aileron deflection angle, and horizonal stabilizer angle. The effects of removing the landing gear, the lift/cruise fans, and the tail surfaces were also investigated.
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NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-06-20
... novel or unusual design feature associated with go-around performance credit for use of Automatic Power... docket in person, go to the address in the ADDRESSES section of this preamble between 7:30 a.m. and 4 p.m... proposing to use the APR function of the Model G250 airplane during go-around and is requesting approach...
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77 FR 11416 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-02-27
.... This proposed AD would require modifying COS boxes by installing new brackets, stiffeners, and hardware... installing new brackets, stiffeners, and hardware (bolts, washers, and nuts) as needed. FAA's Determination...
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NASA Technical Reports Server (NTRS)
Cumming, Stephen B.; Smith, Mark S.; Cliatt, Larry J.; Frederick, Michael A.
2014-01-01
As part of the Stratospheric Observatory for Infrared Astronomy program, a 747SP airplane was modified to carry a 2.5-m telescope in the aft section of the fuselage. The resulting airborne observatory allows for observations above 99 percent of the water vapor in the atmosphere. The open cavity created by the modifications had the potential to significantly affect the airplane in the areas of aerodynamics and acoustics. Several series of flight tests were conducted to clear the operating envelope of the airplane for astronomical observations, planned to be performed between the altitudes of 35,000 ft and 45,000 ft. The flight tests were successfully completed. Cavity acoustics were below design limits, and the overall acoustic characteristics of the cavity were better than expected. The modification did have some effects on the stability and control of the airplane, but these effects were not significant. Airplane air data systems were not affected by the modifications. This paper describes the methods used to examine the aerodynamics and acoustic data from the flight tests and provides a discussion of the flight-test results in the areas of cavity acoustics, stability and control, and air data.
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NASA Technical Reports Server (NTRS)
Cumming, Stephen B.; Cliatt, Larry James; Frederick, Michael A.; Smith, Mark S.
2013-01-01
As part of the Stratospheric Observatory for Infrared Astronomy (SOFIA) program, a 747SP airplane was modified to carry a 2.5 meter telescope in the aft section of the fuselage. The resulting airborne observatory allows for observations above 99 percent of the water vapor in the atmosphere. The open cavity created by the modifications had the potential to significantly affect the airplane in the areas of aerodynamics and acoustics. Several series of flight tests were conducted to clear the airplanes operating envelope for astronomical observations, planned to be performed between the altitudes of 39,000 feet and 45,000 feet. The flight tests were successfully completed. Cavity acoustics were below design limits, and the overall acoustic characteristics of the cavity were better than expected. The modification did have some effects on the stability and control of the airplane, but these effects were not significant. Airplane air data systems were not affected by the modifications. This paper describes the methods used to examine the aerodynamics and acoustic data from the flight tests and provides a discussion of the flight test results in the areas of cavity acoustics, stability and control, and air data.
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Preliminary flight-test results of an advanced technology light twin-engine airplane /ATLIT/
NASA Technical Reports Server (NTRS)
Holmes, B. J.; Kohlman, D. L.; Crane, H. L.
1976-01-01
The present status and flight-test results are presented for the ATLIT airplane. The ATLIT is a Piper PA-34 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll-control spoilers, and full-span Fowler flaps. Flight-test results on stall and spoiler roll characteristics show good agreement with wind-tunnel data. Maximum power-off lift coefficients are greater than 3.0 with flaps deflected 37 deg. With flaps down, spoiler deflections can produce roll helix angles in excess of 0.11 rad. Flight testing is planned to document climb and cruise performance, and supercritical propeller performance and noise characteristics. The airplane is scheduled for testing in the NASA-Langley Research Center Full-Scale Tunnel.
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Use of the flight simulator in the design of a STOL research aircraft.
NASA Technical Reports Server (NTRS)
Spitzer, R. E.; Rumsey, P. C.; Quigley, H. C.
1972-01-01
Piloted simulator tests on the NASA-Ames Flight Simulator for Advanced Aircraft motion base played a major role in guiding the design of the Modified C-8A 'Buffalo' augmentor wing jet flap STOL research airplane. Design results are presented for the flight control systems, lateral-directional SAS, hydraulic systems, and engine and thrust vector controls. Emphasis is given to lateral control characteristics on STOL landing approach, engine-out control and recovery techniques in the powered-lift regime, and operational flight procedures which affected airplane design.
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An experimental and theoretical investigation of deposition patterns from an agricultural airplane
NASA Technical Reports Server (NTRS)
Morris, D. J.; Croom, C. C.; Vandam, C. P.; Holmes, B. J.
1984-01-01
A flight test program has been conducted with a representative agricultural airplane to provide data for validating a computer program model which predicts aerially applied particle deposition. Test procedures and the data from this test are presented and discussed. The computer program features are summarized, and comparisons of predicted and measured particle deposition are presented. Applications of the computer program for spray pattern improvement are illustrated.
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76 FR 62653 - Airworthiness Directives; Airbus Model A310 Series Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-10-11
... the fuel electrical circuit in the Right Hand (RH) wing must be modified in order to ensure better... 2S of the fuel electrical circuit in the Right Hand (RH) wing must be modified in order to ensure... the wire bundle 2S in the RH wing pylon area to the generator wire bundle of engine 2. The...
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77 FR 32892 - Airworthiness Directives; Bombardier Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-04
... inspection area of the rear spar lower cap from WS 51.00 to WS 49.50 and modifying the ultrasonic inspection... inspection area of the rear spar lower cap from WS 51.00 to WS 49.50 and to modify the ultrasonic inspection... spars at wing station (WS) 51.00, and the wing lower skin. Additional actions, if cracking is found...
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The development of an augmentor wing jet STOL research airplane (modified C-8A). Volume 1: Summary
NASA Technical Reports Server (NTRS)
Ashleman, R. H.; Kavdahl, H.
1972-01-01
A project to develop an experimental aircraft for use as an inflight demonstrator of the augmentor wing, short takeoff concept is discussed. The required modifications were made on a de Havilland C-8A aircraft. The modifications to the aircraft are explained and the performance of the modified aircraft is reported.
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NASA Technical Reports Server (NTRS)
Campbell, John P; Mckinney, Marion O , Jr
1954-01-01
Considerable interest has recently been shown in means of obtaining satisfactory stability of the dutch roll oscillation for modern high-performance airplanes without resort to complicated artificial stabilizing devices. One approach to this problem is to lay out the airplane in the earliest stages of design so that it will have the greatest practicable inherent stability of the lateral oscillation. The present report presents some preliminary results of a theoretical analysis to determine the design features that appear most promising in providing adequate inherent stability. These preliminary results cover the case of fighter airplanes at subsonic speeds. The investigation indicated that it is possible to design fighter airplanes to have substantially better inherent stability than most current designs. Since the use of low-aspect-ratio swept-back wings is largely responsible for poor dutch roll stability, it is important to design the airplane with the maximum aspect ratio and minimum sweep that will permit attainment of the desired performance. The radius of gyration in roll should be kept as low as possible and the nose-up inclination of the principal longitudinal axis of inertia should be made as great as practicable. (author)
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Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach
NASA Technical Reports Server (NTRS)
Spivey, Natalie D.; Herrera, Claudia Y.; Truax, Roger; Pak, Chan-gi; Freund, Donald
2007-01-01
Flight tests of the Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the National Aeronautics and Space Administration Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B (836) airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, instead of a centerline mounting, a forward-pointing boom was attached to the radar bulkhead of the airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets flying over land. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. Because of flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for-flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight-testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This report provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project.
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NASA Technical Reports Server (NTRS)
1975-01-01
The propulsion performance, acoustic, structural, and systems changes to a 727-200 airplane retrofitted with a refan modification of the JT8D turbofan engine are evaluated. Model tests, design of certifiable airplane retrofit kit hardware, manufacture of test hardware, ground test of a current production JT8D engine, followed by test of the same engine modified to the refan configuration, detailed analyses of the retrofit impact on airplane airworthiness, performance, and noise, and a preliminary analysis of retrofit costs are included. Results indicate that the refan retrofit of the 727-200 would be certifiable and would result in a 6-to 8 EPNdb reduction in effective perceived noise level (EPNL) at the FAR 36 measuring points and an annoyance-weighted footprint area reduction of 68% to 83%. The installed refan engine is estimated to provide 14% greater takeoff thrust at zero velocity and 10% greater thrust at 100 kn (51.4 m/s). There would be an approximate 0.6% increase in cruise specific fuel consumption (SFC). The refan engine performance in conjunction with the increase in stalled weight results in a range reduction of approximately 15% over the unmodified airplane at the same brake release gross weight (BRGW), with a block fuel increase of 1.5% to 3%. With the particular model 727 that was studied, however, it is possible to operate the airplane (with minor structural modifications) at a higher BRGW and increase the range up to approximately 15% relative to the nonrefanned airplane (with equal or slightly increased noise levels). The JT8D refan engine also improves the limited-field range of the airplane.
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NASA Technical Reports Server (NTRS)
Srivatsan, Raghavachari; Downing, David R.
1987-01-01
Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.
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The landing flare: An analysis and flight-test investigation
NASA Technical Reports Server (NTRS)
Seckel, E.
1975-01-01
Results are given of an extensive investigation of conventional landing flares in general aviation type airplanes. A wide range of parameters influencing flare behavior are simulated in experimental landings in a variable-stability Navion. The most important feature of the flare is found to be the airplane's deceleration in the flare. Various effects on this are correlated in terms of the average flare load factor. Piloting technique is extensively discussed. Design criteria are presented.
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NASA Technical Reports Server (NTRS)
Larson, R. R.
1986-01-01
The wing on the NASA F-111 transonic aircraft technology airplane was modified to provide flexible leading and trailing edge flaps. This wing is known as the mission adaptive wing (MAW) because aerodynamic efficiency can be maintained at all speeds. Unlike a conventional wing, the MAW has no spoilers, external flap hinges, or fairings to break the smooth contour. The leading edge flaps and three-segment trailing edge flaps are controlled by a redundant fly-by-wire control system that features a dual digital primary system architecture providing roll and symmetric commands to the MAW control surfaces. A segregated analog backup system is provided in the event of a primary system failure. This paper discusses the design, development, testing, qualification, and flight test experience of the MAW primary and backup flight control systems.
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F-16XL ship #1 outboard rake #7
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the #7 outboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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Historical development of worldwide supersonic aircraft
NASA Technical Reports Server (NTRS)
Spearman, M. L.
1983-01-01
Some major milestones in the progression of airplane speeds from subsonic to supersonic are traced. Historical background is included on work done prior to the Twentieth Century, but the major emphasis is on the Twentieth Century developments after the man carrying airplane became a practical reality. The techniques of increasing airplane speed revolve around means of increasing the propulsive force and means of reducing the airframe resistance (drag). With the changes in speed, the attendant changes in flow patterns due to the compressibility of air introduce some aerodynamic problems. In addition, geometric changes introduced to combat the effects of compressibility also promote aerodynamic problems. Some of the solutions to these problems are illustrated, and many design features that evolved are discussed.
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Ground vibration test results of a JetStar airplane using impulsive sine excitation
NASA Technical Reports Server (NTRS)
Kehoe, Michael W.; Voracek, David F.
1989-01-01
Structural excitation is important for both ground vibration and flight flutter testing. The structural responses caused by this excitation are analyzed to determine frequency, damping, and mode shape information. Many excitation waveforms have been used throughout the years. The use of impulsive sine (sin omega t)/omega t as an excitation waveform for ground vibration testing and the advantages of using this waveform for flight flutter testing are discussed. The ground vibration test results of a modified JetStar airplane using impulsive sine as an excitation waveform are compared with the test results of the same airplane using multiple-input random excitation. The results indicated that the structure was sufficiently excited using the impulsive sine waveform. Comparisons of input force spectrums, mode shape plots, and frequency and damping values for the two methods of excitation are presented.
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The Air Forces on a Model of the Sperry Messenger Airplane Without Propeller
NASA Technical Reports Server (NTRS)
Munk, Max M; Diehl, Walter S
1926-01-01
This is a report on a scale effect research which was made in the variable-density wind tunnel of the National Advisory Committee for Aeronautics at the request of the Army Air Service. A 1/10 scale model of the sperry messenger airplane with USA-5 wings was tested without a propeller at various Reynolds numbers up to the full scale value. Two series of tests were: the first on the original model which was of the usual simplified construction, and the second on a modified model embodying a great amount of detail. The experimental results show that the scale effect is almost entirely confined to the drag. It was also found that the model should be geometrically similar to the full-scale airplane if the test data are to be directly applicable to full scale.
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NASA Astrophysics Data System (ADS)
Bejan, A.; Charles, J. D.; Lorente, S.
2014-07-01
The prevailing view is that we cannot witness biological evolution because it occurred on a time scale immensely greater than our lifetime. Here, we show that we can witness evolution in our lifetime by watching the evolution of the flying human-and-machine species: the airplane. We document this evolution, and we also predict it based on a physics principle: the constructal law. We show that the airplanes must obey theoretical allometric rules that unite them with the birds and other animals. For example, the larger airplanes are faster, more efficient as vehicles, and have greater range. The engine mass is proportional to the body size: this scaling is analogous to animal design, where the mass of the motive organs (muscle, heart, lung) is proportional to the body size. Large or small, airplanes exhibit a proportionality between wing span and fuselage length, and between fuel load and body size. The animal-design counterparts of these features are evident. The view that emerges is that the evolution phenomenon is broader than biological evolution. The evolution of technology, river basins, and animal design is one phenomenon, and it belongs in physics.
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NASA Technical Reports Server (NTRS)
Hastings, Earl C., Jr.; Dickens, Waldo L.
1957-01-01
A flight investigation was conducted to determine the effects of inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model between Mach Numbers of 0.81 and 1.64. This paper presents the changes in trim angle of attack, trim lift coefficient, and low-lift drag caused by the modified inlets alone over a small part of the test Mach number range and by a combination of the modified inlets and extended rocket racks throughout the remainder of the test.
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Implementation of an Adaptive Controller System from Concept to Flight Test
NASA Technical Reports Server (NTRS)
Larson, Richard R.; Burken, John J.; Butler, Bradley S.
2009-01-01
The National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) is conducting ongoing flight research using adaptive controller algorithms. A highly modified McDonnell-Douglas NF-15B airplane called the F-15 Intelligent Flight Control System (IFCS) was used for these algorithms. This airplane has been modified by the addition of canards and by changing the flight control systems to interface a single-string research controller processor for neural network algorithms. Research goals included demonstration of revolutionary control approaches that can efficiently optimize aircraft performance for both normal and failure conditions, and to advance neural-network-based flight control technology for new aerospace systems designs. Before the NF-15B IFCS airplane was certified for flight test, however, certain processes needed to be completed. This paper presents an overview of these processes, including a description of the initial adaptive controller concepts followed by a discussion of modeling formulation and performance testing. Upon design finalization, the next steps are: integration with the system interfaces, verification of the software, validation of the hardware to the requirements, design of failure detection, development of safety limiters to minimize the effect of erroneous neural network commands, and creation of flight test control room displays to maximize human situational awareness.
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DC-9 flight demonstration program with refanned JT8D engines. Volume 1: Summary
NASA Technical Reports Server (NTRS)
1975-01-01
The design, analysis, fabrication, and ground and flight testing of DC-9 airframe/nacelle hardware with prototype JT8D-109 engines are discussed. The installation of the JT8D-109 engine on the DC-9 Refan airplane required new or modified hardware for the pylon, nacelle, and fuselage. The acoustic material used in the nose cowl was bonded aluminum honeycomb sandwich and the exhaust duct acoustic material was Inconel 625 Stresskin. The sea level static, standard day bare engine takeoff thrust, the cruise TSFC and the maximum available cruise thrust for the JT8D-109 engine were compared with those of the JT8D-9 engine. The range capabilities of the DC-9 Refan and the production DC-9 airplane were also compared. The Refan airplane demonstrated flight characteristics similar to the production DC-9-30 and satisfied airworthiness requirements. Flyover noise levels were determined for the DC-9 Refan and the DC-9 C-9A airplane for takeoff and landing conditions. Cost estimates were also made.
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-05-06
... be active during all dynamic tests conducted to show compliance with Sec. 25.562. (2) The design and... novel or unusual design feature(s) associated with multiple place and single place side- facing seats... not contain adequate or appropriate safety standards for this design feature. These proposed special...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-01-15
... have novel or unusual design features when compared to the state of technology envisioned in the... standards. Additional special conditions will be issued for other novel or unusual design features of the... 747-8/-8F because of a novel or unusual design feature, special conditions are prescribed under the...
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ADAMS executive and operating system
NASA Technical Reports Server (NTRS)
Pittman, W. D.
1981-01-01
The ADAMS Executive and Operating System, a multitasking environment under which a variety of data reduction, display and utility programs are executed, a system which provides a high level of isolation between programs allowing them to be developed and modified independently, is described. The Airborne Data Analysis/Monitor System (ADAMS) was developed to provide a real time data monitoring and analysis capability onboard Boeing commercial airplanes during flight testing. It inputs sensor data from an airplane performance data by applying transforms to the collected sensor data, and presents this data to test personnel via various display media. Current utilization and future development are addressed.
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NASA Technical Reports Server (NTRS)
Lallman, Frederick J.; Davidson, John B.; Murphy, Patrick C.
1998-01-01
A method, called pseudo controls, of integrating several airplane controls to achieve cooperative operation is presented. The method eliminates conflicting control motions, minimizes the number of feedback control gains, and reduces the complication of feedback gain schedules. The method is applied to the lateral/directional controls of a modified high-performance airplane. The airplane has a conventional set of aerodynamic controls, an experimental set of thrust-vectoring controls, and an experimental set of actuated forebody strakes. The experimental controls give the airplane additional control power for enhanced stability and maneuvering capabilities while flying over an expanded envelope, especially at high angles of attack. The flight controls are scheduled to generate independent body-axis control moments. These control moments are coordinated to produce stability-axis angular accelerations. Inertial coupling moments are compensated. Thrust-vectoring controls are engaged according to their effectiveness relative to that of the aerodynamic controls. Vane-relief logic removes steady and slowly varying commands from the thrust-vectoring controls to alleviate heating of the thrust turning devices. The actuated forebody strakes are engaged at high angles of attack. This report presents the forward-loop elements of a flight control system that positions the flight controls according to the desired stability-axis accelerations. This report does not include the generation of the required angular acceleration commands by means of pilot controls or the feedback of sensed airplane motions.
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Airplane takeoff and landing performance monitoring system
NASA Technical Reports Server (NTRS)
Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)
1991-01-01
The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.
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Berilgen, M Said; Müngen, Bulent
2011-09-01
In recent years, there has been an increase in the reports indicating a form of headache that occurs during commercial aircraft travel. This headache, called airplane headache by some authors, is believed to be a new type of headache. The headache has very specific characteristics and all of the cases exhibited very stereotypical symptoms. The headache starts suddenly during the ascent and/or descent of the commercial aircraft. It has a mean duration of 20 minutes, which is usually unilateral and commonly localized to periorbital region. The headache is described to be severe, and has a stabbing or jabbing nature, and generally subsides in a short time. In some cases, an organic cause can be identified whereas in others no organic pathology could be found. We described the clinical features of 22 cases who suffered from a headache that occurred during airplane travel. We examined other cases with similar features reported in the literature and proposed preliminary diagnostic criteria for this new form of headache. We also discussed the possible patholophysiological mechanisms that may cause this headache.
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AFTI/F-111 MAW flight control system and redundancy management description
NASA Technical Reports Server (NTRS)
Larson, Richard R.
1987-01-01
The wing on the NASA F-111 transonic aircraft technology (TACT) airplane was modified to provide flexible leading and trailing edge flaps; this modified wing is known as the mission adaptive wing (MAW). A dual digital primary fly-by-wire flight control system was developed with analog backup reversion for redundancy. This report discusses the functions, design, and redundancy management of the flight control system for these flaps.
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Flight evaluation of an advanced technology light twin-engine airplane (ATLIT)
NASA Technical Reports Server (NTRS)
Holmes, B. J.
1977-01-01
Project organization and execution, airplane description and performance predictions, and the results of the flight evaluation of an advanced technology light twin engine airplane (ATLIT) are presented. The ATLIT is a Piper PA-34-200 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll control spoilers, and full span Fowler flaps. The conclusions for the ATLIT evaluation are based on complete stall and roll flight test results and partial performance test results. The Stalling and rolling characteristics met design expectations. Climb performance was penalized by extensive flow separation in the region of the wing body juncture. Cruise performance was found to be penalized by a large value of zero lift drag. Calculations showed that, with proper attention to construction details, the improvements in span efficiency and zero lift drag would permit the realization of the predicted increases in cruising and maximum rate of climb performance.
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77 FR 50954 - Airworthiness Directives; Cessna Aircraft Company
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-23
... Company (Cessna) Model 402C airplanes modified by Sierra Industries, Ltd. Supplemental Type Certificate... Airworthiness Directives; Cessna Aircraft Company AGENCY: Federal Aviation Administration (FAA), DOT. ACTION... earlier proposed airworthiness directive (AD) for all Cessna Aircraft Company (Cessna) Model 402C...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-12
... have a novel or unusual design feature associated with an electronic flight control system that... because of a novel or unusual design feature, special conditions are prescribed under the provisions of... same or similar novel or unusual design feature, the special conditions would also apply to the other...
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76 FR 10476 - Special Conditions: Boeing Model 787-8 Airplane; Overhead Crew-Rest Compartment
Federal Register 2010, 2011, 2012, 2013, 2014
2011-02-25
...\\ in interior volume, the design must ensure the ability to contain a fire likely to occur within the... or unusual design features associated with installation of an overhead crew-rest (OCR) compartment... this design feature. These special conditions contain the additional safety standards that the...
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F-16XL ship #1 - CAWAP boundary layer rakes and hot film on left wing
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the boundary layer hot film and the boundary layer rakes on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 CAWAP flight - alpha 5 degrees, altitude 10,000 feet
NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 10,000 feet, with an angle of attack of 5 degrees. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 - CAWAP outboard rakes #7 and inboard rack #3
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the #7 outboard rake and the #3 inboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 - CAWAP outboard rake #7
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the #7 outboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 wing close-up showing boundary layer detection Preston tubes
NASA Technical Reports Server (NTRS)
1995-01-01
This photo shows the boundary layer Preston tubes mounted on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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78 FR 53237 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-29
... control secondary computers (FCSCs), rather than flight control primary computers (FCPCs). This document... control primary computers (FCPCs); modifying two flight control secondary computers (FCSCs); revising the... the AD, which specify FCSCs, instead of flight control primary computers FCPCs. No other part of the...
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Advances in Thrust-Based Emergency Control of an Airplane
NASA Technical Reports Server (NTRS)
Creech, Gray; Burken, John J.; Burcham, Bill
2003-01-01
Engineers at NASA's Dryden Flight Research Center have received a patent on an emergency flight-control method implemented by a propulsion-controlled aircraft (PCA) system. Utilizing the preexisting auto-throttle and engine-pressure-ratio trim controls of the airplane, the PCA system provides pitch and roll control for landing an airplane safely without using aerodynamic control surfaces that have ceased to function because of a primary-flight-control-system failure. The installation of the PCA does not entail any changes in pre-existing engine hardware or software. [Aspects of the method and system at previous stages of development were reported in Thrust-Control System for Emergency Control of an Airplane (DRC-96-07), NASA Tech Briefs, Vol. 25, No. 3 (March 2001), page 68 and Emergency Landing Using Thrust Control and Shift of Weight (DRC-96-55), NASA Tech Briefs, Vol. 26, No. 5 (May 2002), page 58.]. Aircraft flight-control systems are designed with extensive redundancy to ensure low probabilities of failure. During recent years, however, several airplanes have exhibited major flight-control-system failures, leaving engine thrust as the last mode of flight control. In some of these emergency situations, engine thrusts were successfully modulated by the pilots to maintain flight paths or pitch angles, but in other situations, lateral control was also needed. In the majority of such control-system failures, crashes resulted and over 1,200 people died. The challenge lay in creating a means of sufficient degree of thrust-modulation control to safely fly and land a stricken airplane. A thrust-modulation control system designed for this purpose was flight-tested in a PCA an MD-11 airplane. The results of the flight test showed that without any operational control surfaces, a pilot can land a crippled airplane (U.S. Patent 5,330,131). The installation of the original PCA system entailed modifications not only of the flight-control computer (FCC) of the airplane but also of each engine-control computer. Inasmuch as engine-manufacturer warranties do not apply to modified engines, the challenge became one of creating a PCA system that does not entail modifications of the engine computers.
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Airplane takeoff and landing performance monitoring system
NASA Technical Reports Server (NTRS)
Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H., Jr. (Inventor)
1994-01-01
The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.
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Airplane takeoff and landing performance monitoring system
NASA Technical Reports Server (NTRS)
Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)
1996-01-01
The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.
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Multiscale model for pedestrian and infection dynamics during air travel
NASA Astrophysics Data System (ADS)
Namilae, Sirish; Derjany, Pierrot; Mubayi, Anuj; Scotch, Mathew; Srinivasan, Ashok
2017-05-01
In this paper we develop a multiscale model combining social-force-based pedestrian movement with a population level stochastic infection transmission dynamics framework. The model is then applied to study the infection transmission within airplanes and the transmission of the Ebola virus through casual contacts. Drastic limitations on air-travel during epidemics, such as during the 2014 Ebola outbreak in West Africa, carry considerable economic and human costs. We use the computational model to evaluate the effects of passenger movement within airplanes and air-travel policies on the geospatial spread of infectious diseases. We find that boarding policy by an airline is more critical for infection propagation compared to deplaning policy. Enplaning in two sections resulted in fewer infections than the currently followed strategy with multiple zones. In addition, we found that small commercial airplanes are better than larger ones at reducing the number of new infections in a flight. Aggregated results indicate that passenger movement strategies and airplane size predicted through these network models can have significant impact on an event like the 2014 Ebola epidemic. The methodology developed here is generic and can be readily modified to incorporate the impact from the outbreak of other directly transmitted infectious diseases.
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NASA Technical Reports Server (NTRS)
Morelli, Eugene A.; DeLoach, Richard
2003-01-01
A wind tunnel experiment for characterizing the aerodynamic and propulsion forces and moments acting on a research model airplane is described. The model airplane called the Free-flying Airplane for Sub-scale Experimental Research (FASER), is a modified off-the-shelf radio-controlled model airplane, with 7 ft wingspan, a tractor propeller driven by an electric motor, and aerobatic capability. FASER was tested in the NASA Langley 12-foot Low-Speed Wind Tunnel, using a combination of traditional sweeps and modern experiment design. Power level was included as an independent variable in the wind tunnel test, to allow characterization of power effects on aerodynamic forces and moments. A modeling technique that employs multivariate orthogonal functions was used to develop accurate analytic models for the aerodynamic and propulsion force and moment coefficient dependencies from the wind tunnel data. Efficient methods for generating orthogonal modeling functions, expanding the orthogonal modeling functions in terms of ordinary polynomial functions, and analytical orthogonal blocking were developed and discussed. The resulting models comprise a set of smooth, differentiable functions for the non-dimensional aerodynamic force and moment coefficients in terms of ordinary polynomials in the independent variables, suitable for nonlinear aircraft simulation.
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The AC-120: The advanced commercial transport
NASA Technical Reports Server (NTRS)
Duran, David; Griffin, Ernest; Mendoza, Saul; Nguyen, Son; Pickett, Tim; Noernberg, Clemm
1993-01-01
The main objective of this design was to fulfill a need for a new airplane to replace the aging 100 to 150 passenger, 1500 nautical mile range aircraft such as the Douglas DC9 and Boeing 737-100 airplanes. After researching the future aircraft market, conducting extensive trade studies, and analysis on different configurations, the AC-120 Advanced Commercial Transport final design was achieved. The AC-120's main design features include the incorporation of a three lifting surface configuration which is powered by two turboprop engines. The AC-120 is an economically sensitive aircraft which meets the new FM Stage Three noise requirements, and has lower NO(x) emissions than current turbofan powered airplanes. The AC-120 also improves on its contemporaries in passenger comfort, manufacturing, and operating cost.
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75 FR 38391 - Special Conditions: Boeing 757-200 With Enhanced Flight Vision System
Federal Register 2010, 2011, 2012, 2013, 2014
2010-07-02
.... SUMMARY: These special conditions are issued for the Boeing Model 757- 200 series airplanes. These... system (EFVS). The EFVS is a novel or unusual design feature which consists of a head-up display (HUD... regulations do not contain adequate or appropriate safety standards for this design feature. These special...
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75 FR 12670 - Airworthiness Directives; The Boeing Company Model 767 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-03-17
... joints, the skin at certain external approved repairs, the skin around external features such as antennas... antennas, and at locations where external decals had been cut. We are issuing this AD to detect and correct... skin at certain external approved repairs, the skin around external features such as antennas, and the...
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NASA Technical Reports Server (NTRS)
Berman, Theodore; Pumphrey, Norman E.
1950-01-01
An investigation has been conducted in the Langley 20-foot free-spinning tunnel to determine the spin and recovery characteristics of a 0.057-scale model of the modified Chance Vought XF7U-1 airplane. The primary change in the design from that previously tested was a revision of the twin vertical tails. Tests were also made to determine the effect of installation of external wing tanks. The results indicated that the revision in the vertical tails did not greatly alter the spin and recovery characteristics of the model and recovery by normal use of controls (fill rapid rudder reversal followed approximately one-half turn later by movement of the stick forward of neutral) was satisfactory. Adding the external wing tanks to cause the recovery characteristics to become critical and border on an unsatisfactory condition; however, it was shown that satisfactory recovery could be obtained by jettisoning the tanks, followed by normal recovery technique.
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NASA Technical Reports Server (NTRS)
Skavdahl, H.; Patterson, D. H.
1972-01-01
The initial flight test phase of the modified C-8A airplane was conducted. The primary objective of the testing was to establish the basic airworthiness of the research vehicle. This included verification of the structural design and evaluation of the aircraft's systems. Only a minimum amount of performance testing was scheduled; this has been used to provide a preliminary indication of the airplane's performance and flight characteristics for future flight planning. The testing included flutter and loads investigations up to the maximum design speed. The operational characteristics of all systems were assessed including hydraulics, environmental control system, air ducts, the vectoring conical nozzles, and the stability augmentation system (SAS). Approaches to stall were made at three primary flap settings: up, 30 deg and 65 deg, but full stalls were not scheduled. Minimum control speeds and maneuver margins were checked. All takeoffs and landings were conventional, and STOL performance was not scheduled during this phase of the evaluation.
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MMOC- MODIFIED METHOD OF CHARACTERISTICS SONIC BOOM EXTRAPOLATION
NASA Technical Reports Server (NTRS)
Darden, C. M.
1994-01-01
The Modified Method of Characteristics Sonic Boom Extrapolation program (MMOC) is a sonic boom propagation method which includes shock coalescence and incorporates the effects of asymmetry due to volume and lift. MMOC numerically integrates nonlinear equations from data at a finite distance from an airplane configuration at flight altitude to yield the sonic boom pressure signature at ground level. MMOC accounts for variations in entropy, enthalpy, and gravity for nonlinear effects near the aircraft, allowing extrapolation to begin nearer the body than in previous methods. This feature permits wind tunnel sonic boom models of up to three feet in length, enabling more detailed, realistic models than the previous six-inch sizes. It has been shown that elongated airplanes flying at high altitude and high Mach numbers can produce an acceptably low sonic boom. Shock coalescence in MMOC includes three-dimensional effects. The method is based on an axisymmetric solution with asymmetric effects determined by circumferential derivatives of the standard shock equations. Bow shocks and embedded shocks can be included in the near-field. The method of characteristics approach in MMOC allows large computational steps in the radial direction without loss of accuracy. MMOC is a propagation method rather than a predictive program. Thus input data (the flow field on a cylindrical surface at approximately one body length from the axis) must be supplied from calculations or experimental results. The MMOC package contains a uniform atmosphere pressure field program and interpolation routines for computing the required flow field data. Other user supplied input to MMOC includes Mach number, flow angles, and temperature. MMOC output tabulates locations of bow shocks and embedded shocks. When the calculations reach ground level, the overpressure and distance are printed, allowing the user to plot the pressure signature. MMOC is written in FORTRAN IV for batch execution and has been implemented on a CDC 170 series computer operating under NOS with a central memory requirement of approximately 223K of 60 bit words. This program was developed in 1983.
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Advanced wiring technique and hardware application: Airplane and space vehicle
NASA Technical Reports Server (NTRS)
Ernst, H. L.; Eichman, C. D.
1972-01-01
An advanced wiring system is described which achieves the safety/reliability required for present and future airplane and space vehicle applications. Also, present wiring installation techniques and hardware are analyzed to establish existing problem areas. An advanced wiring system employing matrix interconnecting unit, plug to plug trunk bundles (FCC or ribbon cable) is outlined, and an installation study presented. A planned program to develop, lab test and flight test key features of these techniques and hardware as a part of the SST technology follow-on activities is discussed.
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78 FR 48286 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-08
... installed on both LH and RH sides (Airbus modification 153655 applied in production, or modified in-service... unit (LGCIU) interlink communication ARINC 429 (applied in production through Airbus Modification (mod... of MLG actuator Part Number (P/N) 114122014 through Airbus SB A320-32-1407 (Airbus production mod...
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78 FR 40074 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-07-03
... certain batch of passenger emergency oxygen container assemblies might become detached by extreme pulling of the mask tube at the end of oxygen supply causing a high temperature oxygen generator and mask to fall down. This proposed AD would require modifying the passenger emergency oxygen container assembly...
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Qualitative Maintenance Experience Handbook
1975-10-20
differences in type and location of actuators results. DESIRABLE FEATURES: 1. The simpler assist methods are easier to get to usually and are smaller...the wheels differ somewhat in method of removal, there exists no particular features that would qualify as 4 "undesirable." 3. The AV-8 requires special... different airplanes, this survey identifies desirable and unde- sirable features evident in the various installations of the same compo- nent. In essence
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Harel, Assaf; Ullman, Shimon; Harari, Danny; Bentin, Shlomo
2011-07-28
Visual expertise is usually defined as the superior ability to distinguish between exemplars of a homogeneous category. Here, we ask how real-world expertise manifests at basic-level categorization and assess the contribution of stimulus-driven and top-down knowledge-based factors to this manifestation. Car experts and novices categorized computer-selected image fragments of cars, airplanes, and faces. Within each category, the fragments varied in their mutual information (MI), an objective quantifiable measure of feature diagnosticity. Categorization of face and airplane fragments was similar within and between groups, showing better performance with increasing MI levels. Novices categorized car fragments more slowly than face and airplane fragments, while experts categorized car fragments as fast as face and airplane fragments. The experts' advantage with car fragments was similar across MI levels, with similar functions relating RT with MI level for both groups. Accuracy was equal between groups for cars as well as faces and airplanes, but experts' response criteria were biased toward cars. These findings suggest that expertise does not entail only specific perceptual strategies. Rather, at the basic level, expertise manifests as a general processing advantage arguably involving application of top-down mechanisms, such as knowledge and attention, which helps experts to distinguish between object categories. © ARVO
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Flight Test Results for the F-16XL With a Digital Flight Control System
NASA Technical Reports Server (NTRS)
Stachowiak, Susan J.; Bosworth, John T.
2004-01-01
In the early 1980s, two F-16 airplanes were modified to extend the fuselage length and incorporate a large area delta wing planform. These two airplanes, designated the F-16XL, were designed by the General Dynamics Corporation (now Lockheed Martin Tactical Aircraft Systems) (Fort Worth, Texas) and were prototypes for a derivative fighter evaluation program conducted by the United States Air Force. Although the concept was never put into production, the F-16XL prototypes provided a unique planform for testing concepts in support of future high-speed supersonic transport aircraft. To extend the capabilities of this testbed vehicle the F-16XL ship 1 aircraft was upgraded with a digital flight control system. The added flexibility of a digital flight control system increases the versatility of this airplane as a testbed for aerodynamic research and investigation of advanced technologies. This report presents the handling qualities flight test results covering the envelope expansion of the F-16XL with the digital flight control system.
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Development and application of a gradient method for solving differential games
NASA Technical Reports Server (NTRS)
Roberts, D. A.; Montgomery, R. C.
1971-01-01
A technique for solving n-dimensional games is developed and applied to two pursuit-evasion games. The first is a two-dimensional game similar to the homicidal chauffeur but modified to resemble an airplane-helicopter engagement. The second is a five-dimensional game of two airplanes at constant altitude and with thrust and turning controls. The performance function to be optimized by the pursuer and evader was the distance between the evader and a given target point in front of the pursuer. The analytic solution to the first game reveals that both unique and nonunique solutions exist. A comparison between the gradient results and the analytic solution shows a dependence on the nominal controls in regions where nonunique solutions exist. In the unique solution region, the results from the two methods agree closely. The results for the five-dimensional two-airplane game are also shown to be dependent on the nominal controls selected and indicate that initial conditions are in a region of nonunique solutions.
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Flight test experience and controlled impact of a large, four-engine, remotely piloted airplane
NASA Technical Reports Server (NTRS)
Kempel, R. W.; Horton, T. W.
1985-01-01
A controlled impact demonstration (CID) program using a large, four engine, remotely piloted transport airplane was conducted. Closed loop primary flight control was performed from a ground based cockpit and digital computer in conjunction with an up/down telemetry link. Uplink commands were received aboard the airplane and transferred through uplink interface systems to a highly modified Bendix PB-20D autopilot. Both proportional and discrete commands were generated by the ground pilot. Prior to flight tests, extensive simulation was conducted during the development of ground based digital control laws. The control laws included primary control, secondary control, and racetrack and final approach guidance. Extensive ground checks were performed on all remotely piloted systems. However, manned flight tests were the primary method of verification and validation of control law concepts developed from simulation. The design, development, and flight testing of control laws and the systems required to accomplish the remotely piloted mission are discussed.
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NASA Technical Reports Server (NTRS)
1980-01-01
Parasite drag reduction evaluation is composed of wind tunnel tests with a standard L-1011 tail and two reduced area tail configurations. Trim drag reduction is evaluated by rebalancing the airplane for relaxed static stability. This is accomplished by pumping water to tanks in the forward and aft of the airplane to acheive desired center of gravity location. Also, the L-1011 is modified to incorporate term and advanced augmented systems. By using advanced wings and aircraft relaxed static stability significant fuel savings can be realized. An airplane's dynamic stability becomes more sensitive for decreased tail size, relaxed static stability, and advanced wing configurations. Active control pitch augmentation will be used to acheive the required handling qualities. Flight tests will be performed to evaluate the pitch augmentation systems. The effect of elevator downrig on stabilizer/elevator hinge moments will be measured. For control system analysis, the normal acceleration feedback and pitch rate feedback are analyzed.
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Airplane takeoff and landing performance monitoring system
NASA Technical Reports Server (NTRS)
Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H. (Inventor)
1989-01-01
The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.
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NASA Astrophysics Data System (ADS)
Jha, Pankaj
2013-11-01
The present work deals with the analysis of flight test data on a Cessna 172R airplane near University Park airport in Pennsylvania. Several tests pertaining to rate-of-climb, cruise, stall and landing were performed. Those of aerodynamic nature will be discussed. The wing loads for the cruise as well as landing configurations with various flap angles were computed using a vortex method considering horse-shoe and bound vortices. The stall speed and maximum lift coefficient of the airplane for these flap settings at a particular altitude were determined. The comparison against the processed flight data was generally very good. A detailed study will be presented. A CFD approach inspired by the author's work (Jha et al., 2013) to model wind turbine blades and wakes and classical aerodynamics problems was taken to model the airplane wings. The simulation results were also compared against the flight data. In addition, these simulations facilitated visualization and analysis of flow features of interest, like wing tip trailing vortices and their turbulence characterization. Graduate Research Assistant, Aerospace Engineering.
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77 FR 16143 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-20
...We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by a design review following a ground fire incident and reports of flammable fluid leaks from the wing leading edge area onto the engine exhaust area. This AD requires modifying the fluid drain path in the leading edge area of the wing. We are issuing this AD to prevent flammable fluid from leaking onto the engine exhaust nozzle, which could result in a fire.
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77 FR 21397 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-10
... electrical circuit in the Right Hand (RH) wing must be modified in order to ensure better segregation between... RH wing pylon area to the generator wire bundle of engine 2. The modification of this zone was... authority of the FAA Administrator. ``Subtitle VII: Aviation Programs,'' describes in more detail the scope...
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77 FR 13193 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-06
... bracket. This AD requires modifying the mounting adapters of the power control unit (PCU). We are issuing this AD to prevent loss of both rudder PCU actuators which could result in free play of the rudder... static and endurance loading conditions. The failure of the mounting brackets that attach the power...
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77 FR 24342 - Airworthiness Directives; Empresa Brasileira de Aeronautica S.A. (EMBRAER) Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-24
... revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA... cracks resulted in the manufacturer modifying the ALS of EMBRAER 170 Maintenance Review Board Report.... Analysis of these cracks resulted in modifications on the Airworthiness Limitation Section (ALS) of Embraer...
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77 FR 34872 - Airworthiness Directives; Fokker Services B.V. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-12
... require modifying galley power supply wiring by disconnecting it from the affected plug/receptacle and reconnecting the power supply wiring through splices. We are proposing this AD to prevent a high electrical load which may lead to overheating of the galley power supply wiring and/or the electrical connector...
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78 FR 8052 - Airworthiness Directives; DASSAULT AVIATION Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-05
... the tail strobe power supply and a hydraulic line. This proposed AD would require modifying the tail strobe power supply wire routing. We are proposing this AD to prevent chafing between the tail strobe power supply and a hydraulic line, which could result in hydraulic fluid leakage and possible fire due...
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77 FR 15291 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-15
... wiring conduit and the wing bottom skin. This proposed AD would require modifying the wiring installation... modification of the wiring installation to improve the routing and the protection of the harnesses in the zone... wiring conduit and the wing bottom skin. This condition, in the scope of published FAA SFAR88 [Special...
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77 FR 47273 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-08
... the autopilot electrical wiring conduit and the wing bottom skin. This AD requires modifying the wiring installation on the right-hand wing. We are issuing this AD to prevent sparking due to electrical... above, this [EASA] AD requires modification of the wiring installation to improve the routing and the...
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77 FR 20746 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-06
...). SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600.../ malfunctioning of the left-hand engine thrust control mechanism. This proposed AD would require modifying the left-hand engine upper core- cowl. We are proposing this AD to prevent jamming/malfunctioning of the...
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77 FR 37342 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-21
...). SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600... was prompted by reports of jamming/malfunctioning of the left-hand engine thrust control mechanism. This proposed AD would require modifying the left-hand engine upper core-cowl. We are proposing this AD...
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76 FR 69163 - Airworthiness Directives; Fokker Services B.V. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-11-08
... fuel fire shut-off valve indication logic had been introduced during production on a limited number of..., of the crossfeed indication logic and power supply and of the fuel fire shut-off valve indication logic. * * * * * Required actions also include modifying the overhead panel (introduce provisions for a...
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Launch Condition Deviations of Reusable Launch Vehicle Simulations in Exo-Atmospheric Zoom Climbs
NASA Technical Reports Server (NTRS)
Urschel, Peter H.; Cox, Timothy H.
2003-01-01
The Defense Advanced Research Projects Agency has proposed a two-stage system to deliver a small payload to orbit. The proposal calls for an airplane to perform an exo-atmospheric zoom climb maneuver, from which a second-stage rocket is launched carrying the payload into orbit. The NASA Dryden Flight Research Center has conducted an in-house generic simulation study to determine how accurately a human-piloted airplane can deliver a second-stage rocket to a desired exo-atmospheric launch condition. A high-performance, fighter-type, fixed-base, real-time, pilot-in-the-loop airplane simulation has been modified to perform exo-atmospheric zoom climb maneuvers. Four research pilots tracked a reference trajectory in the presence of winds, initial offsets, and degraded engine thrust to a second-stage launch condition. These launch conditions have been compared to the reference launch condition to characterize the expected deviation. At each launch condition, a speed change was applied to the second-stage rocket to insert the payload onto a transfer orbit to the desired operational orbit. The most sensitive of the test cases was the degraded thrust case, yielding second-stage launch energies that were too low to achieve the radius of the desired operational orbit. The handling qualities of the airplane, as a first-stage vehicle, have also been investigated.
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A mathematical model of an active control landing gear for load control during impact and roll-out
NASA Technical Reports Server (NTRS)
Mcgehee, J. R.; Carden, H. D.
1976-01-01
A mathematical model of an active control landing gear (ACOLAG) was developed and programmed for operation on a digital computer. The mathematical model includes theoretical subsonic aerodynamics; first-mode wing bending and torsional characteristics; oleo-pneumatic shock strut with fit and binding friction; closed-loop, series-hydraulic control; empirical tire force-deflection characteristics; antiskid braking; and sinusoidal or random runway roughness. The mathematical model was used to compute the loads and motions for a simulated vertical drop test and a simulated landing impact of a conventional (passive) main landing gear designed for a 2268-kg (5000-lbm) class airplane. Computations were also made for a simply modified version of the passive gear including a series-hydraulic active control system. Comparison of computed results for the passive gear with experimental data shows that the active control landing gear analysis is valid for predicting the loads and motions of an airplane during a symmetrical landing. Computed results for the series-hydraulic active control in conjunction with the simply modified passive gear show that 20- to 30-percent reductions in wing force, relative to those occurring with the modified passive gear, can be obtained during the impact phase of the landing. These reductions in wing force could result in substantial increases in fatigue life of the structure.
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NASA Technical Reports Server (NTRS)
1988-01-01
Learjet Inc.'s Learjet 31 and Learjet 55C both feature NASA developed winglets, nearly vertical extensions of the wing designed to reduce fuel consumption and generally improve airplane's performance. Winglets are lifting surfaces designed to operate in the vortex or air whirlpool that occurs at an airplanes wingtip. This complex flow of air creates air drag; the winglets job is to reduce the strength of the vortex and thereby substantially reduce drag, additionally the winglet generates its own lift producing forward thrust in the manner of a sailboat's sail. Combination of reduced drag and additional thrust adds up to improvement in fuel efficiency.
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NASA Technical Reports Server (NTRS)
Grantham, W. D.; Smith, P. M.; Deal, P. L.; Neely, W. R., Jr.
1984-01-01
A six-degree-of-freedom, ground based simulator study is conducted to evaluate the low-speed flight characteristics of four dissimilar cargo transport airplanes. These characteristics are compared with those of a large, present-day (reference) transport configuration similar to the Lockheed C-5A airplane. The four very large transport concepts evaluated consist of single-fuselage, twin-fuselage, triple-fuselage, and span-loader configurations. The primary piloting task is the approach and landing operation. The results of his study indicate that all four concepts evaluated have unsatisfactory longitudinal and lateral directional low speed flight characteristics and that considerable stability and control augmentation would be required to improve these characteristics (handling qualities) to a satisfactory level. Through the use of rate command/attitude hold augmentation in the pitch and roll axes, and the use of several turn-coordination features, the handling qualities of all four large transports simulated are improved appreciably.
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-02-08
... objects may also occur. The proposed AD would require actions that are intended to address the unsafe... flying debris and objects may also occur. Required actions include modifying the warning and caution lights panel (WACLP), changing the WACLP and MED wiring, changing the wiring harness connecting the MED...
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78 FR 42895 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-07-18
... for cracking of the pressure floor of both main wheel wells, and related investigative and corrective actions if necessary; and would require modifying the pressure floor of both main wheel wells. We are proposing this AD to prevent fatigue cracking in the pressure floor of the main wheel wells, which could...
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77 FR 46946 - Airworthiness Directives; Dassault Aviation Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-07
... passenger oxygen pipe at frame 10 was chafing against the forward lavatory rear structure, raising the risk of the oxygen pipe developing a crack. This AD requires modifying the routing of and, if necessary, replacing, the oxygen pipe. We are issuing this AD to prevent rupture of the oxygen pipe which, in case of a...
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77 FR 6688 - Airworthiness Directives; Bombardier Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-02-09
... inspection area of the rear spar lower cap from WS 51.00 to WS 49.50 and to modify the ultrasonic inspection... wing station (WS) 51.00, and the wing lower skin. Additional actions, if cracking is found, include... of cracking found outside the inspection area. This proposed AD would extend the inspection area of...
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77 FR 58765 - Airworthiness Directives; Fokker Services B.V. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-09-24
.... This AD requires modifying galley power supply wiring by disconnecting it from the affected plug/ receptacle and reconnecting the power supply wiring through splices. We are issuing this AD to prevent a high electrical load, which might lead to overheating of the galley power supply wiring and/or the electrical...
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78 FR 33199 - Airworthiness Directives; Dassault Aviation Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-06-04
... prompted by reports of chafing between the tail strobe power supply and a hydraulic line. This AD requires modifying the tail strobe power supply wire routing. We are issuing this AD to prevent chafing between the tail strobe power supply and a hydraulic line, which could result in hydraulic fluid leakage and...
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78 FR 78703 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-27
... fatigue damage (WFD). This AD requires modifying the aft pressure bulkhead. The modification includes... fatigue cracking of the aft pressure bulkhead, which could result in reduced structural integrity of the... No. FAA-2013- 0706; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday...
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76 FR 31453 - Special Conditions: Gulfstream Model GVI Airplane; Single-Occupant Side-Facing Seats
Federal Register 2010, 2011, 2012, 2013, 2014
2011-06-01
.... SID TTI data must be processed as defined in Federal Motor Vehicle Safety Standard (FMVSS) part 571...). Pass/fail injury assessments: TTI and pelvic acceleration. 2. One longitudinal test with the Hybrid II... pelvic acceleration. 3. Vertical (14g) test with modified Hybrid II ATDs using existing pass/fail...
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78 FR 22432 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-04-16
... electrical rudder], through Airbus Service Bulletin (SB) A330-27-3176, --software standard P12A/M21A on FCPC.... Since we issued that AD, we have determined that new software standards for the flight control primary.... This proposed AD would require that operators modify or replace all three FCPCs with new software...
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NASA Technical Reports Server (NTRS)
Hastings, Earl C., Jr.; Dickens, Waldo L.
1957-01-01
A flight investigation was conducted to determine the effects of an inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model which was flight tested at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. Results indicate that the combined effects of the modified inlet and fully extended rocket racks on the trim lift coefficient and trim angle of attack were small between Mach numbers of 0.94 and 1.57. Between Mach numbers of 1.10 and 1.57 there was an average increase in drag coefficient of about o,005 for the model with modified inlet and extended rocket racks. The change in drag coefficient due to the inlet modification alone is small between Mach numbers of 1.59 and 1.64
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Flight test experience and controlled impact of a remotely piloted jet transport aircraft
NASA Technical Reports Server (NTRS)
Horton, Timothy W.; Kempel, Robert W.
1988-01-01
The Dryden Flight Research Center Facility of NASA Ames Research Center (Ames-Dryden) and the FAA conducted the controlled impact demonstration (CID) program using a large, four-engine, remotely piloted jet transport airplane. Closed-loop primary flight was controlled through the existing onboard PB-20D autopilot which had been modified for the CID program. Uplink commands were sent from a ground-based cockpit and digital computer in conjunction with an up-down telemetry link. These uplink commands were received aboard the airplane and transferred through uplink interface systems to the modified PB-20D autopilot. Both proportional and discrete commands were produced by the ground system. Prior to flight tests, extensive simulation was conducted during the development of ground-based digital control laws. The control laws included primary control, secondary control, and racetrack and final approach guidance. Extensive ground checks were performed on all remotely piloted systems; however, piloted flight tests were the primary method and validation of control law concepts developed from simulation. The design, development, and flight testing of control laws and systems required to accomplish the remotely piloted mission are discussed.
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The airplane: A simulated commercial air transportation study
NASA Technical Reports Server (NTRS)
Dauteuil, Mark; Geniesse, Pete; Hunniford, Michael; Lawler, Kathleen; Quirk, Elena; Tognarelli, Michael
1993-01-01
The 'Airplane' is a moderate-range, 70 passenger aircraft. It is designed to serve demands for flights up to 10,000 feet and it cruises at 32 ft/s. The major drivers for the design of the Airplane are economic competitiveness, takeoff performance, and weight minimization. The Airplane is propelled by a single Astro 15 electric motor and a Zinger 12-8 propeller. The wing section is a Spica airfoil which, because of its flat bottom, provides simplicity in manufacturing and thus helps to cut costs. The wing is constructed of a single load bearing mainspar and shape-holding ribs coated with Monokote skin, lending to a light weight structural makeup. The fuselage houses the motor, flight deck and passenger compartments as well as the fuel and control actuating systems. The wing will be attached to the top of the fuselage as will the fuel and control actuator systems for easy disassembly and maintenance. The aircraft is maneuvered about its pitch axis by means of an aft elevator on the flat plate horizontal tail. The twin vertical tail surfaces are also flat plates and each features a rudder for both directional and roll control. Along with wing dihedral, the rudders will be used to roll the aircraft. The Airplane is less costly to operate at its own maximum range and capacity as well as at its maximum range and the HB-40's maximum capacity than the HB-40.
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NASA Technical Reports Server (NTRS)
Holzhauser, Curt A; Bray, Richard S
1956-01-01
An investigation was undertaken to determine the increase in maximum lift coefficient that could be obtained by applying area suction near the leading edge of a wing. This investigation was performed first with a 35 degree swept-wing model in the wind tunnel, and then with an operational 35 degree swept-wing airplane which was modified in accord with the wind-tunnel results. The wind-tunnel and flight tests indicated that the maximum lift coefficient was increased more than 50 percent by the use of area suction. Good agreement was obtained in the comparison of the wind-tunnel results with those measured in flight.
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Application of active controls technology to the NASA Jet Star airplane
NASA Technical Reports Server (NTRS)
Lange, R. H.; Cahill, J. F.; Campion, M. C.; Bradley, E. S.; Macwilkinson, D. G.; Phillips, J. W.
1975-01-01
The feasibility was studied of modifying a Jet Star airplane into a demonstrator of benefits to be achieved from incorporating active control concepts in the preliminary design of transport type aircraft. Substantial benefits are shown in terms of fuel economy and community noise by virtue of reduction in induced drag through use of a high aspect ratio wing which is made possible by a gust alleviation system. An intermediate configuration was defined which helps to isolate the benefits produced by active controls technology from those due to other configuration variables. Also, an alternate configuration which incorporated composite structures, but not active controls technology, was defined in order to compare the benefits of composite structures with those of active controls technology.
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NASA Technical Reports Server (NTRS)
Dawson, C. R.; Omar, E.
1977-01-01
Wind tunnel test data are analysed to determine ground effects and the effectiveness of the aerodynamic control surfaces to provide a technology base for a Navy type A V/STOL airplane. Three 14CM (5.5 inch) turbopowered simulators were used to power the model which was tested primarily in the following configurations: (1) VTOL with flaps deployed, gear down, and engines tilted to 80 deg, 90 deg, and 95 deg, (2) STOL with flap and gear down and engines tilted to 50 deg; and (3) Loiter with flaps and gear up and L/C nacelles off. Data acquired during the tests are included as an appendix.
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Comparative Flight Performance with an NACA Roots Supercharger and a Turbocentrifugal Supercharger
NASA Technical Reports Server (NTRS)
Schey, Oscar W; Young, Alfred W
1931-01-01
This report presents the comparative flight results of a roots supercharger and a turbocentrifugal supercharger. The tests were conducted using a modified DH-4M2 airplane. The rate of climb and the high speed in level flight of the airplane were obtained for each supercharger from sea level to the ceiling. The unsupercharged performance with each supercharger mounted in place was also determined. The results of these tests show that the ceiling and rate of climb obtained were nearly the same for each supercharger, but that the high speed obtained with the turbocentrifugal was better than that obtained with the roots. The high-speed performance at 21,000 feet was 122 and 142 miles per hour for the roots and turbocentrifugal, respectively.
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F-16XL ship #1 - CAWAP boundary layer rakes and hot film on left wing
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the boundary layer hot film and the boundary layer rakes on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 - CAWAP boundary layer hot film, left wing
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows the boundary layer hot film on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. Hot film is used to measure temperature changes on a surface. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 CAWAP flight - alpha 15 degrees, altitude 5,000 feet
NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 5000 feet, with an angle of attack of 15 degrees. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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NASA's Hypersonic Research Engine Project: A review
NASA Technical Reports Server (NTRS)
Andrews, Earl H.; Mackley, Ernest A.
1994-01-01
The goals of the NASA Hypersonic Research Engine (HRE) Project, which began in 1964, were to design, develop, and construct a high-performance hypersonic research ramjet/scramjet engine for flight tests of the developed concept over the speed range of Mach 4 to 8. The project was planned to be accomplished in three phases: project definition, research engine development, and flight test using the X-15A-2 research airplane, which was modified to carry hydrogen fuel for the research engine. The project goal of an engine flight test was eliminated when the X-15 program was canceled in 1968. Ground tests of full-scale engine models then became the focus of the project. Two axisymmetric full-scale engine models, having 18-inch-diameter cowls, were fabricated and tested: a structural model and combustion/propulsion model. A brief historical review of the project, with salient features, typical data results, and lessons learned, is presented. An extensive number of documents were generated during the HRE Project and are listed.
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NASA Technical Reports Server (NTRS)
Gove, W D
1929-01-01
The rate of change in power of aircraft engines with altitude has been the subject of considerable discussion. Only a small amount of data from direct measurements of the power delivered by airplane engines during flight, however, has been published. This report presents the results of direct measurements of the power delivered by a Liberty 12 airplane engine taken with a hub dynamometer at standard altitudes from zero to 13,000 feet. Six flights were made with the engine installed in a modified DH-4 airplane. The experimental relation of brake horsepower to altitude is compared with two theoretical relations and with the experimental results, for a second Liberty 12 engine, given in NACA Technical Report no. 252. The rate of change in power with altitude of a third Liberty engine, measured with a calibrated propeller, is also given for comparison. The data presented substantiate the theoretical relation of brake horsepower to altitude based on the correction of ground level indicated horsepower for change in atmospheric temperature and pressure with the subsequent deduction of friction horsepower corrected for altitude. (author)
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Demonstrating damage tolerance of composite airframes
NASA Technical Reports Server (NTRS)
Poe, Clarence C., Jr.
1993-01-01
Commercial transport aircraft operating in the United States are certified by the Federal Aviation Authority to be damage tolerant. On 28 April 1988, Aloha Airlines Flight 243, a Boeing 727-200 airplane, suffered an explosive decompression of the fuselage but landed safely. This event provides very strong justification for the damage tolerant design criteria. The likely cause of the explosive decompression was the linkup of numerous small fatigue cracks that initiated at adjacent fastener holes in the lap splice joint at the side of the body. Actually, the design should have limited the damage size to less than two frame spacings (about 40 inches), but this type of 'multi-site damage' was not originally taken into account. This cracking pattern developed only in the high-time airplanes (many flights). After discovery in the fleet, a stringent inspection program using eddy current techniques was inaugurated to discover these cracks before they linked up. Because of concerns about safety and the maintenance burden, the lap-splice joints of these high-time airplanes are being modified to remove cracks and prevent new cracking; newer designs account for 'multi-site damage'.
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NASA Technical Reports Server (NTRS)
1999-01-01
Aeronautical research usually begins with computers, wind tunnels, and flight simulators, but eventually the theories must fly. This is when flight research begins, and aircraft are the primary tools of the trade. Flight research involves doing precision maneuvers in either a specially built experimental aircraft or an existing production airplane that has been modified. For example, the AD-1 was a unique airplane made only for flight research, while the NASA F-18 High Alpha Research Vehicle (HARV) was a standard fighter aircraft that was transformed into a one-of-a-kind aircraft as it was fitted with new propulsion systems, flight controls, and scientific equipment. All research aircraft are able to perform scientific experiments because of the onboard instruments that record data about its systems, aerodynamics, and the outside environment. Since the 1970's, NASA flight research has become more comprehensive, with flights involving everything form Space Shuttles to ultralights. NASA now flies not only the fastest airplanes, but some of the slowest. Flying machines continue to evolve with new wing designs, propulsion systems, and flight controls. As always, a look at today's experimental research aircraft is a preview of the future.
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76 FR 12624 - Airworthiness Directives; Dassault-Aviation Model FALCON 7X Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-03-08
... modifying the applicable wiring and layout, a general visual inspection for absence of marks of the rear... States. Pursuant to our bilateral agreement with the State of Design Authority, we have been notified of... likely to exist or develop on other products of the same type design. Differences Between This AD and the...
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77 FR 38468 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-28
... was prompted by a report of a ground fire which was fed by oxygen escaping from a damaged third crew person oxygen line and had started in the vicinity of an electrical panel. This AD requires replacing and changing the routing of the flexible oxygen hose of the third crew person oxygen line and modifying the...
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Brake control system modification, augmentor Wing Jet STOL Research Airplane (AWJSRA)
NASA Technical Reports Server (NTRS)
Amberg, R. L.; Arline, J. A.; Jenny, R. W.
1974-01-01
The braking system for a short takeoff aircraft is discussed and the deficiencies are described. The installation of a Boeing 727 aircraft brake system was made to correct the deficiencies. Tests of the modified system were conducted using an analog computer/hardware simulator. Actual performance tests were conducted and the characteristics of the system were satisfactory.
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An edge-based solution-adaptive method applied to the AIRPLANE code
NASA Technical Reports Server (NTRS)
Biswas, Rupak; Thomas, Scott D.; Cliff, Susan E.
1995-01-01
Computational methods to solve large-scale realistic problems in fluid flow can be made more efficient and cost effective by using them in conjunction with dynamic mesh adaption procedures that perform simultaneous coarsening and refinement to capture flow features of interest. This work couples the tetrahedral mesh adaption scheme, 3D_TAG, with the AIRPLANE code to solve complete aircraft configuration problems in transonic and supersonic flow regimes. Results indicate that the near-field sonic boom pressure signature of a cone-cylinder is improved, the oblique and normal shocks are better resolved on a transonic wing, and the bow shock ahead of an unstarted inlet is better defined.
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Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach
NASA Technical Reports Server (NTRS)
Spivey, Natalie D.; Herrera, Claudia Y.; Truax, Roger; Pak, Chan-gi; Freund, Donald
2007-01-01
Flight tests of Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the NASA Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the F-15B airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, however, instead of a centerline mounting, a relatively long forward-pointing boom was attached to the radar bulkhead of the F-15B airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets over land. The Quiet Spike(TradeMark) boom is a concept in which an aircraft s noseboom would be extended prior to supersonic acceleration. This morphing effectively lengthens the aircraft, thus reducing the peak sonic-boom amplitude, but is also expected to partition the otherwise strong bow shock into a series of reduced-strength, noncoalescing shocklets. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. However, due to the flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for- flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This paper provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project which includes the test setup details, instrumentation layout, and modal results obtained in support of the structural dynamic modeling and flutter analyses.
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78 FR 25377 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-05-01
...We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER series airplanes. This AD was prompted by a report of leaking fuel from the wing leading edge area at the inboard end of the number 5 leading edge slat. This AD requires modifying the fluid drain path in the wing leading edge area, forward of the wing front spar, and doing all applicable related investigative and corrective actions; and installing new seal disks on the latches in the fuel shutoff valve access door. We are issuing this AD to prevent flammable fluids from accumulating in the wing leading edge, and draining inboard and onto the engine exhaust nozzle, which could result in a fire.
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The Direct Measurement of Engine Power on an Airplane in Flight with a Hub Type Dynamometer
NASA Technical Reports Server (NTRS)
Gove, W D; Green, M W
1927-01-01
This report describes tests made to obtain direct measurements of engine power in flight. Tests were made with a Bendemann hub dynamometer installed on a modified DH-4 Airplane, Liberty 12 Engine, to determine the suitability of this apparatus. This dynamometer unit, which was designed specially for use with a liberty 12 engine, is a special propeller hub in which is incorporated a system of pistons and cylinders interposed between the propeller and the engine crankshaft. The torque and thrust forces are balanced by fluid pressures, which are recorded by instruments in the cockpit. These tests have shown the suitability of this type of hub dynamometer for measurement of power in flight and for the determination of the torque and power coefficients of the propeller. (author)
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Augmentor performance of an F100 engine model derivative engine in an F-15 airplane
NASA Technical Reports Server (NTRS)
Walton, James T.; Burcham, Frank W., Jr.
1986-01-01
The transient performance of the F100 engine model derivative (EMD) augmentor was evaluated in an F-15 airplane. The augmentor was a newly designed 16-segment augmentor. It was tested with a segment-1 sprayring with 90 deg fuel injection, and later with a modified segment-1 sprayring with centerline fuel injection. With the 90 deg injection, no-lights occurred at high altitudes with airspeeds of 175 knots or less; however, the results were better than when using the standard F100-PW-100 engine. With the centerline fuel injection, all transients were successful to an altitude of 15,500 meters and an airspeed of 150 knots: no failures to light, blowouts, or stalls occurred. For a first flight evaluation, the augmentor transient performance was excellent.
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Exposure to tri-o-cresyl phosphate detected in jet airplane passengers.
Liyasova, Mariya; Li, Bin; Schopfer, Lawrence M; Nachon, Florian; Masson, Patrick; Furlong, Clement E; Lockridge, Oksana
2011-11-01
The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such "fume events". Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serine of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24-48 h after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. Copyright © 2011 Elsevier Inc. All rights reserved.
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Exposure to tri-o-cresyl phosphate detected in jet airplane passengers
Liyasova, Mariya; Li, Bin; Schopfer, Lawrence M.; Nachon, Florian; Masson, Patrick; Furlong, Clement E.; Lockridge, Oksana
2011-01-01
The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such “fume events”. Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serine of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24–48 hours after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. PMID:21723309
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Managing Situation Awareness on the Flight Deck
NASA Technical Reports Server (NTRS)
Chappell, Sheryl L.; Connell, Linda (Technical Monitor)
1996-01-01
Awareness is required of the plane, the path and the people, both now and in the future. The steps to situation awareness are to monitor and evaluate the current situation. Anticipate the future to stay ahead of the airplane and consider contingencies, having a plan for 'what if situations. Continually update and modify the plan and share it with all crew members.
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1964-10-01
DURING APPROACH. OGEE Wing Planform on modified F5D-1 SkylancerAirplane Flight Tests. 'Flow Visualization Photographs'. In landing approach trials at Moffett Field, vapor trails are generated by low pressure in votex flow near wing leading edge on upper wing surface. Studies were undertaken in efforts to determine if there were adverse effects of vortex flow on the dynamic stability of the aircraft.
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NASA Technical Reports Server (NTRS)
Allison, Dennis O.; Sewall, William G.
1995-01-01
Longitudinal characteristics and wing-section pressure distributions are compared for the EA-6B airplane with and without airfoil modifications. The airfoil modifications were designed to increase low-speed maximum lift for maneuvering, while having a minimal effect on transonic performance. Section contour changes were confined to the leading-edge slat and trailing-edge flap regions of the wing. Experimental data are analyzed from tests in the Langley 16-Foot Transonic Tunnel on the baseline and two modified wing-fuselage configurations with the slats and flaps in their retracted positions. Wing modification effects on subsonic and transonic performance are seen in wing-section pressure distributions of the various configurations at similar lift coefficients. The modified-wing configurations produced maximum lift coefficients which exceeded those of the baseline configuration at low-speed Mach numbers (0.300 and 0.400). This benefit was related to the behavior of the wing upper surface leading-edge suction peak and the behavior of the trailing-edge pressure. At transonic Mach numbers (0.725 to 0.900), the wing modifications produced a somewhat stronger nose-down pitching moment, a slightly higher drag at low-lift levels, and a lower drag at higher lift levels.
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14 CFR 125.179 - Fuel system independence.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Fuel system independence. 125.179 Section... Requirements § 125.179 Fuel system independence. (a) Each airplane fuel system must be arranged so that the... the fuel system incorporates features that provide equivalent safety. ...
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14 CFR 125.179 - Fuel system independence.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Fuel system independence. 125.179 Section... Requirements § 125.179 Fuel system independence. (a) Each airplane fuel system must be arranged so that the... the fuel system incorporates features that provide equivalent safety. ...
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14 CFR 125.179 - Fuel system independence.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Fuel system independence. 125.179 Section... Requirements § 125.179 Fuel system independence. (a) Each airplane fuel system must be arranged so that the... the fuel system incorporates features that provide equivalent safety. ...
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NASA Technical Reports Server (NTRS)
Grantham, W. D.; Smith, P. M.; Neely, W. R., Jr.; Deal, P. L.; Yenni, K. R.
1985-01-01
Six-degree-of-freedom ground-based and in-flight simulator studies were conducted to evaluate the low-speed flight characteristics of a twin-fuselage passenger transport airplane and to compare these characteristics with those of a large, single-fuselage (reference) transport configuration similar to the Lockheed C-5A airplane. The primary piloting task was the approach and landing task. The results of this study indicated that the twin-fuselage transport concept had acceptable but unsatisfactory longitudinal and lateral-directional low-speed flight characteristics, and that stability and control augmentation would be required in order to improve the handling qualities. Through the use of rate-command/attitude-hold augmentation in the pitch and roll axes, and the use of several turn coordination features, the handling qualities of the simulated transport were improved appreciably. The in-flight test results showed excellent agreement with those of the six-degree-of-freedom ground-based simulator handling qualities tests. As a result of the in-flight simulation study, a roll-control-induced normal-acceleration criterion was developed. The handling qualities of the augmented twin-fuselage passenger transport airplane exhibited an improvement over the handling characteristics of the reference (single-fuselage) transport.
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Flight test summary of modified fuel systems
NASA Technical Reports Server (NTRS)
Barrett, B. G.
1976-01-01
Two different aircraft designs, each with two modified fuel control systems, were evaluated. Each aircraft was evaluated in a given series of defined ground and flight conditions while quantitative and qualitative observations were made. During this program, some ten flights were completed, and a total of about 13 hours of engine run time was accumulated by the two airplanes. The results of these evaluations with emphasis on the operational and safety aspects were analyzed. Ground tests of the engine alone were not able to predict acceptable limiting lean mixture settings for the flight envelopes of the Cessna Models 150 and T337.
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NASA Technical Reports Server (NTRS)
Land, Norman S.; Elliott, John M.; Christopher, Kenneth W.
1949-01-01
An investigation was made to evaluate the hydrodynamic qualities of a 0.425-scale model of the Navy XP5M-1 hull, which was installed on a modified Navy J4F-2 amphibian. Longitudinal and directional stability during take-off and landing, low-speed maneuverability, spray characteristics, and take-off performance were investigated. The behavior of the airplane in moderately rough water was also observed. The opinions of three pilots have been correlated with the data.
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Application of sonic-boom minimization concepts in supersonic transport design
NASA Technical Reports Server (NTRS)
Carlson, H. W.; Barger, R. L.; Mack, R. J.
1973-01-01
The applicability of sonic boom minimization concepts in the design of large supersonic transport airplanes capable of a 2500-nautical-mile range at a cruise Mach number of 2.7 is considered. Aerodynamics, weight and balance, and mission performance as well as sonic boom factors, have been taken into account. The results indicate that shock-strength nominal values of somewhat less than 48 newtons/sq m during cruise are within the realm of possibility. Because many of the design features are in direct contradiction to presently accepted design practices, further study of qualified airplane design teams is required to ascertain sonic boom shock strength levels actually attainable for practical supersonic transports.
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NASA Technical Reports Server (NTRS)
Hanks, G. W.; Shomber, H. A.; Crumb, C. B.; Flora, C. C.; Macdonald, K. A. B.; Smith, R. D.; Sassi, A. P.; Dorwart, R. J.
1982-01-01
The 1985 ACT airplane is the Final Active Controls Technology (ACT) Airplane with the addition of three-axis fly by wire. Thus it retains all the efficiency features of the full ACT system plus the weight and cost savings accruing from deletion of the mechanical control system. The control system implements the full IAAC spectrum of active controls except flutter-mode control, judged essentially nonbeneficial, and incorporates new control surfaces called flaperons to make the most of wing-load alleviation. This redundant electronic system is conservatively designed to preserve the extreme reliability required of crucial short-period pitch augmentation, which provides more than half of the fuel savings.
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Advanced supersonic propulsion system technology study, phase 2
NASA Technical Reports Server (NTRS)
Allan, R. D.
1975-01-01
Variable cycle engines were identified, based on the mixed-flow low-bypass-ratio augmented turbofan cycle, which has shown excellent range capability in the AST airplane. The best mixed-flow augmented turbofan engine was selected based on range in the AST Baseline Airplane. Selected variable cycle engine features were added to this best conventional baseline engine, and the Dual-Cycle VCE and Double-Bypass VCE were defined. The conventional mixed-flow turbofan and the Double-Bypass VCE were on the subjects of engine preliminary design studies to determine mechanical feasibility, confirm weight and dimensional estimates, and identify the necessary technology considered not yet available. Critical engine components were studied and incorporated into the variable cycle engine design.
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-06-23
... incorporate the following novel or unusual design features: Digital systems architecture composed of several connected networks. The proposed architecture and network configuration may be used for, or interfaced with... navigation systems (aircraft control domain), 2. Airline business and administrative support (airline...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-19
... Installed Rechargeable Lithium-Ion Batteries and Battery Systems AGENCY: Federal Aviation Administration... feature associated with permanently installed rechargeable lithium-ion batteries and battery systems... batteries and battery systems on aircraft. Lithium-ion batteries and battery systems have new hazards that...
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77 FR 15638 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-03-16
...We are revising an earlier proposed airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, - 900 and -900ER series airplanes. That NPRM proposed to require modifying the fluid drain path in the wing leading edge area, forward of the wing front spar, and doing all applicable related investigative and corrective actions. That NPRM was prompted by a report of leaking fuel from the wing leading edge area at the inboard end of the number 5 leading edge slat. This action revises that NPRM by including installing new seal disks on the latches in the fuel shutoff valve access door as part of the modification and by specifying that certain inspections are detailed inspections. This action also revises the applicability to include additional airplanes. We are proposing this AD to prevent flammable fluids from accumulating in the wing leading edge, and draining inboard and onto the engine exhaust nozzle, which could result in a fire. Since these actions impose an additional burden over that proposed in the NPRM, we are reopening the comment period to allow the public the chance to comment on these proposed changes.
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Description, Usage, and Validation of the MVL-15 Modified Vortex Lattice Analysis Capability
NASA Technical Reports Server (NTRS)
Ozoroski, Thomas A.
2015-01-01
MVL-15 is the most recent version of the Modified Vortex-Lattice (MVL) code developed within the Aerodynamics Systems Analysis Branch (ASAB) at NASA LaRC. The term "modified" refers to the primary modification of the core vortex-lattice methodology: inclusion of viscous aerodynamics tables that are linked to the linear solution via iterative processes. The inclusion of the viscous aerodynamics inherently converts the MVL-15 from a purely analytic linearized method to a semi-empirical blend which retains the rapid execution speed of the linearized method while empirically characterizing the section aerodynamics at all spanwise lattice points. The modification provides a means to assess non-linear effects on lift that occur at angles of attack near stall, and provides a means to determine the drag associated with the application of design strategies for lift augmentation such as the use of flaps or blowing. The MVL-15 code is applicable to the analyses of aircraft aerodynamics during cruise, but it is most advantageously applied to the analysis of aircraft operating in various high-lift configurations. The MVL methodology has been previously conceived and implemented; the initial concept version was delivered to the ASAB in 2001 (van Dam, C.), subsequently revised (Gelhausen, P. and Ozoroski, T. 2002 / AVID Inc., Gelhausen, P., and Roberts, M. 2004), and then overhauled (Ozoroski, T., Hahn, A. 2008). The latest version, MVL-15 has been refined to provide analysis transparency and enhanced to meet the analysis requirements of the Environmentally Responsible Aviation (ERA) Project. Each revision has been implemented with reasonable success. Separate applications of the methodology are in use, including a similar in-house capability, developed by Olson, E. that is tailored for structural and acoustics analyses. A central premise of the methodology is that viscous aerodynamic data can be associated with analytic inviscid aerodynamic results at each spanwise wing section, thereby providing a pathway to map viscous data to the inviscid results. However, a number of factors can sidetrack the analysis consistency during various stages of this process. For example, it should be expected that the final airplane lift curve and drag polar results depend strongly on the geometry and aerodynamics of the airfoil section; however, flap deflections and flap chord extensions change the local reference geometry of the input airfoil, the airplane wing, the tabulated non-dimensional viscous aerodynamics, and the spanwise links between the linear and the viscous aerodynamics. These changes also affect the bound circulation and therefore, calculation and integration of the induced angle of attack and induced drag. MVL-15 is configured to ensure these types of challenges are properly addressed. This report is a comprehensive manual describing the theory, use, and validation of the MVL-15 analysis tool. Section 3 summarizes theoretical, procedural, and characteristic features of MVL-15, and includes a list of the files required to setup, execute, and summarize an analysis. Section 4, Section 5, Section 6, and Section 7 combine to comprise the User's Guide portions of this report. The MVL-15 input and output files are described in Section 4 and Section 5, respectively; the descriptions are supplemented with example files and information about the file formats, parameter definitions, and typical parameter values. Section 6 describes the Wing Geometry Setup Utility and the 2d-Variants Utility files that simplify and assist setting up a consistent set of MVL-15 geometry and aerodynamics input parameters and input files. Section 7 describes the use of the 3d-Results Presentation Utility file that can be used to automatically create summary tables and charts from the MVL-15 output files. Section 8 documents the Validation Results of an extensive and varied validation test matrix, including results of an airplane analysis representative of the ERA Program. A start-to-finish example of the airplane analysis procedure is described in Section 7.
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NASA Technical Reports Server (NTRS)
Landmann, A. E.; Tillema, H. F.; Macgregor, G. R.
1992-01-01
Finite element analysis (FEA), statistical energy analysis (SEA), and a power flow method (computer program PAIN) were used to assess low frequency interior noise associated with advanced propeller installations. FEA and SEA models were used to predict cabin noise and vibration and evaluate suppression concepts for structure-borne noise associated with the shaft rotational frequency and harmonics (less than 100 Hz). SEA and PAIN models were used to predict cabin noise and vibration and evaluate suppression concepts for airborne noise associated with engine radiated propeller tones. Both aft-mounted and wing-mounted propeller configurations were evaluated. Ground vibration test data from a 727 airplane modified to accept a propeller engine were used to compare with predictions for the aft-mounted propeller. Similar data from the 767 airplane was used for the wing-mounted comparisons.
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Aerodynamic Flight-Test Results for the Adaptive Compliant Trailing Edge
NASA Technical Reports Server (NTRS)
Cumming, Stephen B.; Smith, Mark S.; Ali, Aliyah N.; Bui, Trong T.; Ellsworth, Joel C.; Garcia, Christian A.
2016-01-01
The aerodynamic effects of compliant flaps installed onto a modified Gulfstream III airplane were investigated. Analyses were performed prior to flight to predict the aerodynamic effects of the flap installation. Flight tests were conducted to gather both structural and aerodynamic data. The airplane was instrumented to collect vehicle aerodynamic data and wing pressure data. A leading-edge stagnation detection system was also installed. The data from these flights were analyzed and compared with predictions. The predictive tools compared well with flight data for small flap deflections, but differences between predictions and flight estimates were greater at larger deflections. This paper describes the methods used to examine the aerodynamics data from the flight tests and provides a discussion of the flight-test results in the areas of vehicle aerodynamics, wing sectional pressure coefficient profiles, and air data.
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78 FR 11609 - Special Conditions: Embraer S.A., Model EMB-550 Airplane; Landing Pitchover Condition
Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-19
... automatic braking system. The applicable airworthiness regulations do not contain adequate or appropriate... with an automatic braking system. This feature is a pilot-selectable function that allows earlier braking at landing without pilot pedal input. When the autobrake system is armed before landing, it...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-05-04
..., Dynamic Test Requirements for Side-Facing, Single-Occupant Seats AGENCY: Federal Aviation Administration... or unusual design feature associated with dynamic test requirements for side-facing, single-occupant..., Aircraft Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057- 3356; telephone (425) 227...
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14 CFR 23.1563 - Airspeed placards.
Code of Federal Regulations, 2012 CFR
2012-01-01
... than 6,000 pounds maximum weight, and turbine engine-powered airplanes, the maximum value of the minimum control speed, VMC (one-engine-inoperative) determined under § 23.149(b). [Amdt. 23-7, 34 FR 13097... lighted area such as the landing gear control and the airspeed indicator has features such as low speed...
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NASA Technical Reports Server (NTRS)
Maglieri, Domenic J.; Sothcott, Victor E.; Keefer, Thomas N., Jr.
1993-01-01
A study was performed to determine the feasibility of establishing if a 'shaped' sonic boom signature, experimentally shown in wind tunnel models out to about 10 body lengths, will persist out to representative flight conditions of 200 to 300 body lengths. The study focuses on the use of a relatively large supersonic remotely-piloted and recoverable vehicle. Other simulation methods that may accomplish the objective are also addressed and include the use of nonrecoverable target drones, missiles, full-scale drones, very large wind tunnels, ballistic facilities, whirling-arm techniques, rocket sled tracks, and airplane nose probes. In addition, this report will also present a background on the origin of the feasibility study including a brief review of the equivalent body concept, a listing of the basic sonic boom signature characteristics and requirements, identification of candidate vehicles in terms of desirable features/availability, and vehicle characteristics including geometries, area distributions, and resulting sonic boom signatures. A program is developed that includes wind tunnel sonic boom and force models and tests for both a basic and modified vehicles and full-scale flight tests.
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F-16XL ship #1 CAWAP flight - alpha 10 degrees, beta -5 degrees, altitude 10,000 feet
NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 10,000 feet, with an angle of attack of 10 degrees and a sideslip angle of -5 degrees. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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NASA Technical Reports Server (NTRS)
1995-01-01
November 27, 1995 Photograph of the F-16XL Ship #1 Cranked-Arrow Wing Aerodynamic Project (CAWAP) Test Team; from left to right, Ron Wilcox; Operations Engineer, Art Cope; Aircraft Mechanic, Dave Fisher; Chief Project Engineer, Dick Denman; Aircraft Mechanic, Bob Garcia; A/C Crew Chief, Susan Ligon; Aircraft Mechanic, Rodger Tarango; Mobile Operations Facility (MOF) Staff, Jerry Cousins; Aircraft Mechanic, Bruce Gallmeyer; MOF Staff, and Mike Reardon; Aircraft Mechanic/Helper. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred at NASA's Dryden Flight Research Center, Edwards, California, on November 21, 1995, and the test program ended in April 1996.
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F-16XL ship #1 CAWAP flight - alpha 21 degrees, altitude 17,500 feet
NASA Technical Reports Server (NTRS)
1996-01-01
The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing (visible here) has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 17,500 feet, with an angle of attack of 21 degrees The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.
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Observation of airplane flow fields by natural condensation effects
NASA Technical Reports Server (NTRS)
Campbell, James F.; Chambers, Joseph R.; Rumsey, Christopher L.
1988-01-01
In-flight condensation patterns can illustrate a variety of airplane flow fields, such as attached and separated flows, vortex flows, and expansion and shock waves. These patterns are a unique source of flow visualization that has not been utilized previously. Condensation patterns at full-scale Reynolds number can provide useful information for researchers experimenting in subscale tunnels. It is also shown that computed values of relative humidity in the local flow field provide an inexpensive way to analyze the qualitative features of the condensation pattern, although a more complete theoretical modeling is necessary to obtain details of the condensation process. Furthermore, the analysis revealed that relative humidity is more sensitive to changes in local static temperature than to changes in pressure.
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Optimal boarding method for airline passengers
DOE Office of Scientific and Technical Information (OSTI.GOV)
Steffen, Jason H.; /Fermilab
2008-02-01
Using a Markov Chain Monte Carlo optimization algorithm and a computer simulation, I find the passenger ordering which minimizes the time required to board the passengers onto an airplane. The model that I employ assumes that the time that a passenger requires to load his or her luggage is the dominant contribution to the time needed to completely fill the aircraft. The optimal boarding strategy may reduce the time required to board and airplane by over a factor of four and possibly more depending upon the dimensions of the aircraft. I explore some features of the optimal boarding method andmore » discuss practical modifications to the optimal. Finally, I mention some of the benefits that could come from implementing an improved passenger boarding scheme.« less
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Initial Flight Tests of the NASA F-15B Propulsion Flight Test Fixture
NASA Technical Reports Server (NTRS)
Palumbo, Nathan; Moes, Timothy R.; Vachon, M. Jake
2002-01-01
Flights of the F-15B/Propulsion Flight Test Fixture (PFTF) with a Cone Drag Experiment (CDE) attached have been accomplished at NASA Dryden Flight Research Center. Mounted underneath the fuselage of an F-15B airplane, the PFTF provides volume for experiment systems and attachment points for propulsion experiments. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. The force balance mounts between the PFTF and experiment and measures three forces and moments. The CDE has been attached to the force balance for envelope expansion flights. This experiment spatially and inertially simulates a large propulsion test article. This report briefly describes the F-15B airplane, the PFTF, and the force balance. A detailed description of the CDE is provided. Force-balance ground testing and stiffness modifications are described. Flight profiles and selected flight data from the envelope expansion flights are provided and discussed, including force-balance data, the internal PFTF thermal and vibration environment, a handling qualities assessment, and performance capabilities of the F-15B airplane with the PFTF installed.
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77 FR 7521 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-02-13
... product operators Replace rudder PCM (P/N 241700- 11 work-hours x $85 $5,856 $6,791 $47,537 1007). per... = $935. Modify rudder PCM (P/N 241700-1007) 3 work-hours x $85 1,374 1,629 11,403 per hours = $255... part number (P/N) 60B80093-3 (Parker P/N 241700-1005) or Boeing P/N 60B80093-4 (Parker P/N 241700-1007...
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Design Improvement for Airplane-Engine Nacelles
NASA Technical Reports Server (NTRS)
Vernon, D. F.; Page, G. S.; Welge, H. R.
1987-01-01
Advanced three-dimensional transonic design routine for wingmounted engine nacelles modified to include effects of propellers and wing sweep. Resulting new nacelle shapes introduce less airflow disturbance and less drag. Improvement consists of introduction of boundary conditions in form of nonuniform onset flow in area of wing washed by propeller slipstream. Routine generates nacelle shape as series of cross sections swept, relatively to unperturbed flow, as function of wing shape.
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The recent changes and topics in CONTRAIL project
NASA Astrophysics Data System (ADS)
Machida, Toshinobu; Umezawa, Taku; Sawa, Yousuke; Niwa, Yosuke; Matsueda, Hidekazu
2016-04-01
CONTRAIL (Comprehensive Observation Network for TRace gases by AIrLiner) project has been conducted since 2005 with Continuous CO2 Measuring Equipment (CME) and Automatic air Sampling Equipment (ASE) onboard commercial airliners for observations of atmospheric greenhouse gases. Japan Airlines (JAL) offers eight Boeing 777-200ER airplanes modified for CONTRAIL; CME and ASE can be installed on all and five of them, respectively. ASE measurements have provided the long records of greenhouse gases in the upper troposphere along the flight route between Japan and Australia. In addition, we started a new sampling program between Japan and Europe in 2012 to obtain data at higher latitudes and the UT/LS region. When the 777-200ER airplane was not operated for the observation route, we used Manual air Sampling Equipment (MSE) for taking air onboard as substitute for ASE. Since flight routes with 777-200ER have been restricted only to Asian countries and Hawaii in the last few years, additional two Boeing 777-300ERs were modified to install CME and expand area coverage of CO2 observations to Europe, Australia and the east coast of US in 2015-2016. We also present our recent data analysis for intensive CME observations over Delhi, India, which indicates a significant impact of Indian wintertime agriculture on the regional carbon budget.
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NASA Technical Reports Server (NTRS)
Smith, Mark S.; Bui, Trong T.; Garcia, Christian A.; Cumming, Stephen B.
2016-01-01
A pair of compliant trailing edge flaps was flown on a modified GIII airplane. Prior to flight test, multiple analysis tools of various levels of complexity were used to predict the aerodynamic effects of the flaps. Vortex lattice, full potential flow, and full Navier-Stokes aerodynamic analysis software programs were used for prediction, in addition to another program that used empirical data. After the flight-test series, lift and pitching moment coefficient increments due to the flaps were estimated from flight data and compared to the results of the predictive tools. The predicted lift increments matched flight data well for all predictive tools for small flap deflections. All tools over-predicted lift increments for large flap deflections. The potential flow and Navier-Stokes programs predicted pitching moment coefficient increments better than the other tools.
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DOE Office of Scientific and Technical Information (OSTI.GOV)
Liyasova, Mariya, E-mail: mliyasov@unmc.edu; Department of Environmental, Agricultural, and Occupational Health, University of Nebraska Medical Center, Omaha, NE; Li, Bin, E-mail: binli@unmc.edu
The aircraft cabin and flight deck ventilation are supplied from partially compressed unfiltered bleed air directly from the engine. Worn or defective engine seals can result in the release of engine oil into the cabin air supply. Aircrew and passengers have complained of illness following such 'fume events'. Adverse health effects are hypothesized to result from exposure to tricresyl phosphate mixed esters, a chemical added to jet engine oil and hydraulic fluid for its anti-wear properties. Our goal was to develop a laboratory test for exposure to tricresyl phosphate. The assay was based on the fact that the active-site serinemore » of butyrylcholinesterase reacts with the active metabolite of tri-o-cresyl phosphate, cresyl saligenin phosphate, to make a stable phosphorylated adduct with an added mass of 80 Da. No other organophosphorus agent makes this adduct in vivo on butyrylcholinesterase. Blood samples from jet airplane passengers were obtained 24-48 h after completing a flight. Butyrylcholinesterase was partially purified from 25 ml serum or plasma, digested with pepsin, enriched for phosphorylated peptides by binding to titanium oxide, and analyzed by mass spectrometry. Of 12 jet airplane passengers tested, 6 were positive for exposure to tri-o-cresyl phosphate that is, they had detectable amounts of the phosphorylated peptide FGEpSAGAAS. The level of exposure was very low. No more than 0.05 to 3% of plasma butyrylcholinesterase was modified. None of the subjects had toxic symptoms. Four of the positive subjects were retested 3 to 7 months following their last airplane trip and were found to be negative for phosphorylated butyrylcholinesterase. In conclusion, this is the first report of an assay that detects exposure to tri-o-cresyl phosphate in jet airplane travelers. -- Highlights: Black-Right-Pointing-Pointer Travel on jet airplanes is associated with an illness, aerotoxic syndrome. Black-Right-Pointing-Pointer A possible cause is exposure to tricresyl phosphate in engine lubricating oil. Black-Right-Pointing-Pointer A blood test for exposure to tri-o-cresyl phosphate is reported.« less
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-09-11
...-0781; Special Conditions No. 23-261-SC] Special Conditions: Cirrus Design Corporation, Model SF50... conditions are issued for the Cirrus Design Corporation (Cirrus), model SF50. This airplane will have novel and unusual design features associated with installation of an inflatable three-point restraint safety...
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Calculation of High Angle of Attack Aerodynamics of Fighter Configurations. Volume 1. Steady
1991-04-01
patterns are now well known qualitatively for fighter configurations from extensive wind and water tunnel tests. However, development of quantitative ...Illustration of Flow Features Predicted in the Present Method -55- z -I1 Figure 2. Difinition of Airplane Coordinate Systems -56- zz T .. l y vy.y Mean
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76 FR 4221 - Airworthiness Directives; The Boeing Company Model 727 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-01-25
... features such as antennas, and the skin at decals and fairings; and related investigative and corrective... joints, around external repairs and antennas, and at locations where external decals had been cut. We are... such as antennas, and the skin at decals and fairings; and related investigative and corrective actions...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-10-31
.... These features are associated with a hybrid construction that uses both composite and metallic materials... wing consists of resin transfer infusion (RTI) skins with composite spars and metallic ribs. The empennage consists of composite sandwich skins with metallic spars and ribs. The airframe has a sandwich...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-12-13
... Unusual Design Features The GVI will have a fly-by-wire electronic flight control system. This system... the design of the flight control system has multiple modes of operation, a means must be provided to... Control System Mode Annunciation AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-27
... that incorporate non-traditional, large, non-metallic panels. To provide a level of safety equivalent... With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT...., will have a novel or unusual design feature associated with seats that include non-traditional, large...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-12-19
... Protection (Icing and Non-Icing Conditions); High Incidence Protection and Alpha-Floor Systems AGENCY... or unusual design features associated with flight envelope protection in icing and non- icing... establish a level of safety equivalent to that established by the existing airworthiness standards. DATES...
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-09
..., large, non-metallic panels in their designs. In order to provide a level of safety that is equivalent to... with Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT... have novel or unusual design features associated with seats that include non-traditional, large, non...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-04
... that incorporate non-traditional, large, non-metallic panels. To provide a level of safety equivalent...; Passenger Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration... novel or unusual design feature associated with seats that include non- traditional, large, non-metallic...
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Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight
NASA Technical Reports Server (NTRS)
Ray, Ronald J.; Cobleigh, Brent R.; Vachon, M. Jake; SaintJohn, Clinton
2002-01-01
The Autonomous Formation Flight research project has been implemented at the NASA Dryden Flight Research Center to demonstrate the benefits of formation flight and develop advanced technologies to facilitate exploiting these benefits. Two F/A-18 aircraft have been modified to precisely control and monitor relative position, and to determine performance of the trailing airplane. Flight test maneuvers and analysis techniques have been developed to determine the performance advantages, including drag and fuel flow reductions and improvements in range factor. By flying the trailing airplane through a matrix of lateral, longitudinal, and vertical offset positions, a detailed map of the performance benefits has been obtained at two flight conditions. Significant performance benefits have been obtained during this flight test phase. Drag reductions of more than 20 percent and fuel flow reductions of more than 18 percent have been measured at flight conditions of Mach 0.56 and an altitude of 25,000 ft. The results show favorable agreement with published theory and generic predictions. An F/A-18 long-range cruise mission at Mach 0.8 and an altitude of 40,000 ft has been simulated in the optimum formation position and has demonstrated a 14-percent fuel reduction when compared with a controlled chase airplane of similar configuration.
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Blended Buffet-Load-Alleviation System for Fighter Airplane
NASA Technical Reports Server (NTRS)
Moses, Robert W.
2005-01-01
The capability of modern fighter airplanes to sustain flight at high angles of attack and/or moderate angles of sideslip often results in immersion of part of such an airplane in unsteady, separated, vortical flow emanating from its forebody or wings. The flows from these surfaces become turbulent and separated during flight under these conditions. These flows contain significant levels of energy over a frequency band coincident with that of low-order structural vibration modes of wings, fins, and control surfaces. The unsteady pressures applied to these lifting surfaces as a result of the turbulent flows are commonly denoted buffet loads, and the resulting vibrations of the affected structures are known as buffeting. Prolonged exposure to buffet loads has resulted in fatigue of structures on several airplanes. Damage to airplanes caused by buffeting has led to redesigns of airplane structures and increased support costs for the United States Air Force and Navy as well as the armed forces of other countries. Time spent inspecting, repairing, and replacing structures adversely affects availability of aircraft for missions. A blend of rudder-control and piezoelectric- actuator engineering concepts was selected as a basis for the design of a vertical-tail buffet-load-alleviation system for the F/A-18 airplane. In this system, the rudder actuator is used to control the response of the first tail vibrational mode (bending at a frequency near 15 Hz), while directional patch piezoelectric actuators are used to control the second tail vibrational mode (tip torsion at a frequency near 45 Hz). This blend of two types of actuator utilizes the most effective features of each. An analytical model of the aeroservoelastic behavior of the airplane equipped with this system was validated by good agreement with measured results from a full-scale ground test, flight-test measurement of buffet response, and an in-flight commanded rudder frequency sweep. The overall performance of the system was found to be characterized by reductions, ranging from 70 to 30 percent, in vertical-tail buffeting under buffet loads ranging from moderate to severe. These reductions were accomplished with a maximum commanded rudder angle of +/-2deg at 15 Hz and about 10 lb (.4.5 kg) of piezoelectric actuators attached to the vertical tail skin and operating at a peak power level of 2 kW. By meeting the design objective, this system would extend the vertical-tail fatigue life beyond two aircraft lifetimes. This system is also adaptable to other aircraft surfaces and other aircraft
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14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...
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14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...
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14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...
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Measurement of static pressure on aircraft
NASA Technical Reports Server (NTRS)
Gracey, William
1958-01-01
Existing data on the errors involved in the measurement of static pressure by means of static-pressure tubes and fuselage vents are presented. The errors associated with the various design features of static-pressure tubes are discussed for the condition of zero angle of attack and for the case where the tube is inclined to flow. Errors which result from variations in the configuration of static-pressure vents are also presented. Errors due to the position of a static-pressure tube in the flow field of the airplane are given for locations ahead of the fuselage nose, ahead of the wing tip, and ahead of the vertical tail fin. The errors of static-pressure vents on the fuselage of an airplane are also presented. Various methods of calibrating static-pressure installations in flight are briefly discussed.
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Brake Stops Both Rotation And Translation
NASA Technical Reports Server (NTRS)
Allred, Johnny W.; Fleck, Vincent J., Jr.
1995-01-01
Combination of braking and positioning mechanisms allows both rotation and translation before brake engaged. Designed for use in positioning model airplane in wind tunnel. Modified version used to position camera on tripod. Brake fast and convenient to use; contains single actuator energizing braking actions against both rotation and translation. Braking actuator electric, but pneumatic actuator could be used instead. Compact and lightweight, applies locking forces close to load, and presents minimal cross section to airflow.
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Treatment of the control mechanisms of light airplanes in the flutter clearance process
NASA Technical Reports Server (NTRS)
Breitbach, E. J.
1979-01-01
It has become more and more evident that many difficulties encountered in the course of aircraft flutter analyses can be traced to strong localized nonlinearities in the control mechanisms. To cope with these problems, more reliable mathematical models paying special attention to control system nonlinearities were established by means of modified ground vibration test procedures in combination with suitably adapted modal synthesis approaches. Three different concepts are presented.
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78 FR 24037 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-04-24
... and to detect a pump running in an empty fuel tank. We are issuing this AD to reduce the potential of... features to detect electrical faults, to detect a pump running in an empty fuel tank, and to ensure that a fuel pump's operation is not affected by certain conditions. Comments We gave the public the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-12-17
... or unusual design features: electronic flight control system providing control surface awareness and... system design must ensure that the flight crew is made suitably aware whenever the primary control means... awareness. 0 b. If the design of the flight control system has multiple modes of operation, a means must be...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-08-05
... Airplanes, DC-9-81 (MD-81) Airplanes, DC-9-82 (MD-82) Airplanes, DC-9-83 (MD-83) Airplanes, DC-9- 87 (MD-87...) airplanes, DC-9-87 (MD-87) airplanes, MD-88 airplanes, and MD-90-30 airplanes. That AD currently requires... INFORMATION: Discussion On June 18, 2010, we issued AD 2009-15-16, Amendment 39-16345 (75 FR 38017, July 1...
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Preliminary flight test results of the F100 EMD engine in an F-15 airplane
NASA Technical Reports Server (NTRS)
Myers, L. P.; Burcham, F. W., Jr.
1984-01-01
A flight evaluation of the F100 Engine Model Derivative (EMD) is conducted. The F100 EMD is an advanced version of the F100 engine that powers the F15 and F16 airplanes. The F100 EMD features a bigger fan, higher temperature turbine, a Digital Electronic Engine Control system (DEEC), and a newly designed 16 segment afterburner, all of which results in a 15 to 20 percent increase in sea level thrust. The flight evaluations consist of investigation of performance (thrust, fuel flow, and airflow) and operability (transient response and airstart) in the F-15 airplane. The performance of the F100 EMD is excellent. Aircraft acceleration time to Mach 2.0 is reduced by 23 percent with two F100 EMD engines. Several anomalies are discovered in the operability evaluations. A software change to the DEEC improved the throttle, and subsequent Cooper Harper ratings of 3 to 4 are obtained. In the extreme upper left hand corner of the flight enveloped, compressor stalls occurr when the throttle is retarded to idle power. These stalls are not predicted by altitude facility tests or stability for the compressor.
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Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-15
... controller instead of a conventional control column and wheel. This kind of controller is designed for only... following novel or unusual design feature: A sidestick controller instead of a conventional control column... conventional wheel or control stick. This kind of controller is designed to be operated using only one hand...
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14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.
Code of Federal Regulations, 2011 CFR
2011-01-01
... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... paragraph (b) of this section: (1) Airplanes with high bypass ratio jet engines. For an airplane that has jet engines with a bypass ratio of 2 or more before a change in type design— (i) The airplane, after...
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14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.
Code of Federal Regulations, 2010 CFR
2010-01-01
... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... paragraph (b) of this section: (1) Airplanes with high bypass ratio jet engines. For an airplane that has jet engines with a bypass ratio of 2 or more before a change in type design— (i) The airplane, after...
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NASA Technical Reports Server (NTRS)
1974-01-01
This report presents the derivation, description, and operating instructions for a computer program (TEKVAL) which measures the economic value of advanced technology features applied to long range commercial passenger aircraft. The program consists of three modules; and airplane sizing routine, a direct operating cost routine, and an airline return-on-investment routine. These modules are linked such that they may be operated sequentially or individually, with one routine generating the input for the next or with the option of externally specifying the input for either of the economic routines. A very simple airplane sizing technique was previously developed, based on the Brequet range equation. For this program, that sizing technique has been greatly expanded and combined with the formerly separate DOC and ROI programs to produce TEKVAL.
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Lightweight diesel aircraft engines for general aviation
NASA Technical Reports Server (NTRS)
Berenyi, S. G.; Brouwers, A. P.
1980-01-01
A methodical design study was conducted to arrive at new diesel engine configurations and applicable advanced technologies. Two engines are discussed and the description of each engine includes concept drawings. A performance analysis, stress and weight prediction, and a cost study were also conducted. This information was then applied to two airplane concepts, a six-place twin and a four-place single engine aircraft. The aircraft study consisted of installation drawings, computer generated performance data, aircraft operating costs and drawings of the resulting airplanes. The performance data shows a vast improvement over current gasoline-powered aircraft. At the completion of this basic study, the program was expanded to evaluate a third engine configuration. This third engine incorporates the best features of the original two, and its design is currently in progress. Preliminary information on this engine is presented.
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Design trends for Army/Air Force airplanes in the United States
NASA Technical Reports Server (NTRS)
Spearman, M. Leroy
1990-01-01
Some design trends in Army/Air Force airplane systems in the U.S. are traced from the pre-World War 2 era to the present time. Various types of aircraft systems are reviewed with a view toward noting design features that were used. Some observations concerning the design trends indicate that some may be driven by advanced technology and some by a need for new mission requirements. In addition, it is noted that some design trends are evolutionary and result in an extension of service life or utility of existing systems. In other cases the design trends may be more revolutionary with the intent of creating a system with a new capability. Some examples are included of designs that did not proceed to production for reasons that sometimes were technical and sometimes were not.
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D-558-2 pilot entry from P2B-1S mothership
NASA Technical Reports Server (NTRS)
1954-01-01
This 28-second video clip shows Scott Crossfield descending from the bomb bay of the P2B-1S into the cockpit of the D-558-2, strapping in, and having the hatch closed by a crewmember. The Douglas D-558-2 Skyrocket airplanes were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of these single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA); the Navy-Marine Corps; and the Douglas Aircraft Company, Long Beach, California. Flight research was done at the NACA Muroc Flight Test Unit in California, redesignated in 1949 the High-Speed Flight Research Station (HSFRS). The HSFRS is now known as the NASA Dryden Flight Research Center, Edwards, California. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. Douglas Aircraft pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in California on February 4, 1948. The goals of that program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitchup (uncommanded rotation of the nose of the airplane upwards) -- a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during takeoff and landing and in tight turns. The three aircraft gathered a great deal of data about pitchup and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitchup problem in swept-wing aircraft. The Navy contracted with Douglas Aircraft Company to design the airplane, and in the course of the design process, the D-558 came to be divided into two separate phases. Phase one was a straight-wing turbojet aircraft and phase two consisted of a swept-wing design with turbojet and rocket propulsion. At the NACA suggestion, which was based on the research of Robert Jones at Langley and some captured German documents, Douglas Aircraft and the Navy had agreed to the swept-wing design and to provide sufficient power to propel the swept-wing airplane past Mach 1. They also agreed to add rocket propulsion. Then, to fit both a turbojet and rocket engine in the phase two aircraft a new fuselage was required. Like the D-558-1, the Skyrocket featured a horizontal stabilizer high on the vertical tail to avoid the wake from the wing. As with the X-1 and the D-558-1, the Skyrocket also featured, at NACA suggestion, a horizontal stabilizer that was thinner than the wing and movable in flight so as to avoid simultaneous shock wave effects for the wing and horizontal tail and to provide pitch (noseup or nosedown) control when shock waves made the elevators ineffective. While Douglas Aircraft was constructing the D-558-2 airplanes, the NACA continued to furnish the contractor data it needed on aircraft performance based on tests in Langley Research Center wind tunnels and with rocket-propelled models from the Wallops Island Pilotless Aircraft Research Station, Wallops Island, Virginia. The three airplanes flew a total of 313 times -- 123 by the number one aircraft (Bureau No. 37973 -- NACA 143), 103 by the second Skyrocket (Bureau No. 37974 -- NACA 144), and 87 by airplane number three (Bureau No. 37975 -- NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas 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 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of this aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control; wing and tail loads; and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, California, outfitted the LR-8 engine cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine thrust by 6.5 percent at Mach 1.7 and an altitude of 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had unsuccessfully petitioned NACA headquarters to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to an altitude of approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating. The last flight in the program occurred on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas Aircraft pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA investigation of pitchup lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitchup conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitchup except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the Skyrocket transonic behavior. McKay and Stanley Butchart completed the NACA investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
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NASA Technical Reports Server (NTRS)
1954-01-01
This 19-second video clip shows the D-558-2 being dropped from the P2B-1S mothership, flying and landing. Near the end of the clip the wing of the TF-86 video chase aircraft is visible landing on the Rogers Dry Lakebed next to the Skyrocket. The Douglas D-558-2 Skyrocket airplanes were early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of these single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA); the Navy-Marine Corps; and the Douglas Aircraft Company, Long Beach, California. Flight research was done at the NACA Muroc Flight Test Unit in California, redesignated in 1949 the High-Speed Flight Research Station (HSFRS). The HSFRS is now known as the NASA Dryden Flight Research Center, Edwards, California. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. Douglas Aircraft pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in California on February 4, 1948. The goals of that program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitchup (uncommanded rotation of the nose of the airplane upwards) -- a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during takeoff and landing and in tight turns. The three aircraft gathered a great deal of data about pitchup and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitchup problem in swept-wing aircraft. The Navy contracted with Douglas Aircraft Company to design the airplane, and in the course of the design process, the D-558 came to be divided into two separate phases. Phase one was a straight-wing turbojet aircraft and phase two consisted of a swept-wing design with turbojet and rocket propulsion. At the NACA suggestion, which was based on the research of Robert Jones at Langley Research Center (Hampton, Virginia) and some captured German documents, Douglas Aircraft and the Navy had agreed to the swept-wing design and to provide sufficient power to propel the swept-wing airplane past Mach 1. They also agreed to add rocket propulsion. Then, a new fuselage was required to fit both a turbojet and rocket engine in the phase two aircraft. Like the D-558-1, the Skyrocket featured a horizontal stabilizer high on the vertical tail to avoid the wake from the wing. As with the X-1 and the D-558-1, the Skyrocket also featured, at NACA suggestion, a horizontal stabilizer that was thinner than the wing and movable in flight so as to avoid simultaneous shock wave effects for the wing and horizontal tail and to provide pitch (noseup or nosedown) control when shock waves made the elevators ineffective. While Douglas Aircraft Company was constructing the D-558-2 airplanes, the NACA continued to furnish the contractor with data it needed on aircraft performance, based on tests in Langley Research Center wind tunnels and with rocket-propelled models from the Wallops Island Pilotless Aircraft Research Station (Wallops Island, Virginia). The three airplanes flew a total of 313 times -- 123 by the number one aircraft (Bureau No. 37973 -- NACA 143), 103 by the second Skyrocket (Bureau No. 37974 -- NACA 144), and 87 by airplane number three (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 violent rolling motion known as lateral instability. This phenomenon was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of this aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control; wing and tail loads; and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, California, outfitted the LR-8 engine cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine thrust by 6.5 percent at Mach 1.7 and at an altitude of 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had unsuccessfully petitioned NACA headquarters to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to an altitude of approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating. The last flight in the program occurred on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas Aircraft pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA investigation of pitchup, which lasted from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitchup conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitchup except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the D-558-2 transonic behavior. McKay and Stanley Butchart completed the NACA investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
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NASA Technical Reports Server (NTRS)
Murphy, P. C.
1986-01-01
An algorithm for maximum likelihood (ML) estimation is developed with an efficient method for approximating the sensitivities. The ML algorithm relies on a new optimization method referred to as a modified Newton-Raphson with estimated sensitivities (MNRES). MNRES determines sensitivities by using slope information from local surface approximations of each output variable in parameter space. With the fitted surface, sensitivity information can be updated at each iteration with less computational effort than that required by either a finite-difference method or integration of the analytically determined sensitivity equations. MNRES eliminates the need to derive sensitivity equations for each new model, and thus provides flexibility to use model equations in any convenient format. A random search technique for determining the confidence limits of ML parameter estimates is applied to nonlinear estimation problems for airplanes. The confidence intervals obtained by the search are compared with Cramer-Rao (CR) bounds at the same confidence level. The degree of nonlinearity in the estimation problem is an important factor in the relationship between CR bounds and the error bounds determined by the search technique. Beale's measure of nonlinearity is developed in this study for airplane identification problems; it is used to empirically correct confidence levels and to predict the degree of agreement between CR bounds and search estimates.
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Investigation of Icing Characteristics of Typical Light Airplane Engine Induction Systems
NASA Technical Reports Server (NTRS)
Coles, W. D.
1949-01-01
The icing characteristics of two typical light-airplane engine induction systems were investigated using the carburetors and manifolds of engines in the horsepower ranges from 65 to 85 and 165 to 185. The smaller system consisted of a float-type carburetor with an unheated manifold and the larger system consisted of a single-barrel pressure-type carburetor with an oil-jacketed manifold. Carburetor-air temperature and humidity limits of visible and serious Icing were determined for various engine power conditions. Several.methods of achieving ice-free induction systems are discussed along with estimates of surface heating requirements of the various induct ion-system components. A study was also made of the icing characteristics of a typical light-airplane air scoop with an exposed filter and a modified system that provided a normal ram inlet with the filter located in a position to Induce inertia separation of the free water from the charge air. The principle of operation of float-type carburetors is proved to make them inherently more susceptible to icing at the throttle plate than pressure-type carburetors.. The results indicated that proper jacketing and heating of all parts exposed to the fuel spray can satisfactorily reduce or eliminate icing in the float-type carburetor and the manifold. Pressure-type carburetors can be protected from serious Icing by proper location of the fuel-discharge nozzle combined with suitable application of heat to critical parts.
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NASA B737 flight test results of the total energy control system
NASA Technical Reports Server (NTRS)
Bruce, Kevin R.
1987-01-01
The Total Energy Control System (TECS) is an integrated autopilot/autothrottle developed by BCAC that was test flown on NASA Langley's Transport System Research Vehicle (i.e., a highly modified Boeing B737). This systems was developed using principles of total energy in which the total kinetic and potential energy of the airplane was controlled by the throttles, and the energy distribution controled by the elevator. TECS integrates all the control functions of a conventional pitch autopilot and autothrottle into a single generalized control concept. This integration provides decoupled flightpath and maneuver control, as well as a coordinated throttle response for all maneuvers. A mode hierarchy was established to preclude exceeding airplane safety and performance limits. The flight test of TECS took place as a series of five flights over a 33-week period during September 1985 at NASA Langley. Most of the original flight test plan was completed within the first three flights with the system not exhibiting any instabilities or design problems that required any gain adjustment during flight.
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A statistical mechanics model for free-for-all airplane passenger boarding
DOE Office of Scientific and Technical Information (OSTI.GOV)
Steffen, Jason H.; /Fermilab
2008-08-01
I discuss a model for free-for-all passenger boarding which is employed by some discount air carriers. The model is based on the principles of statistical mechanics where each seat in the aircraft has an associated energy which reflects the preferences of travelers. As each passenger enters the airplane they select their seats using Boltzmann statistics, proceed to that location, load their luggage, sit down, and the partition function seen by remaining passengers is modified to reflect this fact. I discuss the various model parameters and make qualitative comparisons of this passenger boarding model with those that involve assigned seats. Themore » model can be used to predict the probability that certain seats will be occupied at different times during the boarding process. These results might provide a useful description of this boarding method. The model is a relatively unusual application of undergraduate level physics and describes a situation familiar to many students and faculty.« less
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Design and Flight Tests of an Adaptive Control System Employing Normal-Acceleration Command
NASA Technical Reports Server (NTRS)
McNeill, Water E.; McLean, John D.; Hegarty, Daniel M.; Heinle, Donovan R.
1961-01-01
An adaptive control system employing normal-acceleration command has been designed with the aid of an analog computer and has been flight tested. The design of the system was based on the concept of using a mathematical model in combination with a high gain and a limiter. The study was undertaken to investigate the application of a system of this type to the task of maintaining nearly constant dynamic longitudinal response of a piloted airplane over the flight envelope without relying on air data measurements for gain adjustment. The range of flight conditions investigated was between Mach numbers of 0.36 and 1.15 and altitudes of 10,000 and 40,000 feet. The final adaptive system configuration was derived from analog computer tests, in which the physical airplane control system and much of the control circuitry were included in the loop. The method employed to generate the feedback signals resulted in a model whose characteristics varied somewhat with changes in flight condition. Flight results showed that the system limited the variation in longitudinal natural frequency of the adaptive airplane to about half that of the basic airplane and that, for the subsonic cases, the damping ratio was maintained between 0.56 and 0.69. The system also automatically compensated for the transonic trim change. Objectionable features of the system were an exaggerated sensitivity of pitch attitude to gust disturbances, abnormally large pitch attitude response for a given pilot input at low speeds, and an initial delay in normal-acceleration response to pilot control at all flight conditions. The adaptive system chatter of +/-0.05 to +/-0.10 of elevon at about 9 cycles per second (resulting in a maximum airplane normal-acceleration response of from +/-0.025 g to +/- 0.035 g) was considered by the pilots to be mildly objectionable but tolerable.
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General problem of the airplane
NASA Technical Reports Server (NTRS)
Richard, Maurice; Richard, Paul
1922-01-01
A series of equations relating to airplanes are given and examples listed. Some of the equations listed include: the speed, altitude and carrying capacity of various airplanes; weight of an airplane; weight of various parts of an airplane; the polars of the wings; speeds of airplanes; radius of action.
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77 FR 37797 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-06-25
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A330-200 series airplanes; Airbus Model A330-200 Freighter series airplanes; Airbus Model A330-300 series airplanes; Airbus Model A340-200 series airplanes; and Airbus Model A340-300 series...
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14 CFR 125.75 - Airplane flight manual.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...
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14 CFR 125.75 - Airplane flight manual.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...
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14 CFR 125.75 - Airplane flight manual.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane flight manual. 125.75 Section 125... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or... approved Airplane Flight Manual or the approved equivalent aboard each airplane it operates. A certificate...
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Code of Federal Regulations, 2013 CFR
2013-01-01
... airplanes and propeller-driven commuter category airplanes. 36.9 Section 36.9 Aeronautics and Space FEDERAL... AIRWORTHINESS CERTIFICATION General § 36.9 Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes. For propeller-driven small airplanes in the primary, normal, utility...
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Code of Federal Regulations, 2012 CFR
2012-01-01
... airplanes and propeller-driven commuter category airplanes. 36.9 Section 36.9 Aeronautics and Space FEDERAL... AIRWORTHINESS CERTIFICATION General § 36.9 Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes. For propeller-driven small airplanes in the primary, normal, utility...
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Code of Federal Regulations, 2011 CFR
2011-01-01
... airplanes and propeller-driven commuter category airplanes. 36.9 Section 36.9 Aeronautics and Space FEDERAL... AIRWORTHINESS CERTIFICATION General § 36.9 Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes. For propeller-driven small airplanes in the primary, normal, utility...
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Code of Federal Regulations, 2014 CFR
2014-01-01
... airplanes and propeller-driven commuter category airplanes. 36.9 Section 36.9 Aeronautics and Space FEDERAL... AIRWORTHINESS CERTIFICATION General § 36.9 Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes. For propeller-driven small airplanes in the primary, normal, utility...
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Code of Federal Regulations, 2010 CFR
2010-01-01
... airplanes and propeller-driven commuter category airplanes. 36.9 Section 36.9 Aeronautics and Space FEDERAL... AIRWORTHINESS CERTIFICATION General § 36.9 Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes. For propeller-driven small airplanes in the primary, normal, utility...
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NASA Technical Reports Server (NTRS)
Wallace, Arthur R.; Recant, I.G.
1943-01-01
The effect of various vertical tail arrangements upon the stability and control characteristics of an XP-62 fighter model was investigated. Rudder-free yaw characteristics with take-off power and flaps deflected were satisfactory after dorsal fin modifications. Directional stability was obtained with all modified vertical tails. Satisfactory rudder effectiveness resulted partly because the dual-rotation propellers produced no asymmetric yawing moments. Pedal forces in sideslips were undesirably large but may be easily reduced.
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Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered: En... OPERATIONS Airplane Performance Operating Limitations § 121.181 Airplanes: Reciprocating engine-powered: En... person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing...
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Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered: En... OPERATIONS Airplane Performance Operating Limitations § 121.181 Airplanes: Reciprocating engine-powered: En... person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing...
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Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered: En... OPERATIONS Airplane Performance Operating Limitations § 121.181 Airplanes: Reciprocating engine-powered: En... person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing...
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Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered: En... OPERATIONS Airplane Performance Operating Limitations § 121.181 Airplanes: Reciprocating engine-powered: En... person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing...
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Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered: En... OPERATIONS Airplane Performance Operating Limitations § 121.181 Airplanes: Reciprocating engine-powered: En... person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing...
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76 FR 79560 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-12-22
...-1323; Directorate Identifier 2010-NM-212-AD] RIN 2120-AA64 Airworthiness Directives; Airbus Airplanes... airplanes; Model A330-223F and -243F airplanes; and Model A340-200, -300, -500, and -600 series airplanes... airplane flight manual. We are proposing this AD to prevent movement of the elevators to zero position...
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NASA Technical Reports Server (NTRS)
Snider, H. L.; Reeder, F. L.; Dirkin, W. J.
1972-01-01
Fourteen C-130 airplane center wings, each containing service-imposed fatigue damage resulting from 4000 to 13,000 accumulated flight hours, were tested to determine their fatigue crack propagation and static residual strength characteristics. Eight wings were subjected to a two-step constant amplitude fatigue test prior to static testing. Cracks up to 30 inches long were generated in these tests. Residual static strengths of these wings ranged from 56 to 87 percent of limit load. The remaining six wings containing cracks up to 4 inches long were statically tested as received from field service. Residual static strengths of these wings ranged from 98 to 117 percent of limit load. Damage-tolerant structural design features such as fastener holes, stringers, doublers around door cutouts, and spanwise panel splices proved to be effective in retarding crack propagation.
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77 FR 10409 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-02-22
...; Model A310 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R... Model A300 B4-603, B4-620, and B4-622 airplanes, Model A300 B4-605R and B4-622R airplanes, Model A300 F4-605R and F4- 622R airplanes, and Model A300 C4-605R Variant F airplanes. (d) Subject Air Transport...
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77 FR 24367 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-24
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A300 B4-2C, B4-103, and B4-203 airplanes; Model A300 B4- 600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F airplanes (collectively called A300-600 series airplanes); and Model...
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14 CFR 23.1437 - Accessories for multiengine airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Accessories for multiengine airplanes. 23... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 23.1437 Accessories for multiengine airplanes. For multiengine airplanes...
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14 CFR 23.1437 - Accessories for multiengine airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Accessories for multiengine airplanes. 23... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 23.1437 Accessories for multiengine airplanes. For multiengine airplanes...
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14 CFR 23.1437 - Accessories for multiengine airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Accessories for multiengine airplanes. 23... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 23.1437 Accessories for multiengine airplanes. For multiengine airplanes...
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14 CFR 135.398 - Commuter category airplanes performance operating limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Commuter category airplanes performance... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.398 Commuter category airplanes performance operating limitations. (a) No person may operate a commuter category airplane unless...
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14 CFR 135.398 - Commuter category airplanes performance operating limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Commuter category airplanes performance... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.398 Commuter category airplanes performance operating limitations. (a) No person may operate a commuter category airplane unless...
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14 CFR 135.398 - Commuter category airplanes performance operating limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Commuter category airplanes performance... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.398 Commuter category airplanes performance operating limitations. (a) No person may operate a commuter category airplane unless...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-07-01
... Airworthiness Directives; McDonnell Douglas Corporation Model DC- 9-10 Series Airplanes, DC-9-30 Series Airplanes, DC-9-81 (MD-81) Airplanes, DC-9-82 (MD-82) Airplanes, DC-9-83 (MD-83) Airplanes, DC-9- 87 (MD-87... Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and...
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14 CFR 23.3 - Airplane categories.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Airplane categories. 23.3 Section 23.3... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES General § 23.3 Airplane categories. (a) The normal category is limited to airplanes that have a seating configuration, excluding pilot...
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14 CFR 23.3 - Airplane categories.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Airplane categories. 23.3 Section 23.3... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES General § 23.3 Airplane categories. (a) The normal category is limited to airplanes that have a seating configuration, excluding pilot...
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14 CFR 23.3 - Airplane categories.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airplane categories. 23.3 Section 23.3... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES General § 23.3 Airplane categories. (a) The normal category is limited to airplanes that have a seating configuration, excluding pilot...
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14 CFR 23.3 - Airplane categories.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Airplane categories. 23.3 Section 23.3... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES General § 23.3 Airplane categories... airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated...
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78 FR 68347 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-11-14
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of...-200, A340- 300, A340-500, and A340-600 series airplanes. AD 2009-04-07 required revising the airplane... reference unit (ADIRU) from providing erroneous data to other airplane systems. AD 2011-02-09 required...
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14 CFR 23.3 - Airplane categories.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airplane categories. 23.3 Section 23.3... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES General § 23.3 Airplane categories. (a) The normal category is limited to airplanes that have a seating configuration, excluding pilot...
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Training Effectiveness Evaluation of Device A/F37A-T59
1982-07-01
selected airplane by manually setting track, crosstrack, and altitude on thE control panel. Posi ion is maintained by flying the attitude director...simulator’s other design capabilities includes full SKE airdrop simulation, radar simulation, manual or pre-programmed malfunctions, a library of...during IFS testing, this feature was not available for this study. Thus, the instructors had to manually program all mission profiles prior to each
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78 FR 9787 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-02-12
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Airbus [[Page 9788
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14 CFR 23.1045 - Cooling test procedures for turbine engine powered airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
... powered airplanes. 23.1045 Section 23.1045 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... CATEGORY AIRPLANES Powerplant Cooling § 23.1045 Cooling test procedures for turbine engine powered airplanes. (a) Compliance with § 23.1041 must be shown for all phases of operation. The airplane must be...
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14 CFR 121.1105 - Aging airplane inspections and records reviews.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Aging airplane inspections and records... Improvements § 121.1105 Aging airplane inspections and records reviews. (a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes...
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14 CFR 121.1105 - Aging airplane inspections and records reviews.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Aging airplane inspections and records... Improvements § 121.1105 Aging airplane inspections and records reviews. (a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes...
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14 CFR 91.605 - Transport category civil airplane weight limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Transport category civil airplane weight... civil airplane weight limitations. (a) No person may take off any transport category airplane (other than a turbine-engine-powered airplane certificated after September 30, 1958) unless— (1) The takeoff...
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14 CFR 91.605 - Transport category civil airplane weight limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Transport category civil airplane weight... civil airplane weight limitations. (a) No person may take off any transport category airplane (other than a turbine-engine-powered airplane certificated after September 30, 1958) unless— (1) The takeoff...
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14 CFR 23.1045 - Cooling test procedures for turbine engine powered airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
... powered airplanes. 23.1045 Section 23.1045 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... CATEGORY AIRPLANES Powerplant Cooling § 23.1045 Cooling test procedures for turbine engine powered airplanes. (a) Compliance with § 23.1041 must be shown for all phases of operation. The airplane must be...
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14 CFR 91.605 - Transport category civil airplane weight limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Transport category civil airplane weight... civil airplane weight limitations. (a) No person may take off any transport category airplane (other than a turbine-engine-powered airplane certificated after September 30, 1958) unless— (1) The takeoff...
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14 CFR 121.1105 - Aging airplane inspections and records reviews.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Aging airplane inspections and records... Improvements § 121.1105 Aging airplane inspections and records reviews. (a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes...
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14 CFR 121.1105 - Aging airplane inspections and records reviews.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Aging airplane inspections and records... Improvements § 121.1105 Aging airplane inspections and records reviews. (a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes...
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14 CFR 23.1045 - Cooling test procedures for turbine engine powered airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
... powered airplanes. 23.1045 Section 23.1045 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... CATEGORY AIRPLANES Powerplant Cooling § 23.1045 Cooling test procedures for turbine engine powered airplanes. (a) Compliance with § 23.1041 must be shown for all phases of operation. The airplane must be...
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14 CFR 121.195 - Airplanes: Turbine engine powered: Landing limitations: Destination airports.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Turbine engine powered: Landing... Performance Operating Limitations § 121.195 Airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered airplane may take off that airplane at...
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14 CFR 121.195 - Airplanes: Turbine engine powered: Landing limitations: Destination airports.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Turbine engine powered: Landing... Performance Operating Limitations § 121.195 Airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered airplane may take off that airplane at...
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Code of Federal Regulations, 2010 CFR
2010-01-01
... Limitations § 135.371 Large transport category airplanes: Reciprocating engine powered: En route limitations... reciprocating engine powered large transport category airplane may take off that airplane at a weight, allowing..., under an approved procedure, operate a reciprocating engine powered large transport category airplane at...
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76 FR 77934 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-12-15
...-1321; Directorate Identifier 2011-NM-045-AD] RIN 2120-AA64 Airworthiness Directives; Airbus Airplanes...: We propose to adopt a new airworthiness directive (AD) for certain Airbus Model A319 series airplanes, Model A320-211, -212, -214, -231, -232, and -233 airplanes, and Model A321 series airplanes that would...
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14 CFR 121.1105 - Aging airplane inspections and records reviews.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Aging airplane inspections and records... Improvements § 121.1105 Aging airplane inspections and records reviews. (a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes...
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77 FR 24829 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-26
... Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT... and -300 series airplanes; Model A330-223F and -243F airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that during the evaluation of engine failures...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-05-19
... of the rudder system design. Rudder pedal sensitivity on Model A300-600 and A310 series airplanes is... B4-600, B4-600R, and F4-600R Series Airplanes, and Model C4-605R Variant F Airplanes (Collectively Called A300-600 Series Airplanes); and Model A310 Series Airplanes AGENCY: Federal Aviation...
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75 FR 81430 - Airworthiness Directives; The Boeing Company Model 747 Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2010-12-28
... skin and the skin splice plate; for certain airplanes, an inspection for steel cross-shaped doublers on... body skin and the skin splice plate; for certain airplanes, an inspection for steel cross- shaped... done on these 14 airplanes can be unique to each airplane and are different from the repair...
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77 FR 5195 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-02-02
... 747-400D series airplanes; and Model 747-200B series airplanes having a stretched upper deck. The...; and Model 747-200B series airplanes having a stretched upper deck. The original NPRM was published in... having a stretched upper deck; certificated in any category; excluding airplanes that have been converted...
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14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft that was not type certificated with an Airplane or Rotorcraft Flight Manual...
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Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats. 135.422 Section 135.422... Maintenance, and Alterations § 135.422 Aging airplane inspections and records reviews for multiengine...
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14 CFR 125.93 - Airplane limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane limitations. 125.93 Section 125.93...: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Requirements § 125.93 Airplane...
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14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...
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14 CFR 91.821 - Civil supersonic airplanes: Noise limits.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Civil supersonic airplanes: Noise limits... Noise Limits § 91.821 Civil supersonic airplanes: Noise limits. Except for Concorde airplanes having... airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using...
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14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...
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14 CFR 125.93 - Airplane limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane limitations. 125.93 Section 125.93...: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Requirements § 125.93 Airplane...
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Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats. 135.422 Section 135.422... Maintenance, and Alterations § 135.422 Aging airplane inspections and records reviews for multiengine...
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14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. (a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and...
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Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats. 135.422 Section 135.422... Maintenance, and Alterations § 135.422 Aging airplane inspections and records reviews for multiengine...
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Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats. 135.422 Section 135.422... Maintenance, and Alterations § 135.422 Aging airplane inspections and records reviews for multiengine...
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14 CFR 91.219 - Altitude alerting system or device: Turbojet-powered civil airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
...: Turbojet-powered civil airplanes. 91.219 Section 91.219 Aeronautics and Space FEDERAL AVIATION... system or device: Turbojet-powered civil airplanes. (a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is...
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14 CFR 91.219 - Altitude alerting system or device: Turbojet-powered civil airplanes.
Code of Federal Regulations, 2011 CFR
2011-01-01
...: Turbojet-powered civil airplanes. 91.219 Section 91.219 Aeronautics and Space FEDERAL AVIATION... system or device: Turbojet-powered civil airplanes. (a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is...
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14 CFR 21.5 - Airplane or Rotorcraft Flight Manual.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airplane or Rotorcraft Flight Manual. 21.5... CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS General § 21.5 Airplane or Rotorcraft Flight Manual. Link to an..., 2010. (a) With each airplane or rotorcraft that was not type certificated with an Airplane or...
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14 CFR 91.821 - Civil supersonic airplanes: Noise limits.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Civil supersonic airplanes: Noise limits... Noise Limits § 91.821 Civil supersonic airplanes: Noise limits. Except for Concorde airplanes having... airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using...
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14 CFR 91.821 - Civil supersonic airplanes: Noise limits.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Civil supersonic airplanes: Noise limits... Noise Limits § 91.821 Civil supersonic airplanes: Noise limits. Except for Concorde airplanes having... airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using...
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14 CFR 125.93 - Airplane limitations.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane limitations. 125.93 Section 125.93...: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Requirements § 125.93 Airplane...
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14 CFR 91.219 - Altitude alerting system or device: Turbojet-powered civil airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
...: Turbojet-powered civil airplanes. 91.219 Section 91.219 Aeronautics and Space FEDERAL AVIATION... system or device: Turbojet-powered civil airplanes. (a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is...
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14 CFR 91.219 - Altitude alerting system or device: Turbojet-powered civil airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
...: Turbojet-powered civil airplanes. 91.219 Section 91.219 Aeronautics and Space FEDERAL AVIATION... system or device: Turbojet-powered civil airplanes. (a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is...
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14 CFR 125.75 - Airplane flight manual.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane flight manual. 125.75 Section 125... OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or...
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14 CFR 91.821 - Civil supersonic airplanes: Noise limits.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Civil supersonic airplanes: Noise limits... Noise Limits § 91.821 Civil supersonic airplanes: Noise limits. Except for Concorde airplanes having... airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using...
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14 CFR 125.93 - Airplane limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane limitations. 125.93 Section 125.93...: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Requirements § 125.93 Airplane...
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14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...
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14 CFR 121.197 - Airplanes: Turbine engine powered: Landing limitations: Alternate airports.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Turbine engine powered: Landing... Performance Operating Limitations § 121.197 Airplanes: Turbine engine powered: Landing limitations: Alternate... turbine engine powered airplane unless (based on the assumptions in § 121.195 (b)) that airplane at the...
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14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...
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14 CFR 121.197 - Airplanes: Turbine engine powered: Landing limitations: Alternate airports.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Turbine engine powered: Landing... Performance Operating Limitations § 121.197 Airplanes: Turbine engine powered: Landing limitations: Alternate... turbine engine powered airplane unless (based on the assumptions in § 121.195 (b)) that airplane at the...
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14 CFR 23.1309 - Equipment, systems, and installations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... of the effect. (2) In a single-engine airplane, must be designed to minimize hazards to the airplane in the event of a probable malfunction or failure. (3) In a multiengine airplane, must be designed to... category airplane, must be designed to safeguard against hazards to the airplane in the event of their...
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Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats. 135.422 Section 135.422... Maintenance, and Alterations § 135.422 Aging airplane inspections and records reviews for multiengine...
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14 CFR 125.93 - Airplane limitations.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane limitations. 125.93 Section 125.93...: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Requirements § 125.93 Airplane...
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14 CFR 91.219 - Altitude alerting system or device: Turbojet-powered civil airplanes.
Code of Federal Regulations, 2010 CFR
2010-01-01
...: Turbojet-powered civil airplanes. 91.219 Section 91.219 Aeronautics and Space FEDERAL AVIATION... system or device: Turbojet-powered civil airplanes. (a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is...
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14 CFR 125.75 - Airplane flight manual.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane flight manual. 125.75 Section 125... OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6... Airplane flight manual. (a) Each certificate holder shall keep a current approved Airplane Flight Manual or...
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14 CFR 91.821 - Civil supersonic airplanes: Noise limits.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Civil supersonic airplanes: Noise limits... Noise Limits § 91.821 Civil supersonic airplanes: Noise limits. Except for Concorde airplanes having... airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using...
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78 FR 4051 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-01-18
...-400D, 747-400F, 747SR, and 747SP series airplanes; and certain Model 757-200, -200PF, and -300 series... Model 757 series airplanes. This new AD adds airplanes to the applicability and revises the initial compliance times for those airplanes. This AD was prompted by reports of problems associated with the...
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AiResearch QCGAT engine, airplane, and nacelle design features
NASA Technical Reports Server (NTRS)
Heldenbrand, R. W.
1980-01-01
The quiet, clean, general aviation turbofan engine and nacelle system was designed and tested. The engine utilized the core of the AiResearch model TFE731-3 engine and incorporated several unique noise- and emissions-reduction features. Components that were successfully adapted to this core include the fan, gearbox, combustor, low-pressure turbine, and associated structure. A highly versatile workhorse nacelle incorporating interchangeable acoustic and hardwall duct liners, showed that large-engine attenuation technology could be applied to small propulsion engines. The application of the mixer compound nozzle demonstrated both performance and noise advantages on the engine. Major performance, emissions, and noise goals were demonstrated.
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The Highly-Automated Airplane: Its Impact on Aviation Safety and an Analysis of Training Philosophy.
1997-06-01
equipment. This means more than just knowing how to program the device and being familiar with the functions of varying modes (Patrick, 1996:18). 33...the function that I wanted to use or modify in a flight plan." "Initially it is extremely difficult to figure out exactly how to program or pull up...commented: "Getting used to the EFIS display was the hardest. Initially it is extremely difficult to figure out exactly how to program or pull up the
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TCA High Lift Preliminary Assessment
NASA Technical Reports Server (NTRS)
Wyatt, G. H.; Polito, R. C.; Yeh, D. T.; Elzey, M. E.; Tran, J. T.; Meredith, Paul T.
1999-01-01
This paper presents a TCA (Technology Concept Airplane) High lift Preliminary Assessment. The topics discussed are: 1) Model Description; 2) Data Repeatability; 3) Effect of Inboard L.E. (Leading Edge) Flap Span; 4) Comparison of 14'x22' TCA-1 With NTF (National Transonic Facility) Modified Ref. H; 5) Comparison of 14'x22' and NTF Ref. H Results; 6) Effect of Outboard Sealed Slat on TCA; 7) TCA Full Scale Build-ups; 8) Full Scale L/D Comparisons; 9) TCA Full Scale; and 10) Touchdown Lift Curves. This paper is in viewgraph form.
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Ultrasonic Ranging System With Increased Resolution
NASA Technical Reports Server (NTRS)
Meyer, William E.; Johnson, William G.
1987-01-01
Master-oscillator frequency increased. Ultrasonic range-measuring system with 0.1-in. resolution provides continuous digital display of four distance readings, each updated four times per second. Four rangefinder modules in system are modified versions of rangefinder used for automatic focusing in commercial series of cameras. Ultrasonic pulses emitted by system innocuous to both people and equipment. Provides economical solutions to such distance-measurement problems as posed by boats approaching docks, truck backing toward loading platform, runway-clearance readout for tail of airplane with high angle attack, or burglar alarm.
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Stratospheric Observatory for Infrared Astronomy
NASA Astrophysics Data System (ADS)
Hamidouche, M.; Young, E.; Marcum, P.; Krabbe, A.
2010-12-01
We present one of the new generations of observatories, the Stratospheric Observatory For Infrared Astronomy (SOFIA). This is an airborne observatory consisting of a 2.7-m telescope mounted on a modified Boeing B747-SP airplane. Flying at an up to 45,000 ft (14 km) altitude, SOFIA will observe above more than 99 percent of the Earth's atmospheric water vapor allowing observations in the normally obscured far-infrared. We outline the observatory capabilities and goals. The first-generation science instruments flying on board SOFIA and their main astronomical goals are also presented.
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NASA Technical Reports Server (NTRS)
Kvaternik, Raymond G.; Piatak, David J.; Nixon, Mark W.; Langston, Chester W.; Singleton, Jeffrey D.; Bennett, Richard L.; Brown, Ross K.
2001-01-01
The results of a joint NASA/Army/Bell Helicopter Textron wind-tunnel test to assess the potential of Generalized Predictive Control (GPC) for actively controlling the swashplate of tiltrotor aircraft to enhance aeroelastic stability in the airplane mode of flight are presented. GPC is an adaptive time-domain predictive control method that uses a linear difference equation to describe the input-output relationship of the system and to design the controller. The test was conducted in the Langley Transonic Dynamics Tunnel using an unpowered 1/5-scale semispan aeroelastic model of the V-22 that was modified to incorporate a GPC-based multi-input multi-output control algorithm to individually control each of the three swashplate actuators. Wing responses were used for feedback. The GPC-based control system was highly effective in increasing the stability of the critical wing mode for all of the conditions tested, without measurable degradation of the damping in the other modes. The algorithm was also robust with respect to its performance in adjusting to rapid changes in both the rotor speed and the tunnel airspeed.
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Approximations for column effect in airplane wing spars
NASA Technical Reports Server (NTRS)
Warner, Edward P; Short, Mac
1927-01-01
The significance attaching to "column effect" in airplane wing spars has been increasingly realized with the passage of time, but exact computations of the corrections to bending moment curves resulting from the existence of end loads are frequently omitted because of the additional labor involved in an analysis by rigorously correct methods. The present report represents an attempt to provide for approximate column effect corrections that can be graphically or otherwise expressed so as to be applied with a minimum of labor. Curves are plotted giving approximate values of the correction factors for single and two bay trusses of varying proportions and with various relationships between axial and lateral loads. It is further shown from an analysis of those curves that rough but useful approximations can be obtained from Perry's formula for corrected bending moment, with the assumed distance between points of inflection arbitrarily modified in accordance with rules given in the report. The discussion of general rules of variation of bending stress with axial load is accompanied by a study of the best distribution of the points of support along a spar for various conditions of loading.
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Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-28
... primary structure is metal with composite empennage and control surfaces. The Model EMB-550 airplane is...., Model EMB-550 Airplane; Interaction of Systems and Structures AGENCY: Federal Aviation Administration... conditions for the Embraer S.A. Model EMB-550 airplane. This airplane will have a novel or unusual design...
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78 FR 53638 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-30
.... Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of erratic pitch movement and...
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77 FR 67267 - Airworthiness Directives; Bombardier, Inc. Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-09
... (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report...
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14 CFR 91.863 - Transfers of Stage 2 airplanes with base level.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Transfers of Stage 2 airplanes with base... Noise Limits § 91.863 Transfers of Stage 2 airplanes with base level. (a) Stage 2 airplanes may be... the corresponding number of Stage 2 airplanes. (b) No portion of a U.S. operator's base level...
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14 CFR 91.853 - Final compliance: Civil subsonic airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...
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14 CFR 91.853 - Final compliance: Civil subsonic airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...
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14 CFR 91.853 - Final compliance: Civil subsonic airplanes.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...
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14 CFR 91.863 - Transfers of Stage 2 airplanes with base level.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Transfers of Stage 2 airplanes with base... Noise Limits § 91.863 Transfers of Stage 2 airplanes with base level. (a) Stage 2 airplanes may be... the corresponding number of Stage 2 airplanes. (b) No portion of a U.S. operator's base level...
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14 CFR 91.863 - Transfers of Stage 2 airplanes with base level.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Transfers of Stage 2 airplanes with base... Noise Limits § 91.863 Transfers of Stage 2 airplanes with base level. (a) Stage 2 airplanes may be... the corresponding number of Stage 2 airplanes. (b) No portion of a U.S. operator's base level...
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14 CFR 91.853 - Final compliance: Civil subsonic airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...
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14 CFR 91.863 - Transfers of Stage 2 airplanes with base level.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Transfers of Stage 2 airplanes with base... Noise Limits § 91.863 Transfers of Stage 2 airplanes with base level. (a) Stage 2 airplanes may be... the corresponding number of Stage 2 airplanes. (b) No portion of a U.S. operator's base level...
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14 CFR 91.853 - Final compliance: Civil subsonic airplanes.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...
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77 FR 49389 - Airworthiness Directives; Revo, Incorporated Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-16
..., Incorporated Models COLONIAL C-1, COLONIAL C-2, LAKE LA-4, LAKE LA-4A, LAKE LA-4P, and LAKE LA-4-200 airplanes... COLONIAL C-1 airplanes are identical in every other respect to those installed on the airplanes referenced... COLONIAL C-1 airplanes to the Applicability, and add an optional terminating action for the requirements...
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NASA Technical Reports Server (NTRS)
Ozoroski, Thomas A.; Nickol, Craig L.; Guynn, Mark D.
2015-01-01
There have been ongoing efforts in the Aeronautics Systems Analysis Branch at NASA Langley Research Center to develop a suite of integrated physics-based computational utilities suitable for modeling and analyzing extended-duration missions carried out using solar powered aircraft. From these efforts, SolFlyte has emerged as a state-of-the-art vehicle analysis and mission simulation tool capable of modeling both heavier-than-air (HTA) and lighter-than-air (LTA) vehicle concepts. This study compares solar powered airplane and airship station-keeping capability during a variety of high altitude missions, using SolFlyte as the primary analysis component. Three Unmanned Aerial Vehicle (UAV) concepts were designed for this study: an airplane (Operating Empty Weight (OEW) = 3285 kilograms, span = 127 meters, array area = 450 square meters), a small airship (OEW = 3790 kilograms, length = 115 meters, array area = 570 square meters), and a large airship (OEW = 6250 kilograms, length = 135 meters, array area = 1080 square meters). All the vehicles were sized for payload weight and power requirements of 454 kilograms and 5 kilowatts, respectively. Seven mission sites distributed throughout the United States were selected to provide a basis for assessing the vehicle energy budgets and site-persistent operational availability. Seasonal, 30-day duration missions were simulated at each of the sites during March, June, September, and December; one-year duration missions were simulated at three of the sites. Atmospheric conditions during the simulated missions were correlated to National Climatic Data Center (NCDC) historical data measurements at each mission site, at four flight levels. Unique features of the SolFlyte model are described, including methods for calculating recoverable and energy-optimal flight trajectories and the effects of shadows on solar energy collection. Results of this study indicate that: 1) the airplane concept attained longer periods of on-site capability than either airship concept, and 2) the airship concepts can attain higher levels of energy collection and storage than the airplane concept; however, attaining these energy benefits requires adverse design trades of reduced performance (small airship) or excessive solar array area (large airship).
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Titan AVIATR - Aerial Vehicle for In Situ and Airborne Titan Reconnaissance
NASA Astrophysics Data System (ADS)
Kattenhorn, Simon A.; Barnes, J. W.; McKay, C. P.; Lemke, L.; Beyer, R. A.; Radebaugh, J.; Adamkovics, M.; Atkinson, D. H.; Burr, D. M.; Colaprete, T.; Foch, R.; Le Mouélic, S.; Merrison, J.; Mitchell, J.; Rodriguez, S.; Schaller, E.
2010-10-01
Titan AVIATR - Aerial Vehicle for In Situ and Airborne Titan Reconnaissance - is a small (120 kg), nuclear-powered Titan airplane in the Discovery/New Frontiers class based on the concept of Lemke (2008 IPPW). The scientific goals of the mission are designed around the unique flexibility offered by an airborne platform: to explore Titan's diversity of surface landforms, processes, and compositions, as well as to study and measure the atmospheric circulation, aerosols, and humidity. AVIATR would address and surpass many of the science goals of hot-air balloons in Titan flagship studies. The strawman instrument payload is narrowly focused on the stated scientific objectives. The optical remote sensing suite comprises three instruments - an off-nadir high-resolution 2-micron camera, a horizon-looking 5-micron imager, and a 1-6 micron pushbroom near-infrared spectrometer. The in situ instruments include atmospheric structure, a methane humidity sensor, and a raindrop detector. An airplane has operational advantages over a balloon. Its piloted nature allows a go-to capability to image locations of interest in real time, thereby allowing for directed exploration of many features of primary geologic interest: Titan's sand dunes, mountains, craters, channels, and lakes. Subsequent imaging can capture changes in these features during the primary mission. AVIATR can fly predesigned routes, building up large context mosaics of areas of interest before swooping down to low altitude to acquire high-resolution images at 30-cm spatial sampling, similar to that of HiRISE at Mars. The elevation flexibility of the airplane allows us to acquire atmospheric profiles as a function of altitude at any desired location. Although limited by the direct-to-Earth downlink bandwidth, the total scientific data return from AVIATR will be >40 times that returned from Huygens. To maximize the science per bit, novel data storage and downlink techniques will be employed, including lossy compression, downloading thumbnails, and on-board image evaluation.
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Airborne spectrophotometry of Comet Halley from 5 to 9 microns
NASA Technical Reports Server (NTRS)
Campins, H.; Bregman, J. D.; Witteborn, F. C.; Wooden, D. H.; Rank, D. M.; Cohen, M.; Allamandola, Louis J.; Tielens, Alexander G. G. M.
1986-01-01
Spectrophotometry from 5 to 9 microns (resolution = 0.02) of comet Halley was obtained from the Kuiper Airborne Observatory on 1985 Dec. 12.1 and 1986 April 8.6 and 10.5 UT. Two spectral features are apparent in all the observations, one from 5.24 to 5.6 microns, and the silicate emission feature which has an onset between 7 and 8 microns. There is no evidence for the 7.5 microns feature observed by the Vega 1 spacecraft; the large difference between the areal coverage viewed from the spacecraft and the airplane may explain the discrepancy. Color temperatures significantly higher than a blackbody indicate that small particles are abundant in the coma. Significant spatial and temporal variations in the spectrum show trends similar to those observed from the ground.
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Design and analysis of a fuel-efficient single-engine, turboprop-powered, business airplane
NASA Technical Reports Server (NTRS)
Martin, G. L.; Everest, D. E., Jr.; Lovell, W. A.; Price, J. E.; Walkley, K. B.; Washburn, G. F.
1981-01-01
The speed, range, payload, and fuel efficiency of a general aviation airplane powered by one turboprop engine was determined and compared to a twin engine turboprop aircraft. An airplane configuration was developed which can carry six people for a noreserve range of 2,408 km at a cruise speed above 154 m/s, and a cruise altitude of about 9,144 m. The cruise speed is comparable to that of the fastest of the current twin turboprop powered airplanes. It is found that the airplane has a cruise specific range greater than all twin turboprop engine airplanes flying in its speed range and most twin piston engine airplanes flying at considerably slower cruise airspeeds.
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Solar-powered airplane design for long-endurance, high-altitude flight
NASA Technical Reports Server (NTRS)
Youngblood, J. W.; Talay, T. A.
1982-01-01
This paper describes the performance analysis and design of a solar-powered airplane for long-endurance, unmanned, high-altitude cruise flight utilizing electric propulsion and solar energy collection/storage devices. For a fixed calendar date and geocentric latitude, the daily energy balance, airplane sizing, and airplane aerodynamics relations combine to determine airplane size and geometry to meet mission requirements. Vehicle component weight loadings, aerodynamic parameters, and current and projected values of power train component characteristics form the basis of the solution. For a specified mission, a candidate airplane design is presented to demonstrate the feasibility of solar-powered long endurance flight. Parametric data are presented to illustrate the airplane's mission flexibility.
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Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Part 25 airplanes with four or more engines... SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.183 Part 25 airplanes with four or... person may operate an airplane certificated under part 25 and having four or more engines unless— (1...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-09-13
... Airworthiness Directives; Airbus Model A330-201, -202, -203, - 223, and -243 Airplanes, Model A330-300 Series Airplanes, Model A340- 200 Series Airplanes, and Model A340-300 Series Airplanes AGENCY: Federal Aviation... A340-200/-300 aeroplanes. An extended de-bonding, if not detected and corrected, may degrade the...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-05-03
...-201, -202, -203, - 223, and -243 Airplanes, A330-300 Series Airplanes, A340-200 Series Airplanes, and A340-300 Series Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of... some rudders fitted on A330 and A340-200/-300 aeroplanes. An extended de-bonding, if not detected and...
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-07-01
... Airworthiness Directives; The Boeing Company Model 737-200, -300, -400, -500, -600, -700, -800, and -900 Series Airplanes; Model 747-400 Series Airplanes; Model 757-200 and 757-300 Series Airplanes; Model 767-200, 767..., -500, -600, -700, -800, and -900 series airplanes; Model 747-400 series airplanes; Model 757-200 and...
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NASA Technical Reports Server (NTRS)
Kalil, Ford
1990-01-01
NASA is considering the use of various airplanes for a Shuttle Laser Technology Experiment Facility (LTEF)-to-Airplane laser communications experiment. As supporting documentation, pertinent technical details are included about the potential use of airplanes located at Ames Research Center and Wallops Flight Facility. The effects and application of orbital mechanics considerations are also presented, including slant range, azimuth, elevation, and time. The pros and cons of an airplane equipped with a side port with a bubble window versus a top port with a dome are discussed.
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Air resistance measurements on actual airplane parts
NASA Technical Reports Server (NTRS)
Weiselsberger, C
1923-01-01
For the calculation of the parasite resistance of an airplane, a knowledge of the resistance of the individual structural and accessory parts is necessary. The most reliable basis for this is given by tests with actual airplane parts at airspeeds which occur in practice. The data given here relate to the landing gear of a Siemanms-Schuckert DI airplane; the landing gear of a 'Luftfahrzeug-Gesellschaft' airplane (type Roland Dlla); landing gear of a 'Flugzeugbau Friedrichshafen' G airplane; a machine gun, and the exhaust manifold of a 269 HP engine.
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14 CFR 135.393 - Large nontransport category airplanes: Landing limitations: Destination airports.
Code of Federal Regulations, 2010 CFR
2010-01-01
... category airplane may take off that airplane at a weight that— (1) Allowing for anticipated consumption of... assumed that— (1) The airplane passes directly over the intersection of the obstruction clearance plane...
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77 FR 24137 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-23
... Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule... Register. That AD applies to all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, Model... Airbus Model A300 B4-600, B4- 600R, and F4-600R series airplanes, Model A300 C4-605R Variant F airplanes...
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Federal Register 2010, 2011, 2012, 2013, 2014
2011-04-08
... B4-600, B4-600R, and F4-600R Series Airplanes, and Model C4-605R Variant F Airplanes (Collectively... F4-605R and F4-622R airplanes, and Model A300 C4-605R Variant F airplanes; and Model A310-203, -204...
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14 CFR 121.207 - Provisionally certificated airplanes: Operating limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Provisionally certificated airplanes... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.207 Provisionally certificated airplanes: Operating limitations. In...
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14 CFR 121.207 - Provisionally certificated airplanes: Operating limitations.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Provisionally certificated airplanes... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.207 Provisionally certificated airplanes: Operating limitations. In...
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14 CFR 121.207 - Provisionally certificated airplanes: Operating limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Provisionally certificated airplanes... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.207 Provisionally certificated airplanes: Operating limitations. In...
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14 CFR 121.207 - Provisionally certificated airplanes: Operating limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Provisionally certificated airplanes... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.207 Provisionally certificated airplanes: Operating limitations. In...
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Code of Federal Regulations, 2010 CFR
2010-01-01
... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.103 Noise limits. (a) For subsonic transport category large airplanes and subsonic jet airplanes compliance...
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Code of Federal Regulations, 2011 CFR
2011-01-01
... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.103 Noise limits. (a) For subsonic transport category large airplanes and subsonic jet airplanes compliance...
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14 CFR 121.207 - Provisionally certificated airplanes: Operating limitations.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Provisionally certificated airplanes... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.207 Provisionally certificated airplanes: Operating limitations. In...
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Engine installation effects of four civil transport airplanes : Wallops Flight Facility study
DOT National Transportation Integrated Search
2003-10-31
This report examines the effects of airplane geometrical configuration on the acoustic directivity characteristics and on the propagation of airplane noise. This effect of airplane geometry is referred to in this report as engine installation effe...
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14 CFR 121.175 - Airplanes: Reciprocating engine-powered: Weight limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.175 Airplanes: Reciprocating engine-powered: Weight limitations. (a...
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14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...
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14 CFR 121.175 - Airplanes: Reciprocating engine-powered: Weight limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.175 Airplanes: Reciprocating engine-powered: Weight limitations. (a...
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14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...
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14 CFR 121.205 - Nontransport category airplanes: Landing limitations: Alternate airport.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Nontransport category airplanes: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.205 Nontransport category airplanes: Landing limitations: Alternate...
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14 CFR 121.205 - Nontransport category airplanes: Landing limitations: Alternate airport.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Nontransport category airplanes: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.205 Nontransport category airplanes: Landing limitations: Alternate...
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14 CFR 121.175 - Airplanes: Reciprocating engine-powered: Weight limitations.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.175 Airplanes: Reciprocating engine-powered: Weight limitations. (a...
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14 CFR 121.205 - Nontransport category airplanes: Landing limitations: Alternate airport.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Nontransport category airplanes: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.205 Nontransport category airplanes: Landing limitations: Alternate...
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14 CFR 121.175 - Airplanes: Reciprocating engine-powered: Weight limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.175 Airplanes: Reciprocating engine-powered: Weight limitations. (a...
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14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...
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14 CFR 121.205 - Nontransport category airplanes: Landing limitations: Alternate airport.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Nontransport category airplanes: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.205 Nontransport category airplanes: Landing limitations: Alternate...
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14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...
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14 CFR 121.205 - Nontransport category airplanes: Landing limitations: Alternate airport.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Nontransport category airplanes: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.205 Nontransport category airplanes: Landing limitations: Alternate...
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77 FR 70366 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-11-26
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A330-243, -243F, -341, -342, and -343 airplanes equipped with Rolls-Royce Trent 700 engines...: Vladimir Ulyanov, Aerospace Engineer, International Branch, ANM-116, Transport Airplane Directorate, FAA...
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14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...
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14 CFR 121.175 - Airplanes: Reciprocating engine-powered: Weight limitations.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.175 Airplanes: Reciprocating engine-powered: Weight limitations. (a...
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The Development of German Army Airplanes During the War
NASA Technical Reports Server (NTRS)
Wilhelm, Hoff
1921-01-01
The author, who was a captain of the Reserves in the Technical Department of the Aviation Division (Board of Airplane Experts) during the war, shows what means were taken for the creation of new airplane types and what tests were employed for trying out their flying properties, capacities and structural reliability. The principal representative types of each of the classes of airplanes are described and the characteristics of the important structural parts are discussed. Data regarding the number of airplanes at the front and the flying efficiency of the various classes of airplanes are given.
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NASA Technical Reports Server (NTRS)
Emerson, Horace F.; Axelson, John A.
1949-01-01
An additional series of high-speed wind-tunnel tests of a modified 0.17-scale model of the McDonnell XF2H-1 airplane was conducted to evaluate the effects of a reduction in the thickness-to-chord ratios of the tail planes, the displacement of the horizontal tail relative to the vertical tail, and the extension of the trailing edge of the wing. Two tail-intersection fairings designed to improve the flow at the tail were also tested. The pitching-moment characteristics of the model were improved slightly by the use of the thinner tail sections. Rearward or rearward and downward displacements of the horizontal tail increased the critical Mach number at the tail intersection from 0.725 to a maximum of 0.80, but caused an excessive change in pitching-moment coefficient at the higher Mach numbers. Extending the trailing edge of the wing did not improve the static longitudinal-stability characteristics, but increased the pitching-down tendency between 0.725 and 0.825 Mach numbers prior to the pitching-up tendency. The extended wing did, however, increase the Mach numbers at which these tendencies occurred. The increase in the Mach numbers of divergence and the tuft studies indicate a probable increase in the buffet limit of the prototype airplane. No perceptible improvement of flow at the tail intersection was observed with the two fairings tested on the forward tail configuration.
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A study of the factors affecting the range of airplanes
NASA Technical Reports Server (NTRS)
Biermann, David
1937-01-01
A study was made of the most important factors affecting the range of airplanes. Numerical examples are given showing the effects of different variables on the range of a two-engine airplane. The takeoff problems of long-range airplanes are analyzed.
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14 CFR 121.203 - Nontransport category airplanes: Landing limitations: Destination airport.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Nontransport category airplanes: Landing...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.203 Nontransport category airplanes: Landing limitations: Destination...
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14 CFR 121.203 - Nontransport category airplanes: Landing limitations: Destination airport.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Nontransport category airplanes: Landing...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.203 Nontransport category airplanes: Landing limitations: Destination...
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14 CFR 121.203 - Nontransport category airplanes: Landing limitations: Destination airport.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Nontransport category airplanes: Landing...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.203 Nontransport category airplanes: Landing limitations: Destination...
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14 CFR 121.185 - Airplanes: Reciprocating engine-powered: Landing limitations: Destination airport.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.185 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.185 - Airplanes: Reciprocating engine-powered: Landing limitations: Destination airport.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.185 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.185 - Airplanes: Reciprocating engine-powered: Landing limitations: Destination airport.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.185 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.187 - Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.187 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.185 - Airplanes: Reciprocating engine-powered: Landing limitations: Destination airport.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.185 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.187 - Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.187 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.203 - Nontransport category airplanes: Landing limitations: Destination airport.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Nontransport category airplanes: Landing...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.203 Nontransport category airplanes: Landing limitations: Destination...
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14 CFR 121.187 - Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.187 Airplanes: Reciprocating engine-powered: Landing limitations...
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14 CFR 121.187 - Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.187 Airplanes: Reciprocating engine-powered: Landing limitations...
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76 FR 50706 - Airworthiness Directives; SOCATA Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2011-08-16
...-0868; Directorate Identifier 2011-CE-027-AD] RIN 2120-AA64 Airworthiness Directives; SOCATA Airplanes... SOCATA Model TBM 700 Airplanes. This proposed AD results from mandatory continuing airworthiness... copies of the referenced service information at the FAA, Small Airplane Directorate, 901 Locust, Kansas...
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14 CFR 121.187 - Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.
Code of Federal Regulations, 2010 CFR
2010-01-01
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.187 Airplanes: Reciprocating engine-powered: Landing limitations...
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Operational Weight Estimations of Commercial Jet Transport Aircraft
NASA Technical Reports Server (NTRS)
Anderson, Joseph L.
1972-01-01
In evaluating current or proposed commercial transport airplanes, there has not been available a ready means to determine weights so as to compare airplanes within this particular class. This paper describes the development of and presents such comparative tools. The major design characteristics of current American jet transport airplanes were collected, and these data were correlated by means of regression analysis to develop weight relationships for these airplanes as functions of their operational requirements. The characteristics for 23 airplanes were assembled and examined in terms of the effects of the number of people carried, the cargo load, and the operating range. These airplane characteristics were correlated for the airplanes as one of three subclasses, namely the small, twin-engine jet transport, the conventional three- and four-engine jets, and the new wide-body jets.
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Summary of spin technology as related to light general-aviation airplanes
NASA Technical Reports Server (NTRS)
Bowman, J. S., Jr.
1971-01-01
A summary was made of all NASA (and NACA) research and experience related to the spin and recovery characteristics of light personal-owner-type general-aviation airplanes. Very little of the research deals with light general-aviation airplanes as such, but many of the airplanes and models tested before and during World War II were similar to present-day light general-aviation airplanes with regard to the factors that are important in spinning. The material is based mainly on the results of spin-tunnel tests of free-spinning dynamically scaled models of about 100 different airplane designs and, whenever possible, includes correlation with full-scale spin tests. The research results are discussed in terms of airplane design considerations and the proper use of controls for recovery.
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The X-15 airplane - Lessons learned
NASA Technical Reports Server (NTRS)
Dana, William H.
1993-01-01
The X-15 rocket research airplane flew to an altitude of 354,000 ft and reached Mach 6.70. In almost 200 flights, this airplane was used to gather aerodynamic-heating, structural loads, stability and control, and atmospheric-reentry data. This paper describes the origins, design, and operation of the X-15 airplane. In addition, lessons learned from the X-15 airplane that are applicable to designing and testing the National Aero-Space Plane are discussed.
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Federal Register 2010, 2011, 2012, 2013, 2014
2010-12-10
... Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and F4-600R Series Airplanes, and Model C4-605R... airplanes; Model A300 B4-605R and B4-622R airplanes; Model A300 F4-605R and F4-622R airplanes; Model A300 C4...
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USSR Report, Political and Sociological Affairs, No. 1469.
1983-10-25
publish reports about floods and airplane crashes, fires, and robberies. They call all this " general interest" news. But it seems to us that what we are...contacts, the Americans, in my view, have some idea, albeit in general features, of the Soviet proposals. And those proposals are finding a...document. It reflects the general mood of Americans. [Answer] D. Lindner: On the other hand, the impression is being formed that people in the Soviet
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A Wind Tunnel Investigation of Joined Wing Scissor Morphing
2006-06-01
would use the low sweep for carrier landing and subsonic cruise, and use the high sweep for 12 supersonic flight [13]. According to Raymer [19...Wright-Patterson AFB, Ohio: Air Force Institute of Technology, 2005. 12. Katz, Joseph, Shaun Byrne, and Robert Hahl. "Stall Resistance Features of...Lifting-Body Airplane Configurations." Journal of Aircraft 2nd ser. 36 (1999): 471-474. 13. Kress, Robert W. "Variable Sweep Wing Design." AIAA 83
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78 FR 53640 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-30
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A330-200 Freighter series airplanes; Model A330-200 and - 300 series airplanes, and Model... of the forward or aft cargo door. To address this condition, Airbus issued four separate Alert...
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77 FR 42952 - Airworthiness Directives; Airbus Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-07-23
... Airworthiness Directives; Airbus Airplanes AGENCY: Federal Aviation Administration (FAA), Department of... Airbus Model A318-112 and -121 airplanes; Model A319-111, -112, -115, - 132, and -133 airplanes; Model... MCAI states: During structural part assembly in Airbus production line, some nuts Part Number (P/N...
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14 CFR 34.3 - General requirements.
Code of Federal Regulations, 2014 CFR
2014-01-01
... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES General Provisions § 34.3 General...). (c) U.S. airplanes. This part applies to civil airplanes that are powered by aircraft gas turbine... civil airplanes that are powered by aircraft gas turbine engines of the classes specified herein and...
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14 CFR 34.3 - General requirements.
Code of Federal Regulations, 2013 CFR
2013-01-01
... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES General Provisions § 34.3 General...). (c) U.S. airplanes. This part applies to civil airplanes that are powered by aircraft gas turbine... civil airplanes that are powered by aircraft gas turbine engines of the classes specified herein and...
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14 CFR 121.197 - Airplanes: Turbine engine powered: Landing limitations: Alternate airports.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Turbine engine powered: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.197 Airplanes: Turbine engine powered: Landing limitations: Alternate...
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14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.
Code of Federal Regulations, 2014 CFR
2014-01-01
... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...
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14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...
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14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...
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14 CFR 121.303 - Airplane instruments and equipment.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane instruments and equipment. 121.303... Airplane instruments and equipment. (a) Unless otherwise specified, the instrument and equipment... airspeed limitation and item of related information in the Airplane Flight Manual and pertinent placards...
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14 CFR 125.375 - Fuel supply: Nonturbine and turbopropeller-powered airplanes.
Code of Federal Regulations, 2014 CFR
2014-01-01
...-powered airplanes. 125.375 Section 125.375 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE... AIRCRAFT Flight Release Rules § 125.375 Fuel supply: Nonturbine and turbopropeller-powered airplanes. (a...
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14 CFR 125.375 - Fuel supply: Nonturbine and turbopropeller-powered airplanes.
Code of Federal Regulations, 2012 CFR
2012-01-01
...-powered airplanes. 125.375 Section 125.375 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE... AIRCRAFT Flight Release Rules § 125.375 Fuel supply: Nonturbine and turbopropeller-powered airplanes. (a...
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14 CFR 121.195 - Airplanes: Turbine engine powered: Landing limitations: Destination airports.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Turbine engine powered: Landing...: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.195 Airplanes: Turbine engine powered: Landing limitations...
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14 CFR 121.197 - Airplanes: Turbine engine powered: Landing limitations: Alternate airports.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Turbine engine powered: Landing... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.197 Airplanes: Turbine engine powered: Landing limitations: Alternate...
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14 CFR 121.303 - Airplane instruments and equipment.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane instruments and equipment. 121.303... Airplane instruments and equipment. (a) Unless otherwise specified, the instrument and equipment... airspeed limitation and item of related information in the Airplane Flight Manual and pertinent placards...
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14 CFR 26.39 - Newly produced airplanes: Fuel tank flammability.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Newly produced airplanes: Fuel tank... TRANSPORTATION AIRCRAFT CONTINUED AIRWORTHINESS AND SAFETY IMPROVEMENTS FOR TRANSPORT CATEGORY AIRPLANES Fuel Tank Flammability § 26.39 Newly produced airplanes: Fuel tank flammability. (a) Applicability: This...
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14 CFR 26.39 - Newly produced airplanes: Fuel tank flammability.
Code of Federal Regulations, 2012 CFR
2012-01-01
... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Newly produced airplanes: Fuel tank... TRANSPORTATION AIRCRAFT CONTINUED AIRWORTHINESS AND SAFETY IMPROVEMENTS FOR TRANSPORT CATEGORY AIRPLANES Fuel Tank Flammability § 26.39 Newly produced airplanes: Fuel tank flammability. (a) Applicability: This...
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14 CFR 26.39 - Newly produced airplanes: Fuel tank flammability.
Code of Federal Regulations, 2013 CFR
2013-01-01
... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Newly produced airplanes: Fuel tank... TRANSPORTATION AIRCRAFT CONTINUED AIRWORTHINESS AND SAFETY IMPROVEMENTS FOR TRANSPORT CATEGORY AIRPLANES Fuel Tank Flammability § 26.39 Newly produced airplanes: Fuel tank flammability. (a) Applicability: This...
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14 CFR 121.303 - Airplane instruments and equipment.
Code of Federal Regulations, 2011 CFR
2011-01-01
... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane instruments and equipment. 121.303... Airplane instruments and equipment. (a) Unless otherwise specified, the instrument and equipment... airspeed limitation and item of related information in the Airplane Flight Manual and pertinent placards...
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14 CFR 125.375 - Fuel supply: Nonturbine and turbopropeller-powered airplanes.
Code of Federal Regulations, 2013 CFR
2013-01-01
...-powered airplanes. 125.375 Section 125.375 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE... AIRCRAFT Flight Release Rules § 125.375 Fuel supply: Nonturbine and turbopropeller-powered airplanes. (a...