Turbulence and mountain wave conditions observed with an airborne 2-micron lidar

NASA Technical Reports Server (NTRS)

Teets, Edward H., Jr.; Ashburn, Chris; Ehernberger, Jack; Bogue, Rodney

2006-01-01

Joint efforts by the National Aeronautics and Space Administration (NASA), the Department of Defense, and industry partners are enhancing the capability of airborne wind and turbulence detection. The Airborne Coherent Lidar for Advanced In-Flight Measurements (ACLAIM) was flown on three series of flights to assess its capability over a range of altitudes, air mass conditions, and gust phenomena. This paper describes the observation of mountain waves and turbulence induced by mountain waves over the Tehachapi and Sierra Nevada mountain ranges (California, USA) by lidar onboard the NASA Airborne Science DC-8 airplane. The examples in this paper compare lidar-predicted mountain waves and wave-induced turbulence to subsequent aircraft-measured true airspeed. Airplane acceleration data is presented describing the effects of the wave-induced turbulence on the DC-8 airplane. Highlights of the lidar-predicted airspeed from the two flights show increases of 12 meters per second (m/s) at the mountain wave interface and peak-to-peak airspeed changes of 10 m/s and 15 m/s in a span of 12 seconds in moderate turbulence.

Turbulence and Mountain Wave Conditions Observed with an Airborne 2-Micron Lidar

NASA Technical Reports Server (NTRS)

Teets, Edward H., Jr.; Ashburn, Chris; Ehernberger, L. J.; Bogue, Rodney K.

2006-01-01

Joint efforts by the National Aeronautics and Space Administration, the Department of Defense, and industry partners are enhancing the capability of airborne wind and turbulence detection. The Airborne Coherent Lidar (light detection and ranging) for Advanced In-Flight Measurements was flown on three series of flights to assess its capability over a range of altitudes, air mass conditions, and gust phenomena. This report describes the observation of mountain waves and turbulence induced by mountain waves over the Tehachapi and Sierra Nevada mountain ranges by lidar on board the NASA Airborne Science DC-8 (McDonnell Douglas Corporation, Long Beach, California) airplane during two flights. The examples in this report compare lidar-predicted mountain waves and wave-induced turbulence to subsequent airplane-measured true airspeed. Airplane acceleration data is presented describing the effects of the wave-induced turbulence on the DC-8 airplane. Highlights of the lidar-predicted airspeed from the two flights show increases of 12 m/s at the mountain wave interface and peak-to-peak airspeed changes of 10 m/s and 15 m/s in a span of 12 s in moderate turbulence.

Flight Calibration of four airspeed systems on a swept-wing airplane at Mach numbers up to 1.04 by the NACA radar-phototheodolite method

NASA Technical Reports Server (NTRS)

Thompson, Jim Rogers; Bray, Richard S; COOPER GEORGE E

1950-01-01

The calibrations of four airspeed systems installed in a North American F-86A airplane have been determined in flight at Mach numbers up to 1.04 by the NACA radar-phototheodolite method. The variation of the static-pressure error per unit indicated impact pressure is presented for three systems typical of those currently in use in flight research, a nose boom and two different wing-tip booms, and for the standard service system installed in the airplane. A limited amount of information on the effect of airplane normal-force coefficient on the static-pressure error is included. The results are compared with available theory and with results from wind-tunnel tests of the airspeed heads alone. Of the systems investigated, a nose-boom installation was found to be most suitable for research use at transonic and low supersonic speeds because it provided the greatest sensitivity of the indicated Mach number to a unit change in true Mach number at very high subsonic speeds, and because it was least sensitive to changes in airplane normal-force coefficient. The static-pressure error of the nose-boom system was small and constant above a Mach number of 1.03 after passage of the fuselage bow shock wave over the airspeed head.

Fault Tolerant Computer Network Study

DTIC Science & Technology

1980-04-01

2. 1.2. 2 Air Data The air data function processes air pressures, temperature , and angle- of-attack measurements, and provides calibrated airspeed...attitude direction indicator. 2.1.5.2 Fixtaking Sensors used for fixtaking include the radar (in ground map mode), head- up display (for visual...VFR interdiction mission. The radar (ground map mode) is also the primary sensor at night and in adverse weather if the target presents a

Autonomous Locator of Thermals (ALOFT) Autonomous Soaring Algorithm

DTIC Science & Technology

2015-04-03

estimator used on the NRL CICADA Mk 3 micro air vehicle [13]. An extended Kalman filter (EKF) was designed to estimate the airspeed sensor bias and...Boulder, 2007. ALOFT Autonomous Soaring Algorithm 31 13. A.D. Kahn and D.J. Edwards, “Navigation, Guidance and Control for the CICADA Expendable

Spanwise measurements of vertical components of atmospheric turbulence

NASA Technical Reports Server (NTRS)

Sleeper, Robert K.

1990-01-01

Correlation and spectrum magnitude estimates are computed for vertical gust velocity measurements at the nose and wing tips of a NASA B-57B aircraft for six level flight, low speed and low altitude runs and are compared with those of the von Karman atmospheric turbulence model extended for spanwise relationships. The distance between the wing tips was 62.6 ft. Airspeeds ranged from about 330 to 400 ft/sec, heights above the ground ranged from near ground level to about 5250 ft. and gust velocity standard deviations ranged from 4.10 to 8.86 ft/sec. Integral scale lengths, determined by matching measured autocorrelation estimates with those of the model, ranged from 410 to 2050 ft. Digital signals derived from piezoelectric sensors provided continuous pressure and airspeed measurements. Some directional acceleration sensitivity of the sensors was eliminated by sensor orientation, and their performance was spectrally verified for the higher frequencies with supplemental onboard piezoresistive sensors. The model appeared to satisfactorily predict the trends of the measured cross-correlations and cross-spectrum magnitudes, particularly between the nose and wing tips. However, the measured magnitude estimates of the cross-spectra between the wing tips exceeded the predicted levels at the higher frequencies. Causes for the additional power across the wing tips were investigated. Vertical gust velocity components evaluated along and lateral to the flight path implied that the frozen-turbulence-field assumption is a suitable approximation.

Position Corrections for Airspeed and Flow Angle Measurements on Fixed-Wing Aircraft

NASA Technical Reports Server (NTRS)

Grauer, Jared A.

2017-01-01

This report addresses position corrections made to airspeed and aerodynamic flow angle measurements on fixed-wing aircraft. These corrections remove the effects of angular rates, which contribute to the measurements when the sensors are installed away from the aircraft center of mass. Simplified corrections, which are routinely used in practice and assume small flow angles and angular rates, are reviewed. The exact, nonlinear corrections are then derived. The simplified corrections are sufficient in most situations; however, accuracy diminishes for smaller aircraft that incur higher angular rates, and for flight at high air flow angles. This is demonstrated using both flight test data and a nonlinear flight dynamics simulation of a subscale transport aircraft in a variety of low-speed, subsonic flight conditions.

Preliminary Results of an Altitude-Wind-Tunnel Investigation of a TG-100A Gas Turbine-Propeller Engine II - Windmilling Characteristics

NASA Technical Reports Server (NTRS)

Conrad, E. W.; Durham, J. D.

1947-01-01

An investigation was conducted to determine the operational and performance characteristics of the TG-100A gas turbine-propeller engine II. Windmilling characteristics were deterined for a range of altitudes from 5000 to 35,000 feet, true airspeeds from 100 to 273 miles per hour, and propeller blade angles from 4 degrees to 46 degrees.

Preliminary Results of an Altitude-Wind-Tunnel Investigation of an Axial-Flow Gas Turbine-Propeller Engine. 2; Windmilling Characteristics

NASA Technical Reports Server (NTRS)

Conrad, E. W.; Durham, J. D.

1948-01-01

Wind tunnel investigations were performed to determine the performance properties of an axial-flow gas turbine-propeller engine II. Windmilling characteristics were determined for a range of altitudes from 5000 to 35,000 feet, true airspeeds from 100 to 273 miles per hour, and propeller blade angles from 4 degrees to 46 degrees.

The Effects of Ambient Conditions on Helicopter Rotor Source Noise Modeling

NASA Technical Reports Server (NTRS)

Schmitz, Frederic H.; Greenwood, Eric

2011-01-01

A new physics-based method called Fundamental Rotorcraft Acoustic Modeling from Experiments (FRAME) is used to demonstrate the change in rotor harmonic noise of a helicopter operating at different ambient conditions. FRAME is based upon a non-dimensional representation of the governing acoustic and performance equations of a single rotor helicopter. Measured external noise is used together with parameter identification techniques to develop a model of helicopter external noise that is a hybrid between theory and experiment. The FRAME method is used to evaluate the main rotor harmonic noise of a Bell 206B3 helicopter operating at different altitudes. The variation with altitude of Blade-Vortex Interaction (BVI) noise, known to be a strong function of the helicopter s advance ratio, is dependent upon which definition of airspeed is flown by the pilot. If normal flight procedures are followed and indicated airspeed (IAS) is held constant, the true airspeed (TAS) of the helicopter increases with altitude. This causes an increase in advance ratio and a decrease in the speed of sound which results in large changes to BVI noise levels. Results also show that thickness noise on this helicopter becomes more intense at high altitudes where advancing tip Mach number increases because the speed of sound is decreasing and advance ratio increasing for the same indicated airspeed. These results suggest that existing measurement-based empirically derived helicopter rotor noise source models may give incorrect noise estimates when they are used at conditions where data were not measured and may need to be corrected for mission land-use planning purposes.

User's Manual for Aerofcn: a FORTRAN Program to Compute Aerodynamic Parameters

NASA Technical Reports Server (NTRS)

Conley, Joseph L.

1992-01-01

The computer program AeroFcn is discussed. AeroFcn is a utility program that computes the following aerodynamic parameters: geopotential altitude, Mach number, true velocity, dynamic pressure, calibrated airspeed, equivalent airspeed, impact pressure, total pressure, total temperature, Reynolds number, speed of sound, static density, static pressure, static temperature, coefficient of dynamic viscosity, kinematic viscosity, geometric altitude, and specific energy for a standard- or a modified standard-day atmosphere using compressible flow and normal shock relations. Any two parameters that define a unique flight condition are selected, and their values are entered interactively. The remaining parameters are computed, and the solutions are stored in an output file. Multiple cases can be run, and the multiple case solutions can be stored in another output file for plotting. Parameter units, the output format, and primary constants in the atmospheric and aerodynamic equations can also be changed.

14 CFR 23.335 - Design airspeeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Design airspeeds. 23.335 Section 23.335... Design airspeeds. Except as provided in paragraph (a)(4) of this section, the selected design airspeeds are equivalent airspeeds (EAS). (a) Design cruising speed, V C. For V C the following apply: (1) Where...

14 CFR 23.335 - Design airspeeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Design airspeeds. 23.335 Section 23.335... Design airspeeds. Except as provided in paragraph (a)(4) of this section, the selected design airspeeds are equivalent airspeeds (EAS). (a) Design cruising speed, V C. For V C the following apply: (1) Where...

Design and experiment of data-driven modeling and flutter control of a prototype wing

NASA Astrophysics Data System (ADS)

Lum, Kai-Yew; Xu, Cai-Lin; Lu, Zhenbo; Lai, Kwok-Leung; Cui, Yongdong

2017-06-01

This paper presents an approach for data-driven modeling of aeroelasticity and its application to flutter control design of a wind-tunnel wing model. Modeling is centered on system identification of unsteady aerodynamic loads using computational fluid dynamics data, and adopts a nonlinear multivariable extension of the Hammerstein-Wiener system. The formulation is in modal coordinates of the elastic structure, and yields a reduced-order model of the aeroelastic feedback loop that is parametrized by airspeed. Flutter suppression is thus cast as a robust stabilization problem over uncertain airspeed, for which a low-order H∞ controller is computed. The paper discusses in detail parameter sensitivity and observability of the model, the former to justify the chosen model structure, and the latter to provide a criterion for physical sensor placement. Wind tunnel experiments confirm the validity of the modeling approach and the effectiveness of the control design.

A stochastic global identification framework for aerospace structures operating under varying flight states

NASA Astrophysics Data System (ADS)

Kopsaftopoulos, Fotis; Nardari, Raphael; Li, Yu-Hung; Chang, Fu-Kuo

2018-01-01

In this work, a novel data-based stochastic "global" identification framework is introduced for aerospace structures operating under varying flight states and uncertainty. In this context, the term "global" refers to the identification of a model that is capable of representing the structure under any admissible flight state based on data recorded from a sample of these states. The proposed framework is based on stochastic time-series models for representing the structural dynamics and aeroelastic response under multiple flight states, with each state characterized by several variables, such as the airspeed, angle of attack, altitude and temperature, forming a flight state vector. The method's cornerstone lies in the new class of Vector-dependent Functionally Pooled (VFP) models which allow the explicit analytical inclusion of the flight state vector into the model parameters and, hence, system dynamics. This is achieved via the use of functional data pooling techniques for optimally treating - as a single entity - the data records corresponding to the various flight states. In this proof-of-concept study the flight state vector is defined by two variables, namely the airspeed and angle of attack of the vehicle. The experimental evaluation and assessment is based on a prototype bio-inspired self-sensing composite wing that is subjected to a series of wind tunnel experiments under multiple flight states. Distributed micro-sensors in the form of stretchable sensor networks are embedded in the composite layup of the wing in order to provide the sensing capabilities. Experimental data collected from piezoelectric sensors are employed for the identification of a stochastic global VFP model via appropriate parameter estimation and model structure selection methods. The estimated VFP model parameters constitute two-dimensional functions of the flight state vector defined by the airspeed and angle of attack. The identified model is able to successfully represent the wing's aeroelastic response under the admissible flight states via a minimum number of estimated parameters compared to standard identification approaches. The obtained results demonstrate the high accuracy and effectiveness of the proposed global identification framework, thus constituting a first step towards the next generation of "fly-by-feel" aerospace vehicles with state awareness capabilities.

Landmark-aided localization for air vehicles using learned object detectors

NASA Astrophysics Data System (ADS)

DeAngelo, Mark Patrick

This research presents two methods to localize an aircraft without GPS using fixed landmarks observed from an optical sensor. Onboard absolute localization is useful for vehicle navigation free from an external network. The objective is to achieve practical navigation performance using available autopilot hardware and a downward pointing camera. The first method uses computer vision cascade object detectors, which are trained to detect predetermined, distinct landmarks prior to a flight. The first method also concurrently explores aircraft localization using roads between landmark updates. During a flight, the aircraft navigates with attitude, heading, airspeed, and altitude measurements and obtains measurement updates when landmarks are detected. The sensor measurements and landmark coordinates extracted from the aircraft's camera images are combined into an unscented Kalman filter to obtain an estimate of the aircraft's position and wind velocities. The second method uses computer vision object detectors to detect abundant generic landmarks referred as buildings, fields, trees, and road intersections from aerial perspectives. Various landmark attributes and spatial relationships to other landmarks are used to help associate observed landmarks with reference landmarks. The computer vision algorithms automatically extract reference landmarks from maps, which are processed offline before a flight. During a flight, the aircraft navigates with attitude, heading, airspeed, and altitude measurements and obtains measurement corrections by processing aerial photos with similar generic landmark detection techniques. The method also combines sensor measurements and landmark coordinates into an unscented Kalman filter to obtain an estimate of the aircraft's position and wind velocities.

A Fault Tolerant System for an Integrated Avionics Sensor Configuration

NASA Technical Reports Server (NTRS)

Caglayan, A. K.; Lancraft, R. E.

1984-01-01

An aircraft sensor fault tolerant system methodology for the Transport Systems Research Vehicle in a Microwave Landing System (MLS) environment is described. The fault tolerant system provides reliable estimates in the presence of possible failures both in ground-based navigation aids, and in on-board flight control and inertial sensors. Sensor failures are identified by utilizing the analytic relationships between the various sensors arising from the aircraft point mass equations of motion. The estimation and failure detection performance of the software implementation (called FINDS) of the developed system was analyzed on a nonlinear digital simulation of the research aircraft. Simulation results showing the detection performance of FINDS, using a dual redundant sensor compliment, are presented for bias, hardover, null, ramp, increased noise and scale factor failures. In general, the results show that FINDS can distinguish between normal operating sensor errors and failures while providing an excellent detection speed for bias failures in the MLS, indicated airspeed, attitude and radar altimeter sensors.

Low-speed airspeed calibration data for a single-engine research-support aircraft

NASA Technical Reports Server (NTRS)

Holmes, B. J.

1980-01-01

A standard service airspeed system on a single engine research support airplane was calibrated by the trailing anemometer method. The effects of flaps, power, sideslip, and lag were evaluated. The factory supplied airspeed calibrations were not sufficiently accurate for high accuracy flight research applications. The trailing anemometer airspeed calibration was conducted to provide the capability to use the research support airplane to perform pace aircraft airspeed calibrations.

14 CFR 23.1545 - Airspeed indicator.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airspeed indicator. 23.1545 Section 23.1545 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... Markings and Placards § 23.1545 Airspeed indicator. (a) Each airspeed indicator must be marked as specified...

14 CFR 27.1545 - Airspeed indicator.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airspeed indicator. 27.1545 Section 27.1545 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... Airspeed indicator. (a) Each airspeed indicator must be marked as specified in paragraph (b) of this...

14 CFR 29.1545 - Airspeed indicator.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airspeed indicator. 29.1545 Section 29.1545 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS....1545 Airspeed indicator. (a) Each airspeed indicator must be marked as specified in paragraph (b) of...

14 CFR 29.1545 - Airspeed indicator.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Airspeed indicator. 29.1545 Section 29.1545 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS....1545 Airspeed indicator. (a) Each airspeed indicator must be marked as specified in paragraph (b) of...

14 CFR 27.1545 - Airspeed indicator.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airspeed indicator. 27.1545 Section 27.1545 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS... Airspeed indicator. (a) Each airspeed indicator must be marked as specified in paragraph (b) of this...

Maximization of orbiter altitude at ALT interface airspeed, mission planning, mission analysis and software

NASA Technical Reports Server (NTRS)

Glenn, G. M.

1976-01-01

The determination of the separation initial conditions (i.e. incidence angle) that maximize orbiter altitude at the ALT interface airspeed is considered. Optimum altitude airspeed profiles are generated for each orbiter incidence angle and tailcone configuration. Results show that the highest separation altitude does not result in the highest altitude at ALT interface airspeed. The altitude attainable at ALT interface airspeed should therefore be considered in the selection of the initial conditions (i.e. incidence angle). Without violating any known constraints, the incidence angles that maximize orbiter altitude at the ALT interface airspeeds are 7.0 deg for ALT free flight 1 and 5.5 deg for ALT free flight 6.

Accuracy of airspeed measurements and flight calibration procedures

NASA Technical Reports Server (NTRS)

Huston, Wilber B

1948-01-01

The sources of error that may enter into the measurement of airspeed by pitot-static methods are reviewed in detail together with methods of flight calibration of airspeed installations. Special attention is given to the problem of accurate measurements of airspeed under conditions of high speed and maneuverability required of military airplanes. (author)

14 CFR 29.173 - Static longitudinal stability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... of the control is necessary to obtain an airspeed less than the trim speed, and a forward movement of the control is necessary to obtain an airspeed more than the trim speed. (b) Throughout the full range... maintain airspeed within ±5 knots of the desired trim airspeed without exceptional piloting skill or...

Accommodating Sensor Bias in MRAC for State Tracking

NASA Technical Reports Server (NTRS)

Patre, Parag; Joshi, Suresh M.

2011-01-01

The problem of accommodating unknown sensor bias is considered in a direct model reference adaptive control (MRAC) setting for state tracking using state feedback. Sensor faults can occur during operation, and if the biased state measurements are directly used with a standard MRAC control law, neither closed-loop signal boundedness, nor asymptotic tracking can be guaranteed and the resulting tracking errors may be unbounded or unacceptably large. A modified MRAC law is proposed, which combines a bias estimator with control gain adaptation, and it is shown that signal boundedness can be accomplished, although the tracking error may not go to zero. Further, for the case wherein an asymptotically stable sensor bias estimator is available, an MRAC control law is proposed to accomplish asymptotic tracking and signal boundedness. Such a sensor bias estimator can be designed if additional sensor measurements are available, as illustrated for the case wherein bias is present in the rate gyro and airspeed measurements. Numerical example results are presented to illustrate each of the schemes.

Groundspeed filtering for CTAS

NASA Technical Reports Server (NTRS)

Slater, Gary L.

1994-01-01

Ground speed is one of the radar observables which is obtained along with position and heading from NASA Ames Center radar. Within the Center TRACON Automation System (CTAS), groundspeed is converted into airspeed using the wind speeds which CTAS obtains from the NOAA weather grid. This airspeed is then used in the trajectory synthesis logic which computes the trajectory for each individual aircraft. The time history of the typical radar groundspeed data is generally quite noisy, with high frequency variations on the order of five knots, and occasional 'outliers' which can be significantly different from the probable true speed. To try to smooth out these speeds and make the ETA estimate less erratic, filtering of the ground speed is done within CTAS. In its base form, the CTAS filter is a 'moving average' filter which averages the last ten radar values. In addition, there is separate logic to detect and correct for 'outliers', and acceleration logic which limits the groundspeed change in adjacent time samples. As will be shown, these additional modifications do cause significant changes in the actual groundspeed filter output. The conclusion is that the current ground speed filter logic is unable to track accurately the speed variations observed on many aircraft. The Kalman filter logic however, appears to be an improvement to the current algorithm used to smooth ground speed variations, while being simpler and more efficient to implement. Additional logic which can test for true 'outliers' can easily be added by looking at the difference in the a priori and post priori Kalman estimates, and not updating if the difference in these quantities is too large.

Sound Pressures and Correlations of Noise on the Fuselage of a Jet Aircraft in Flight

NASA Technical Reports Server (NTRS)

Shattuck, Russell D.

1961-01-01

Tests were conducted at altitudes of 10,000, 20,000, and 30,000 feet at speeds of Mach 0.4, 0.6, and O.8. It was found that the sound pressure levels on the aft fuselage of a jet aircraft in flight can be estimated using an equation involving the true airspeed and the free air density. The cross-correlation coefficient over a spacing of 2.5 feet was generalized with Strouhal number. The spectrum of the noise in flight is comparatively flat up to 10,000 cycles per second.

Statistical analysis of landing contact conditions for three lifting body research vehicles

NASA Technical Reports Server (NTRS)

Larson, R. R.

1972-01-01

The landing contact conditions for the HL-10, M2-F2/F3, and the X-24A lifting body vehicles are analyzed statistically for 81 landings. The landing contact parameters analyzed are true airspeed, peak normal acceleration at the center of gravity, roll angle, and roll velocity. Ground measurement parameters analyzed are lateral and longitudinal distance from intended touchdown, lateral distance from touchdown to full stop, and rollout distance. The results are presented in the form of histograms for frequency distributions and cumulative frequency distribution probability curves with a Pearson Type 3 curve fit for extrapolation purposes.

14 CFR 25.335 - Design airspeeds.

Code of Federal Regulations, 2013 CFR

2013-01-01

... cruise speed (knots equivalent airspeed); Uref=the reference gust velocity (feet per second equivalent... control of airspeed and for transition from one flap position to another. (2) If an automatic flap... speed recommended for the operation of the device to allow for probable variations in speed control. For...

14 CFR 25.335 - Design airspeeds.

Code of Federal Regulations, 2014 CFR

2014-01-01

... cruise speed (knots equivalent airspeed); Uref=the reference gust velocity (feet per second equivalent... control of airspeed and for transition from one flap position to another. (2) If an automatic flap... speed recommended for the operation of the device to allow for probable variations in speed control. For...

14 CFR 25.335 - Design airspeeds.

Code of Federal Regulations, 2012 CFR

2012-01-01

... cruise speed (knots equivalent airspeed); Uref=the reference gust velocity (feet per second equivalent... control of airspeed and for transition from one flap position to another. (2) If an automatic flap... speed recommended for the operation of the device to allow for probable variations in speed control. For...

14 CFR 25.335 - Design airspeeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... cruise speed (knots equivalent airspeed); Uref=the reference gust velocity (feet per second equivalent... control of airspeed and for transition from one flap position to another. (2) If an automatic flap... speed recommended for the operation of the device to allow for probable variations in speed control. For...

14 CFR 23.1323 - Airspeed indicating system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... instrument calibration error when the corresponding pitot and static pressures are applied. (b) Each airspeed... positive drainage of moisture from the pitot static plumbing. (d) If certification for instrument flight rules or flight in icing conditions is requested, each airspeed system must have a heated pitot tube or...

Spray spectrum modifications through changes in airspeed to minimize drift

USDA-ARS?s Scientific Manuscript database

Management of droplet size is one of the key components to minimizing spray drift, which can be accomplished in-flight by changing airspeed. Studies were conducted measuring spray droplet spectra parameters across airspeeds ranging from 100-140 mph (in 5 mph increments). In general the volume medi...

14 CFR 27.173 - Static longitudinal stability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... control is necessary to obtain an airspeed less than the trim speed, and a forward movement of the control is necessary to obtain an airspeed more than the trim speed. (b) Throughout the full range of... within ±5 knots of the desired trim airspeed without exceptional piloting skill or alertness. [Amdt. 27...

An Assessment of the Icing Blade and the SEA Multi-Element Sensor for Liquid Water Content Calibration of the NASA GRC Icing Research Tunnel

NASA Technical Reports Server (NTRS)

Steen, Laura E.; Ide, Robert F.; Van Zante, Judith Foss

2017-01-01

The Icing Research Tunnel at NASA Glenn has recently switched to from using the Icing Blade to using the SEA Multi-Element Sensor (also known as the multi-wire) for its calibration of cloud liquid water content. In order to perform this transition, tests were completed to compare the Multi-Element Sensor to the Icing Blade, particularly with respect to liquid water content, airspeed, and drop size. The two instruments were found to compare well for the majority of Appendix C conditions. However, it was discovered that the Icing Blade under-measures when the conditions approach the Ludlam Limit. This paper also describes data processing procedures for the Multi-Element Sensor in the IRT, including collection efficiency corrections, mounting underneath a splitter plate, and correcting for a jump in the compensation wire power. Further data is presented to describe the repeatability of the IRT with the Multi-Element sensor, health-monitoring checks for the instrument, and a sensing-element configuration comparison.

Design study of technology requirements for high performance single-propeller-driven business airplanes

NASA Technical Reports Server (NTRS)

Kohlman, D. L.; Hammer, J.

1985-01-01

Developments in aerodyamic, structural and propulsion technologies which influence the potential for significant improvements in performance and fuel efficiency of general aviation business airplanes are discussed. The advancements include such technolgies as natural laminar flow, composite materials, and advanced intermittent combustion engines. The design goal for this parameter design study is a range of 1300 nm at 300 knots true airspeed with a payload of 1200lbs at 35,000 ft cruise altitude. The individual and synergistic effects of various advanced technologies on the optimization of this class of high performance, single engine, propeller driven business airplanes are identified.

AWE: Aviation Weather Data Visualization

NASA Technical Reports Server (NTRS)

Spirkovska, Lilly; Lodha, Suresh K.

2001-01-01

The two official sources for aviation weather reports both require the pilot to mentally visualize the provided information. In contrast, our system, Aviation Weather Environment (AWE) presents aviation specific weather available to pilots in an easy to visualize form. We start with a computer-generated textual briefing for a specific area. We map this briefing onto a grid specific to the pilot's route that includes only information relevant to his flight route that includes only information relevant to his flight as defined by route, altitude, true airspeed, and proposed departure time. By modifying various parameters, the pilot can use AWE as a planning tool as well as a weather briefing tool.

NASA rotor systems research aircraft: Fixed-wing configuration flight-test results

NASA Technical Reports Server (NTRS)

Erickson, R. E.; Cross, J. L.; Kufeld, R. M.; Acree, C. W.; Nguyen, D.; Hodge, R. W.

1986-01-01

The fixed-wing, airplane configuration flight-test results of the Rotor System Research Aircraft (RSRA), NASA 740, at Ames/Dryden Flight Research Center are documented. Fourteen taxi and flight tests were performed from December 1983 to October 1984. This was the first time the RSRA was flown with the main rotor removed; the tail rotor was installed. These tests confirmed that the RSRA is operable as a fixed-wing aircraft. Data were obtained for various takeoff and landing distances, control sensitivity, trim and dynamics stability characteristics, performance rotor-hub drag, and acoustics signature. Stability data were obtained with the rotor hub both installed and removed. The speed envelope was developed to 261 knots true airspeed (KTAS), 226 knots calibrated airspeed (KCAS) at 10,000 ft density altitude. The airplane was configured at 5 deg. wing incidence with 5 deg. wing flaps as a normal configuration. Level-flight data were acquired at 167 KCAS for wing incidence from 0 to 10 deg. Step inputs and doublet inputs of various magnitudes were utilized to acquire dynamic stability and control sensitivity data. Sine-wave inputs of constantly increasing frequency were used to generate parameter identification data. The maximum load factor attained was 2.34 g at 206 KCAS.

Inflight and Preflight Detection of Pitot Tube Anomalies

NASA Technical Reports Server (NTRS)

Mitchell, Darrell W.

2014-01-01

The health and integrity of aircraft sensors play a critical role in aviation safety. Inaccurate or false readings from these sensors can lead to improper decision making, resulting in serious and sometimes fatal consequences. This project demonstrated the feasibility of using advanced data analysis techniques to identify anomalies in Pitot tubes resulting from blockage such as icing, moisture, or foreign objects. The core technology used in this project is referred to as noise analysis because it relates sensors' response time to the dynamic component (noise) found in the signal of these same sensors. This analysis technique has used existing electrical signals of Pitot tube sensors that result from measured processes during inflight conditions and/or induced signals in preflight conditions to detect anomalies in the sensor readings. Analysis and Measurement Services Corporation (AMS Corp.) has routinely used this technology to determine the health of pressure transmitters in nuclear power plants. The application of this technology for the detection of aircraft anomalies is innovative. Instead of determining the health of process monitoring at a steady-state condition, this technology will be used to quickly inform the pilot when an air-speed indication becomes faulty under any flight condition as well as during preflight preparation.

NACA Flight-Path Angle and Air-Speed Recorder

NASA Technical Reports Server (NTRS)

Coleman, Donald G

1926-01-01

A new trailing bomb-type instrument for photographically recording the flight-path angle and air speed of aircraft in unaccelerated flight is described. The instrument consists essentially of an inclinometer, air-speed meter and a film-drum case. The inclinometer carries an oil-damped pendulum which records optically the flight-path angle upon a rotating motor-driven film drum. The air-speed meter consists of a taut metal diaphragm of high natural frequency which is acted upon by the pressure difference of a Prandtl type Pitot-static tube. The inclinometer record and air-speed record are made optically on the same sensitive film. Two records taken by this instrument are shown.

76 FR 472 - Harmonization of Airworthiness Standards for Transport Category Airplanes-Landing Gear Retracting...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-05

... design takeoff weight), occurring during retraction and extension at any airspeed up to 1.5 V SR1 with...) currently uses a peripheral speed equal to 1.3 V S during retraction and extension at any airspeed up to 1.6... design takeoff weight), occurring during retraction and extension at any airspeed up to 1.5 V SR1 (with...

Calibration of the ER-2 meteorological measurement system

NASA Technical Reports Server (NTRS)

Bowen, Stuart W.; Chan, K. Roland; Bui, T. Paul

1991-01-01

The Meteorological Measurement System (MMS) on the high altitude ER-2 aircraft was developed specifically for atmospheric research. The MMS provides accurate measurements of pressure, temperature, wind vector, position (longitude, latitude, altitude), pitch, roll, heading, angle of attack, angle of sideslip, true airspeed, aircraft eastward velocity, northward velocity, vertical acceleration, and time, at a sample rate of 5/s. MMS data products are presented in the form of either 5 or 1 Hz time series. The 1 Hz data stream, generally used by ER-2 investigators, is obtained from the 5 Hz data stream by filtering and desampling. The method of measurement of the meteorological parameters is given and the results of their analyses are discussed.

14 CFR 27.1503 - Airspeed limitations: general.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Operating Limitations and Information... established. (b) When airspeed limitations are a function of weight, weight distribution, altitude, rotor...

Coordinated perception by teams of aerial and ground robots

NASA Astrophysics Data System (ADS)

Grocholsky, Benjamin P.; Swaminathan, Rahul; Kumar, Vijay; Taylor, Camillo J.; Pappas, George J.

2004-12-01

Air and ground vehicles exhibit complementary capabilities and characteristics as robotic sensor platforms. Fixed wing aircraft offer broad field of view and rapid coverage of search areas. However, minimum operating airspeed and altitude limits, combined with attitude uncertainty, place a lower limit on their ability to detect and localize ground features. Ground vehicles on the other hand offer high resolution sensing over relatively short ranges with the disadvantage of slow coverage. This paper presents a decentralized architecture and solution methodology for seamlessly realizing the collaborative potential of air and ground robotic sensor platforms. We provide a framework based on an established approach to the underlying sensor fusion problem. This provides transparent integration of information from heterogeneous sources. An information-theoretic utility measure captures the task objective and robot inter-dependencies. A simple distributed solution mechanism is employed to determine team member sensing trajectories subject to the constraints of individual vehicle and sensor sub-systems. The architecture is applied to a mission involving searching for and localizing an unknown number of targets in an user specified search area. Results for a team of two fixed wing UAVs and two all terrain UGVs equipped with vision sensors are presented.

An Assessment of the Icing Blade and the SEA Multi-Element Sensor for Liquid Water Content Calibration of the NASA GRC Icing Research Tunnel

NASA Technical Reports Server (NTRS)

Steen, Laura E.; Ide, Robert F.; Van Zante, Judith F.

2016-01-01

The Icing Research Tunnel at NASA Glenn has recently switched from using the Icing Blade to using the SEA Multi-Element Sensor (also known as the multi-wire) for its calibration of cloud liquid water content. In order to peform this transition, tests were completed to compare the Multi-Element Sensor to the Icing Blade, particularly with respect to liquid water content, airspeed, and drop size. The two instruments were found to compare well for the majority of Appendix C conditions. However, it was discovered that the Icing Blade under-measures when the conditions approach the Ludlam Limit. This paper also describes data processing procedures for the Multi-Element Sensor in the IRT, including collision efficiency corrections, mounting underneath a splitter plate, and correcting for a jump in the compensation wire power. Further data is presented to describe the repeatability of the IRT with the Multi-Element Sensor, health-monitoring checks for the instrument, and a sensing-element configuration comparison. Ultimately these tests showed that in the IRT, the multi-wire is a better instrument for measuring cloud liquid water content than the blade.

Fuel Burn Estimation Using Real Track Data

NASA Technical Reports Server (NTRS)

Chatterji, Gano B.

2011-01-01

A procedure for estimating fuel burned based on actual flight track data, and drag and fuel-flow models is described. The procedure consists of estimating aircraft and wind states, lift, drag and thrust. Fuel-flow for jet aircraft is determined in terms of thrust, true airspeed and altitude as prescribed by the Base of Aircraft Data fuel-flow model. This paper provides a theoretical foundation for computing fuel-flow with most of the information derived from actual flight data. The procedure does not require an explicit model of thrust and calibrated airspeed/Mach profile which are typically needed for trajectory synthesis. To validate the fuel computation method, flight test data provided by the Federal Aviation Administration were processed. Results from this method show that fuel consumed can be estimated within 1% of the actual fuel consumed in the flight test. Next, fuel consumption was estimated with simplified lift and thrust models. Results show negligible difference with respect to the full model without simplifications. An iterative takeoff weight estimation procedure is described for estimating fuel consumption, when takeoff weight is unavailable, and for establishing fuel consumption uncertainty bounds. Finally, the suitability of using radar-based position information for fuel estimation is examined. It is shown that fuel usage could be estimated within 5.4% of the actual value using positions reported in the Airline Situation Display to Industry data with simplified models and iterative takeoff weight computation.

Aircraft Speed Instruments

NASA Technical Reports Server (NTRS)

Beij, K Hilding

1933-01-01

This report presents a concise survey of the measurement of air speed and ground speed on board aircraft. Special attention is paid to the pitot-static air-speed meter which is the standard in the United States for airplanes. Air-speed meters of the rotating vane type are also discussed in considerable detail on account of their value as flight test instruments and as service instruments for airships. Methods of ground-speed measurement are treated briefly, with reference to the more important instruments. A bibliography on air-speed measurement concludes the report.

Aerodynamics of gliding flight in common swifts.

PubMed

Henningsson, P; Hedenström, A

2011-02-01

Gliding flight performance and wake topology of a common swift (Apus apus L.) were examined in a wind tunnel at speeds between 7 and 11 m s(-1). The tunnel was tilted to simulate descending flight at different sink speeds. The swift varied its wingspan, wing area and tail span over the speed range. Wingspan decreased linearly with speed, whereas tail span decreased in a nonlinear manner. For each airspeed, the minimum glide angle was found. The corresponding sink speeds showed a curvilinear relationship with airspeed, with a minimum sink speed at 8.1 m s(-1) and a speed of best glide at 9.4 m s(-1). Lift-to-drag ratio was calculated for each airspeed and tilt angle combinations and the maximum for each speed showed a curvilinear relationship with airspeed, with a maximum of 12.5 at an airspeed of 9.5 m s(-1). Wake was sampled in the transverse plane using stereo digital particle image velocimetry (DPIV). The main structures of the wake were a pair of trailing wingtip vortices and a pair of trailing tail vortices. Circulation of these was measured and a model was constructed that showed good weight support. Parasite drag was estimated from the wake defect measured in the wake behind the body. Parasite drag coefficient ranged from 0.30 to 0.22 over the range of airspeeds. Induced drag was calculated and used to estimate profile drag coefficient, which was found to be in the same range as that previously measured on a Harris' hawk.

A Robust H ∞ Controller for an UAV Flight Control System.

PubMed

López, J; Dormido, R; Dormido, S; Gómez, J P

2015-01-01

The objective of this paper is the implementation and validation of a robust H ∞ controller for an UAV to track all types of manoeuvres in the presence of noisy environment. A robust inner-outer loop strategy is implemented. To design the H ∞ robust controller in the inner loop, H ∞ control methodology is used. The two controllers that conform the outer loop are designed using the H ∞ Loop Shaping technique. The reference vector used in the control architecture formed by vertical velocity, true airspeed, and heading angle, suggests a nontraditional way to pilot the aircraft. The simulation results show that the proposed control scheme works well despite the presence of noise and uncertainties, so the control system satisfies the requirements.

An Analysis of the Airspeeds and Normal Accelerations of sikorsky S-42A Airplanes in Commercial Transport Operation

DTIC Science & Technology

1948-10-01

OPERATION By Walter G. Walker SUMMARY Acceleration and airspeed data taken on four Sikorsky S-42A air- planes operated on Caribbean routes and...INTRODUCTION Previous analyses (references 1 to 3) present the results obtained from acceleration and airspeed data taken during commercial transport...N.ADA TN No. 1733 This" paper gl.ves the results of’ an. analysis of’. V-G data taken on f’our Sikorsky S-42A f’ly:l.ng boats operated on Caribbean

Field Calibration of Wind Direction Sensor to the True North and Its Application to the Daegwanryung Wind Turbine Test Sites

PubMed Central

Lee, Jeong Wan

2008-01-01

This paper proposes a field calibration technique for aligning a wind direction sensor to the true north. The proposed technique uses the synchronized measurements of captured images by a camera, and the output voltage of a wind direction sensor. The true wind direction was evaluated through image processing techniques using the captured picture of the sensor with the least square sense. Then, the evaluated true value was compared with the measured output voltage of the sensor. This technique solves the discordance problem of the wind direction sensor in the process of installing meteorological mast. For this proposed technique, some uncertainty analyses are presented and the calibration accuracy is discussed. Finally, the proposed technique was applied to the real meteorological mast at the Daegwanryung test site, and the statistical analysis of the experimental testing estimated the values of stable misalignment and uncertainty level. In a strict sense, it is confirmed that the error range of the misalignment from the exact north could be expected to decrease within the credibility level. PMID:27873957

A Method of Calibrating Airspeed Installations on Airplanes at Transonic and Supersonic Speeds by the Use of Accelerometer and Attitude-Angle Measurements

NASA Technical Reports Server (NTRS)

Zalovick, John A; Lina, Lindsay J; Trant, James P , Jr

1953-01-01

A method is described for calibrating airspeed installation on airplanes at transonic and supersonic speeds in vertical-plane maneuvers in which use is made of measurements of normal and longitudinal accelerations and attitude angle. In this method all the required instrumentation is carried within the airplane. An analytical study of the effects of various sources of error on the accuracy of an airspeed calibration by the accelerometer method indicated that the required measurements can be made accurately enough to insure a satisfactory calibration.

Integration of altitude and airspeed information into a primary flight display via moving-tape formats

NASA Technical Reports Server (NTRS)

Abbott, Terence S.; Steinmetz, George G.

1987-01-01

A ground-based aircraft simulation study was conducted to determine the effect on pilot performance of replacing the electromechanical altimeter and airspeed indicators with electronically generated representations integrated into the primary flight display via moving-tape (linear moving scale) formats. Several key factors relating to moving-tape formats were examined during the study: tape centering, secondary (trend) information, and tape orientation. The factor of centering refers to whether the tape was centered about the actual airspeed or altitude or about some defined reference value. Tape orientation refers to whether the values represented are arranged in either descending or ascending order. Six pilots participated in this study, with each subject performing 18 runs along a single, known flight profile. Subjective results indicated that the moving-tape formats were generally better than that of the conventional instruments. They also indicated that an actual-centered fixed pointer was preferred to a reference-centered pointer. Performance data for a visual secondary task showed that formats not containing trend information produced better performance; however, no difference was noted in airspeed tracking or altitude tracking performance. Regarding tape orientation, subjective comments indicated that there was lower work load and better performance when the airspeed tape had the high numbers at the top.

Fuzzy Logic Decoupled Longitudinal Control for General Aviation Airplanes

NASA Technical Reports Server (NTRS)

Duerksen, Noel

1996-01-01

It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control difference airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control throttle position and another to control elevator position. These two controllers were used to control flight path angle and airspeed for both a piston powered single engine airplane simulation and a business jet simulation. Overspeed protection and stall protection were incorporated in the form of expert systems supervisors. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic longitudinal controller could be successfully used on two general aviation aircraft types that have very difference characteristics. These controllers worked for both airplanes over their entire flight envelopes including configuration changes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle lever travel, etc.). The controllers also handled configuration changes without mode switching or knowledge of the current configuration. This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Large and Turbine..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

14 CFR 23.1311 - Electronic display instrument systems.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Continued Airworthiness required by § 23.1529. (3) Not inhibit the primary display of attitude, airspeed... indicator, and attitude instrument or individual electronic display indicators for the altitude, airspeed, and attitude that are independent from the airplane's primary electrical power system. These secondary...

An inverse-modelling approach for frequency response correction of capacitive humidity sensors in ABL research with small remotely piloted aircraft (RPA)

NASA Astrophysics Data System (ADS)

Wildmann, N.; Kaufmann, F.; Bange, J.

2014-09-01

The measurement of water vapour concentration in the atmosphere is an ongoing challenge in environmental research. Satisfactory solutions exist for ground-based meteorological stations and measurements of mean values. However, carrying out advanced research of thermodynamic processes aloft as well, above the surface layer and especially in the atmospheric boundary layer (ABL), requires the resolution of small-scale turbulence. Sophisticated optical instruments are used in airborne meteorology with manned aircraft to achieve the necessary fast-response measurements of the order of 10 Hz (e.g. LiCor 7500). Since these instruments are too large and heavy for the application on small remotely piloted aircraft (RPA), a method is presented in this study that enhances small capacitive humidity sensors to be able to resolve turbulent eddies of the order of 10 m. The sensor examined here is a polymer-based sensor of the type P14-Rapid, by the Swiss company Innovative Sensor Technologies (IST) AG, with a surface area of less than 10 mm2 and a negligible weight. A physical and dynamical model of this sensor is described and then inverted in order to restore original water vapour fluctuations from sensor measurements. Examples of flight measurements show how the method can be used to correct vertical profiles and resolve turbulence spectra up to about 3 Hz. At an airspeed of 25 m s-1 this corresponds to a spatial resolution of less than 10 m.

A Robust H ∞ Controller for an UAV Flight Control System

PubMed Central

López, J.

2015-01-01

The objective of this paper is the implementation and validation of a robust H ∞ controller for an UAV to track all types of manoeuvres in the presence of noisy environment. A robust inner-outer loop strategy is implemented. To design the H ∞ robust controller in the inner loop, H ∞ control methodology is used. The two controllers that conform the outer loop are designed using the H ∞ Loop Shaping technique. The reference vector used in the control architecture formed by vertical velocity, true airspeed, and heading angle, suggests a nontraditional way to pilot the aircraft. The simulation results show that the proposed control scheme works well despite the presence of noise and uncertainties, so the control system satisfies the requirements. PMID:26221622

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

Pitch attitude, flight path, and airspeed control during approach and landing of a powered lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.

1972-01-01

Analytical investigations and piloted moving base simulator evaluations were conducted for manual control of pitch attitude, flight path, and airspeed for the approach and landing of a powered lift jet STOL aircraft. Flight path and speed response characteristics were described analytically and were evaluated for the simulation experiments which were carried out on a large motion simulator. The response characteristics were selected and evaluated for a specified path and speed control technique. These charcteristics were: (1) the initial pitch response and steady pitch rate sensitivity for control of attitude with a pitch rate command/ attitude hold system, (2) the initial flight path response, flight path overshoot, and flight path-airspeed coupling in response to a change in thrust, and (3) the sensitivity of airspeed to pitch attitude changes. Results are presented in the form of pilot opinion ratings and commentary, substantiated where appropriate by response time histories and aircraft states at the point of touchdown.

Effect on head-wind profiles and mean head-wind velocity on landing capacity flying constant-airspeed and constant-groundspeed approaches

NASA Technical Reports Server (NTRS)

Hastings, E. C., Jr.; Kelley, W. W.

1979-01-01

A study was conducted to determine the effect of head-wind profiles and mean head-wind velocities on runway landing capacity for airplanes flying constant-airspeed and constant-groundspeed approaches. It was determined that when the wind profiles were encountered with the currently used constant airspeed approach method, the landing capacity was reduced. The severity of these reductions increased as the mean head-wind value of the profile increased. When constant-groundspeed approaches were made in the same wind profiles, there were no losses in landing capacity. In an analysis of mean head winds, it was determined that in a mean head wind of 35 knots, the landing capacity using constant-airspeed approaches was 13% less than for the no wind condition. There were no reductions in landing capacity with constant-groundspeed approaches for mean head winds less than 35 knots. This same result was observed when the separation intervals between airplanes was reduced.

Analysis of open loop higher harmonic control at high airspeeds on a modern four-bladed articulated rotor

NASA Technical Reports Server (NTRS)

Kottapalli, Sesi; Leyland, Jane

1991-01-01

The effects of open loop higher harmonic control (HHC) on rotor hub loads, performance, and push rod loads of a Sikorsky S-76 helicopter rotor at high airspeeds (up to 200 knots) and moderate lift (10,000 lbs) were studied analytically. The analysis was performed as part of a wind tunnel pre-test prediction and preparation procedure, as well as to provide analytical results for post-test correlation efforts. The test associated with this study is to be concluded in the 40- by 80-Foot Wind Tunnel of the National Full-Scale Aerodynamics Complex (NFAC) at the NASA Ames Research Center. The results from this analytical study show that benefits from HHC can be achieved at high airspeeds. These results clear the way for conducting (with the requirement of safe pushrod loads) an open loop HHC test a high airspeeds in the 40- by 80-Foot Wind Tunnel using an S-76 rotor as the test article.

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...

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...

Ecology of tern flight in relation to wind, topography and aerodynamic theory.

PubMed

Hedenström, Anders; Åkesson, Susanne

2016-09-26

Flight is an economical mode of locomotion, because it is both fast and relatively cheap per unit of distance, enabling birds to migrate long distances and obtain food over large areas. The power required to fly follows a U-shaped function in relation to airspeed, from which context dependent 'optimal' flight speeds can be derived. Crosswinds will displace birds away from their intended track unless they make compensatory adjustments of heading and airspeed. We report on flight track measurements in five geometrically similar tern species ranging one magnitude in body mass, from both migration and the breeding season at the island of Öland in the Baltic Sea. When leaving the southern point of Öland, migrating Arctic and common terns made a 60° shift in track direction, probably guided by a distant landmark. Terns adjusted both airspeed and heading in relation to tail and side wind, where coastlines facilitated compensation. Airspeed also depended on ecological context (searching versus not searching for food), and it increased with flock size. Species-specific maximum range speed agreed with predicted speeds from a new aerodynamic theory. Our study shows that the selection of airspeed is a behavioural trait that depended on a complex blend of internal and external factors.This article is part of the themed issue 'Moving in a moving medium: new perspectives on flight'. © 2016 The Author(s).

Ecology of tern flight in relation to wind, topography and aerodynamic theory

PubMed Central

2016-01-01

Flight is an economical mode of locomotion, because it is both fast and relatively cheap per unit of distance, enabling birds to migrate long distances and obtain food over large areas. The power required to fly follows a U-shaped function in relation to airspeed, from which context dependent ‘optimal’ flight speeds can be derived. Crosswinds will displace birds away from their intended track unless they make compensatory adjustments of heading and airspeed. We report on flight track measurements in five geometrically similar tern species ranging one magnitude in body mass, from both migration and the breeding season at the island of Öland in the Baltic Sea. When leaving the southern point of Öland, migrating Arctic and common terns made a 60° shift in track direction, probably guided by a distant landmark. Terns adjusted both airspeed and heading in relation to tail and side wind, where coastlines facilitated compensation. Airspeed also depended on ecological context (searching versus not searching for food), and it increased with flock size. Species-specific maximum range speed agreed with predicted speeds from a new aerodynamic theory. Our study shows that the selection of airspeed is a behavioural trait that depended on a complex blend of internal and external factors. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528786

Implementation of the Rauch-Tung-Striebel Smoother for Sensor Compatibility Correction of a Fixed-Wing Unmanned Air Vehicle

PubMed Central

Chan, Woei-Leong; Hsiao, Fei-Bin

2011-01-01

This paper presents a complete procedure for sensor compatibility correction of a fixed-wing Unmanned Air Vehicle (UAV). The sensors consist of a differential air pressure transducer for airspeed measurement, two airdata vanes installed on an airdata probe for angle of attack (AoA) and angle of sideslip (AoS) measurement, and an Attitude and Heading Reference System (AHRS) that provides attitude angles, angular rates, and acceleration. The procedure is mainly based on a two pass algorithm called the Rauch-Tung-Striebel (RTS) smoother, which consists of a forward pass Extended Kalman Filter (EKF) and a backward recursion smoother. On top of that, this paper proposes the implementation of the Wiener Type Filter prior to the RTS in order to avoid the complicated process noise covariance matrix estimation. Furthermore, an easy to implement airdata measurement noise variance estimation method is introduced. The method estimates the airdata and subsequently the noise variances using the ground speed and ascent rate provided by the Global Positioning System (GPS). It incorporates the idea of data regionality by assuming that some sort of statistical relation exists between nearby data points. Root mean square deviation (RMSD) is being employed to justify the sensor compatibility. The result shows that the presented procedure is easy to implement and it improves the UAV sensor data compatibility significantly. PMID:22163819

Implementation of the Rauch-Tung-Striebel smoother for sensor compatibility correction of a fixed-wing unmanned air vehicle.

PubMed

Chan, Woei-Leong; Hsiao, Fei-Bin

2011-01-01

This paper presents a complete procedure for sensor compatibility correction of a fixed-wing Unmanned Air Vehicle (UAV). The sensors consist of a differential air pressure transducer for airspeed measurement, two airdata vanes installed on an airdata probe for angle of attack (AoA) and angle of sideslip (AoS) measurement, and an Attitude and Heading Reference System (AHRS) that provides attitude angles, angular rates, and acceleration. The procedure is mainly based on a two pass algorithm called the Rauch-Tung-Striebel (RTS) smoother, which consists of a forward pass Extended Kalman Filter (EKF) and a backward recursion smoother. On top of that, this paper proposes the implementation of the Wiener Type Filter prior to the RTS in order to avoid the complicated process noise covariance matrix estimation. Furthermore, an easy to implement airdata measurement noise variance estimation method is introduced. The method estimates the airdata and subsequently the noise variances using the ground speed and ascent rate provided by the Global Positioning System (GPS). It incorporates the idea of data regionality by assuming that some sort of statistical relation exists between nearby data points. Root mean square deviation (RMSD) is being employed to justify the sensor compatibility. The result shows that the presented procedure is easy to implement and it improves the UAV sensor data compatibility significantly.

Effects of head-up display airspeed indicator and altimeter formats on pilot scanning and attention switching

DOT National Transportation Integrated Search

2004-03-20

The effects of the rotating pointers and gradation marks of head-up display (HUD) airspeed : indicator (ASI) and altimeter symbology formats were examined. The effects of the gradation : marks were of special interest, as being able to remove them wo...

77 FR 23169 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-18

... erroneous airspeed and altitude indications and consequent loss of control of the airplane. DATES: We must... by water, which could result in erroneous airspeed and altitude indications and consequent loss of... water accumulator assemblies having a certain part installed on the pitot and static lines of the air...

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...

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... installation or to an airspeed, altimeter, rate of climb, or flight attitude instrument system; (2) Snow or ice... climb, or flight attitude instrument system. (c) Except for an airplane that has ice protection... airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may...

77 FR 40832 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-11

... ability of the flight crew to read primary displays for airplane attitude, altitude, or airspeed, and... displays for airplane attitude, altitude, or airspeed, and consequently reduce the ability of the flight...) malfunctions, which could affect the ability of the flight crew to read primary displays for airplane attitude...

Detrending with Empirical Mode Decomposition (DEMD): Theory, Evaluation, and Application

NASA Astrophysics Data System (ADS)

Bolch, Michael Adam

Land-surface heterogeneity (LSH) at different scales has significant influence on atmospheric boundary layer (ABL) buoyant and shear turbulence generation and transfers of water, carbon and heat. The extent of proliferation of this influence into larger-scale circulations and atmospheric structures is a topic continually investigated in experimental and numerical studies, in many cases with the hopes of improving land-atmosphere parameterizations for modeling purposes. The blending height is a potential metric for the vertical propagation of LSH effects into the ABL, and has been the subject of study for several decades. Proper assessment of the efficacy of blending height theory invites the combination of observations throughout ABLs above different LSH scales with model simulations of the observed ABL and LSH conditions. The central goal of this project is to develop an apt and thoroughly scrutinized method for procuring ABL observations that are accurately detrended and justifiably relevant for such a study, referred to here as Detrending with Empirical Mode Decomposition (DEMD). The Duke University helicopter observation platform (HOP) provides ABL data [wind (u, v, and w), temperature ( T), moisture (q), and carbon dioxide (CO 2)] at a wide range of altitudes, especially in the lower ABL, where LSH effects are most prominent, and where other aircraft-based platforms cannot fly. Also, lower airspeeds translate to higher resolution of the scalars and fluxes needed to evaluate blending height theory. To confirm noninterference of the main rotor downwash with the HOP sensors, and also to identify optimal airspeeds, analytical, numerical, and observational studies are presented. Analytical analysis clears the main rotor downwash from the HOP nose at airspeeds above 10 m s-1. Numerical models find an acceptable range from 20-40 m s-1, due to a growing compressed air preceding the HOP nose. The first observational study finds no impact of different HOP airspeeds on measurements from ˜18 m s -1 to ˜55 m s-1 over a stable marine boundary layer (MBL). Another set of observations studies HOP and tower data, using the Duke University Mobile Micrometeorological Station (MMS) over an MBL, and concludes that HOP sensible heat (SH), latent heat (LE), and carbon dioxide (F CO2) fluxes align well with MMS findings. The HOP sensors provide ABL data at 40 Hz, as well as a real-time display of theta for in-flight ABL height estimation. Sensor calibration and alignment procedures indicate usable ABL measurements. HOP data are especially susceptible to the spurious influence of platform motion on ABL data, largely due to the low-altitude and low-airspeed capabilities of the HOP. For example, HOP altitude motion in the presence of a lapse rate can cause spurious T fluctuations. Empirical mode decomposition (EMD) can separate HOP data into a set of adaptive and unique intrinsic mode functions (IMFs), often with physical meaning. DEMD aims to correct for spurious contributions to HOP data, while merging EMD with a correlation analysis to adjust data without eliminating relevant ABL dynamics. To evaluate DEMD efficacy, two-dimensional synthetic T fields with simulated turbulence over a prescribed lapse rate are sampled with altitude fluctuations similar to HOP flights, and with a wide range of T perturbation and sampling path parameter variations. DEMD recovers the prescribed lapse rate within 1% on average for the 552 test cases passing the filtering criteria. The method is further evaluated via application to vertical cross sections taken from the Ocean-Land-Atmosphere Model (OLAM) large-eddy simulation (LES) results, where DEMD shows improved accuracy of SH recovery. DEMD is applied to three low-altitude HOP flight legs flown on 19 June 2007 during the Cloud and Land Surface Interaction Campaign (CLASIC), both as an example of practical application and to compare DEMD to the initially proposed method (Holder et al. 2011, hereafter H11). H11 dictates the elimination of correlated IMFs, along with other subtle differences from DEMD, which also eliminates any ABL motions embedded in those IMFs. As suspected, the H11 method produces marked reductions of variances and turbulence kinetic energy (TKE) and substantial deviations in SH, LE, and FCO2 compared to DEMD. DEMD detrends without unnecessary elimination. DEMD is vital for ensuring accurate scalars and fluxes from HOP data, and a strategy for future research is presented that integrates properly detrended observations from the CLASIC HOP dataset with OLAM simulations to explore LSH effects on ABL processes and evaluate blending height theory.

Airspeed and orifice size affect spray droplet spectrum from an aerial electrostatic nozzle for fixed-wing applications

USDA-ARS?s Scientific Manuscript database

The aerial electrostatic spraying system patented by the USDA ARS is a unique aerial application system which inductively charges spray particles for the purpose of increasing deposition and efficacy. While this system has many potential benefits, very little is known about how changes in airspeed o...

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.

Monitoring of Carbon Dioxide and Methane Plumes from Combined Ground-Airborne Sensors

NASA Astrophysics Data System (ADS)

Jacob, Jamey; Mitchell, Taylor; Honeycutt, Wes; Materer, Nicholas; Ley, Tyler; Clark, Peter

2016-11-01

A hybrid ground-airborne sensing network for real-time plume monitoring of CO2 and CH4 for carbon sequestration is investigated. Conventional soil gas monitoring has difficulty in distinguishing gas flux signals from leakage with those associated with meteorologically driven changes. A low-cost, lightweight sensor system has been developed and implemented onboard a small unmanned aircraft and is combined with a large-scale ground network that measures gas concentration. These are combined with other atmospheric diagnostics, including thermodynamic data and velocity from ultrasonic anemometers and multi-hole probes. To characterize the system behavior and verify its effectiveness, field tests have been conducted with simulated discharges of CO2 and CH4 from compressed gas tanks to mimic leaks and generate gaseous plumes, as well as field tests over the Farnsworth CO2-EOR site in the Anadarko Basin. Since the sensor response time is a function of vehicle airspeed, dynamic calibration models are required to determine accurate location of gas concentration in space and time. Comparisons are made between the two tests and results compared with historical models combining both flight and atmospheric dynamics. Supported by Department of Energy Award DE-FE0012173.

Stochastic global identification of a bio-inspired self-sensing composite UAV wing via wind tunnel experiments

NASA Astrophysics Data System (ADS)

Kopsaftopoulos, Fotios; Nardari, Raphael; Li, Yu-Hung; Wang, Pengchuan; Chang, Fu-Kuo

2016-04-01

In this work, the system design, integration, and wind tunnel experimental evaluation are presented for a bioinspired self-sensing intelligent composite unmanned aerial vehicle (UAV) wing. A total of 148 micro-sensors, including piezoelectric, strain, and temperature sensors, in the form of stretchable sensor networks are embedded in the layup of a composite wing in order to enable its self-sensing capabilities. Novel stochastic system identification techniques based on time series models and statistical parameter estimation are employed in order to accurately interpret the sensing data and extract real-time information on the coupled air flow-structural dynamics. Special emphasis is given to the wind tunnel experimental assessment under various flight conditions defined by multiple airspeeds and angles of attack. A novel modeling approach based on the recently introduced Vector-dependent Functionally Pooled (VFP) model structure is employed for the stochastic identification of the "global" coupled airflow-structural dynamics of the wing and their correlation with dynamic utter and stall. The obtained results demonstrate the successful system-level integration and effectiveness of the stochastic identification approach, thus opening new perspectives for the state sensing and awareness capabilities of the next generation of "fly-by-fee" UAVs.

The NASA Langley Research Center's Unmanned Aerial System Surrogate Research Aircraft

NASA Technical Reports Server (NTRS)

Howell, Charles T., III; Jessup, Artie; Jones, Frank; Joyce, Claude; Sugden, Paul; Verstynen, Harry; Mielnik, John

2010-01-01

Research is needed to determine what procedures, aircraft sensors and other systems will be required to allow Unmanned Aerial Systems (UAS) to safely operate with manned aircraft in the National Airspace System (NAS). The NASA Langley Research Center has transformed a Cirrus Design SR22 general aviation (GA) aircraft into a UAS Surrogate research aircraft to serve as a platform for UAS systems research, development, flight testing and evaluation. The aircraft is manned with a Safety Pilot and systems operator that allows for flight operations almost anywhere in the NAS without the need for a Federal Aviation Administration (FAA) Certificate of Authorization (COA). The UAS Surrogate can be controlled from a modular, transportable ground station like a true UAS. The UAS Surrogate is able to file and fly in the NAS with normal traffic and is a better platform for real world UAS research and development than existing vehicles flying in restricted ranges or other sterilized airspace. The Cirrus Design SR22 aircraft is a small, singleengine, four-place, composite-construction aircraft that NASA Langley acquired to support NASA flight-research programs like the Small Aircraft Transportation System (SATS) Project. Systems were installed to support flight test research and data gathering. These systems include: separate research power; multi-function flat-panel displays; research computers; research air data and inertial state sensors; video recording; data acquisition; data-link; S-band video and data telemetry; Common Airborne Instrumentation System (CAIS); Automatic Dependent Surveillance-Broadcast (ADS-B); instrumented surfaces and controls; and a systems operator work station. The transformation of the SR22 to a UAS Surrogate was accomplished in phases. The first phase was to modify the existing autopilot to accept external commands from a research computer that was connected by redundant data-link radios to a ground control station. An electro-mechanical auto-throttle was added in the next phase to provide ground station control of airspeed. Additional phases are in progress to add waypoint navigation and long range satellite voice and data communications. Potential areas for UAS Surrogate research include the development, flight test and evaluation of sensors to aid in the process of air traffic detect-sense-and-avoid. These sensors could be evaluated in real-time and compared with onboard human evaluation pilots. This paper describes the systems and design considerations that were incorporated in the development of the UAS Surrogate along with details of development problems encountered and the corresponding solutions.

ANALYSIS OF AIRCRAFT MOTIONS

NASA Technical Reports Server (NTRS)

Wingrove, R. C.

1994-01-01

This program was developed by Ames Research Center, in cooperation with the National Transportation Safety Board, as a technique for deriving time histories of an aircraft's motion from Air Traffic Control (ATC) radar records. This technique uses the radar range and azimuth data, along with the downlinked altitude data, to derive an expanded set of data which includes airspeed, lift, attitude angles (pitch, roll, and heading), etc. This technique should prove useful as a source of data in the investigation of commercial airline accidents and in the analysis of accidents involving aircraft which do not have onboard data recorders (e.g., military, short-haul, and general aviation). The technique used to determine the aircraft motions involves smoothing of raw radar data. These smoothed results, in combination with other available information (wind profiles and aircraft performance data), are used to derive the expanded set of data. This program uses a cubic least-square fit to smooth the raw data. This moving-arc procedure provides a smoothed time history of the aircraft position, the inertial velocities, and accelerations. Using known winds, these inertial data are transformed to aircraft stability axes to provide true airspeed, thrust-drag, lift, and roll angle. Further derivation, based on aircraft dependent performance data, can determine the aircraft angle of attack, pitch, and heading angle. Results of experimental tests indicate that values derived from ATC radar records using this technique agree favorably with airborne measurements. This program is written in FORTRAN IV to be executed in the batch mode, and has been implemented on a CDC 6000 series computer with a central memory requirement of 64k (octal) of 60 bit words.

Bayesian performance metrics of binary sensors in homeland security applications

NASA Astrophysics Data System (ADS)

Jannson, Tomasz P.; Forrester, Thomas C.

2008-04-01

Bayesian performance metrics, based on such parameters, as: prior probability, probability of detection (or, accuracy), false alarm rate, and positive predictive value, characterizes the performance of binary sensors; i.e., sensors that have only binary response: true target/false target. Such binary sensors, very common in Homeland Security, produce an alarm that can be true, or false. They include: X-ray airport inspection, IED inspections, product quality control, cancer medical diagnosis, part of ATR, and many others. In this paper, we analyze direct and inverse conditional probabilities in the context of Bayesian inference and binary sensors, using X-ray luggage inspection statistical results as a guideline.

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

Installation and airspeed effects on jet shock-associated noise

NASA Technical Reports Server (NTRS)

Vonglahn, U.; Goodykoontz, J.

1975-01-01

Experimental acoustic data are presented to illustrate, at model scale, the effect of varying the nozzle-wing installation on shock-associated noise, statically and with airspeed. The variation in installations included nozzle only, nozzle under-the-wing (with and without flaps deflected), and nozzle over-the-wing (unattached flow). The nozzles used were a conical and a 6-tube mixer nozzle with a cold-flow nozzle pressure ratio of 2.1. A 33-cm diameter free jet was used to simulate airspeed. With the nozzle only, shock wave noise dominated the spectra in the forward quadrant, while jet mixing noise dominated in the rearward quadrant. Similar trends were observed when a wing (flaps retracted) was included. Shock noise was attenuated with an over-the-wing configuration and increased with an under-the-wing configuration (due to reflection from the wing surface). With increasing flap deflection (under-the-wing configuration), the jet-flap interaction noise exceeded the shock noise and became dominant in both quadrants. The free jet results showed that airspeed had no effect on shock noise. The free jet noise data were corrected for convective amplification to approximate flight and comparisons between the various configurations are made.

Development of an Unmanned Aircraft System and Cyberinfrastructure for Environmental Science Research

NASA Astrophysics Data System (ADS)

Brady, J. J.; Tweedie, C. E.; Escapita, I. J.

2009-12-01

There is a fundamental need to improve capacities for monitoring environmental change using remote sensing technologies. Recently, researchers have begun using Unmanned Aerial Vehicles (UAVs) to expand and improve upon remote sensing capabilities. Limitations to most non-military and relatively small-scale Unmanned Aircraft Systems (UASs) include a need to develop more reliable communications between ground and aircraft, tools to optimize flight control, real time data processing, and visually ascertaining the quantity of data collected while in air. Here we present a prototype software system that has enhanced communication between ground and the vehicle, can synthesize near real time data acquired from sensors on board, can log operation data during flights, and can visually demonstrate the amount and quality of data for a sampling area. This software has the capacity to greatly improve the utilization of UAS in the environmental sciences. The software system is being designed for use on a paraglider UAV that has a suite of sensors suitable for characterizing the footprints of eddy covariance towers situated in the Chihuahuan Desert and in the Arctic. Sensors on board relay operational flight data (airspeed, ground speed, latitude, longitude, pitch, yaw, roll, acceleration, and video) as well as a suite of customized sensors. Additional sensors can be added to an on board laptop or a CR1000 data logger thereby allowing data from these sensors to be visualized in the prototype software. This poster will describe the development, use and customization of our UAS and multimedia will be available during AGU to illustrate the system in use. UAV on workbench in the lab UAV in flight

Design and evaluation of an autonomous, obstacle avoiding, flight control system using visual sensors

NASA Astrophysics Data System (ADS)

Crawford, Bobby Grant

In an effort to field smaller and cheaper Uninhabited Aerial Vehicles (UAVs), the Army has expressed an interest in an ability of the vehicle to autonomously detect and avoid obstacles. Current systems are not suitable for small aircraft. NASA Langley Research Center has developed a vision sensing system that uses small semiconductor cameras. The feasibility of using this sensor for the purpose of autonomous obstacle avoidance by a UAV is the focus of the research presented in this document. The vision sensor characteristics are modeled and incorporated into guidance and control algorithms designed to generate flight commands based on obstacle information received from the sensor. The system is evaluated by simulating the response to these flight commands using a six degree-of-freedom, non-linear simulation of a small, fixed wing UAV. The simulation is written using the MATLAB application and runs on a PC. Simulations were conducted to test the longitudinal and lateral capabilities of the flight control for a range of airspeeds, camera characteristics, and wind speeds. Results indicate that the control system is suitable for obstacle avoiding flight control using the simulated vision system. In addition, a method for designing and evaluating the performance of such a system has been developed that allows the user to easily change component characteristics and evaluate new systems through simulation.

Flight speed and performance of the wandering albatross with respect to wind.

PubMed

Richardson, Philip L; Wakefield, Ewan D; Phillips, Richard A

2018-01-01

Albatrosses and other large seabirds use dynamic soaring to gain sufficient energy from the wind to travel large distances rapidly and with little apparent effort. The recent development of miniature bird-borne tracking devices now makes it possible to explore the physical and biological implications of this means of locomotion in detail. Here we use GPS tracking and concurrent reanalyzed wind speed data to model the flight performance of wandering albatrosses Diomedea exulans soaring over the Southern Ocean. We investigate the extent to which flight speed and performance of albatrosses is facilitated or constrained by wind conditions encountered during foraging trips. We derived simple equations to model observed albatross ground speed as a function of wind speed and relative wind direction. Ground speeds of the tracked birds in the along-wind direction varied primarily by wind-induced leeway, which averaged 0.51 (± 0.02) times the wind speed at a reference height of 5 m. By subtracting leeway velocity from ground velocity, we were able to estimate airspeed (the magnitude of the bird's velocity through the air). As wind speeds increased from 3 to 18 m/s, the airspeed of wandering albatrosses flying in an across-wind direction increased by 0.42 (± 0.04) times the wind speed (i.e. ~ 6 m/s). At low wind speeds, tracked birds increased their airspeed in upwind flight relative to that in downwind flight. At higher wind speeds they apparently limited their airspeeds to a maximum of around 20 m/s, probably to keep the forces on their wings in dynamic soaring well within tolerable limits. Upwind airspeeds were nearly constant and downwind leeway increased with wind speed. Birds therefore achieved their fastest upwind ground speeds (~ 9 m/s) at low wind speeds (~ 3 m/s). This study provides insights into which flight strategies are optimal for dynamic soaring. Our results are consistent with the prediction that the optimal range speed of albatrosses is higher in headwind than tailwind flight but only in wind speeds of up to ~ 7 m/s. Our models predict that wandering albatrosses have oval-shaped airspeed polars, with the fastest airspeeds ~ 20 m/s centered in the across-wind direction. This suggests that in upwind flight in high winds, albatrosses can increase their ground speed by tacking like sailboats.

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

Results of the Software Process Improvement Efforts of the Early Adopters in NAVAIR 4.0

DTIC Science & Technology

2007-12-01

and customer satisfaction. AIRSpeed utilizes a structured, problem solving methodology called DMAIC (Define, Measure, Analyze, Improve, Control...widely used in business. DMAIC leads project teams through the logical steps from problem definition to problem resolution. Each phase has a specific set...costs and improving productivity and customer satisfaction. AIRSpeed utilizes the DMAIC (Define, Measure, Analyze, Improve, Control) structured problem

Flight test evaluation of predicted light aircraft drag, performance, and stability

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Fox, S. R.

1979-01-01

A technique was developed which permits simultaneous extraction of complete lift, drag, and thrust power curves from time histories of a single aircraft maneuver such as a pull up (from V max to V stall) and pushover (to V max for level flight). The technique, which is an extension of nonlinear equations of motion of the parameter identification methods of Iliff and Taylor and includes provisions for internal data compatibility improvement as well, was shown to be capable of correcting random errors in the most sensitive data channel and yielding highly accurate results. Flow charts, listings, sample inputs and outputs for the relevant routines are provided as appendices. This technique was applied to flight data taken on the ATLIT aircraft. Lack of adequate knowledge of the correct full throttle thrust horsepower true airspeed variation and considerable internal data inconsistency made it impossible to apply the trajectory matching features of the technique.

PUFKEY: A High-Security and High-Throughput Hardware True Random Number Generator for Sensor Networks

PubMed Central

Li, Dongfang; Lu, Zhaojun; Zou, Xuecheng; Liu, Zhenglin

2015-01-01

Random number generators (RNG) play an important role in many sensor network systems and applications, such as those requiring secure and robust communications. In this paper, we develop a high-security and high-throughput hardware true random number generator, called PUFKEY, which consists of two kinds of physical unclonable function (PUF) elements. Combined with a conditioning algorithm, true random seeds are extracted from the noise on the start-up pattern of SRAM memories. These true random seeds contain full entropy. Then, the true random seeds are used as the input for a non-deterministic hardware RNG to generate a stream of true random bits with a throughput as high as 803 Mbps. The experimental results show that the bitstream generated by the proposed PUFKEY can pass all standard national institute of standards and technology (NIST) randomness tests and is resilient to a wide range of security attacks. PMID:26501283

PUFKEY: a high-security and high-throughput hardware true random number generator for sensor networks.

PubMed

Li, Dongfang; Lu, Zhaojun; Zou, Xuecheng; Liu, Zhenglin

2015-10-16

Random number generators (RNG) play an important role in many sensor network systems and applications, such as those requiring secure and robust communications. In this paper, we develop a high-security and high-throughput hardware true random number generator, called PUFKEY, which consists of two kinds of physical unclonable function (PUF) elements. Combined with a conditioning algorithm, true random seeds are extracted from the noise on the start-up pattern of SRAM memories. These true random seeds contain full entropy. Then, the true random seeds are used as the input for a non-deterministic hardware RNG to generate a stream of true random bits with a throughput as high as 803 Mbps. The experimental results show that the bitstream generated by the proposed PUFKEY can pass all standard national institute of standards and technology (NIST) randomness tests and is resilient to a wide range of security attacks.

Laser sensor system documentation.

DOT National Transportation Integrated Search

2017-03-01

Phase 1 of TxDOT Project 0-6873, True Road Surface Deflection Measuring Device, developed a : laser sensor system based on several sensors mounted on a rigid beam. : This sensor system remains with CTR currently, as the project is moving into Phase 2...

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.

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.

Intensive probing of clear air convective fields by radar and instrumented drone aircraft.

NASA Technical Reports Server (NTRS)

Rowland, J. R.

1972-01-01

Clear air convective fields were probed in three summer experiments (1969, 1970, and 1971) on an S-band monopulse tracking radar at Wallops Island, Virginia, and a drone aircraft with a takeoff weight of 5.2 kg, wingspan of 2.5 m, and cruising glide speed of 10.3 m/sec. The drone was flown 23.2 km north of the radar and carried temperature, pressure/altitude, humidity, and vertical and airspeed velocity sensors. Extensive time-space convective field data were obtained by taking a large number of RHI and PPI pictures at short intervals of time. The rapidly changing overall convective field data obtained from the radar could be related to the meteorological information telemetered from the drone at a reasonably low cost by this combined technique.

Flight directors for STOl aircraft

NASA Technical Reports Server (NTRS)

Rabin, U. H.

1983-01-01

Flight director logic for flight path and airspeed control of a powered-lift STOL aircraft in the approach, transition, and landing configurations are developed. The methods for flight director design are investigated. The first method is based on the Optimal Control Model (OCM) of the pilot. The second method, proposed here, uses a fixed dynamic model of the pilot in a state space formulation similar to that of the OCM, and includes a pilot work-load metric. Several design examples are presented with various aircraft, sensor, and control configurations. These examples show the strong impact of throttle effectiveness on the performance and pilot work-load associated with manual control of powered-lift aircraft during approach. Improved performed and reduced pilot work-load can be achieved by using direct-lift-control to increase throttle effectiveness.

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.

Airworthiness and Flight Characteristics Test of a Ski Assembly for the UH-60A Black Hawk Helicopter

DTIC Science & Technology

1987-08-01

DENSITY OAT ROTOR CALIBRATED WEIGHT LONG LAT ALTITUDE SPEED AIRSPEED (LB) (FS) (BL) (FT) (DEG C) (RPM) (KTS) 22270 ... 22270 361.4 0.3 11 AVG AVG AVG IRIM 5AS 0ENSI1Y 0A1 R010R CAUBRAUD CONDI IION AITI1UDE SPEED AIRSPEED in) (OEG C) (RPM) («is) 6200 13.0 258

Assembly and Initial Analysis of a Database of the Characteristics of Fixed-Wing Unmanned Aircraft Systems

DTIC Science & Technology

2014-11-01

sea level (evaluated for turbojet- and turbofan -powered UAVs and targets only) R range (km) ferryR ferry range (km) radiusR mission radius (km...operating airspeed for manned turbofan -powered aircraft, and a power law for birds derived by Alerstam et al. [22...UAVs in the Database; and ratio of operating to maximum airspeed for turbojet- or turbofan -powered UAVs with mmax > 103 kg

Pilot Preferences on Displayed Aircraft Control Variables

NASA Technical Reports Server (NTRS)

Trujillo, Anna C.; Gregory, Irene M.

2013-01-01

The experiments described here explored how pilots want available maneuver authority information transmitted and how this information affects pilots before and after an aircraft failure. The aircraft dynamic variables relative to flight performance were narrowed to energy management variables. A survey was conducted to determine what these variables should be. Survey results indicated that bank angle, vertical velocity, and airspeed were the preferred variables. Based on this, two displays were designed to inform the pilot of available maneuver envelope expressed as bank angle, vertical velocity, and airspeed. These displays were used in an experiment involving control surface failures. Results indicate the displayed limitations in bank angle, vertical velocity, and airspeed were helpful to the pilots during aircraft surface failures. However, the additional information did lead to a slight increase in workload, a small decrease in perceived aircraft flying qualities, and no effect on aircraft situation awareness.

NASA Dryden's two T-38A mission support aircraft fly in tight formation while conducting a pitot-static airspeed calibration check near Edwards Air Force Base

NASA Image and Video Library

2007-09-26

NASA Dryden Flight Research Center's two T-38A Talon mission support aircraft flew together for the first time on Sept. 26, 2007 while conducting pitot-static airspeed calibration checks during routine pilot proficiency flights. The two aircraft, flown by NASA research pilots Kelly Latimer and Frank Batteas, joined up with a NASA Dryden F/A-18 flown by NASA research pilot Dick Ewers to fly the airspeed calibrations at several speeds and altitudes that would be flown by the Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP during its initial flight test phase. The T-38s, along with F/A-18s, serve in a safety chase role during those test missions, providing critical instrument and visual monitoring for the flight test series.

Integration of altitude and airspeed information into a primary flight display via moving-tape formats: Evaluation during random tracking task

NASA Technical Reports Server (NTRS)

Abbott, Terence S.; Nataupsky, Mark; Steinmetz, George G.

1987-01-01

A ground-based aircraft simulation study was conducted to determine the effects on pilot preference and performance of integrating airspeed and altitude information into an advanced electronic primary flight display via moving-tape (linear moving scale) formats. Several key issues relating to the implementation of moving-tape formats were examined in this study: tape centering, tape orientation, and trend information. The factor of centering refers to whether the tape was centered about the actual airspeed or altitude or about some other defined reference value. Tape orientation refers to whether the represented values are arranged in descending or ascending order. Two pilots participated in this study, with each performing 32 runs along seemingly random, previously unknown flight profiles. The data taken, analyzed, and presented consisted of path performance parameters, pilot-control inputs, and electrical brain response measurements.

Evaluation of display and control concepts for a terminal configured vehicle in final approach in a windshear environment

NASA Technical Reports Server (NTRS)

Levison, W. H.

1978-01-01

A revised treatment of nonrandom inputs was incorporated in the model. Response behavior was observed for two display configurations (a pictorial EADI presentation and a flight-director configuration requiring use of a panel-mounted airspeed indicator), two control configurations (attitude and velocity control wheel steering), and two shear environments, each of which contained a head-to-tail shear and a vertical component. In general, performance trends predicted by the model were confirmed experimentally. Experimental and analytical results both indicated superiority to the EADI display with respect to regulation of height and airspeed errors. Velocity steering allowed tighter regulation of height errors, but control parameters had little influence on airspeed regulation. Model analysis indicated that display-related differences could be ascribed to differences in the quality of speed-related information provided by the two displays.

Airstart performance of a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Licata, S. J.; Burcham, F. W., Jr.

1983-01-01

The airstart performance of the F100 engine equipped with a digital electronic engine control (DEEC) system was evaluated in an F-15 airplane. The DEEC system incorporates closed-loop airstart logic for improved capability. Spooldown and jet fuel starter-assisted airstarts were made over a range of airspeeds and altitudes. All jet fuel starter-assisted airstarts were successful, with airstart time varying from 35 to 60 sec. All spooldown airstarts at airspeeds of 200 knots and higher were successful; airstart times ranged from 45 sec at 250 knots to 135 sec at 200 knots. The effects of altitude on airstart success and time were small. The flight results agreed closely with previous altitude facility test results. The DEEC system provided successful airstarts at airspeeds at least 50 knots lower than the standard F100 engine control system.

Design criteria for flightpath and airspeed control for the approach and landing of STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.; Hardy, G. H.; Stephenson, J. D.

1982-01-01

A flight research program was conducted to assess requirements for flightpath and airspeed control for glide-slope tracking during a precision approach and for flare control, particularly as applied to powered-lift, short takeoff and landing (STOL) aircraft. Ames Research Center's Augmentor Wing Research Aircraft was used to fly approaches on a 7.5 deg glide slope to landings on a 30 X 518 m (100 X 1700 ft) STOL runway. The dominant aircraft response characteristics determined were flightpath overshoot, flightpath-airspeed coupling, and initial flightpath response time. The significant contribution to control of the landing flare using pitch attitude was the short-term flightpath response. The limiting condition for initial flightpath response time for flare control with thrust was also identified. It is possible to define flying-qualities design criteria for glide-slope and flare control based on the aforementioned response characteristics.

A Windshear Hazard Index

NASA Technical Reports Server (NTRS)

Proctor, Fred H.; Hinton, David A.; Bowles, Roland L.

2000-01-01

An aircraft exposed to hazardous low-level windshear may suffer a critical loss of airspeed and altitude, thus endangering its ability to remain airborne. In order to characterize this hazard, a nondimensional index was developed based oil aerodynamic principals and understanding of windshear phenomena, 'This paper reviews the development and application of the Bowles F-tactor. which is now used by onboard sensors for the detection of hazardous windshear. It was developed and tested during NASA/I:AA's airborne windshear program and is now required for FAA certification of onboard radar windshear detection systems. Reviewed in this paper are: 1) definition of windshear and description of atmospheric phenomena that may cause hazardous windshear. 2) derivation and discussion of the F-factor. 3) development of the F-factor hazard threshold, 4) its testing during field deployments, and 5) its use in accident reconstructions,

Aerodynamic Tests of a Full-scale TBF-1 Aileron Installation in the Langley 16-foot High-Speed Tunnel

NASA Technical Reports Server (NTRS)

Becker, John V; Korycinski, Peter F

1944-01-01

The failure of wing panels on a number of TBF-1 and TBM-1 airplanes in flight has prompted several investigations of the possible causes of failure. This report describes tests in the Langley 16-foot high-speed tunnel to determine whether these failures could be attributed to changes in the aerodynamic characteristics of the ailerons at high speeds. The tests were made of a 12-foot-span section including the tip and aileron of the right wing of a TBF-1 airplane. Hinge moments, control-link stresses due to aerodynamic buffeting, and fabric-deflection photographs were obtained at true airspeeds ranging from 110 to 365 miles per hour. The aileron hinge-moment coefficients were found to vary only slightly with airspeed in spite of the large fabric deflections that developed as the speed was increased. An analysis of these results indicated that the resultant hinge moment of the ailerons as installed in the airplane would tend to restore the ailerons to their neutral position for all the high-speed flight conditions covered in the tests. Serious aerodynamic buffeting occurred at up aileron angles of -10 degrees or greater because of stalling of the sharp projecting lip of the Frise aileron. The peak stresses set up in the aileron control linkages in the buffeting condition were as high as three times the mean stress. During the hinge-moment investigation, flutter of the test installation occurred at airspeeds of about 150 miles per hour. This flutter condition was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with this flutter condition and was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with the motion of the wing through the mass unbalance of the aileron in the normal-to-chord plane due to location of the hinge line 2.17 inches below the center of gravity of the aileron. Flutter did not occur when the installation was stiffened to prevent chordwise motion or when the bending frequency of the aileron system was appreciably higher than that of the wing as in the complete airplane installation.

Jet transport energy management for minimum fuel consumption and noise impact in the terminal area

NASA Technical Reports Server (NTRS)

Bull, J. S.; Foster, J. D.

1974-01-01

Significant reductions in both noise and fuel consumption can be gained through careful tailoring of approach flightpath and airspeed profile, and the point at which the landing gear and flaps are lowered. For example, the noise problem has been successfully attacked in recent years with development of the 'two-segment' approach, which brings the aircraft in at a steeper angle initially, thereby achieving noise reduction through lower thrust settings and higher altitudes. A further reduction in noise and a significant reduction in fuel consumption can be achieved with the 'decelerating approach' concept. In this case, the approach is initiated at high airspeed and in a drag configuration that allows for low thrust. The landing flaps are then lowered at the appropriate time so that the airspeed slowly decelerates to V sub r at touchdown. The decelerating approach concept can be applied to constant glideslope flightpaths or segmented flightpaths such as the two-segment approach.

Airborne Detection and Dynamic Modeling of Carbon Dioxide and Methane Plumes

NASA Astrophysics Data System (ADS)

Jacob, Jamey; Mitchell, Taylor; Whyte, Seabrook

2015-11-01

To facilitate safe storage of greenhouse gases such as CO2 and CH4, airborne monitoring is investigated. Conventional soil gas monitoring has difficulty in distinguishing gas flux signals from leakage with those associated with meteorologically driven changes. A low-cost, lightweight sensor system has been developed and implemented onboard a small unmanned aircraft that measures gas concentration and is combined with other atmospheric diagnostics, including thermodynamic data and velocity from hot-wire and multi-hole probes. To characterize the system behavior and verify its effectiveness, field tests have been conducted over controlled rangeland burns and over simulated leaks. In the former case, since fire produces carbon dioxide over a large area, this was an opportunity to test in an environment that while only vaguely similar to a carbon sequestration leak source, also exhibits interesting plume behavior. In the simulated field tests, compressed gas tanks are used to mimic leaks and generate gaseous plumes. Since the sensor response time is a function of vehicle airspeed, dynamic calibration models are required to determine accurate location of gas concentration in (x , y , z , t) . Results are compared with simulations using combined flight and atmospheric dynamic models. Supported by Department of Energy Award DE-FE0012173.

Evaluation of total energy-rate feedback for glidescope tracking in wind shear

NASA Technical Reports Server (NTRS)

Belcastro, C. M.; Ostroff, A. J.

1986-01-01

Low-altitude wind shear is recognized as an infrequent but significant hazard to all aircraft during take-off and landing. A total energy-rate sensor, which is potentially applicable to this problem, has been developed for measuring specific total energy-rate of an airplane with respect to the air mass. This paper presents control system designs, with and without energy-rate feedback, for the approach to landing of a transport airplane through severe wind shear and gusts to evaluate application of this sensor. A system model is developed which incorporates wind shear dynamics equations with the airplance equations of motion, thus allowing the control systems to be analyzed under various wind shears. The control systems are designed using optimal output feedback and are analyzed using frequency domain control theory techniques. Control system performance is evaluated using a complete nonlinear simulation of the airplane and a severe wind shear and gust data package. The analysis and simulation results indicate very similar stability and performance characteristics for the two designs. An implementation technique for distributing the velocity gains between airspeed and ground speed in the simulation is also presented, and this technique is shown to improve the performance characteristics of both designs.

Assessment of a visually coupled system (VCS) using a binocular helmet-mounted display (BHMD) and a steerable FLIR

NASA Astrophysics Data System (ADS)

Longman, Peter J.; How, Thomas C.; Hudson, Craig; Clarkson, Geoffrey J. N.

2001-08-01

The Defence Evaluation Research Agency carried out an airborne demonstration and evaluation of a fast-jet Visually Coupled System (VCS) installed in ZD902, the Tornado Integrated Avionics Research Aircraft for the UK MOD. The installed VCS used a Head Steered Forward Looking Infra-Red (HSFLIR) sensor and a Head Tracking system to provide the pilot with an image of the outside world projected onto a Binocular Helmet Mounted Display. In addition to the sensor image, information such as aircraft altitude, attitude, and airspeed were also presented to the pilot through the HMD to eliminate the need to look inside the cockpit for critical flight data. The aim of the VIVIAN trial was to demonstrate by day and night the benefits of a fast-jet integrated HSFLIR and HMD as an aid to low level flight, navigation, target acquisition, take-off and landing. The outcome of this flight test program was very encouraging and, although testing has identified that improvements are necessary, in particular to HSFLIR image quality, Auto Gain Control performance, helmet fit and symbology design, test aircrew endorse the acceptability of a VCS.

Development of a Data Acquisition System for Unmanned Aerial Vehicle (UAV) System Identification

NASA Astrophysics Data System (ADS)

Lear, Donald Joseph

Aircraft system identification techniques are developed for fixed wing Unmanned Aerial Vehicles (UAV). The use of a designed flight experiment with measured system inputs/outputs can be used to derive aircraft stability derivatives. This project set out to develop a methodology to support an experiment to model pitch damping in the longitudinal short-period mode of a UAV. A Central Composite Response Surface Design was formed using angle of attack and power levels as factors to test for the pitching moment coefficient response induced by a multistep pitching maneuver. Selecting a high-quality data acquisition platform was critical to the success of the project. This system was designed to support fixed wing research through the addition of a custom air data vane capable of measuring angle of attack and sideslip, as well as an airspeed sensor. A Pixhawk autopilot system serves as the core and modification of the device firmware allowed for the integration of custom sensors and custom RC channels dedicated to performing system identification maneuvers. Tests were performed on all existing Pixhawk sensors to validate stated uncertainty values. The air data system was calibrated in a low speed wind tunnel and dynamic performance was verified. The assembled system was then installed in a commercially available UAV known as an Air Titan FPV in order to test the Pixhawk's automated flight maneuvers and determine the final performance of each sensor. Flight testing showed all the critical sensors produced acceptable data for further research. The Air Titan FPV airframe was found to be very flexible and did not lend itself well to accurate measurement of inertial properties. This realization prohibited the construction of the required math models for longitudinal dynamics. It is recommended that future projects using the developed methods choose an aircraft with a more rigid airframe.

Stability and control of the Gossamer human powered aircraft by analysis and flight test

NASA Technical Reports Server (NTRS)

Jex, H. R.; Mitchell, D. G.

1982-01-01

The slow flight speed, very light wing loading, and neutral stability of the Gossamer Condor and the Gossamer Albatross emphasized apparent-mass aerodynamic effects and unusual modes of motion response. These are analyzed, approximated, and discussed, and the resulting transfer functions and dynamic properties are summarized and compared. To verify these analytical models, flight tests were conducted with and electrically powered Gossamer Albatross II. Sensors were installed and their outputs were telemetered to records on the ground. Frequency sweeps of the various controls were made and the data were reduced to frequency domain measures. Results are given for the response of: pitch rate, airspeed and normal acceleration from canard-elevator deflection; roll rate and yaw rate from canard-rudder tilt; and roll rate and yaw rate from wing warp. The reliable data are compared with the analytical predictions.

Semiautonomous Avionics-and-Sensors System for a UAV

NASA Technical Reports Server (NTRS)

Shams, Qamar

2006-01-01

Unmanned Aerial Vehicles (UAVs) autonomous or remotely controlled pilotless aircraft have been recently thrust into the spotlight for military applications, for homeland security, and as test beds for research. In addition to these functions, there are many space applications in which lightweight, inexpensive, small UAVS can be used e.g., to determine the chemical composition and other qualities of the atmospheres of remote planets. Moreover, on Earth, such UAVs can be used to obtain information about weather in various regions; in particular, they can be used to analyze wide-band acoustic signals to aid in determining the complex dynamics of movement of hurricanes. The Advanced Sensors and Electronics group at Langley Research Center has developed an inexpensive, small, integrated avionics-and-sensors system to be installed in a UAV that serves two purposes. The first purpose is to provide flight data to an AI (Artificial Intelligence) controller as part of an autonomous flight-control system. The second purpose is to store data from a subsystem of distributed MEMS (microelectromechanical systems) sensors. Examples of these MEMS sensors include humidity, temperature, and acoustic sensors, plus chemical sensors for detecting various vapors and other gases in the environment. The critical sensors used for flight control are a differential- pressure sensor that is part of an apparatus for determining airspeed, an absolute-pressure sensor for determining altitude, three orthogonal accelerometers for determining tilt and acceleration, and three orthogonal angular-rate detectors (gyroscopes). By using these eight sensors, it is possible to determine the orientation, height, speed, and rates of roll, pitch, and yaw of the UAV. This avionics-and-sensors system is shown in the figure. During the last few years, there has been rapid growth and advancement in the technological disciplines of MEMS, of onboard artificial-intelligence systems, and of smaller, faster, and smarter wireless telemetry systems. The major attraction of MEMS lies in orders-of-magnitude reductions of power requirements relative to traditional electronic components that perform equivalent functions. In addition, the compactness of MEMS, relative to functionally equivalent traditional electronics systems, makes MEMS attractive for UAV applications. Recent advances in MEMS have made it possible to produce pressure, acceleration, humidity, and temperature sensors having masses in subgram range and possessing sensitivities and accuracies comparable to those of larger devices.

Synthetic Air Data Estimation: A case study of model-aided estimation

NASA Astrophysics Data System (ADS)

Lie, F. Adhika Pradipta

A method for estimating airspeed, angle of attack, and sideslip without using conventional, pitot-static airdata system is presented. The method relies on measurements from GPS, an inertial measurement unit (IMU) and a low-fidelity model of the aircraft's dynamics which are fused using two, cascaded Extended Kalman Filters. In the cascaded architecture, the first filter uses information from the IMU and GPS to estimate the aircraft's absolute velocity and attitude. These estimates are used as the measurement updates for the second filter where they are fused with the aircraft dynamics model to generate estimates of airspeed, angle of attack and sideslip. Methods for dealing with the time and inter-state correlation in the measurements coming from the first filter are discussed. Simulation and flight test results of the method are presented. Simulation results using high fidelity nonlinear model show that airspeed, angle of attack, and sideslip angle estimation errors are less than 0.5 m/s, 0.1 deg, and 0.2 deg RMS, respectively. Factors that affect the accuracy including the implication and impact of using a low fidelity aircraft model are discussed. It is shown using flight tests that a single linearized aircraft model can be used in lieu of a high-fidelity, non-linear model to provide reasonably accurate estimates of airspeed (less than 2 m/s error), angle of attack (less than 3 deg error), and sideslip angle (less than 5 deg error). This performance is shown to be relatively insensitive to off-trim attitudes but very sensitive to off-trim velocity.

Effects of aircraft and flight parameters on energy-efficient profile descents in time-based metered traffic

NASA Technical Reports Server (NTRS)

Dejarnette, F. R.

1984-01-01

Concepts to save fuel while preserving airport capacity by combining time based metering with profile descent procedures were developed. A computer algorithm is developed to provide the flight crew with the information needed to fly from an entry fix to a metering fix and arrive there at a predetermined time, altitude, and airspeed. The flight from the metering fix to an aim point near the airport was calculated. The flight path is divided into several descent and deceleration segments. Descents are performed at constant Mach numbers or calibrated airspeed, whereas decelerations occur at constant altitude. The time and distance associated with each segment are calculated from point mass equations of motion for a clean configuration with idle thrust. Wind and nonstandard atmospheric properties have a large effect on the flight path. It is found that uncertainty in the descent Mach number has a large effect on the predicted flight time. Of the possible combinations of Mach number and calibrated airspeed for a descent, only small changes were observed in the fuel consumed.

Time-History Data of Maneuvers Performed by an F-86A Airplane During Squadron Operational Training

NASA Technical Reports Server (NTRS)

Henderson, Campbell; Thornton, James; Mayo, Alton

1952-01-01

Preliminary results of one phase of a control-motion study program are presented in the form of plots of load factor.and angular acceleration against indicated airspeed and of time histories of several measured quantities. The results were obtained from 197 maneuvers performed by an F-86A jet-fighter airplane during normal squadron operational training. Most of the tactical maneuver8 of which the F-86A is capable were performed at pressure altitudes ranging from 0 to 32,000 feet and at indicated airspeeds ranging from 95 to 650 miles per hour.

A Dempster-Shafer Method for Multi-Sensor Fusion

DTIC Science & Technology

2012-03-01

position results for DST Mean Mod (or DST Mean for Case 1) to follow the same general path as the true aircraft . Also, if the points diverged from the true...of the aircraft . Its results were similar to those for DST True and Kalman. Also DST Mean had the same clustering of points as the others specifically...DST Mean values increasingly diverged as time t increased. Then Run 27 was very similar to Case 2 Run 5. Instead of following the true aircraft path

Gyro Systems (Selected Pages),

DTIC Science & Technology

1982-03-19

of the oil wells, etc. With the aid of gyro systems determine the direction of meridian and true vertical, measure the angular velocities and the...integrating gyroscopes, gyrostabilizers, course gyro systems, gyroscopic sensors of the direction of the true vertical and inertial systems. The action of...direction of the true vertical are the gyro stabilizer, corrected with the aid of the inductive or magnetic detector, the physical pendulum, the local

Flutter Boundary Identification From Simulation Time Histories

NASA Technical Reports Server (NTRS)

Baker, Myles; Goggin, P. J.

1997-01-01

While there has been much recent progress in simulating nonlinear aeroelastic systems, and in predicting many of the aeroelastic phenomena of concern in transport aircraft design (i.e. transonic flutter buckets), the utility of a simulation in generating an understanding of the flutter behavior is limited. This is due in part to the high cost of generating these simulations; and the implied limitation on the number of conditions that can be analyzed, but there are also some difficulties introduced by the very nature of a simulation. Flutter engineers have traditionally worked in the frequency domain, and are accustomed to describing the flutter behavior of an airplane in terms of its V-G and V-F (or Q-G and Q-F) plots and flutter mode shapes. While the V-G and V-F plots give information about how the dynamic response of an airplane changes as the airspeed is increased, the simulation only gives information about one isolated condition (Mach, airspeed, altitude, etc.). Therefore, where a traditional flutter analysis can let the engineer determine an airspeed at which an airplane becomes unstable, while a simulation only serves as a binary check: either the airplane is fluttering at this condition, or it is not. In this document, a new technique is described in which system identification is used to easily extract modal frequencies and damping ratios from simulation time histories, and shows how the identified parameters can be used to determine the variation in frequency and dampin,o ratio as the airspeed is changed. This technique not only provides the flutter engineer with added insight into the aeroelastic behavior of the airplane, but it allows calculation of flutter mode shapes, and allows estimation of flutter boundaries while minimizing the number of simulations required.

Extraction-Separation Performance and Dynamic Modeling of Orion Test Vehicles with Adams Simulation: 3rd Edition

NASA Technical Reports Server (NTRS)

Varela, Jose G.; Reddy, Satish; Moeller, Enrique; Anderson, Keith

2017-01-01

NASA's Orion Capsule Parachute Assembly System (CPAS) Project is now in the qualification phase of testing, and the Adams simulation has continued to evolve to model the complex dynamics experienced during the test article extraction and separation phases of flight. The ability to initiate tests near the upper altitude limit of the Orion parachute deployment envelope requires extractions from the aircraft at 35,000 ft-MSL. Engineering development phase testing of the Parachute Test Vehicle (PTV) carried by the Carriage Platform Separation System (CPSS) at altitude resulted in test support equipment hardware failures due to increased energy caused by higher true airspeeds. As a result, hardware modifications became a necessity requiring ground static testing of the textile components to be conducted and a new ground dynamic test of the extraction system to be devised. Force-displacement curves from static tests were incorporated into the Adams simulations, allowing prediction of loads, velocities and margins encountered during both flight and ground dynamic tests. The Adams simulation was then further refined by fine tuning the damping terms to match the peak loads recorded in the ground dynamic tests. The failure observed in flight testing was successfully replicated in ground testing and true safety margins of the textile components were revealed. A multi-loop energy modulator was then incorporated into the system level Adams simulation model and the effect on improving test margins be properly evaluated leading to high confidence ground verification testing of the final design solution.

Time-History Data of Maneuvers Performed by a Republic F84G Airplane During Squadron Operational Training

NASA Technical Reports Server (NTRS)

Hamer, Harold A.; Mayo, Alton P.

1953-01-01

Preliminary results of one phase of a control-motion study program involving several jet fighter-type airplanes are presented in time-history form and are summarized as maximum measured quantities plotted against indicated airspeed. The results pertain to approximately 1,000 maneuvers performed by a Republic F-84G jet-fighter airplane during squadron operational training. The data include most tactical maneuvers of which the F-84G airplane is capable. Maneuvers were performed at pressure altitudes of 0 to 30,000 feet with indicated airspeeds ranging from the stalling speed to approximately 515 knots.

Commuting fruit bats beneficially modulate their flight in relation to wind.

PubMed

Sapir, Nir; Horvitz, Nir; Dechmann, Dina K N; Fahr, Jakob; Wikelski, Martin

2014-05-07

When animals move, their tracks may be strongly influenced by the motion of air or water, and this may affect the speed, energetics and prospects of the journey. Flying organisms, such as bats, may thus benefit from modifying their flight in response to the wind vector. Yet, practical difficulties have so far limited the understanding of this response for free-ranging bats. We tracked nine straw-coloured fruit bats (Eidolon helvum) that flew 42.5 ± 17.5 km (mean ± s.d.) to and from their roost near Accra, Ghana. Following detailed atmospheric simulations, we found that bats compensated for wind drift, as predicted under constant winds, and decreased their airspeed in response to tailwind assistance such that their groundspeed remained nearly constant. In addition, bats increased their airspeed with increasing crosswind speed. Overall, bats modulated their airspeed in relation to wind speed at different wind directions in a manner predicted by a two-dimensional optimal movement model. We conclude that sophisticated behavioural mechanisms to minimize the cost of transport under various wind conditions have evolved in bats. The bats' response to the wind is similar to that reported for migratory birds and insects, suggesting convergent evolution of flight behaviours in volant organisms.

Analysis of Acceleration, Airspeed, and Gust-Velocity Data From a Four-Engine Transport Airplane Operating Over a Northwestern United States Alaska Route

NASA Technical Reports Server (NTRS)

Engel, Jerome N.; Copp, Martin R.

1959-01-01

Acceleration, airspeed, and altitude data obtained with an NACA VGH recorder from a four-engine commercial transport airplane operating over a northwestern United States-Alaska route were evaluated to determine the magnitude and frequency of occurrence of gust and maneuver accelerations., operating airspeeds, and gust velocities. The results obtained were then compared with the results previously reported in NACA Technical Note 3475 for two similar airplanes operating over transcontinental routes in the United States. No large variations in the gust experience for the three operations were noted. The results indicate that the gust-load experience of the present operation closely approximated that of the central transcontinental route in the United States with which it is compared and showed differences of about 4 to 1 when compared with that of the southern transcontinental route in the United States. In general, accelerations due to gusts occurred much more frequently than those due to operational maneuvers. At a measured normal-acceleration increment of 0.5g, accelerations due to gusts occurred roughly 35 times more frequently than those due to operational maneuvers.

A flexible pressure sensor could correctly measure the depth of chest compression on a mattress.

PubMed

Minami, Kouichiro; Kokubo, Yota; Maeda, Ichinosuke; Hibino, Shingo

2016-05-01

Feedback devices are used to improve the quality of chest compression (CC). However, reports have noted that accelerometers substantially overestimate depth when cardiopulmonary resuscitation (CPR) is performed on a soft surface. Here, we determined whether a flexible pressure sensor could correctly evaluate the depth CC performed on a mannequin placed on a mattress. Chest compression was performed 100 times/min by a compression machine on the floor or a mattress, and the depth of CC was monitored using a flexible pressure sensor (Shinnosukekun) and CPRmeter(™). The depth of machine-performed CC was consistently 5cm. We compared data from the feedback sensor with the true depth of CC using dual real-time auto feedback system that incorporated an infrared camera (CPR evolution(™)). On the floor, the true depth of CC was 5.0±0.0cm (n=100), or identical to the depth of CC performed by the machine. The Shinnosukekun(™) measured a mean (±SD) CC depth of 5.0±0.1cm (n=100), and the CPRmeter(™) measured a depth of 5.0±0.2cm (n=100). On the mattress, the true depth of CC was 4.4±0.0cm (n=100). The Shinnosukekun(™) measured a mean CC depth of 4.4±0.0cm (n=100), and the CPRmeter(™) measured a depth of 4.7±0.1cm (n=100). The data of CPRmeter(™) were overestimated (P<.0001 between the true depth and the CPRmeter(™)-measured depth). The Shinnosukekun(™) could correctly measure the depth of CC on a mattress. According to our present results, the flexible pressure sensor could be a useful feedback system for CC performed on a soft surface. Copyright © 2016 Elsevier Inc. All rights reserved.

AWE: Aviation Weather Data Visualization Environment

NASA Technical Reports Server (NTRS)

Spirkovska, Lilly; Lodha, Suresh K.

2000-01-01

The two official sources for aviation weather reports both provide weather information to a pilot in a textual format. A number of systems have recently become available to help pilots with the visualization task by providing much of the data graphically. However, two types of aviation weather data are still not being presented graphically. These are airport-specific current weather reports (known as meteorological observations, or METARs) and forecast weather reports (known as terminal area forecasts, or TAFs). Our system, Aviation Weather Environment (AWE), presents intuitive graphical displays for both METARs and TAFs, as well as winds aloft forecasts. We start with a computer-generated textual aviation weather briefing. We map this briefing onto a cartographic grid specific to the pilot's area of interest. The pilot is able to obtain aviation-specific weather for the entire area or for his specific route. The route, altitude, true airspeed, and proposed departure time can each be modified in AWE. Integral visual display of these three elements of weather reports makes AWE a useful planning tool, as well as a weather briefing tool.

Viability of long range dragonfly migration across the Indian Ocean: An energetics perspective

NASA Astrophysics Data System (ADS)

Saha, Sandeep; Nirwal, Satvik

2016-11-01

Recently Pantala flavescens (dragonflies) have been reported to migrate in millions from India to Eastern Africa on a multigenerational migratory circuit of length 14000-18000 kms. We attempt to understand the ability of dragonflies to perform long range migration by examining the energetics using computer simulations. In absence of a theory for long range insect migrations, we resort to the extensive literature on long range bird migration from the energetics perspective. The flight energetics depends upon instantaneous power and velocity. The mechanical flight power is computed from the power curve which is then converted to mass depletion using Brequet's equation. However, the mechanical flight power itself depends upon the instantaneous velocity which can vary depending upon the current mass. In order to predict the range in our simulations, we assume that the insect progressively tries to achieve the maximum range velocity. The results indicate that the migration range is approximately 1260 kms in 70 hours based on the true airspeed. However, our analysis is restricted by the lack of data and certain caveats in drag prediction and basal metabolism rate.

A Virtual Sensor for Online Fault Detection of Multitooth-Tools

PubMed Central

Bustillo, Andres; Correa, Maritza; Reñones, Anibal

2011-01-01

The installation of suitable sensors close to the tool tip on milling centres is not possible in industrial environments. It is therefore necessary to design virtual sensors for these machines to perform online fault detection in many industrial tasks. This paper presents a virtual sensor for online fault detection of multitooth tools based on a Bayesian classifier. The device that performs this task applies mathematical models that function in conjunction with physical sensors. Only two experimental variables are collected from the milling centre that performs the machining operations: the electrical power consumption of the feed drive and the time required for machining each workpiece. The task of achieving reliable signals from a milling process is especially complex when multitooth tools are used, because each kind of cutting insert in the milling centre only works on each workpiece during a certain time window. Great effort has gone into designing a robust virtual sensor that can avoid re-calibration due to, e.g., maintenance operations. The virtual sensor developed as a result of this research is successfully validated under real conditions on a milling centre used for the mass production of automobile engine crankshafts. Recognition accuracy, calculated with a k-fold cross validation, had on average 0.957 of true positives and 0.986 of true negatives. Moreover, measured accuracy was 98%, which suggests that the virtual sensor correctly identifies new cases. PMID:22163766

A virtual sensor for online fault detection of multitooth-tools.

PubMed

Bustillo, Andres; Correa, Maritza; Reñones, Anibal

2011-01-01

The installation of suitable sensors close to the tool tip on milling centres is not possible in industrial environments. It is therefore necessary to design virtual sensors for these machines to perform online fault detection in many industrial tasks. This paper presents a virtual sensor for online fault detection of multitooth tools based on a bayesian classifier. The device that performs this task applies mathematical models that function in conjunction with physical sensors. Only two experimental variables are collected from the milling centre that performs the machining operations: the electrical power consumption of the feed drive and the time required for machining each workpiece. The task of achieving reliable signals from a milling process is especially complex when multitooth tools are used, because each kind of cutting insert in the milling centre only works on each workpiece during a certain time window. Great effort has gone into designing a robust virtual sensor that can avoid re-calibration due to, e.g., maintenance operations. The virtual sensor developed as a result of this research is successfully validated under real conditions on a milling centre used for the mass production of automobile engine crankshafts. Recognition accuracy, calculated with a k-fold cross validation, had on average 0.957 of true positives and 0.986 of true negatives. Moreover, measured accuracy was 98%, which suggests that the virtual sensor correctly identifies new cases.

Applications of the Remotely Piloted Aircraft (RPA) 'MASC' in Atmospheric Boundary Layer Research

NASA Astrophysics Data System (ADS)

Wildmann, Norman; Platis, Andreas; Tupman, David-James; Bange, Jens

2015-04-01

The remotely piloted aircraft (RPA) MASC (Multipurpose Airborne Sensor Carrier) was developed at the University of Tübingen in cooperation with the University of Stuttgart, University of Applied Sciences Ostwestfalen-Lippe and 'ROKE-Modelle'. Its purpose is the investigation of thermodynamic processes in the atmospheric boundary layer (ABL), including observations of temperature, humidity and wind profiles, as well as the measurement of turbulent heat, moisture and momentum fluxes. The aircraft is electrically powered, has a maximum wingspan of 3.40~m and a total weight of 5-8~kg, depending on the battery- and payload. The standard meteorological payload consists of two temperature sensors, a humidity sensor, a flow probe, an inertial measurement unit and a GNSS. The sensors were optimized for the resolution of small-scale turbulence down to length scales in the sub-meter range. In normal operation, the aircraft is automatically controlled by the ROCS (Research Onboard Computer System) autopilot to be able to fly predefined paths at constant altitude and airspeed. Only take-off and landing are carried out by a human RC pilot. Since 2012, the system is operational and has since then been deployed in more than ten measurement campaigns, with more than 100 measurement flights. The fields of research that were tackled in these campaigns include sensor validation, fundamental boundary-layer research and wind-energy research. In 2014, for the first time, two MASC have been operated at the same time within a distance of a few kilometres, in order to investigate the wind field over an escarpment in the Swabian Alb. Furthermore, MASC was first deployed off-shore in October 2014, starting from the German island Heligoland in the North Sea, for the purpose of characterization of the marine boundary layer for offshore wind parks. Detailed descriptions of the experimental setup and first preliminary results will be presented.

Description and Applications for an Automated Inertial Azimuth Measuring System,

DTIC Science & Technology

specialized field environment. The present system consists of two integrated inertial sensors , an angle transfer system, a tiltmeter array and a...optical path. Highly sensitive tiltmeters are used to measure and correct for errors due to base motions of the inertial sensors . Data handling and...microprocessor. The inertial sensors use gimbal-mounted rate gyrocompasses to indicate the azimuths of two transfer mirrors with respect to true North. The

Performance Analysis for Lateral-Line-Inspired Sensor Arrays

DTIC Science & Technology

2011-06-01

found to affect numerous aspects of behavior including maneuvering in complex fluid environments, schooling, prey tracking, and environment mapping...190 5-29 Maps of the cost function for a reflected vortex model with an increasing array length but constant sensor spacing . The x at...length but constant sensor spacing . The x in each image denotes the true location of the vortex. The black lines correspond to level sets generated by the

Where and when should sensors move? Sampling using the expected value of information.

PubMed

de Bruin, Sytze; Ballari, Daniela; Bregt, Arnold K

2012-11-26

In case of an environmental accident, initially available data are often insufficient for properly managing the situation. In this paper, new sensor observations are iteratively added to an initial sample by maximising the global expected value of information of the points for decision making. This is equivalent to minimizing the aggregated expected misclassification costs over the study area. The method considers measurement error and different costs for class omissions and false class commissions. Constraints imposed by a mobile sensor web are accounted for using cost distances to decide which sensor should move to the next sample location. The method is demonstrated using synthetic examples of static and dynamic phenomena. This allowed computation of the true misclassification costs and comparison with other sampling approaches. The probability of local contamination levels being above a given critical threshold were computed by indicator kriging. In the case of multiple sensors being relocated simultaneously, a genetic algorithm was used to find sets of suitable new measurement locations. Otherwise, all grid nodes were searched exhaustively, which is computationally demanding. In terms of true misclassification costs, the method outperformed random sampling and sampling based on minimisation of the kriging variance.

Where and When Should Sensors Move? Sampling Using the Expected Value of Information

PubMed Central

de Bruin, Sytze; Ballari, Daniela; Bregt, Arnold K.

2012-01-01

In case of an environmental accident, initially available data are often insufficient for properly managing the situation. In this paper, new sensor observations are iteratively added to an initial sample by maximising the global expected value of information of the points for decision making. This is equivalent to minimizing the aggregated expected misclassification costs over the study area. The method considers measurement error and different costs for class omissions and false class commissions. Constraints imposed by a mobile sensor web are accounted for using cost distances to decide which sensor should move to the next sample location. The method is demonstrated using synthetic examples of static and dynamic phenomena. This allowed computation of the true misclassification costs and comparison with other sampling approaches. The probability of local contamination levels being above a given critical threshold were computed by indicator kriging. In the case of multiple sensors being relocated simultaneously, a genetic algorithm was used to find sets of suitable new measurement locations. Otherwise, all grid nodes were searched exhaustively, which is computationally demanding. In terms of true misclassification costs, the method outperformed random sampling and sampling based on minimisation of the kriging variance. PMID:23443379

Flight investigation of the effect of tail boom strakes on helicopter directional control

NASA Technical Reports Server (NTRS)

Kelly, Henry L.; Crowell, Cynthia A.; Yenni, Kenneth R.; Lance, Michael B.

1993-01-01

A joint U.S. Army/NASA flight investigation was conducted utilizing a single-rotor helicopter to determine the effectiveness of horizontally mounted tail boom strakes on directional controllability and tail rotor power during low-speed, crosswind operating conditions. Three configurations were investigated: (1) baseline (strakes off), (2) single strake (strake at upper shoulder on port side of boom), and (3) double strake (upper strake plus a lower strake on same side of boom). The strakes were employed as a means to separate airflow over the tail boom and change fuselage yawing moments in a direction to improve the yaw control margin and reduce tail rotor power. Crosswind data were obtained in 5-knot increments of airspeed from 0 to 35 knots and in 30 deg increments of wind azimuth from 0 deg to 330 deg. At the most critical wind azimuth and airspeed in terms of tail rotor power, the strakes improved the pedal margin by 6 percent of total travel and reduced tail rotor power required by 17 percent. The increase in yaw control and reduction in tail rotor power offered by the strakes can expand the helicopter operating envelope in terms of gross weight and altitude capability. The strakes did not affect the flying qualities of the vehicle at airspeeds between 35 and 100 knots.

Commuting fruit bats beneficially modulate their flight in relation to wind

PubMed Central

Sapir, Nir; Horvitz, Nir; Dechmann, Dina K. N.; Fahr, Jakob; Wikelski, Martin

2014-01-01

When animals move, their tracks may be strongly influenced by the motion of air or water, and this may affect the speed, energetics and prospects of the journey. Flying organisms, such as bats, may thus benefit from modifying their flight in response to the wind vector. Yet, practical difficulties have so far limited the understanding of this response for free-ranging bats. We tracked nine straw-coloured fruit bats (Eidolon helvum) that flew 42.5 ± 17.5 km (mean ± s.d.) to and from their roost near Accra, Ghana. Following detailed atmospheric simulations, we found that bats compensated for wind drift, as predicted under constant winds, and decreased their airspeed in response to tailwind assistance such that their groundspeed remained nearly constant. In addition, bats increased their airspeed with increasing crosswind speed. Overall, bats modulated their airspeed in relation to wind speed at different wind directions in a manner predicted by a two-dimensional optimal movement model. We conclude that sophisticated behavioural mechanisms to minimize the cost of transport under various wind conditions have evolved in bats. The bats’ response to the wind is similar to that reported for migratory birds and insects, suggesting convergent evolution of flight behaviours in volant organisms. PMID:24648227

Flight Measurements of the Effect of a Controllable Thrust Reverser on the Flight Characteristics of a Single-Engine Jet Airplane

NASA Technical Reports Server (NTRS)

Anderson, Seth B.; Cooper, George E.; Faye, Alan E., Jr.

1959-01-01

A flight investigation was undertaken to determine the effect of a fully controllable thrust reverser on the flight characteristics of a single-engine jet airplane. Tests were made using a cylindrical target-type reverser actuated by a hydraulic cylinder through a "beep-type" cockpit control mounted at the base of the throttle. The thrust reverser was evaluated as an in-flight decelerating device, as a flight path control and airspeed control in landing approach, and as a braking device during the ground roll. Full deflection of the reverser for one reverser configuration resulted in a reverse thrust ratio of as much as 85 percent, which at maximum engine power corresponded to a reversed thrust of 5100 pounds. Use of the reverser in landing approach made possible a wide selection of approach angles, a large reduction in approach speed at steep approach angles, improved control of flight path angle, and more accuracy in hitting a given touchdown point. The use of the reverser as a speed brake at lower airspeeds was compromised by a longitudinal trim change. At the lower airspeeds and higher engine powers there was insufficient elevator power to overcome the nose-down trim change at full reverser deflection.

Flight evaluation of the DEEC secondary control air-start capability

NASA Technical Reports Server (NTRS)

Johnson, J. B.; Nelson, J.

1983-01-01

The air-start capability of a secondary engine control (SEC) was tested for a DEEC-equipped F100 engine and installed in an F-15 airplane. Two air-start schedules were tested. The first was referred to as the group I schedule; the second or revised schedule was the group II start schedule. Using the group I start schedule, an airspeed of 300 knots was required to ensure successful 40- and 25-percent SEC-mode air starts. If N2 were less than 40 percent, a stall would occur when the start bleeds closed 40 sec after initiation of the air start. All JFS-assisted air starts were successful with the group start schedule. For the group II schedule, the time between pressurization and start-bleed closure ranged between 50 and 72 sec depending on altitude. All air starts were successful above 225 knots givin a 75-knot reduction in required airspeed for a successful air start. Spooldown air starts of 40 percent were successful at 200 knots at altitudes up to 10,650 m and at 175 knots at altitudes up to 6100 m. Idle rpm was lower than the desired 65 percent for air starts at higher altitudes and lower airspeeds. All JSF-assisted air starts were successful.

The impact of physical and mental tasks on pilot mental workoad

NASA Technical Reports Server (NTRS)

Berg, S. L.; Sheridan, T. B.

1986-01-01

Seven instrument-rated pilots with a wide range of backgrounds and experience levels flew four different scenarios on a fixed-base simulator. The Baseline scenario was the simplest of the four and had few mental and physical tasks. An activity scenario had many physical but few mental tasks. The Planning scenario had few physical and many mental taks. A Combined scenario had high mental and physical task loads. The magnitude of each pilot's altitude and airspeed deviations was measured, subjective workload ratings were recorded, and the degree of pilot compliance with assigned memory/planning tasks was noted. Mental and physical performance was a strong function of the manual activity level, but not influenced by the mental task load. High manual task loads resulted in a large percentage of mental errors even under low mental task loads. Although all the pilots gave similar subjective ratings when the manual task load was high, subjective ratings showed greater individual differences with high mental task loads. Altitude or airspeed deviations and subjective ratings were most correlated when the total task load was very high. Although airspeed deviations, altitude deviations, and subjective workload ratings were similar for both low experience and high experience pilots, at very high total task loads, mental performance was much lower for the low experience pilots.

Everything is Data - Overview of Modular System of Sensors for Museum Environment

NASA Astrophysics Data System (ADS)

Valach, J.; Juliš, K.; Štefcová, P.; Pech, M.; Wolf, B.; Kotyk, M.; Frankl, J.

2015-08-01

The main aim of project nearing completion was to develop a modular and scalable system of sensors for monitoring of internal environment of museum exhibitions and depositories. The sensors vary according to parameters being monitored and at the same time also according to required energy autonomy, processing capability and bandwidth requirements. Sensors developed can be divided into three groups: environmental sensors, biosensors and sensors of vibrations. Data acquired by the sensors are archived and stored in open format. Metadata stored alongside true numerical data from measurement, represent assurance of future computer readability in data mining application. Long continuous series of data can provide sufficient data for acquisition of dose-response function.

Oxygen sensor signal validation for the safety of the rebreather diver.

PubMed

Sieber, Arne; L'abbate, Antonio; Bedini, Remo

2009-03-01

In electronically controlled, closed-circuit rebreather diving systems, the partial pressure of oxygen inside the breathing loop is controlled with three oxygen sensors, a microcontroller and a solenoid valve - critical components that may fail. State-of-the-art detection of sensor failure, based on a voting algorithm, may fail under circumstances where two or more sensors show the same but incorrect values. The present paper details a novel rebreather controller that offers true sensor-signal validation, thus allowing efficient and reliable detection of sensor failure. The core components of this validation system are two additional solenoids, which allow an injection of oxygen or diluent gas directly across the sensor membrane.

Simulation of decelerating landing approaches on an externally blown flap STOL transport airplane

NASA Technical Reports Server (NTRS)

Grantham, W. D.; Nguyen, L. T.; Deal, P. L.

1974-01-01

A fixed-base simulator program was conducted to define the problems and methods for solution associated with performing decelerating landing approaches on a representative STOL transport having a high wing and equipped with an external-flow jet flap in combination with four high-bypass-ratio fan-jet engines. Real-time digital simulation techniques were used. The computer was programed with equations of motion for six degrees of freedom and the aerodynamic inputs were based on measured wind-tunnel data. The pilot's task was to capture the localizer and the glide slope and to maintain them as closely as possible while decelerating from an initial airspeed of 140 knots to a final airspeed of 75 knots, while under IFR conditions.

Identification of moving sinusoidal wave loads for sensor structural configuration by finite element inverse method

NASA Astrophysics Data System (ADS)

Zhang, B.; Yu, S.

2018-03-01

In this paper, a beam structure of composite materials with elastic foundation supports is established as the sensor model, which propagates moving sinusoidal wave loads. The inverse Finite Element Method (iFEM) is applied for reconstructing moving wave loads which are compared with true wave loads. The conclusion shows that iFEM is accurate and robust in the determination of wave propagation. This helps to seek a suitable new wave sensor method.

Soaring energetics and glide performance in a moving atmosphere

PubMed Central

Reynolds, Kate V.; Thomas, Adrian L. R.

2016-01-01

Here, we analyse the energetics, performance and optimization of flight in a moving atmosphere. We begin by deriving a succinct expression describing all of the mechanical energy flows associated with gliding, dynamic soaring and thermal soaring, which we use to explore the optimization of gliding in an arbitrary wind. We use this optimization to revisit the classical theory of the glide polar, which we expand upon in two significant ways. First, we compare the predictions of the glide polar for different species under the various published models. Second, we derive a glide optimization chart that maps every combination of headwind and updraft speed to the unique combination of airspeed and inertial sink rate at which the aerodynamic cost of transport is expected to be minimized. With these theoretical tools in hand, we test their predictions using empirical data collected from a captive steppe eagle (Aquila nipalensis) carrying an inertial measurement unit, global positioning system, barometer and pitot tube. We show that the bird adjusts airspeed in relation to headwind speed as expected if it were seeking to minimize its aerodynamic cost of transport, but find only weak evidence to suggest that it adjusts airspeed similarly in response to updrafts during straight and interthermal glides. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528788

Transformation of apparent ocean wave spectra observed from an aircraft sensor platform

NASA Technical Reports Server (NTRS)

Poole, L. R.

1976-01-01

The problem considered was transformation of a unidirectional apparent ocean wave spectrum observed from an aircraft sensor platform into the true spectrum that would be observed from a stationary platform. Spectral transformation equations were developed in terms of the linear wave dispersion relationship and the wave group speed. An iterative solution to the equations was outlined and used to transform reference theoretical apparent spectra for several assumed values of average water depth. Results show that changing the average water depth leads to a redistribution of energy density among the various frequency bands of the transformed spectrum. This redistribution is most severe when much of the energy density is expected, a priori, to reside at relatively low true frequencies.

Experimental determination of the navigation error of the 4-D navigation, guidance, and control systems on the NASA B-737 airplane

NASA Technical Reports Server (NTRS)

Knox, C. E.

1978-01-01

Navigation error data from these flights are presented in a format utilizing three independent axes - horizontal, vertical, and time. The navigation position estimate error term and the autopilot flight technical error term are combined to form the total navigation error in each axis. This method of error presentation allows comparisons to be made between other 2-, 3-, or 4-D navigation systems and allows experimental or theoretical determination of the navigation error terms. Position estimate error data are presented with the navigation system position estimate based on dual DME radio updates that are smoothed with inertial velocities, dual DME radio updates that are smoothed with true airspeed and magnetic heading, and inertial velocity updates only. The normal mode of navigation with dual DME updates that are smoothed with inertial velocities resulted in a mean error of 390 m with a standard deviation of 150 m in the horizontal axis; a mean error of 1.5 m low with a standard deviation of less than 11 m in the vertical axis; and a mean error as low as 252 m with a standard deviation of 123 m in the time axis.

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

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.

Embedded fiber Bragg grating sensors for true temperature monitoring in Nb3Sn superconducting magnets for high energy physics

NASA Astrophysics Data System (ADS)

Chiuchiolo, A.; Bajas, H.; Bajko, M.; Consales, M.; Giordano, M.; Perez, J. C.; Cusano, A.

2016-05-01

The luminosity upgrade of the Large Hadron Collider (HL-LHC) planned at the European Organization for Nuclear Research (CERN) requires the development of a new generation of superconducting magnets based on Nb3Sn technology. The instrumentation required for the racetrack coils needs the development of reliable sensing systems able to monitor the magnet thermo-mechanical behavior during its service life, from the coil fabrication to the magnet operation. With this purpose, Fiber Bragg Grating (FBG) sensors have been embedded in the coils of the Short Model Coil (SMC) magnet fabricated at CERN. The FBG sensitivity to both temperature and strain required the development of a solution able to separate mechanical and temperature effects. This work presents for the first time a feasibility study devoted to the implementation of an embedded FBG sensor for the measurement of the "true" temperature in the impregnated Nb3Sn coil during the fabrication process.

Ephemeral Electric Potential and Electric Field Sensor

NASA Technical Reports Server (NTRS)

Generazio, Edward R. (Inventor)

2017-01-01

Systems, methods, and devices of the various embodiments provide for the minimization of the effects of intrinsic and extrinsic leakage electrical currents enabling true measurements of electric potentials and electric fields. In an embodiment, an ephemeral electric potential and electric field sensor system may have at least one electric field sensor and a rotator coupled to the electric field sensor and be configured to rotate the electric field sensor at a quasi-static frequency. In an embodiment, ephemeral electric potential and electric field measurements may be taken by rotating at least one electric field sensor at a quasi-static frequency, receiving electrical potential measurements from the electric field sensor when the electric field sensor is rotating at the quasi-static frequency, and generating and outputting images based at least in part on the received electrical potential measurements.

14 CFR 29.1323 - Airspeed indicating system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... minimum practicable instrument calibration error when the corresponding pitot and static pressures are... pitot tube or an equivalent means of preventing malfunction due to icing. [Doc. No. 5084, 29 FR 16150...

Modeling and Control of a Tailsitter with a Ducted Fan

NASA Astrophysics Data System (ADS)

Argyle, Matthew Elliott

There are two traditional aircraft categories: fixed-wing which have a long endurance and a high cruise airspeed and rotorcraft which can take-off and land vertically. The tailsitter is a type of aircraft that has the strengths of both platforms, with no additional mechanical complexity, because it takes off and lands vertically on its tail and can transition the entire aircraft horizontally into high-speed flight. In this dissertation, we develop the entire control system for a tailsitter with a ducted fan. The standard method to compute the quaternion-based attitude error does not generate ideal trajectories for a hovering tailsitter for some situations. In addition, the only approach in the literature to mitigate this breaks down for large attitude errors. We develop an alternative quaternion-based error method which generates better trajectories than the standard approach and can handle large errors. We also derive a hybrid backstepping controller with almost global asymptotic stability based on this error method. Many common altitude and airspeed control schemes for a fixed-wing airplane assume that the altitude and airspeed dynamics are decoupled which leads to errors. The Total Energy Control System (TECS) is an approach that controls the altitude and airspeed by manipulating the total energy rate and energy distribution rate, of the aircraft, in a manner which accounts for the dynamic coupling. In this dissertation, a nonlinear controller, which can handle inaccurate thrust and drag models, based on the TECS principles is derived. Simulation results show that the nonlinear controller has better performance than the standard PI TECS control schemes. Most constant altitude transitions are accomplished by generating an optimal trajectory, and potentially actuator inputs, based on a high fidelity model of the aircraft. While there are several approaches to mitigate the effects of modeling errors, these do not fully remove the accurate model requirement. In this dissertation, we develop two different approaches that can achieve near constant altitude transitions for some types of aircraft. The first method, based on multiple LQR controllers, requires a high fidelity model of the aircraft. However, the second method, based on the energy along the body axes, requires almost no aerodynamic information.

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 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...

14 CFR 23.1563 - Airspeed placards.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 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...

77 FR 73908 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-12

... affect the ability of the flightcrew to read primary displays for airplane attitude, altitude, or... the ability of the flightcrew to read primary displays for airplane attitude, altitude, or airspeed...

Modeling and Simulation of a Helicopter Slung Load Stabilization Device

NASA Technical Reports Server (NTRS)

Cicolani, Luigi S.; Ehlers, George E.

2002-01-01

This paper addresses the problem of simulation and stabilization of the yaw motions of a cargo container slung load. The study configuration is a UH-60 helicopter carrying a 6ft x 6 ft x 8 ft CONEX container. This load is limited to 60 KIAS in operations and flight testing indicates that it starts spinning in hover and that spin rate increases with airspeed. The simulation reproduced the load yaw motions seen in the flight data after augmenting the load model with terms representing unsteady load yaw moment effects acting to reinforce load oscillations, and augmenting the hook model to include yaw resistance at the hook. The use of a vertical fin to stabilize the load is considered. Results indicate that the CONEX airspeed can be extended to 110 kts using a 3x5 ft fin.

Full-scale wind-tunnel test of the aeroelastic stability of a bearingless main rotor

NASA Technical Reports Server (NTRS)

Warmbrodt, W.; Mccloud, J., III; Sheffler, M.; Staley, J.

1981-01-01

The rotor studied in the wind tunnel had previously been flight tested on a BO-105 helicopter. The investigation was conducted to determine the rotor's aeroelastic stability characteristics in hover and at airspeeds up to 143 knots. These characteristics are compared with those obtained from whirl-tower and flight tests and predictions from a digital computer simulation. It was found that the rotor was stable for all conditions tested. At constant tip speed, shaft angle, and airspeed, stability increases with blade collective pitch setting. No significant change in system damping occurred that was attributable to frequency coalescence between the rotor inplane regressing mode and the support modes. Stability levels determined in the wind tunnel were of the same magnitude and yielded the same trends as data obtained from whirl-tower and flight tests.

Effects of aircraft and flight parameters on energy-efficient profile descents in time-based metered traffic

NASA Technical Reports Server (NTRS)

Dejarnette, F. R.

1984-01-01

Attention is given to a computer algorithm yielding the data required for a flight crew to navigate from an entry fix, about 100 nm from an airport, to a metering fix, and arrive there at a predetermined time, altitude, and airspeed. The flight path is divided into several descent and deceleration segments. Results for the case of a B-737 airliner indicate that wind and nonstandard atmospheric properties have a significant effect on the flight path and must be taken into account. While a range of combinations of Mach number and calibrated airspeed is possible for the descent segments leading to the metering fix, only small changes in the fuel consumed were observed for this range of combinations. A combination that is based on scheduling flexibility therefore seems preferable.

Test results of flight guidance for fuel conservative descents in a time-based metered air traffic environment. [terminal configured vehicle

NASA Technical Reports Server (NTRS)

Knox, C. E.; Person, L. H., Jr.

1981-01-01

The NASA developed, implemented, and flight tested a flight management algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control. This algorithm provides a 3D path with time control (4D) for the TCV B-737 airplane to make an idle-thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms are described and flight test results are presented.

Preliminary test results of a flight management algorithm for fuel conservative descents in a time based metered traffic environment. [flight tests of an algorithm to minimize fuel consumption of aircraft based on flight time

NASA Technical Reports Server (NTRS)

Knox, C. E.; Cannon, D. G.

1979-01-01

A flight management algorithm designed to improve the accuracy of delivering the airplane fuel efficiently to a metering fix at a time designated by air traffic control is discussed. The algorithm provides a 3-D path with time control (4-D) for a test B 737 airplane to make an idle thrust, clean configured descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms and the results of the flight tests are discussed.

Hypoxia and flight performance of military instructor pilots in a flight simulator.

PubMed

Temme, Leonard A; Still, David L; Acromite, Michael T

2010-07-01

Military aircrew and other operational personnel frequently perform their duties at altitudes posing a significant hypoxia risk, often with limited access to supplemental oxygen. Despite the significant risk hypoxia poses, there are few studies relating it to primary flight performance, which is the purpose of the present study. Objective, quantitative measures of aircraft control were collected from 14 experienced, active duty instructor pilot volunteers as they breathed an air/nitrogen mix that provided an oxygen partial pressure equivalent to the atmosphere at 18,000 ft (5486.4 m) above mean sea level. The flight task required holding a constant airspeed, altitude, and heading at an airspeed significantly slower than the aircraft's minimum drag speed. The simulated aircraft's inherent instability at the target speed challenged the pilot to maintain constant control of the aircraft in order to minimize deviations from the assigned flight parameters. Each pilot's flight performance was evaluated by measuring all deviations from assigned target values. Hypoxia degraded the pilot's precision of altitude and airspeed control by 53%, a statistically significant decrease in flight performance. The effect on heading control effects was not statistically significant. There was no evidence of performance differences when breathing room air pre- and post-hypoxia. Moderate levels of hypoxia degraded the ability of military instructor pilots to perform a precision slow flight task. This is one of a small number of studies to quantify an effect of hypoxia on primary flight performance.

A Flight Evaluation of the Factors which Influence the Selection of Landing Approach Speeds

NASA Technical Reports Server (NTRS)

Drinkwater, Fred J., III; Cooper, George E.

1958-01-01

The factors which influence the selection of landing approach speeds are discussed from the pilot's point of view. Concepts were developed and data were obtained during a landing approach flight investigation of a large number of jet airplane configurations which included straight-wing, swept-wing, and delta-wing airplanes as well as several applications of boundary-layer control. Since the fundamental limitation to further reductions in approach speed on most configurations appeared to be associated with the reduction in the pilot's ability to control flight path angle and airspeed, this problem forms the basis of the report. A simplified equation is presented showing the basic parameters which govern the flight path angle and airspeed changes, and pilot control techniques are discussed in relation to this equation. Attention is given to several independent aerodynamic characteristics which do not affect the flight path angle or airspeed directly but which determine to a large extent the effort and attention required of the pilot in controlling these factors during the approach. These include stall characteristics, stability about all axes, and changes in trim due to thrust adjustments. The report considers the relationship between piloting technique and all of the factors previously mentioned. A piloting technique which was found to be highly desirable for control of high-performance airplanes is described and the pilot's attitudes toward low-speed flight which bear heavily on the selection of landing approach speeds under operational conditions are discussed.

Robust Fault Detection and Isolation for Stochastic Systems

NASA Technical Reports Server (NTRS)

George, Jemin; Gregory, Irene M.

2010-01-01

This paper outlines the formulation of a robust fault detection and isolation scheme that can precisely detect and isolate simultaneous actuator and sensor faults for uncertain linear stochastic systems. The given robust fault detection scheme based on the discontinuous robust observer approach would be able to distinguish between model uncertainties and actuator failures and therefore eliminate the problem of false alarms. Since the proposed approach involves precise reconstruction of sensor faults, it can also be used for sensor fault identification and the reconstruction of true outputs from faulty sensor outputs. Simulation results presented here validate the effectiveness of the robust fault detection and isolation system.

Method and apparatus for distinguishing actual sparse events from sparse event false alarms

DOEpatents

Spalding, Richard E.; Grotbeck, Carter L.

2000-01-01

Remote sensing method and apparatus wherein sparse optical events are distinguished from false events. "Ghost" images of actual optical phenomena are generated using an optical beam splitter and optics configured to direct split beams to a single sensor or segmented sensor. True optical signals are distinguished from false signals or noise based on whether the ghost image is presence or absent. The invention obviates the need for dual sensor systems to effect a false target detection capability, thus significantly reducing system complexity and cost.

The Helicopter Observation Platform for Marine and Continental Boundary Layer Studies

NASA Astrophysics Data System (ADS)

Avissar, R.; Broad, K.; Walko, R. L.; Drennan, W. M.; Williams, N. J.

2016-02-01

The University of Miami has acquired a commercial helicopter (Airbus H125) that was transformed into a one-of-a-kind Helicopter Observation Platform (HOP) that fills critical gaps in physical, chemical and biological observations of the environment. This new research facility is designed to carry sensors and instrument inlets in the undisturbed air in front of the helicopter nose at low airspeed and at various altitudes, from a few feet above the Earth's surface (where much of the climate and weather "action" takes place, and where we live) and up through the atmospheric boundary layer and the mid troposphere. The HOP, with its hovering capability, is also ideal for conducting various types of remote-sensing observations. It provides a unique and essential component of airborne measurement whose purpose, among others, is to quantify the exchanges of gases and energy at the Earth surface, as well as aerosol properties that affect the environment, the climate system, and human health. For its first scientific mission, an eddy-correlation system is being mounted in front of its nose to conduct high-frequency measurements of turbulence variables relevant to atmospheric boundary layer studies.Fully fueled and with both pilot and co-pilot on board, the HOP can carry a scientific payload of up to about 1,000 lbs internally (about 3,000 lbs externally) and fly for nearly 4 hours without refueling at an airspeed of 65 knots ( 30 m/s) that is ideal for in-situ observations. Its fast cruising speed is about 140 knots andits range, at that speed, is about 350 nautical miles. This specific helicopter was chosen because of its flat floor design, which is particularly convenient for installing scientific payload and also because of its high-altitude capability (it is the only commercial helicopter that ever landed at the top of Mt Everest).The HOP is available to the entire scientific community for any project that is feasible from a flight safety point of view and that fulfills the flight regulations of the country that it is flown in. It can be easily transported anywhere in the world and can also be operated from a properly equipped ship at sea foroceanographic research.

14 CFR 25.729 - Retracting mechanism.

Code of Federal Regulations, 2012 CFR

2012-01-01

... takeoff weight), occurring during retraction and extension at any airspeed up to 1.6 V s 1 (with the flaps... extending the landing gear in the event of— (1) Any reasonably probable failure in the normal retraction...

14 CFR 25.729 - Retracting mechanism.

Code of Federal Regulations, 2014 CFR

2014-01-01

... design take-off weight), occurring during retraction and extension at any airspeed up to 1.5 VSR1 (with... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any...

14 CFR 25.729 - Retracting mechanism.

Code of Federal Regulations, 2010 CFR

2010-01-01

... takeoff weight), occurring during retraction and extension at any airspeed up to 1.6 V s 1 (with the flaps... extending the landing gear in the event of— (1) Any reasonably probable failure in the normal retraction...

14 CFR 25.729 - Retracting mechanism.

Code of Federal Regulations, 2013 CFR

2013-01-01

... design take-off weight), occurring during retraction and extension at any airspeed up to 1.5 VSR1 (with... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any...

14 CFR 25.729 - Retracting mechanism.

Code of Federal Regulations, 2011 CFR

2011-01-01

... takeoff weight), occurring during retraction and extension at any airspeed up to 1.6 V s 1 (with the flaps... extending the landing gear in the event of— (1) Any reasonably probable failure in the normal retraction...

The NASA radar entomology program at Wallops Flight Center

NASA Technical Reports Server (NTRS)

Vaughn, C. R.

1979-01-01

NASA contribution to radar entomology is presented. Wallops Flight Center is described in terms of its radar systems. Radar tracking of birds and insects was recorded from helicopters for airspeed and vertical speed.

Stabilization of the Activated hERG Channel Voltage Sensor by Depolarization Involves the S4-S5 Linker.

PubMed

Thouta, Samrat; Hull, Christina M; Shi, Yu Patrick; Sergeev, Valentine; Young, James; Cheng, Yen M; Claydon, Thomas W

2017-01-24

Slow deactivation of hERG channels is critical for preventing cardiac arrhythmia yet the mechanistic basis for the slow gating transition is unclear. Here, we characterized the temporal sequence of events leading to voltage sensor stabilization upon membrane depolarization. Progressive increase in step depolarization duration slowed voltage-sensor return in a biphasic manner (τ fast = 34 ms, τ slow  = 2.5 s). The faster phase of voltage-sensor return slowing correlated with the kinetics of pore opening. The slower component occurred over durations that exceeded channel activation and was consistent with voltage sensor relaxation. The S4-S5 linker mutation, G546L, impeded the faster phase of voltage sensor stabilization without attenuating the slower phase, suggesting that the S4-S5 linker is important for communications between the pore gate and the voltage sensor during deactivation. These data also demonstrate that the mechanisms of pore gate-opening-induced and relaxation-induced voltage-sensor stabilization are separable. Deletion of the distal N-terminus (Δ2-135) accelerated off-gating current, but did not influence the relative contribution of either mechanism of stabilization of the voltage sensor. Lastly, we characterized mode-shift behavior in hERG channels, which results from stabilization of activated channel states. The apparent mode-shift depended greatly on recording conditions. By measuring slow activation and deactivation at steady state we found the "true" mode-shift to be ∼15 mV. Interestingly, the "true" mode-shift of gating currents was ∼40 mV, much greater than that of the pore gate. This demonstrates that voltage sensor return is less energetically favorable upon repolarization than pore gate closure. We interpret this to indicate that stabilization of the activated voltage sensor limits the return of hERG channels to rest. The data suggest that this stabilization occurs as a result of reconfiguration of the pore gate upon opening by a mechanism that is influenced by the S4-S5 linker, and by a separable voltage-sensor intrinsic relaxation mechanism. Copyright © 2017 Biophysical Society. Published by Elsevier Inc. All rights reserved.

14 CFR 27.1545 - Airspeed indicator.

Code of Federal Regulations, 2014 CFR

2014-01-01

... be made: (1) A red radial line— (i) For rotocraft other than helicopters, at VNE; and (ii) For helicopters at VNE (power-on). (2) A red cross-hatched radial line at VNE (power-off) for helicopters, if VNE...

14 CFR 27.1545 - Airspeed indicator.

Code of Federal Regulations, 2012 CFR

2012-01-01

... be made: (1) A red radial line— (i) For rotocraft other than helicopters, at VNE; and (ii) For helicopters at VNE (power-on). (2) A red cross-hatched radial line at VNE (power-off) for helicopters, if VNE...

14 CFR 27.1545 - Airspeed indicator.

Code of Federal Regulations, 2013 CFR

2013-01-01

... be made: (1) A red radial line— (i) For rotocraft other than helicopters, at VNE; and (ii) For helicopters at VNE (power-on). (2) A red cross-hatched radial line at VNE (power-off) for helicopters, if VNE...

Survey of cockpit visual problems of senior pilots.

DOT National Transportation Integrated Search

1977-01-01

Fifty general aviation pilots (average age 49; range 40-73) completed a questionnaire concerning cockpit visual problems. The results of the questionnaire indicated that proper interpretation of the airspeed indicator and the altimeter required the b...

Tentative civil airworthiness flight criteria for powered-lift transports

NASA Technical Reports Server (NTRS)

Hynes, C. S.; Scott, B. C.

1976-01-01

Representatives of the U.S., British, French, and Canadian airworthiness authorities participated in a NASA/FAA program to formulate tentative civil airworthiness flight criteria for powered-lift transports. The ultimate limits of the flight envelope are defined by boundaries in the airspeed/path-angle plane. Angle of attack and airspeed margins applied to these ultimate limits provide protection against both atmospheric disturbances and disturbances resulting from pilot actions or system variability, but do not ensure maneuvering capability directly, as the 30% speed margin does for conventional transports. Separate criteria provide for direct demonstration of adequate capability for approach path control, flare and landing, and for go-around. Demonstration maneuvers are proposed, and appropriate abuses and failures are suggested. Taken together, these criteria should permit selection of appropriate operating points within the flight envelopes for the approach, landing, and go-around flight phases which are likely to be most critical for powered-lift aircraft.

Turbulence flight director analysis and preliminary simulation

NASA Technical Reports Server (NTRS)

Johnson, D. E.; Klein, R. E.

1974-01-01

A control column and trottle flight director display system is synthesized for use during flight through severe turbulence. The column system is designed to minimize airspeed excursions without overdriving attitude. The throttle system is designed to augment the airspeed regulation and provide an indication of the trim thrust required for any desired flight path angle. Together they form an energy management system to provide harmonious display indications of current aircraft motions and required corrective action, minimize gust upset tendencies, minimize unsafe aircraft excursions, and maintain satisfactory ride qualities. A preliminary fixed-base piloted simulation verified the analysis and provided a shakedown for a more sophisticated moving-base simulation to be accomplished next. This preliminary simulation utilized a flight scenario concept combining piloting tasks, random turbulence, and discrete gusts to create a high but realistic pilot workload conducive to pilot error and potential upset. The turbulence director (energy management) system significantly reduced pilot workload and minimized unsafe aircraft excursions.

Longitudinal handling qualities during approach and landing of a powered lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.

1972-01-01

Longitudinal handling qualities evaluations were conducted on the Ames Research Center Flight Simulator for Advanced Aircraft (FSAA) for the approach and landing tasks of a powered lift STOL research aircraft. The test vehicle was a C-8A aircraft modified with a new wing incorporating internal blowing over an augmentor flap. The investigation included: (1) use of various flight path and airspeed control techniques for the basic vehicle; (2) assessment of stability and command augmentation schemes for pitch attitude and airspeed control; (3) determination of the influence of longitudinal and vertical force coupling for the power control; (4) determination of the influence of pitch axis coupling with the thrust vector control; and (5) evaluations of the contribution of stability and command augmentation to recovery from a single engine failure. Results are presented in the form of pilot ratings and commentary substantiated by landing approach time histories.

Higher Harmonic Control for Tiltrotor Vibration Reduction

NASA Technical Reports Server (NTRS)

Nixon, Mark W.; Kvaternik, Raymond G.; Settle, T. Ben

1997-01-01

The results of a joint NASA/Army/Bell Helicopter Textron wind-tunnel test to assess the potential of higher harmonic control (HHC) for reducing vibrations in tiltrotor aircraft operating in the airplane mode of flight, and to evaluate the effectiveness of a Bell-developed HHC algorithm called MAVSS (Multipoint Adaptive Vibration Suppression System) are presented. The test was conducted in the Langley Transonic Dynamics Tunnel using an unpowered 1/5- scale semispan aeroelastic model of the V-22 which was modified to incorporate an HHC system employing both the rotor swashplate and the wing flaperon. The effectiveness of the swashplate and the flaperon acting either singly or in combination in reducing 1P and 3P wing vibrations over a wide range of tunnel airspeeds and rotor rotational speeds was demonstrated. The MAVSS algorithm was found to be robust to variations in tunnel airspeed and rotor speed, requiring only occasion-al on-line recalculations of the system transfer matrix.

Airflow and optic flow mediate antennal positioning in flying honeybees

PubMed Central

Roy Khurana, Taruni; Sane, Sanjay P

2016-01-01

To maintain their speeds during navigation, insects rely on feedback from their visual and mechanosensory modalities. Although optic flow plays an essential role in speed determination, it is less reliable under conditions of low light or sparse landmarks. Under such conditions, insects rely on feedback from antennal mechanosensors but it is not clear how these inputs combine to elicit flight-related antennal behaviours. We here show that antennal movements of the honeybee, Apis mellifera, are governed by combined visual and antennal mechanosensory inputs. Frontal airflow, as experienced during forward flight, causes antennae to actively move forward as a sigmoidal function of absolute airspeed values. However, corresponding front-to-back optic flow causes antennae to move backward, as a linear function of relative optic flow, opposite the airspeed response. When combined, these inputs maintain antennal position in a state of dynamic equilibrium. DOI: http://dx.doi.org/10.7554/eLife.14449.001 PMID:27097104

Development and test results of a flight management algorithm for fuel conservative descents in a time-based metered traffic environment

NASA Technical Reports Server (NTRS)

Knox, C. E.; Cannon, D. G.

1980-01-01

A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.

Description of a landing site indicator (LASI) for light aircraft operation

NASA Technical Reports Server (NTRS)

Fuller, H. V.; Outlaw, B. K. E.

1976-01-01

An experimental cockpit mounted head-up type display system was developed and evaluated by LaRC pilots during the landing phase of light aircraft operations. The Landing Site Indicator (LASI) system display consists of angle of attack, angle of sideslip, and indicated airspeed images superimposed on the pilot's view through the windshield. The information is made visible to the pilot by means of a partially reflective viewing screen which is suspended directly in frot of the pilot's eyes. Synchro transmitters are operated by vanes, located at the left wing tip, which sense angle of attack and sideslip angle. Information is presented near the center of the display in the form of a moving index on a fixed grid. The airspeed is sensed by a pitot-static pressure transducer and is presented in numerical form at the top center of the display.

A Quartz Crystal Microbalance dew point sensor without frequency measurement.

PubMed

Wang, Guohua; Zhang, Weishuo; Wang, Shuo; Sun, Jinglin

2014-11-01

This work deals with the design of a dew point sensor based on Quartz Crystal Microbalance (QCM) without measuring the frequency. This idea is inspired by the fact that the Colpitts oscillation circuit will stop oscillating when the QCM works in the liquid media. The quartz crystal and the electrode are designed through the finite element simulation and the stop oscillating experiment is conducted to verify the sensibility. Moreover, the measurement result is calibrated to approach the true value. At last a series of dew points at the same temperature is measured with the designed sensor. Results show that the designed dew point sensor is able to detect the dew point with the proper accuracy.

A quartz crystal microbalance dew point sensor without frequency measurement

NASA Astrophysics Data System (ADS)

Wang, Guohua; Zhang, Weishuo; Wang, Shuo; Sun, Jinglin

2014-11-01

This work deals with the design of a dew point sensor based on Quartz Crystal Microbalance (QCM) without measuring the frequency. This idea is inspired by the fact that the Colpitts oscillation circuit will stop oscillating when the QCM works in the liquid media. The quartz crystal and the electrode are designed through the finite element simulation and the stop oscillating experiment is conducted to verify the sensibility. Moreover, the measurement result is calibrated to approach the true value. At last a series of dew points at the same temperature is measured with the designed sensor. Results show that the designed dew point sensor is able to detect the dew point with the proper accuracy.

Detection and classification of gaseous sulfur compounds by solid electrolyte cyclic voltammetry of cermet sensor array.

PubMed

Kramer, Kirsten E; Rose-Pehrsson, Susan L; Hammond, Mark H; Tillett, Duane; Streckert, Holger H

2007-02-12

Electrochemical sensors composed of a ceramic-metallic (cermet) solid electrolyte are used for the detection of gaseous sulfur compounds SO(2), H(2)S, and CS(2) in a study involving 11 toxic industrial chemical (TIC) compounds. The study examines a sensor array containing four cermet sensors varying in electrode-electrolyte composition, designed to offer selectivity for multiple compounds. The sensors are driven by cyclic voltammetry to produce a current-voltage profile for each analyte. Raw voltammograms are processed by background subtraction of clean air, and the four sensor signals are concatenated to form one vector of points. The high-resolution signal is compressed by wavelet transformation and a probabilistic neural network is used for classification. In this study, training data from one sensor array was used to formulate models which were validated with data from a second sensor array. Of the 11 gases studied, 3 that contained sulfur produced the strongest responses and were successfully analyzed when the remaining compounds were treated as interferents. Analytes were measured from 10 to 200% of their threshold-limited value (TLV) according to the 8-h time weighted average (TWA) exposure limits defined by the National Institute of Occupational Safety and Health (NIOSH). True positive classification rates of 93.3, 96.7, and 76.7% for SO(2), H(2)S, and CS(2), respectively, were achieved for prediction of one sensor unit when a second sensor was used for modeling. True positive rates of 83.3, 90.0, and 90.0% for SO(2), H(2)S, and CS(2), respectively, were achieved for the second sensor unit when the first sensor unit was used for modeling. Most of the misclassifications were for low concentration levels (such 10-25% TLV) in which case the compound was classified as clean air. Between the two sensors, the false positive rates were 2.2% or lower for the three sulfur compounds, 0.9% or lower for the interferents (eight remaining analytes), and 5.8% or lower for clean air. The cermet sensor arrays used in this analysis are rugged, low cost, reusable, and show promise for multiple compound detection at parts-per-million (ppm) levels.

Optimal strategies for insects migrating in the flight boundary layer: mechanisms and consequences.

PubMed

Srygley, Robert B; Dudley, Robert

2008-07-01

Directed aerial displacement requires that a volant organism's airspeed exceeds ambient wind speed. For biologically relevant altitudes, wind speed increases exponentially with increased height above the ground. Thus, dispersal of most insects is influenced by atmospheric conditions. However, insects that fly close to the Earth's surface displace within the flight boundary layer where insect airspeeds are relatively high. Over the past 17 years, we have studied boundary-layer insects by following individuals as they migrate across the Caribbean Sea and the Panama Canal. Although most migrants evade either drought or cold, nymphalid and pierid butterflies migrate across Panama near the onset of the rainy season. Dragonflies of the genus Pantala migrate in October concurrently with frontal weather systems. Migrating the furthest and thereby being the most difficult to study, the diurnal moth Urania fulgens migrates between Central and South America. Migratory butterflies and dragonflies are capable of directed movement towards a preferred compass direction in variable winds, whereas the moths drift with winds over water. Butterflies orient using both global and local cues. Consistent with optimal migration theory, butterflies and dragonflies adjust their flight speeds in ways that maximize migratory distance traveled per unit fuel, whereas the moths do not. Moreover, only butterflies adjust their flight speed in relation to endogenous fat reserves. It is likely that these insects use optic flow to gauge their speed and drift, and thus must migrate where sufficient detail in the Earth's surface is visible to them. The abilities of butterflies and dragonflies to adjust their airspeed over water indicate sophisticated control and guidance systems pertaining to migration.

14 CFR Appendix J to Part 141 - Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate

Code of Federal Regulations, 2013 CFR

2013-01-01

... control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and... preflight; and (7) Use of the aircraft's prestart checklist, appropriate control system checks, starting...

14 CFR Appendix J to Part 141 - Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate

Code of Federal Regulations, 2014 CFR

2014-01-01

... control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and... preflight; and (7) Use of the aircraft's prestart checklist, appropriate control system checks, starting...

14 CFR Appendix J to Part 141 - Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate

Code of Federal Regulations, 2012 CFR

2012-01-01

... control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and... preflight; and (7) Use of the aircraft's prestart checklist, appropriate control system checks, starting...

14 CFR Appendix J to Part 141 - Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate

Code of Federal Regulations, 2011 CFR

2011-01-01

... control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and... preflight; and (7) Use of the aircraft's prestart checklist, appropriate control system checks, starting...

14 CFR 91.205 - Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and...

Code of Federal Regulations, 2012 CFR

2012-01-01

...: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each... aircraft is operated for hire, one electric landing light. (5) An adequate source of electrical energy for...

14 CFR 91.205 - Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and...

Code of Federal Regulations, 2014 CFR

2014-01-01

...: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each... aircraft is operated for hire, one electric landing light. (5) An adequate source of electrical energy for...

14 CFR 91.205 - Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and...

Code of Federal Regulations, 2011 CFR

2011-01-01

...: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each... aircraft is operated for hire, one electric landing light. (5) An adequate source of electrical energy for...

14 CFR 91.205 - Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and...

Code of Federal Regulations, 2013 CFR

2013-01-01

...: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each... aircraft is operated for hire, one electric landing light. (5) An adequate source of electrical energy for...

Investigation of the I-40 Jet-Propulsion Engine in the Cleveland Altitude Wind Tunnel. V - Operational Characteristics. 5; Operational Characteristics

NASA Technical Reports Server (NTRS)

Golladay, Richard L.; Gendler, Stanley L.

1947-01-01

An investigation has been conducted in the Cleveland altitude wind tunnel to determine the operational characteristics of the I-40 jet-propulsion engine over a range of pressure altitudes from 10,000 to 50,000 feet and ram-pressure ratios from 1.00 to 1.76. Engine operational data were obtained with the engine in the standard configuration and with various modifications of the fuel system, the electrical system, and the combustion chambers. The effects of altitude and airspeed on operating speed range, starting, windmilli.ng, acceleration, speed regulation, cooling, and vibration of the standard and modified engines were determined, and damage to parts was noted. Maximum engine speed was obtainable at all altitudes and airspeeds wi th each fuel-control system investigated. The minimum idling speed was raised by increases in altitude and airspeed. The lowest minimum stable speeds were obtained with the standard configuration using 40-gallon nozzles with individual metering plugs. The engine was started normally at altitudes as high as 20,000 feet with all of the fuel systems and ignition combinations except one. Ignition at 70,000 feet was difficult and, although successful ignition occurred, acceleration was slow and usually characterized by excessive tail-pipe temperature. During windmilling investigations of the engine equipped with the standard fuel system, the engine could not be started at ram-pressure ratios of 1.1 to 1.7 at altitudes of 10,000, 20,000 and 30,000 feet. When equipped with the production barometric and Monarch 40-gallon nozzles, the engine accelerated in 12 seconds from an engine speed of 6000 rpm to 11,000 rpm at 20,000 feet and an average tail-pipe temperature of 11000 F. At the same altitude and temperature, all the engine configurations had approximately the same rate of acceleration. The Woodward governor produced the safest accelerations, inasmuch as it could be adjusted to automatically prevent acceleration blow out. The engine speed was held constant by the Woodward governor and the Edwards regulator during simulated dives and climbs at constant throttle position. The bearing cooling system was satisfactory at all altitudes and airspeeds. The engines operated without serious failure, although the exhaust cone, the tail pipe, and the airplane fuselage were damaged during altitude starts.

Noncontact true temperature measurement. [of levitated sample using laser pyrometer

NASA Technical Reports Server (NTRS)

Lee, Mark C.; Allen, James L.

1987-01-01

A laser pyrometer has been developed for acquiring the true temperature of a levitated sample. The laser beam is first expanded to cover the entire cross-sectional surface of the target. For calibration of such a system, the reflectivity signal of an ideal 0.95 cm diameter gold-coated sphere (reflectivity = 0.99) is used as the reference for any other real targets. The emissivity of the real target can then be calculated. The overall system constant is obtained by passively measuring the radiance of a blackbody furnace (emissivity = 1.0) at a known, arbitrary temperature. Since the photo sensor used is highly linear over the entire operating temperature range, the true temperature of the target can then be computed. Preliminary results indicate that true temperatures thus obtained are in excellent correlation with thermocouple measured temperatures.

Development of a laser-based sensor to measure true road surface deflection.

DOT National Transportation Integrated Search

2017-04-01

The high-speed measurement of accurate pavement surface deflections under a moving wheel at a networklevel : still remains a challenge in pavement engineering. This goal cannot be accomplished with stationary deflectionmeasuring : devices. Engineers ...

The Landsat Image Mosaic of Antarctica

USGS Publications Warehouse

Bindschadler, Robert; Vornberger, P.; Fleming, A.; Fox, A.; Mullins, J.; Binnie, D.; Paulsen, S.J.; Granneman, Brian J.; Gorodetzky, D.

2008-01-01

The Landsat Image Mosaic of Antarctica (LIMA) is the first true-color, high-spatial-resolution image of the seventh continent. It is constructed from nearly 1100 individually selected Landsat-7 ETM+ scenes. Each image was orthorectified and adjusted for geometric, sensor and illumination variations to a standardized, almost seamless surface reflectance product. Mosaicing to avoid clouds produced a high quality, nearly cloud-free benchmark data set of Antarctica for the International Polar Year from images collected primarily during 1999-2003. Multiple color composites and enhancements were generated to illustrate additional characteristics of the multispectral data including: the true appearance of the surface; discrimination between snow and bare ice; reflectance variations within bright snow; recovered reflectance values in regions of sensor saturation; and subtle topographic variations associated with ice flow. LIMA is viewable and individual scenes or user defined portions of the mosaic are downloadable at http://lima.usgs.gov. Educational materials associated with LIMA are available at http://lima.nasa.gov.

14 CFR 27.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight and navigation instruments. 27.1303... navigation instruments. The following are the required flight and navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A magnetic direction indicator. ...

14 CFR 27.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight and navigation instruments. 27.1303... navigation instruments. The following are the required flight and navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A magnetic direction indicator. ...

Velocity-Aided Attitude Estimation for Helicopter Aircraft Using Microelectromechanical System Inertial-Measurement Units.

PubMed

Lee, Sang Cheol; Hong, Sung Kyung

2016-12-11

This paper presents an algorithm for velocity-aided attitude estimation for helicopter aircraft using a microelectromechanical system inertial-measurement unit. In general, high- performance gyroscopes are used for estimating the attitude of a helicopter, but this type of sensor is very expensive. When designing a cost-effective attitude system, attitude can be estimated by fusing a low cost accelerometer and a gyro, but the disadvantage of this method is its relatively low accuracy. The accelerometer output includes a component that occurs primarily as the aircraft turns, as well as the gravitational acceleration. When estimating attitude, the accelerometer measurement terms other than gravitational ones can be considered as disturbances. Therefore, errors increase in accordance with the flight dynamics. The proposed algorithm is designed for using velocity as an aid for high accuracy at low cost. It effectively eliminates the disturbances of accelerometer measurements using the airspeed. The algorithm was verified using helicopter experimental data. The algorithm performance was confirmed through a comparison with an attitude estimate obtained from an attitude heading reference system based on a high accuracy optic gyro, which was employed as core attitude equipment in the helicopter.

Velocity-Aided Attitude Estimation for Helicopter Aircraft Using Microelectromechanical System Inertial-Measurement Units

PubMed Central

Lee, Sang Cheol; Hong, Sung Kyung

2016-01-01

This paper presents an algorithm for velocity-aided attitude estimation for helicopter aircraft using a microelectromechanical system inertial-measurement unit. In general, high- performance gyroscopes are used for estimating the attitude of a helicopter, but this type of sensor is very expensive. When designing a cost-effective attitude system, attitude can be estimated by fusing a low cost accelerometer and a gyro, but the disadvantage of this method is its relatively low accuracy. The accelerometer output includes a component that occurs primarily as the aircraft turns, as well as the gravitational acceleration. When estimating attitude, the accelerometer measurement terms other than gravitational ones can be considered as disturbances. Therefore, errors increase in accordance with the flight dynamics. The proposed algorithm is designed for using velocity as an aid for high accuracy at low cost. It effectively eliminates the disturbances of accelerometer measurements using the airspeed. The algorithm was verified using helicopter experimental data. The algorithm performance was confirmed through a comparison with an attitude estimate obtained from an attitude heading reference system based on a high accuracy optic gyro, which was employed as core attitude equipment in the helicopter. PMID:27973429

Application of passive imaging polarimetry in the discrimination and detection of different color targets of identical shapes using color-blind imaging sensors

NASA Astrophysics Data System (ADS)

El-Saba, A. M.; Alam, M. S.; Surpanani, A.

2006-05-01

Important aspects of automatic pattern recognition systems are their ability to efficiently discriminate and detect proper targets with low false alarms. In this paper we extend the applications of passive imaging polarimetry to effectively discriminate and detect different color targets of identical shapes using color-blind imaging sensor. For this case of study we demonstrate that traditional color-blind polarization-insensitive imaging sensors that rely only on the spatial distribution of targets suffer from high false detection rates, especially in scenarios where multiple identical shape targets are present. On the other hand we show that color-blind polarization-sensitive imaging sensors can successfully and efficiently discriminate and detect true targets based on their color only. We highlight the main advantages of using our proposed polarization-encoded imaging sensor.

Validation of Leaf Area Index measurements based on the Wireless Sensor Network platform

NASA Astrophysics Data System (ADS)

Song, Q.; Li, X.; Liu, Q.

2017-12-01

The leaf area index (LAI) is one of the important parameters for estimating plant canopy function, which has significance for agricultural analysis such as crop yield estimation and disease evaluation. The quick and accurate access to acquire crop LAI is particularly vital. In the study, LAI measurement of corn crops is mainly through three kinds of methods: the leaf length and width method (LAILLW), the instruments indirect measurement method (LAII) and the leaf area index sensor method(LAIS). Among them, LAI value obtained from LAILLW can be regarded as approximate true value. LAI-2200,the current widespread LAI canopy analyzer,is used in LAII. LAIS based on wireless sensor network can realize the automatic acquisition of crop images,simplifying the data collection work,while the other two methods need person to carry out field measurements.Through the comparison of LAIS and other two methods, the validity and reliability of LAIS observation system is verified. It is found that LAI trend changes are similar in three methods, and the rate of change of LAI has an increase with time in the first two months of corn growth when LAIS costs less manpower, energy and time. LAI derived from LAIS is more accurate than LAII in the early growth stage,due to the small blade especially under the strong light. Besides, LAI processed from a false color image with near infrared information is much closer to the true value than true color picture after the corn growth period up to one and half months.

Application of the Remotely Piloted Aircraft (RPA) 'MASC' in Atmospheric Boundary Layer Research

NASA Astrophysics Data System (ADS)

Wildmann, Norman; Bange, Jens

2014-05-01

The remotely piloted aircraft (RPA) MASC (Multipurpose Airborne Sensor Carrier) was developed at the University of Tübingen in cooperation with the University of Stuttgart, University of Applied Sciences Ostwestfalen-Lippe and 'ROKE-Modelle'. Its purpose is the investigation of thermodynamic processes in the atmospheric boundary layer (ABL), including observations of temperature, humidity and wind profiles, as well as the measurement of turbulent heat, moisture and momentum fluxes. The aircraft is electrically powered, has a maximum wingspan of 3.40 m and a total weight of 5-8 kg, depending on battery- and payload. The standard meteorological payload consists of temperature sensors, a humidity sensor, a flow probe, an inertial measurement unit and a GNSS. In normal operation, the aircraft is automatically controlled by the ROCS (Research Onboard Computer System) autopilot to be able to fly predefined paths at constant altitude and airspeed. Since 2010 the system has been tested and improved intensively. In September 2012 first comparative tests could successfully be performed at the Lindenberg observatory of Germany's National Meteorological Service (DWD). In 2013, several campaigns were done with the system, including fundamental boundary layer research, wind energy meteorology and assistive measurements to aerosol investigations. The results of a series of morning transition experiments in summer 2013 will be presented to demonstrate the capabilities of the measurement system. On several convective days between May and September, vertical soundings were done to record the evolution of the ABL in the early morning, from about one hour after sunrise, until noon. In between the soundings, flight legs of up to 1 km length were performed to measure turbulent statistics and fluxes at a constant altitude. With the help of surface flux measurements of a sonic anemometer, methods of similarity theory could be applied to the RPA flux measurements to compare them to literature. The results show prospects and limitations of boundary layer research with a single RPA at the present state of the art.

HiMAT highly maneuverable aircraft technology, flight report

NASA Technical Reports Server (NTRS)

1982-01-01

Flight verification of a primary flight control system, designed to control the unstable HiMAT aircraft is presented. The initial flight demonstration of a maneuver autopilot in the level cruise mode and the gathering of a limited amount of airspeed calibration data.

14 CFR 23.409 - Tabs.

Code of Federal Regulations, 2010 CFR

2010-01-01

...: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Structure Control Surface and System Loads § 23.409 Tabs. Control surface tabs must be designed for the most severe combination of airspeed and tab deflection likely to be obtained within the flight envelope for any usable loading condition. ...

Three-dimensional flow measurements in a vaneless radial turbine scroll

NASA Technical Reports Server (NTRS)

Tabakoff, W.; Wood, B.; Vittal, B. V. R.

1982-01-01

The flow behavior in a vaneless radial turbine scroll was examined experimentally. The data was obtained using the slant sensor technique of hot film anemometry. This method used the unsymmetric heat transfer characteristics of a constant temperature hot film sensor to detect the flow direction and magnitude. This was achieved by obtaining a velocity vector measurement at three sensor positions with respect to the flow. The true magnitude and direction of the velocity vector was then found using these values and a Newton-Raphson numerical technique. The through flow and secondary flow velocity components are measured at various points in three scroll sections.

Homing pigeons (Columba livia) modulate wingbeat characteristics as a function of route familiarity.

PubMed

Taylor, Lucy A; Portugal, Steven J; Biro, Dora

2017-08-15

Mechanisms of avian navigation have received considerable attention, but whether different navigational strategies are accompanied by different flight characteristics is unknown. Managing energy expenditure is critical for survival; therefore, understanding how flight characteristics, and hence energy allocation, potentially change with birds' familiarity with a navigational task could provide key insights into the costs of orientation. We addressed this question by examining changes in the wingbeat characteristics and airspeed of homing pigeons ( Columba livia ) as they learned a homing task. Twenty-one pigeons were released 20 times individually either 3.85 or 7.06 km from home. Birds were equipped with 5 Hz GPS trackers and 200 Hz tri-axial accelerometers. We found that, as the birds' route efficiency increased during the first six releases, their median peak-to-peak dorsal body (DB) acceleration and median DB amplitude also increased. This, in turn, led to higher airspeeds, suggesting that birds fly slower when traversing unfamiliar terrain. By contrast, after route efficiency stabilised, birds exhibited increasing wingbeat frequencies, which did not result in further increases in speed. Overall, higher wind support was also associated with lower wingbeat frequencies and increased DB amplitude. Our study suggests that the cost of early flights from an unfamiliar location may be higher than subsequent flights because of both inefficient routes (increased distance) and lower airspeeds (increased time). Furthermore, the results indicate, for the first time, that birds modulate their wingbeat characteristics as a function of navigational knowledge, and suggest that flight characteristics may be used as 'signatures' of birds' route familiarity. © 2017. Published by The Company of Biologists Ltd.

Turbulent dispersion of the icing cloud from spray nozzles used in icing tunnels

NASA Technical Reports Server (NTRS)

Marek, C. J.; Olsen, W. A., Jr.

1986-01-01

To correctly simulate flight in natural icing conditions, the turbulence in an icing simulator must be as low as possible. But some turbulence is required to mix the droplets from the spray nozzles and achieve an icing cloud of uniform liquid water content. The goal for any spray system is to obtain the widest possible spray cloud with the lowest possible turbulence in the test section of a icing tunnel. This investigation reports the measurement of turbulence and the three-dimensional spread of the cloud from a single spray nozzle. The task was to determine how the air turbulence and cloud width are affected by spray bars of quite different drag coefficients, by changes in the turbulence upstream of the spray, the droplet size, and the atomizing air. An ice accretion grid, located 6.3 m downstream of the single spray nozzle, was used to measure cloud spread. Both the spray bar and the grid were located in the constant velocity test section. Three spray bar shapes were tested: the short blunt spray bar used in the NASA Lewis Icing Research Tunnel, a thin 14.6 cm chord airfoil, and a 53 cm chord NACA 0012 airfoil. At the low airspeed (56 km/hr) the ice accretion pattern was axisymmetric and was not affected by the shape of the spray bar. At the high airspeed (169 km/hr) the spread was 30 percent smaller than at the low airspeed. For the widest cloud the spray bars should be located as far upstream in the low velocity plenum of the icing tunnel. Good comparison is obtained between the cloud spread data and predicitons from a two-dimensional cloud mixing computer code using the two equation turbulence (k epsilon g) model.

How Small is too Small True Microrobots and Nanorobots for Military Applications in 2035

DTIC Science & Technology

2010-04-01

field effect transistor or diode junction based.41 Additionally, NEMS sensors based on resonating thin films and nanowires42 and optical based...acoustic sensor is fabricated from piezoelectric thin films and measures 600 µm by 600 µm by 2.2 µm thick with a total volume of 0.0008 mm3.50 Since...microrobot systems by 2035. Reduction in thin film width dimensions (under 600 µm), in order to be able to physically incorporate this into a

14 CFR 29.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight and navigation instruments. 29.1303... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment General § 29.1303 Flight and navigation instruments. The following are required flight and navigational instruments: (a) An airspeed...

14 CFR 29.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight and navigation instruments. 29.1303... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment General § 29.1303 Flight and navigation instruments. The following are required flight and navigational instruments: (a) An airspeed...

14 CFR 27.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight and navigation instruments. 27.1303... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment General § 27.1303 Flight and navigation instruments. The following are the required flight and navigation instruments: (a) An airspeed...

14 CFR 27.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight and navigation instruments. 27.1303... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment General § 27.1303 Flight and navigation instruments. The following are the required flight and navigation instruments: (a) An airspeed...

14 CFR 25.1323 - Airspeed indicating system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... greater, throughout the speed range, from— (1) V MO to 1.23 V SR 1, with flaps retracted; and (2) 1.23 V SR 0 to V FE with flaps in the landing position. (d) From 1.23 VSR to the speed at which stall...

14 CFR 25.1323 - Airspeed indicating system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... greater, throughout the speed range, from— (1) V MO to 1.23 V SR 1, with flaps retracted; and (2) 1.23 V SR 0 to V FE with flaps in the landing position. (d) From 1.23 VSR to the speed at which stall...

14 CFR 27.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 27.1303... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment General § 27.1303 Flight and navigation instruments. The following are the required flight and navigation instruments: (a) An airspeed...

14 CFR 29.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 29.1303... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment General § 29.1303 Flight and navigation instruments. The following are required flight and navigational instruments: (a) An airspeed...

14 CFR 23.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2013 CFR

2013-01-01

... navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A magnetic direction indicator. (d... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 23.1303... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment...

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...

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...

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...

14 CFR 121.303 - Airplane instruments and equipment.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 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...

COMOPTEVFOR Acronym and Abbreviation List (CAAL).

DTIC Science & Technology

1981-10-01

KAST Kalman Automatic Sequential THA KIAS Knots Indicated Airspeed r4 .,-. , ......... :.77 -7 .. :7 LAAWC Local...Fo.Lce Issue MFON Missile Firing Oi-der Normal MFP Main Fr7ed Pump MGG ~ d1;Li Guided LGlide Bomb *MGS Motot Generator Set SMGU Midcourse. Guidance Unit Mi

14 CFR 23.691 - Artificial stall barrier system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.691 Artificial stall barrier system. If the function of an artificial stall... downward pitching control will be provided must be established. (b) Considering the plus and minus airspeed...

14 CFR 23.691 - Artificial stall barrier system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.691 Artificial stall barrier system. If the function of an artificial stall... downward pitching control will be provided must be established. (b) Considering the plus and minus airspeed...

14 CFR 23.691 - Artificial stall barrier system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.691 Artificial stall barrier system. If the function of an artificial stall... downward pitching control will be provided must be established. (b) Considering the plus and minus airspeed...

14 CFR 23.691 - Artificial stall barrier system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.691 Artificial stall barrier system. If the function of an artificial stall... downward pitching control will be provided must be established. (b) Considering the plus and minus airspeed...

14 CFR 23.691 - Artificial stall barrier system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.691 Artificial stall barrier system. If the function of an artificial stall... downward pitching control will be provided must be established. (b) Considering the plus and minus airspeed...

14 CFR 121.303 - Airplane instruments and equipment.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 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...

Pilot evaluation of sailplane handling qualities

NASA Technical Reports Server (NTRS)

Bennett, A. G., Jr.

1978-01-01

The evaluation sailplanes were found generally deficient in the area of cockpit layout. The pilots indicated general dissatisfaction with high pitch sensitivity especially when coupled with inertially induced stick forces. While all sailplanes were judged satisfactory for centering thermals and in the ease of speed control in circling flight, pilot opinions diverged on the maneuvering response, pull-out characteristics from a dive, and on phugoid damping. Lateral-directional control problems were noted mainly during takeoff and landing for most sailplanes with the landing wheel ahead of center of gravity. Pilot opinion of in-flight lateral-directional stability and control was generally satisfactory. Five of the evaluation sailplanes exhibited a very narrow airspeed band in which perceptible stall warning buffet occurred. However, this characteristic was considered not objectionable when stall recovery was easy. The pilots objected to the characteristics of a wide airspeed band of stall warning followed by a stall with yawing and rolling tendency and substantial loss of altitude during the stall. Glide path control for the evaluation sailplanes was found to be generally objectionable.

Math modeling for helicopter simulation of low speed, low altitude and steeply descending flight

NASA Technical Reports Server (NTRS)

Sheridan, P. F.; Robinson, C.; Shaw, J.; White, F.

1982-01-01

A math model was formulated to represent some of the aerodynamic effects of low speed, low altitude, and steeply descending flight. The formulation is intended to be consistent with the single rotor real time simulation model at NASA Ames Research Center. The effect of low speed, low altitude flight on main rotor downwash was obtained by assuming a uniform plus first harmonic inflow model and then by using wind tunnel data in the form of hub loads to solve for the inflow coefficients. The result was a set of tables for steady and first harmonic inflow coefficients as functions of ground proximity, angle of attack, and airspeed. The aerodynamics associated with steep descending flight in the vortex ring state were modeled by replacing the steady induced downwash derived from momentum theory with an experimentally derived value and by including a thrust fluctuations effect due to vortex shedding. Tables of the induced downwash and the magnitude of the thrust fluctuations were created as functions of angle of attack and airspeed.

Operational implications of some NACA/NASA rotary wing induced velocity studies

NASA Technical Reports Server (NTRS)

Heyson, H. H.

1980-01-01

Wind tunnel measurements show that the wake of a rotor, except at near-hovering speeds, is not like that of a propeller. The wake is more like that of a wing except that, because of the slow speeds, the wake velocities may be much greater. The helicopter can produce a wake hazard to following light aircraft that is disproportionately great compared to an equivalent fixed-wing aircraft. This hazard should be recognized by both pilots and airport controllers when operating in congested areas. Even simple momentum theory shows that, in autorotation and partial-power descent, the required power is a complex function of both airspeed and descent angle. The nonlinear characteristic, together with an almost total lack of usable instrumentation at low airspeeds, has led to numerous power-settling accidents. The same theory shows that there is a minimum forward speed at which a rotor can autorotate. Neglect of, or inadequate appraisal of this minimum speed has also led to numerous accidents. Ground effect and the problems it creates is discussed.

LPV Modeling and Control for Active Flutter Suppression of a Smart Airfoil

NASA Technical Reports Server (NTRS)

Al-Hajjar, Ali M. H.; Al-Jiboory, Ali Khudhair; Swei, Sean Shan-Min; Zhu, Guoming

2018-01-01

In this paper, a novel technique of linear parameter varying (LPV) modeling and control of a smart airfoil for active flutter suppression is proposed, where the smart airfoil has a groove along its chord and contains a moving mass that is used to control the airfoil pitching and plunging motions. The new LPV modeling technique is proposed that uses mass position as a scheduling parameter to describe the physical constraint of the moving mass, in addition the hard constraint at the boundaries is realized by proper selection of the parameter varying function. Therefore, the position of the moving mass and the free stream airspeed are considered the scheduling parameters in the study. A state-feedback based LPV gain-scheduling controller with guaranteed H infinity performance is presented by utilizing the dynamics of the moving mass as scheduling parameter at a given airspeed. The numerical simulations demonstrate the effectiveness of the proposed LPV control architecture by significantly improving the performance while reducing the control effort.

Sensor Anomaly Detection in Wireless Sensor Networks for Healthcare

PubMed Central

Haque, Shah Ahsanul; Rahman, Mustafizur; Aziz, Syed Mahfuzul

2015-01-01

Wireless Sensor Networks (WSN) are vulnerable to various sensor faults and faulty measurements. This vulnerability hinders efficient and timely response in various WSN applications, such as healthcare. For example, faulty measurements can create false alarms which may require unnecessary intervention from healthcare personnel. Therefore, an approach to differentiate between real medical conditions and false alarms will improve remote patient monitoring systems and quality of healthcare service afforded by WSN. In this paper, a novel approach is proposed to detect sensor anomaly by analyzing collected physiological data from medical sensors. The objective of this method is to effectively distinguish false alarms from true alarms. It predicts a sensor value from historic values and compares it with the actual sensed value for a particular instance. The difference is compared against a threshold value, which is dynamically adjusted, to ascertain whether the sensor value is anomalous. The proposed approach has been applied to real healthcare datasets and compared with existing approaches. Experimental results demonstrate the effectiveness of the proposed system, providing high Detection Rate (DR) and low False Positive Rate (FPR). PMID:25884786

Method for making a dynamic pressure sensor and a pressure sensor made according to the method

NASA Technical Reports Server (NTRS)

Zuckerwar, Allan J. (Inventor); Robbins, William E. (Inventor); Robins, Glenn M. (Inventor)

1994-01-01

A method for providing a perfectly flat top with a sharp edge on a dynamic pressure sensor using a cup-shaped stretched membrane as a sensing element is described. First, metal is deposited on the membrane and surrounding areas. Next, the side wall of the pressure sensor with the deposited metal is machined to a predetermined size. Finally, deposited metal is removed from the top of the membrane in small steps, by machining or lapping while the pressure sensor is mounted in a jig or the wall of a test object, until the true top surface of the membrane appears. A thin indicator layer having a color contrasting with the color of the membrane may be applied to the top of the membrane before metal is deposited to facilitate the determination of when to stop metal removal from the top surface of the membrane.

VIBRATIONAL SPECTROSCOPIC SENSORS Fundamentals, Instrumentation and Applications

NASA Astrophysics Data System (ADS)

Kraft, Martin

In textbook descriptions of chemical sensors, almost invariably a chemical sensor is described as a combination of a (dumb) transducer and a (smart) recognition layer. The reason for this is that most transducers, while (reasonably) sensitive, have limited analyte specificity. This is in particular true for non-optical, e.g. mass-sensitive or electrochemical systems, but also many optical transducers are as such incapable of distinguishing between different substances. Consequently, to build sensors operational in multicomponent environments, such transducers must be combined with physicochemical, chemical or biochemical recognition systems providing the required analyte specificity. Although advancements have been made in this field over the last years, selective layers are frequently not (yet) up to the demands set by industrial or environmental applications, in particular when operated over prolonged periods of time. Another significant obstacle are cross-sensitivities that may interfere with the analytical accuracy. Together, these limitations restrict the real-world applicability of many otherwise promising chemical sensors.

UAVs - Current Situation and Considerations for the Way Forward

DTIC Science & Technology

2000-04-01

and UGV command and control relay. Examples Altus, Hermes 1500, Heron (EagleStar), I.GNAT, Perseus, Predator, Theseus The arrival of shipborne VTOL...Silver Arrow, Israel), Theseus (Aurora Flight Scien- RPB-35 ces, USA). , - Airspeed Airships, UK AS-A100 & 400 / AS-600 & 800 - Automation Institute

Update to the USDA-ARS fixed-wing spray nozzle models

USDA-ARS?s Scientific Manuscript database

The current USDA ARS Aerial Spray Nozzle Models were updated to reflect both new standardized measurement methods and systems, as well as, to increase operational spray pressure, aircraft airspeed and nozzle orientation angle limits. The new models were developed using both Central Composite Design...

Antennal Regulation of Migratory Flight in the Neotropical Moth, Urania fulgens

USDA-ARS?s Scientific Manuscript database

Migrating insects use their sensory system to acquire local and global cues about their surroundings. Previous research on tethered insects has suggested that in addition to vision and bending of cephalic bristles, insects use antennal mechanosensory feedback to maintain their airspeeds. Due to larg...

77 FR 67559 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-13

..., which could result in erroneous airspeed and altitude indications and consequent loss of control of the... altitude indications and consequent loss of control of the airplane. (f) Compliance You are responsible for... requires replacing certain water accumulator assemblies having a certain part installed on the pitot and...

78 FR 65190 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-31

... altitude indications, and consequent loss of control of the airplane. DATES: This AD becomes effective... result in erroneous airspeed and altitude indications [and consequent loss of control of the airplane... indications, and consequent loss of control of the airplane. (f) Compliance You are responsible for having the...

14 CFR 91.309 - Towing: Gliders and unpowered ultralight vehicles.

Code of Federal Regulations, 2010 CFR

2010-01-01

... vehicle have agreed upon a general course of action, including takeoff and release signals, airspeeds, and... vehicles. 91.309 Section 91.309 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Special...

14 CFR 29.1303 - Flight and navigation instruments.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight and navigation instruments. 29.1303... navigation instruments. The following are required flight and navigational instruments: (a) An airspeed... sensitive altimeter. (c) A magnetic direction indicator. (d) A clock displaying hours, minutes, and seconds...

14 CFR 27.1583 - Operating limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

....1583 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Manual and Approved Manual Material § 27.1583 Operating limitations. (a) Airspeed and rotor limitations... Aviation Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424, and 1425); and sec. 6(c) of the Dept. of...

14 CFR 27.1583 - Operating limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

....1583 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Manual and Approved Manual Material § 27.1583 Operating limitations. (a) Airspeed and rotor limitations... Aviation Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424, and 1425); and sec. 6(c) of the Dept. of...

14 CFR 27.1583 - Operating limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

....1583 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Manual and Approved Manual Material § 27.1583 Operating limitations. (a) Airspeed and rotor limitations... Aviation Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424, and 1425); and sec. 6(c) of the Dept. of...

14 CFR 27.1583 - Operating limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

....1583 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Manual and Approved Manual Material § 27.1583 Operating limitations. (a) Airspeed and rotor limitations... Aviation Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424, and 1425); and sec. 6(c) of the Dept. of...

Experimental Verification of Buffet Calculation Procedure Using Unsteady PSP

NASA Technical Reports Server (NTRS)

Panda, Jayanta

2016-01-01

Typically a limited number of dynamic pressure sensors are employed to determine the unsteady aerodynamic forces on large, slender aerospace structures. The estimated forces are known to be very sensitive to the number of the dynamic pressure sensors and the details of the integration scheme. This report describes a robust calculation procedure, based on frequency-specific correlation lengths, that is found to produce good estimation of fluctuating forces from a few dynamic pressure sensors. The validation test was conducted on a flat panel, placed on the floor of a wind tunnel, and was subjected to vortex shedding from a rectangular bluff-body. The panel was coated with fast response Pressure Sensitive Paint (PSP), which allowed time-resolved measurements of unsteady pressure fluctuations on a dense grid of spatial points. The first part of the report describes the detail procedure used to analyze the high-speed, PSP camera images. The procedure includes steps to reduce contamination by electronic shot noise, correction for spatial non-uniformities, and lamp brightness variation, and finally conversion of fluctuating light intensity to fluctuating pressure. The latter involved applying calibration constants from a few dynamic pressure sensors placed at selective points on the plate. Excellent comparison in the spectra, coherence and phase, calculated via PSP and dynamic pressure sensors validated the PSP processing steps. The second part of the report describes the buffet validation process, for which the first step was to use pressure histories from all PSP points to determine the "true" force fluctuations. In the next step only a selected number of pixels were chosen as "virtual sensors" and a correlation-length based buffet calculation procedure was applied to determine "modeled" force fluctuations. By progressively decreasing the number of virtual sensors it was observed that the present calculation procedure was able to make a close estimate of the "true" unsteady forces only from four sensors. It is believed that the present work provides the first validation of the buffet calculation procedure which has been used for the development of many space vehicles.

Military Performance and Health Monitoring in Extreme Environments

DTIC Science & Technology

2009-10-01

radiation and wind to give a true temperature reading . At high ambient temperatures, in particular in combination with solar radiation, objects may...Equivital multi-sensor unit enabling the real-time, parallel and continuous assessment of EKG (and heart rate), respiration (and respiration rate), skin

14 CFR 25.201 - Stall demonstration.

Code of Federal Regulations, 2010 CFR

2010-01-01

...; or (3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when... steady rate of speed reduction can be established, apply the longitudinal control so that the speed... flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 29.1321 - Arrangement and visibility.

Code of Federal Regulations, 2011 CFR

2011-01-01

...— (1) The instrument that most effectively indicates attitude must be on the panel in the top center... directly below the attitude instrument; (3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and (4) The instrument that most effectively...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 25.201 - Stall demonstration.

Code of Federal Regulations, 2012 CFR

2012-01-01

...; or (3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when... steady rate of speed reduction can be established, apply the longitudinal control so that the speed... flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per...

14 CFR 25.201 - Stall demonstration.

Code of Federal Regulations, 2014 CFR

2014-01-01

...; or (3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when... steady rate of speed reduction can be established, apply the longitudinal control so that the speed... flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per...

14 CFR 29.1321 - Arrangement and visibility.

Code of Federal Regulations, 2012 CFR

2012-01-01

...— (1) The instrument that most effectively indicates attitude must be on the panel in the top center... directly below the attitude instrument; (3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and (4) The instrument that most effectively...

14 CFR 29.1321 - Arrangement and visibility.

Code of Federal Regulations, 2013 CFR

2013-01-01

...— (1) The instrument that most effectively indicates attitude must be on the panel in the top center... directly below the attitude instrument; (3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and (4) The instrument that most effectively...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 25.201 - Stall demonstration.

Code of Federal Regulations, 2011 CFR

2011-01-01

...; or (3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when... steady rate of speed reduction can be established, apply the longitudinal control so that the speed... flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per...

14 CFR 29.1321 - Arrangement and visibility.

Code of Federal Regulations, 2014 CFR

2014-01-01

...— (1) The instrument that most effectively indicates attitude must be on the panel in the top center... directly below the attitude instrument; (3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and (4) The instrument that most effectively...

14 CFR 25.201 - Stall demonstration.

Code of Federal Regulations, 2013 CFR

2013-01-01

...; or (3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when... steady rate of speed reduction can be established, apply the longitudinal control so that the speed... flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... conditions of airspeed, engine power, and airplane attitude. (d) The lift device control must be designed to... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Lift and drag devices, controls. 25.697... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25...

14 CFR 125.205 - Equipment requirements: Airplanes under IFR.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane under IFR unless it has— (a) A vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum... equipment necessary for safe emergency operation of the airplane; and (g) Two independent sources of energy...

14 CFR 125.205 - Equipment requirements: Airplanes under IFR.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane under IFR unless it has— (a) A vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum... equipment necessary for safe emergency operation of the airplane; and (g) Two independent sources of energy...

14 CFR 125.205 - Equipment requirements: Airplanes under IFR.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane under IFR unless it has— (a) A vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum... equipment necessary for safe emergency operation of the airplane; and (g) Two independent sources of energy...

14 CFR 125.205 - Equipment requirements: Airplanes under IFR.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplane under IFR unless it has— (a) A vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum... equipment necessary for safe emergency operation of the airplane; and (g) Two independent sources of energy...

14 CFR 125.205 - Equipment requirements: Airplanes under IFR.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane under IFR unless it has— (a) A vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum... equipment necessary for safe emergency operation of the airplane; and (g) Two independent sources of energy...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

... engines and powerplant components. (c) Each operating engine must— (1) For helicopters for which the use... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... one engine operative; and (2) Sea level. (f) The climb or descent must be conducted at an airspeed...

14 CFR 25.335 - Design airspeeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... must be conservative. (a) Design cruising speed, V C. For V C, the following apply: (1) The minimum value of V C must be sufficiently greater than V B to provide for inadvertent speed increases likely to... exceed the maximum speed in level flight at maximum continuous power for the corresponding altitude. (3...

14 CFR 23.1567 - Flight maneuver placard.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight maneuver placard. 23.1567 Section 23... Information Markings and Placards § 23.1567 Flight maneuver placard. (a) For normal category airplanes, there... the approved acrobatic maneuvers and the recommended entry airspeed for each. If inverted flight...

14 CFR 23.1567 - Flight maneuver placard.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight maneuver placard. 23.1567 Section 23... Information Markings and Placards § 23.1567 Flight maneuver placard. (a) For normal category airplanes, there... the approved acrobatic maneuvers and the recommended entry airspeed for each. If inverted flight...

14 CFR 121.305 - Flight and navigational equipment.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight and navigational equipment. 121.305... Flight and navigational equipment. No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with heated...

14 CFR 121.305 - Flight and navigational equipment.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight and navigational equipment. 121.305... Flight and navigational equipment. No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with heated...

14 CFR 121.305 - Flight and navigational equipment.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight and navigational equipment. 121.305... Flight and navigational equipment. No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with heated...

14 CFR 121.305 - Flight and navigational equipment.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight and navigational equipment. 121.305... Flight and navigational equipment. No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with heated...

14 CFR 29.729 - Retracting mechanism.

Code of Federal Regulations, 2014 CFR

2014-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779. (g...

14 CFR 27.729 - Retracting mechanism.

Code of Federal Regulations, 2010 CFR

2010-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779. (g...

14 CFR 29.729 - Retracting mechanism.

Code of Federal Regulations, 2012 CFR

2012-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779. (g...

14 CFR 27.729 - Retracting mechanism.

Code of Federal Regulations, 2013 CFR

2013-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779. (g...

14 CFR 29.729 - Retracting mechanism.

Code of Federal Regulations, 2011 CFR

2011-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779. (g...

14 CFR 29.729 - Retracting mechanism.

Code of Federal Regulations, 2013 CFR

2013-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779. (g...

14 CFR 27.729 - Retracting mechanism.

Code of Federal Regulations, 2012 CFR

2012-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779. (g...

14 CFR 27.729 - Retracting mechanism.

Code of Federal Regulations, 2011 CFR

2011-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779. (g...

14 CFR 27.729 - Retracting mechanism.

Code of Federal Regulations, 2014 CFR

2014-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779. (g...

14 CFR 29.729 - Retracting mechanism.

Code of Federal Regulations, 2010 CFR

2010-01-01

... loads occurring during retraction and extension at any airspeed up to the design maximum landing gear... of— (1) Any reasonably probable failure in the normal retraction system; or (2) The failure of any... location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779. (g...

Terminal Guidance of Autonomous Parafoils in High Wind-to-Airspeed Ratios

DTIC Science & Technology

2010-07-01

including; Onyx from Atair Aerospace, Panther from Pioneer Aerospace, Screamer from Strong Enter- prises, and Spades from Dutch Space all demonstrated...simultaneously. Examples of simple strategies are Onyx by Atair Aerospace [3, 4] and Screamer by Strong Enterprises [3] where homing takes the system to the

14 CFR 25.251 - Vibration and buffeting.

Code of Federal Regulations, 2011 CFR

2011-01-01

... cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the...) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any... the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the...

14 CFR 25.251 - Vibration and buffeting.

Code of Federal Regulations, 2014 CFR

2014-01-01

... cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the...) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any... the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the...

14 CFR 25.251 - Vibration and buffeting.

Code of Federal Regulations, 2010 CFR

2010-01-01

... cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the...) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any... the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the...

14 CFR 25.251 - Vibration and buffeting.

Code of Federal Regulations, 2012 CFR

2012-01-01

... cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the...) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any... the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the...

14 CFR 25.251 - Vibration and buffeting.

Code of Federal Regulations, 2013 CFR

2013-01-01

... cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the...) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any... the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the...

78 FR 22806 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-17

... indications, and consequent loss of control of the airplane. DATES: We must receive comments on this proposed... corrected, may result in erroneous airspeed and altitude indications [and consequent loss of control of the... consequent loss of control of the airplane. (f) Compliance You are responsible for having the actions...

14 CFR 27.173 - Static longitudinal stability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Static longitudinal stability. 27.173... longitudinal stability. (a) The longitudinal control must be designed so that a rearward movement of the... the maneuvers specified in § 27.175(a) through (d), the slope of the control position versus airspeed...

Atomization from agricultural spray nozzles: Effects of air shear and tank mix adjuvants

USDA-ARS?s Scientific Manuscript database

Spray adjuvants can have a substantial impact on spray atomization from agricultural nozzles; however, this process is also affected by the nozzle type, operating pressure and, for aerial application, the airspeed of application. Different types of ground spray nozzle can dramatically affect the im...

Measuring droplet size of agriuclutral spray nozzles - Measurement distance and airspeed effects

USDA-ARS?s Scientific Manuscript database

With a number of new spray testing laboratories going into operation within the U.S. and each gearing up to measure spray atomization from agricultural spray nozzles using laser diffraction, establishing and following a set of scientific standard procedures is crucial to long term data generation an...

Preliminary Airworthiness Evaluation AH-1S Helicopter with OGEE Tip Shape Rotor Blades

DTIC Science & Technology

1980-05-01

ENGINEER PROJECT PILOT HENRY ARNAIZ PROJECT ENGINEER DTIC MAY 1980 ELECTEV SEP 2 I8 Approved for public release; distribution unlimited. A UNITED STATES...compressibility effects between flights. 7. Airspeed and altitude were obtained from a boom-mounted pitot -static probe. Corrections for position error

14 CFR 29.1321 - Arrangement and visibility.

Code of Federal Regulations, 2010 CFR

2010-01-01

...— (1) The instrument that most effectively indicates attitude must be on the panel in the top center... directly below the attitude instrument; (3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and (4) The instrument that most effectively...

Video sensor architecture for surveillance applications.

PubMed

Sánchez, Jordi; Benet, Ginés; Simó, José E

2012-01-01

This paper introduces a flexible hardware and software architecture for a smart video sensor. This sensor has been applied in a video surveillance application where some of these video sensors are deployed, constituting the sensory nodes of a distributed surveillance system. In this system, a video sensor node processes images locally in order to extract objects of interest, and classify them. The sensor node reports the processing results to other nodes in the cloud (a user or higher level software) in the form of an XML description. The hardware architecture of each sensor node has been developed using two DSP processors and an FPGA that controls, in a flexible way, the interconnection among processors and the image data flow. The developed node software is based on pluggable components and runs on a provided execution run-time. Some basic and application-specific software components have been developed, in particular: acquisition, segmentation, labeling, tracking, classification and feature extraction. Preliminary results demonstrate that the system can achieve up to 7.5 frames per second in the worst case, and the true positive rates in the classification of objects are better than 80%.

Video Sensor Architecture for Surveillance Applications

PubMed Central

Sánchez, Jordi; Benet, Ginés; Simó, José E.

2012-01-01

This paper introduces a flexible hardware and software architecture for a smart video sensor. This sensor has been applied in a video surveillance application where some of these video sensors are deployed, constituting the sensory nodes of a distributed surveillance system. In this system, a video sensor node processes images locally in order to extract objects of interest, and classify them. The sensor node reports the processing results to other nodes in the cloud (a user or higher level software) in the form of an XML description. The hardware architecture of each sensor node has been developed using two DSP processors and an FPGA that controls, in a flexible way, the interconnection among processors and the image data flow. The developed node software is based on pluggable components and runs on a provided execution run-time. Some basic and application-specific software components have been developed, in particular: acquisition, segmentation, labeling, tracking, classification and feature extraction. Preliminary results demonstrate that the system can achieve up to 7.5 frames per second in the worst case, and the true positive rates in the classification of objects are better than 80%. PMID:22438723

Flight demonstration of a self repairing flight control system in a NASA F-15 fighter aircraft

NASA Technical Reports Server (NTRS)

Urnes, James M.; Stewart, James; Eslinger, Robert

1990-01-01

Battle damage causing loss of control capability can compromise mission objectives and even result in aircraft loss. The Self Repairing Flight Control System (SRFCS) flight development program directly addresses this issue with a flight control system design that measures the damage and immediately refines the control system commands to preserve mission potential. The system diagnostics process detects in flight the type of faults that are difficult to isolate post flight, and thus cause excessive ground maintenance time and cost. The control systems of fighter aircraft have the control power and surface displacement to maneuver the aircraft in a very large flight envelope with a wide variation in airspeed and g maneuvering conditions, with surplus force capacity available from each control surface. Digital flight control processors are designed to include built-in status of the control system components, as well as sensor information on aircraft control maneuver commands and response. In the event of failure or loss of a control surface, the SRFCS utilizes this capability to reconfigure control commands to the remaining control surfaces, thus preserving maneuvering response. Correct post-flight repair is the key to low maintainability support costs and high aircraft mission readiness. The SRFCS utilizes the large data base available with digital flight control systems to diagnose faults. Built-in-test data and sensor data are used as inputs to an Onboard Expert System process to accurately identify failed components for post-flight maintenance action. This diagnostic technique has the advantage of functioning during flight, and so is especially useful in identifying intermittent faults that are present only during maneuver g loads or high hydraulic flow requirements. A flight system was developed to test the reconfiguration and onboard maintenance diagnostics concepts on a NASA F-15 fighter aircraft.

Airborne seeker evaluation and test system

NASA Astrophysics Data System (ADS)

Jollie, William B.

1991-08-01

The Airborne Seeker Evaluation Test System (ASETS) is an airborne platform for development, test, and evaluation of air-to-ground seekers and sensors. ASETS consists of approximately 10,000 pounds of equipment, including sixteen racks of control, display, and recording electronics, and a very large stabilized airborne turret, all carried by a modified C- 130A aircraft. The turret measures 50 in. in diameter and extends over 50 in. below the aircraft. Because of the low ground clearance of the C-130, a unique retractor mechanism was designed to raise the turret inside the aircraft for take-offs and landings, and deploy the turret outside the aircraft for testing. The turret has over 7 cubic feet of payload space and can accommodate up to 300 pounds of instrumentation, including missile seekers, thermal imagers, infrared mapping systems, laser systems, millimeter wave radar units, television cameras, and laser rangers. It contains a 5-axis gyro-stabilized gimbal system that will maintain a line of sight in the pitch, roll, and yaw axes to an accuracy better than +/- 125 (mu) rad. The rack-mounted electronics in the aircraft cargo bay can be interchanged to operate any type of sensor and record the data. Six microcomputer subsystems operate and maintain all of the system components during a test mission. ASETS is capable of flying at altitudes between 200 and 20,000 feet, and at airspeeds ranging from 100 to 250 knots. Mission scenarios can include air-to-surface seeker testing, terrain mapping, surface target measurement, air-to-air testing, atmospheric transmission studies, weather data collection, aircraft or missile tracking, background signature measurements, and surveillance. ASETS is fully developed and available to support test programs.

Exploratory investigation of sound pressure level in the wake of an oscillating airfoil in the vicinity of stall

NASA Technical Reports Server (NTRS)

Gray, R. B.; Pierce, G. A.

1972-01-01

Wind tunnel tests were performed on two oscillating two-dimensional lifting surfaces. The first of these models had an NACA 0012 airfoil section while the second simulated the classical flat plate. Both of these models had a mean angle of attack of 12 degrees while being oscillated in pitch about their midchord with a double amplitude of 6 degrees. Wake surveys of sound pressure level were made over a frequency range from 16 to 32 Hz and at various free stream velocities up to 100 ft/sec. The sound pressure level spectrum indicated significant peaks in sound intensity at the oscillation frequency and its first harmonic near the wake of both models. From a comparison of these data with that of a sound level meter, it is concluded that most of the sound intensity is contained within these peaks and no appreciable peaks occur at higher harmonics. It is concluded that within the wake the sound intensity is largely pseudosound while at one chord length outside the wake, it is largely true vortex sound. For both the airfoil and flat plate the peaks appear to be more strongly dependent upon the airspeed than on the oscillation frequency. Therefore reduced frequency does not appear to be a significant parameter in the generation of wake sound intensity.

An analysis on 45° sweep tail angle for blended wing body aircraft to the aerodynamics coefficients by wind tunnel experiment

NASA Astrophysics Data System (ADS)

Latif, M. Z. A. Abd; Ahmad, M. A.; Nasir, R. E. Mohd; Wisnoe, W.; Saad, M. R.

2017-12-01

This paper presents the analysis of a model from UiTM Blended Wing Body (BWB) UAV, Baseline V that has been tested at UPNM high speed wind tunnel. Baseline V has a unique design due to different NACA sections used for its fuselage, body, wing root, midwing, wingtip, tail root, tail tip and the tail is swept 45° backward. The purpose of this experiment is to study the aerodynamic characteristics when the tail sweeps 45° backward. The experiments are conducted several times using 71.5% scaled down model at about 49.58 m/s airspeed or 25 Hz. The tail angle deflection is fixed and set at zero angle. All the data obtained is analyzed and presented in terms of coefficient of lift, coefficient of drag and also lift-to-drag ratio, and is plotted against various angles of attack. The angles of attack used for this experiments are between -10° to +30°. The blockage correction such as solid blockage, wake blockage and streamline curvature blockage are calculated in order to obtain true performance of the aircraft. From the observation, Baseline V shows that the aircraft tends to stall at around +15°. The maximum L/D ratio achieved for Baseline V is 20.8, however it decreases slightly to 20.7 after blockage corrections.

Fuzzy Logic Decoupled Lateral Control for General Aviation Airplanes

NASA Technical Reports Server (NTRS)

Duerksen, Noel

1997-01-01

It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control different airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control aileron or roll spoiler position. This controller was used to control bank angle for both a piston powered single engine aileron equipped airplane simulation and a business jet simulation which used spoilers for primary roll control. Overspeed, stall and overbank protection were incorporated in the form of expert systems supervisors and weighted fuzzy rules. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic lateral controller could be successfully used on two general aviation aircraft types that have very different characteristics. These controllers worked for both airplanes over their entire flight envelopes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle ]ever travel, etc.). This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.

Improved sensitivity high-definition interline CCD using the KODAK TRUESENSE color filter pattern

NASA Astrophysics Data System (ADS)

DiBella, James; Andreghetti, Marco; Enge, Amy; Chen, William; Stanka, Timothy; Kaser, Robert

2010-01-01

The KODAK TRUESENSE Color Filter Pattern has technology that for the first time is applied to a commercially available interline CCD. This 2/3" true-HD sensor will be described along with its performance attributes, including sensitivity improvement as compared to the Bayer CFA version of the same sensor. In addition, an overview of the system developed for demonstration and evaluation will be provided. Examples of the benefits of the new technology in specific applications including surveillance and intelligent traffic systems will be discussed.

A Commercial Architecture for Satellite Imagery

DTIC Science & Technology

2006-09-01

incorporates image detection from the visible and near - infrared wavelengths, 3) 16 Ball Aerospace...present limited total area coverage since the field of regard is smallest. The opposite is true for resolution and total area coverage near apogee. The...27 B. SENSOR FIELD OF REGARD ...................................................................27 1. Spherical Analysis

Improving Kinematic Accuracy of Soft Wearable Data Gloves by Optimizing Sensor Locations

PubMed Central

Kim, Dong Hyun; Lee, Sang Wook; Park, Hyung-Soon

2016-01-01

Bending sensors enable compact, wearable designs when used for measuring hand configurations in data gloves. While existing data gloves can accurately measure angular displacement of the finger and distal thumb joints, accurate measurement of thumb carpometacarpal (CMC) joint movements remains challenging due to crosstalk between the multi-sensor outputs required to measure the degrees of freedom (DOF). To properly measure CMC-joint configurations, sensor locations that minimize sensor crosstalk must be identified. This paper presents a novel approach to identifying optimal sensor locations. Three-dimensional hand surface data from ten subjects was collected in multiple thumb postures with varied CMC-joint flexion and abduction angles. For each posture, scanned CMC-joint contours were used to estimate CMC-joint flexion and abduction angles by varying the positions and orientations of two bending sensors. Optimal sensor locations were estimated by the least squares method, which minimized the difference between the true CMC-joint angles and the joint angle estimates. Finally, the resultant optimal sensor locations were experimentally validated. Placing sensors at the optimal locations, CMC-joint angle measurement accuracies improved (flexion, 2.8° ± 1.9°; abduction, 1.9° ± 1.2°). The proposed method for improving the accuracy of the sensing system can be extended to other types of soft wearable measurement devices. PMID:27240364

Measurement Of Crossflow Vortex Structure

NASA Technical Reports Server (NTRS)

Maddalon, Dal V.; Agarwal, Navel K.

1994-01-01

Method developed for measuring wavelengths of crossflow vortices by using surface-mounted, microthin, multielement hot-film sensors. Provides direct and true value of wavelength of crossflow vortices at various spanwise locations without localized flow disturbances. Attainment of laminar airflow on aircraft wings has significant potential for reducing drag and increasing fuel efficiency.

Thermocouples--The Most Widely Used Temperature Sensor in Manufacturing

ERIC Educational Resources Information Center

Mitts, Charles R.

2006-01-01

Researchers predict that future developments in nanotechnology will bring incredible, almost inconceivable, change to the manufacturing industry. For now, though, one of technology's most trusted tools remains very relevant: In the field of thermometry, thermocouples are a tried and true technology. As a consequence, material on thermocouples…

Online Sensor Fault Detection Based on an Improved Strong Tracking Filter

PubMed Central

Wang, Lijuan; Wu, Lifeng; Guan, Yong; Wang, Guohui

2015-01-01

We propose a method for online sensor fault detection that is based on the evolving Strong Tracking Filter (STCKF). The cubature rule is used to estimate states to improve the accuracy of making estimates in a nonlinear case. A residual is the difference in value between an estimated value and the true value. A residual will be regarded as a signal that includes fault information. The threshold is set at a reasonable level, and will be compared with residuals to determine whether or not the sensor is faulty. The proposed method requires only a nominal plant model and uses STCKF to estimate the original state vector. The effectiveness of the algorithm is verified by simulation on a drum-boiler model. PMID:25690553

Seismic Station Installation Orientation Errors at ANSS and IRIS/USGS Stations

USGS Publications Warehouse

Ringler, Adam T.; Hutt, Charles R.; Persfield, K.; Gee, Lind S.

2013-01-01

Many seismological studies depend on the published orientations of sensitive axes of seismic instruments relative to north (e.g., Li et al., 2011). For example, studies of the anisotropic structure of the Earth’s mantle through SKS‐splitting measurements (Long et al., 2009), constraints on core–mantle electromagnetic coupling from torsional normal‐mode measurements (Dumberry and Mound, 2008), and models of three‐dimensional (3D) velocity variations from surface waves (Ekström et al., 1997) rely on accurate sensor orientation. Unfortunately, numerous results indicate that this critical parameter is often subject to significant error (Laske, 1995; Laske and Masters, 1996; Yoshizawa et al., 1999; Schulte‐Pelkum et al., 2001; Larson and Ekström, 2002). For the Advanced National Seismic System (ANSS; ANSS Technical Integration Committee, 2002), the Global Seismographic Network (GSN; Butler et al., 2004), and many other networks, sensor orientation is typically determined by a field engineer during installation. Successful emplacement of a seismic instrument requires identifying true north, transferring a reference line, and measuring the orientation of the instrument relative to the reference line. Such an exercise is simple in theory, but there are many complications in practice. There are four commonly used methods for determining true north at the ANSS and GSN stations operated by the USGS Albuquerque Seismological Laboratory (ASL), including gyroscopic, astronomical, Global Positioning System (GPS), and magnetic field techniques. A particular method is selected based on site conditions (above ground, below ground, availability of astronomical observations, and so on) and in the case of gyroscopic methods, export restrictions. Once a north line has been determined, it must be translated to the sensor location. For installations in mines or deep vaults, this step can include tracking angles through the one or more turns in the access tunnel leading to the vault (e.g., GSN station WCI in Wyandotte Cave, Indiana). Finally, the third source of error comes from the ability of field engineers to orient the sensor relative to the reference line. In order to quantify bounds on the errors in each step in the orientation process, we conducted a series of tests at the ASL using twelve GSN and ANSS field engineers. The results from this exercise allow us to estimate upper bounds on the precision of our ability to orient instruments, as well as identify the sources of error in the procedures. We are also able to identify systematic bias of various true‐north‐finding methods relative to one another. Although we are unable to estimate the absolute accuracy of our orientation measurements due to our inability to identify true north without some error, the agreement between independent methods for finding true north provides confidence in the different approaches, assuming no systematic bias. Finally, our study neglects orientation errors that are beyond the control of the field engineer during a station visit. These additional errors can arise from deviations in the sensitive axes of the instruments relative to the case markings, processing errors (Holcomb, 2002) when comparing horizontal orientations relative to other sensors (e.g., borehole installations), and deviations of the sensitive axes of instruments from true orthogonality (e.g., instruments with separate modules such as the Streckeisen STS‐1).

14 CFR 23.149 - Minimum control speed.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Minimum control speed. 23.149 Section 23... Maneuverability § 23.149 Minimum control speed. (a) VMC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine...

In-Flight Pitot-Static Calibration

NASA Technical Reports Server (NTRS)

Foster, John V. (Inventor); Cunningham, Kevin (Inventor)

2016-01-01

A GPS-based pitot-static calibration system uses global output-error optimization. High data rate measurements of static and total pressure, ambient air conditions, and GPS-based ground speed measurements are used to compute pitot-static pressure errors over a range of airspeed. System identification methods rapidly compute optimal pressure error models with defined confidence intervals.

An Analysis of the U.S. Army’s T-11 Advanced Tactical Parachute System and Potential Path Forward

DTIC Science & Technology

2016-12-01

Oversight Council JRTC Joint Readiness Training Center JWG Joint Working Group kias Knots indicated air speed KPP Key Performance Parameter KSA Key...AGL +/- 125 feet altitude holding error) at 130 - 150 knots indicated airspeed ( KIAS ) with a parachutist weighing 332 pounds including equipment

14 CFR 23.1545 - Airspeed indicator.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) The following markings must be made: (1) For the never-exceed speed V NE, a radial red line. (2) For the caution range, a yellow arc extending from the red line specified in paragraph (b)(1) of this... gear and wing flaps retracted, and the upper limit at the maximum structural cruising speed V NO...

14 CFR 23.145 - Longitudinal control.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Maneuverability § 23.145 Longitudinal control. (a) With the airplane as nearly as possible in trim at 1.3 VS1, it must be possible, at speeds below the trim speed, to pitch the nose downward so that the rate of increase in airspeed allows prompt acceleration to the trim speed with— (1) Maximum continuous power on...

Airspeed and orifice size affect spray droplet spectra from an aerial electrostatic nozzle for rotary-wing applications

USDA-ARS?s Scientific Manuscript database

The aerial electrostatic spraying system patented by the USDA-ARS is a unique aerial application system which inductively charges spray droplets for the purpose of increasing deposition and efficacy. While this system has many potential benefits, no published data exits which describe how changes i...

14 CFR 25.177 - Static lateral-directional stability.

Code of Federal Regulations, 2013 CFR

2013-01-01

... with the rudder free) must be positive for any landing gear and flap position and symmetric power... with the aileron controls free) for any landing gear and flap position and symmetric power condition... the following airspeed ranges: (1) From 1.13 VSR1 to VMO/MMO. (2) From VMO/MMO to VFC/MFC, unless the...

Engine Inlet Anti-Icing System Evaluation Procedure

DTIC Science & Technology

1980-01-01

Content: Approximately 0.5 to 2.0 g/m3 Median Droplet Size: 11 to 20 Um Airspeed capability with the TFE731 nacelle installed was approximately 240 KTAS...employed for icing tests was adapted from a full-scale nacelle for the Garret-AiResearch Corporation TFE731 -2 turbofan engine. Modification to the nacelle

14 CFR 25.103 - Stall speed.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Stall speed. 25.103 Section 25.103... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.103 Stall speed. (a) The reference stall speed, VSR, is a calibrated airspeed defined by the applicant. VSR may not be less than a 1-g stall...

14 CFR 25.1505 - Maximum operating limit speed.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Maximum operating limit speed. 25.1505... Operating Limitations § 25.1505 Maximum operating limit speed. The maximum operating limit speed (V MO/M MO airspeed or Mach Number, whichever is critical at a particular altitude) is a speed that may not be...

14 CFR 25.1505 - Maximum operating limit speed.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Maximum operating limit speed. 25.1505... Operating Limitations § 25.1505 Maximum operating limit speed. The maximum operating limit speed (V MO/M MO airspeed or Mach Number, whichever is critical at a particular altitude) is a speed that may not be...

14 CFR 25.103 - Stall speed.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Stall speed. 25.103 Section 25.103... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.103 Stall speed. (a) The reference stall speed, VSR, is a calibrated airspeed defined by the applicant. VSR may not be less than a 1-g stall...

14 CFR 23.149 - Minimum control speed.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Minimum control speed. 23.149 Section 23... Maneuverability § 23.149 Minimum control speed. (a) VMC is the calibrated airspeed at which, when the critical... still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of...

14 CFR 23.149 - Minimum control speed.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Minimum control speed. 23.149 Section 23... Maneuverability § 23.149 Minimum control speed. (a) VMC is the calibrated airspeed at which, when the critical... still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., or to an airspeed, altimeter, rate of climb, or flight attitude instrument system, except under the..., rate of climb, or flight attitude instrument system. (d) Except for an airplane that has ice protection... attitude instrument system, or wing, except that takeoffs may be made with frost under the wing in the area...

Turbulent dispersivity under conditions relevant to airborne disease transmission between laboratory animals

NASA Astrophysics Data System (ADS)

Halloran, Siobhan; Ristenpart, William

2013-11-01

Virologists and other researchers who test pathogens for airborne disease transmissibility often place a test animal downstream from an inoculated animal and later determine whether the test animal became infected. Despite the crucial role of the airflow in pathogen transmission between the animals, to date the infectious disease community has paid little attention to the effect of airspeed or turbulent intensity on the probability of transmission. Here we present measurements of the turbulent dispersivity under conditions relevant to experimental tests of airborne disease transmissibility between laboratory animals. We used time lapse photography to visualize the downstream transport and turbulent dispersion of smoke particulates released from a point source downstream of an axial fan, thus mimicking the release and transport of expiratory aerosols exhaled by an inoculated animal. We show that for fan-generated turbulence the plume width is invariant with the mean airspeed and, close to the point source, increases linearly with downstream position. Importantly, the turbulent dispersivity is insensitive to the presence of meshes placed downstream from the point source, indicating that the fan length scale dictates the turbulent intensity and corresponding dispersivity.

Grumman OV-1C in flight

NASA Technical Reports Server (NTRS)

1983-01-01

Grumman OV-1C in flight. This OV-1C Mohawk, serial #67-15932, was used in a joint NASA/US Army Aviation Engineering Flight Activity (USAAEFA) program to study a stall-speed warning system in the early 1980s. NASA designed and built an automated stall-speed warning system which presented both airspeed and stall speed to the pilot. Visual indication of impending stall would be displayed to the pilot as a cursor or pointer located on a conventional airspeed indicator. In addition, an aural warning at predetermined stall margins was presented to the pilot through a voice synthesizer. The Mohawk was developed by Grumman Aircraft as a photo observation and reconnaissance aircraft for the US Marines and the US Army. The OV-1 entered production in October 1959 and served the US Army in Europe, Korea, the Viet Nam War, Central and South America, Alaska, and during Desert Shield/Desert Storm in the Middle East. The Mohawk was retired from service in September 1996. 133 OV-1Cs were built, the 'C' designating the model which used an IR (infrared) imaging system to provide reconnaissance.

Preliminary flight evaluation of F100 engine model derivative airstart capability in an F-15 airplane

NASA Technical Reports Server (NTRS)

Cho, T. K.; Burcham, F. W., Jr.

1984-01-01

A series of airstarts was conducted in an F-15 airplane with two prototype F100 engine model derivative (EMD) engines equipped with digital electronic engine control (DEEC) systems. The airstart envelope and time required for airstarts were defined. The success of an airstart is most heavily dependent on airspeed. Spooldown airstarts at 200 knots and higher were all successful. Spooldown airstart times ranged from 53 sec at 250 knots to 170 sec at 175 knots. Jet fuel starter (JFS) assisted airstarts were conducted at 175 knots at two altitudes, and airstart times were 50 and 60 sec, significantly faster than unassisted airstart. The effect of altitude on airstarts was small. In addition, the airstart characteristics of the two test engines were found to closely resemble each other. The F100 EMD airstart characteristics were very similar to the DEEC equipped F100 engine tested previously. Finally, the time required to spool down from intermediate power compressor rotor speed to a given compressor rotor speed was found to be a strong function of altitude and a weaker function of airspeed.

Tiltrotor Vibration Reduction Through Higher Harmonic Control

NASA Technical Reports Server (NTRS)

Nixon, Mark W.; Kvaternik, Raymond G.; Settle, T. Ben

1997-01-01

The results of a joint NASA/Army/Bell Helicopter Textron wind-tunnel test to assess the potential of higher harmonic control (HHC) for reducing vibrations in tiltrotor aircraft operating in the airplane mode of flight, and to evaluate the effectiveness of a Bell-developed HHC algorithm called MAVSS (Multipoint Adaptive Vibration Suppression System) are presented. The test was conducted in the Langley Transonic Dynamics Tunnel using an unpowered 1/5-scale semispan aeroelastic model of the V-22 which was modified to incorporate an HHC system employing both the rotor swashplate and the wing flaperon. The effectiveness of the swashplate and the flaperon acting either singly or in combination in reducing IP and 3P wing vibrations over a wide range of tunnel airspeeds and rotor rotational speeds was demonstrated. The MAVSS algorithm was found to be robust to variations in tunnel airspeed and rotor speed, requiring only occasional on-line recalculations of the system transfer matrix. HHC had only a small (usually beneficial) effect on blade loads but increased pitch link loads by 25%. No degradation in aeroelastic stability was noted for any of the conditions tested.

Propulsion system performance resulting from an integrated flight/propulsion control design

NASA Technical Reports Server (NTRS)

Mattern, Duane; Garg, Sanjay

1992-01-01

Propulsion-system-specific results are presented from the application of the integrated methodology for propulsion and airframe control (IMPAC) design approach to integrated flight/propulsion control design for a 'short takeoff and vertical landing' (STOVL) aircraft in transition flight. The IMPAC method is briefly discussed and the propulsion system specifications for the integrated control design are examined. The structure of a linear engine controller that results from partitioning a linear centralized controller is discussed. The details of a nonlinear propulsion control system are presented, including a scheme to protect the engine operational limits: the fan surge margin and the acceleration/deceleration schedule that limits the fuel flow. Also, a simple but effective multivariable integrator windup protection scheme is examined. Nonlinear closed-loop simulation results are presented for two typical pilot commands for transition flight: acceleration while maintaining flightpath angle and a change in flightpath angle while maintaining airspeed. The simulation nonlinearities include the airframe/engine coupling, the actuator and sensor dynamics and limits, the protection scheme for the engine operational limits, and the integrator windup protection. Satisfactory performance of the total airframe plus engine system for transition flight, as defined by the specifications, was maintained during the limit operation of the closed-loop engine subsystem.

Vertical distributions of fluorescent aerosol over the Eastern U.S.

NASA Astrophysics Data System (ADS)

Perring, A. E.; Robinson, E. S.; Schwarz, J. P.; Gao, R. S.

2016-12-01

The prevalence of bioaerosol in the atmosphere is relevant to atmospheric chemistry, microbial ecology and climate. These particles can act as effective cloud condensation nuclei (CCN) and ice nuclei (IN), representing a potential feedback between vegetation and precipitation. As bioaerosol frequently account for a substantial fraction of coarse mode aerosol in the boundary layer, they may have significant impacts on mixed-phase and/or cirrus cloud formation and climate. Very few measurements are available, however, to constrain loadings of bioaerosol in the free troposphere. Here we present vertical profiles of fluorescent aerosol concentration as a proxy for bioaerosol. The data were obtained over the eastern U.S. during the summer of 2016 using a Wide Band Integrated Bioaerosol Sensor (WIBS) installed aboard a NOAA Twin Otter research aircraft. The airspeed and inlet configuration were chosen to permit efficient sampling of aerosol with diameters of up to 10 μm. Vertical profiles extend from 1000 to 17,500 feet AGL, spanning a temperature range relevant to ice formation. 100 hours of data cover a latitude range from 30N to 46N and target a variety of potential bioaerosol source regions including forests, croplands, the Gulf of Mexico, and Lake Michigan. Observed vertical profiles are compared to expected loadings based on current model parameterizations and implications are discussed.

Tri-linear color multi-linescan sensor with 200 kHz line rate

NASA Astrophysics Data System (ADS)

Schrey, Olaf; Brockherde, Werner; Nitta, Christian; Bechen, Benjamin; Bodenstorfer, Ernst; Brodersen, Jörg; Mayer, Konrad J.

2016-11-01

In this paper we present a newly developed linear CMOS high-speed line-scanning sensor realized in a 0.35 μm CMOS OPTO process for line-scan with 200 kHz true RGB and 600 kHz monochrome line rate, respectively. In total, 60 lines are integrated in the sensor allowing for electronic position adjustment. The lines are read out in rolling shutter manner. The high readout speed is achieved by a column-wise organization of the readout chain. At full speed, the sensor provides RGB color images with a spatial resolution down to 50 μm. This feature enables a variety of applications like quality assurance in print inspection, real-time surveillance of railroad tracks, in-line monitoring in flat panel fabrication lines and many more. The sensor has a fill-factor close to 100%, preventing aliasing and color artefacts. Hence the tri-linear technology is robust against aliasing ensuring better inspection quality and thus less waste in production lines.

Fault tolerant multi-sensor fusion based on the information gain

NASA Astrophysics Data System (ADS)

Hage, Joelle Al; El Najjar, Maan E.; Pomorski, Denis

2017-01-01

In the last decade, multi-robot systems are used in several applications like for example, the army, the intervention areas presenting danger to human life, the management of natural disasters, the environmental monitoring, exploration and agriculture. The integrity of localization of the robots must be ensured in order to achieve their mission in the best conditions. Robots are equipped with proprioceptive (encoders, gyroscope) and exteroceptive sensors (Kinect). However, these sensors could be affected by various faults types that can be assimilated to erroneous measurements, bias, outliers, drifts,… In absence of a sensor fault diagnosis step, the integrity and the continuity of the localization are affected. In this work, we present a muti-sensors fusion approach with Fault Detection and Exclusion (FDE) based on the information theory. In this context, we are interested by the information gain given by an observation which may be relevant when dealing with the fault tolerance aspect. Moreover, threshold optimization based on the quantity of information given by a decision on the true hypothesis is highlighted.

Deconvolution of continuous paleomagnetic data from pass-through magnetometer: A new algorithm to restore geomagnetic and environmental information based on realistic optimization

NASA Astrophysics Data System (ADS)

Oda, Hirokuni; Xuan, Chuang

2014-10-01

development of pass-through superconducting rock magnetometers (SRM) has greatly promoted collection of paleomagnetic data from continuous long-core samples. The output of pass-through measurement is smoothed and distorted due to convolution of magnetization with the magnetometer sensor response. Although several studies could restore high-resolution paleomagnetic signal through deconvolution of pass-through measurement, difficulties in accurately measuring the magnetometer sensor response have hindered the application of deconvolution. We acquired reliable sensor response of an SRM at the Oregon State University based on repeated measurements of a precisely fabricated magnetic point source. In addition, we present an improved deconvolution algorithm based on Akaike's Bayesian Information Criterion (ABIC) minimization, incorporating new parameters to account for errors in sample measurement position and length. The new algorithm was tested using synthetic data constructed by convolving "true" paleomagnetic signal containing an "excursion" with the sensor response. Realistic noise was added to the synthetic measurement using Monte Carlo method based on measurement noise distribution acquired from 200 repeated measurements of a u-channel sample. Deconvolution of 1000 synthetic measurements with realistic noise closely resembles the "true" magnetization, and successfully restored fine-scale magnetization variations including the "excursion." Our analyses show that inaccuracy in sample measurement position and length significantly affects deconvolution estimation, and can be resolved using the new deconvolution algorithm. Optimized deconvolution of 20 repeated measurements of a u-channel sample yielded highly consistent deconvolution results and estimates of error in sample measurement position and length, demonstrating the reliability of the new deconvolution algorithm for real pass-through measurements.

Architecture and applications of a high resolution gated SPAD image sensor

PubMed Central

Burri, Samuel; Maruyama, Yuki; Michalet, Xavier; Regazzoni, Francesco; Bruschini, Claudio; Charbon, Edoardo

2014-01-01

We present the architecture and three applications of the largest resolution image sensor based on single-photon avalanche diodes (SPADs) published to date. The sensor, fabricated in a high-voltage CMOS process, has a resolution of 512 × 128 pixels and a pitch of 24 μm. The fill-factor of 5% can be increased to 30% with the use of microlenses. For precise control of the exposure and for time-resolved imaging, we use fast global gating signals to define exposure windows as small as 4 ns. The uniformity of the gate edges location is ∼140 ps (FWHM) over the whole array, while in-pixel digital counting enables frame rates as high as 156 kfps. Currently, our camera is used as a highly sensitive sensor with high temporal resolution, for applications ranging from fluorescence lifetime measurements to fluorescence correlation spectroscopy and generation of true random numbers. PMID:25090572

Evaluation of Gust and Draft Velocities from Flights of P-61c Airplanes within Thunderstorms. II - July 9, 1946 to July 11, 1946 at Orlando, Florida. II; July 9, 1946 to July 11, 1946 at Orlando, Florida

NASA Technical Reports Server (NTRS)

Tolefson, Harold B.

1946-01-01

The results obtained from an evaluation for gust and draft velocities of acceleration and airspeed-altitude records taken by NACA recording instruments installed in P-61c airplanes participating in thunderstorm flights 6, 7, and 8 of July 9, 1946, July 10, 1946, and July 11, 1946, respectively, are presented herein. These data are summarized in tables I and II. In accordance with a recent discussion with a member of the U.S. Weather Bureau staff, the tabulated results for the present flight include in addition to data of the type presented in reference 1, the initial heading of the airplane for each traverse, the pressure altitude at the start of each traverse in increments of 500 feet, and the gust gradient distance when it could be evaluated. The cloud entry and exit times for the present data were taken from motion-picture records of the pilot's instrument panels whenever such records were available while the length fo the traverses in seconds and feet was taken from the airspeed-altitude records. In many cases, however, poor agreement is indicated between the duration of the cloud traverses as obtained from the motion-picture records and from the airspeed-altitude records. This result is believed to be due to camera stoppages, inaccurate spring mechanisms of the clocks, and loss of motion-picture record in exposure or development. With reference to the evaluation of gust data, the nominal threshold was about 2 feet per second. In making gust counts to this threshold, some gusts below that threshold have been included due to limitations of the procedure used. Thus, it will be noted that in some instances gust counts are given in table I although now corresponding gust velocities are listed.

Nanometric Integrated Temperature and Thermal Sensors in CMOS-SOI Technology.

PubMed

Malits, Maria; Nemirovsky, Yael

2017-07-29

This paper reviews and compares the thermal and noise characterization of CMOS (complementary metal-oxide-semiconductor) SOI (Silicon on insulator) transistors and lateral diodes used as temperature and thermal sensors. DC analysis of the measured sensors and the experimental results in a broad (300 K up to 550 K) temperature range are presented. It is shown that both sensors require small chip area, have low power consumption, and exhibit linearity and high sensitivity over the entire temperature range. However, the diode's sensitivity to temperature variations in CMOS-SOI technology is highly dependent on the diode's perimeter; hence, a careful calibration for each fabrication process is needed. In contrast, the short thermal time constant of the electrons in the transistor's channel enables measuring the instantaneous heating of the channel and to determine the local true temperature of the transistor. This allows accurate "on-line" temperature sensing while no additional calibration is needed. In addition, the noise measurements indicate that the diode's small area and perimeter causes a high 1/ f noise in all measured bias currents. This is a severe drawback for the sensor accuracy when using the sensor as a thermal sensor; hence, CMOS-SOI transistors are a better choice for temperature sensing.

F-8C adaptive flight control extensions. [for maximum likelihood estimation

NASA Technical Reports Server (NTRS)

Stein, G.; Hartmann, G. L.

1977-01-01

An adaptive concept which combines gain-scheduled control laws with explicit maximum likelihood estimation (MLE) identification to provide the scheduling values is described. The MLE algorithm was improved by incorporating attitude data, estimating gust statistics for setting filter gains, and improving parameter tracking during changing flight conditions. A lateral MLE algorithm was designed to improve true air speed and angle of attack estimates during lateral maneuvers. Relationships between the pitch axis sensors inherent in the MLE design were examined and used for sensor failure detection. Design details and simulation performance are presented for each of the three areas investigated.

Graphene Based Electrochemical Sensors and Biosensors: A Review

DOE Office of Scientific and Technical Information (OSTI.GOV)

Shao, Yuyan; Wang, Jun; Wu, Hong

2010-05-01

Graphene, emerging as a true 2-dimensional material, has received increasing attention due to its unique physicochemical properties (high surface area, excellent conductivity, high mechanical strength, and ease of functionalization and mass production). This article selectively reviews recent advances in graphene-based electrochemical sensors and biosensors. In particular, graphene for direct electrochemistry of enzyme, its electrocatalytic activity toward small biomolecules (hydrogen peroxide, NADH, dopamine, etc.), and graphene-based enzyme biosensors have been summarized in more detail; Graphene-based DNA sensing and environmental analysis have been discussed. Future perspectives in this rapidly developing field are also discussed.

Digital servo control of random sound fields

NASA Technical Reports Server (NTRS)

Nakich, R. B.

1973-01-01

It is necessary to place number of sensors at different positions in sound field to determine actual sound intensities to which test object is subjected. It is possible to determine whether specification is being met adequately or exceeded. Since excitation is of random nature, signals are essentially coherent and it is impossible to obtain true average.

True Ortho Generation of Urban Area Using High Resolution Aerial Photos

NASA Astrophysics Data System (ADS)

Hu, Yong; Stanley, David; Xin, Yubin

2016-06-01

The pros and cons of existing methods for true ortho generation are analyzed based on a critical literature review for its two major processing stages: visibility analysis and occlusion compensation. They process frame and pushbroom images using different algorithms for visibility analysis due to the need of perspective centers used by the z-buffer (or alike) techniques. For occlusion compensation, the pixel-based approach likely results in excessive seamlines in the ortho-rectified images due to the use of a quality measure on the pixel-by-pixel rating basis. In this paper, we proposed innovative solutions to tackle the aforementioned problems. For visibility analysis, an elevation buffer technique is introduced to employ the plain elevations instead of the distances from perspective centers by z-buffer, and has the advantage of sensor independency. A segment oriented strategy is developed to evaluate a plain cost measure per segment for occlusion compensation instead of the tedious quality rating per pixel. The cost measure directly evaluates the imaging geometry characteristics in ground space, and is also sensor independent. Experimental results are demonstrated using aerial photos acquired by UltraCam camera.

14 CFR 135.163 - Equipment requirements: Aircraft carrying passengers under IFR.

Code of Federal Regulations, 2014 CFR

2014-01-01

... vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum indicator to show the power available for gyroscopic... sources of energy (with means of selecting either) of which at least one is an engine-driven pump or...

14 CFR 135.163 - Equipment requirements: Aircraft carrying passengers under IFR.

Code of Federal Regulations, 2010 CFR

2010-01-01

... vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum indicator to show the power available for gyroscopic... sources of energy (with means of selecting either) of which at least one is an engine-driven pump or...

14 CFR 135.163 - Equipment requirements: Aircraft carrying passengers under IFR.

Code of Federal Regulations, 2013 CFR

2013-01-01

... vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum indicator to show the power available for gyroscopic... sources of energy (with means of selecting either) of which at least one is an engine-driven pump or...

14 CFR 135.163 - Equipment requirements: Aircraft carrying passengers under IFR.

Code of Federal Regulations, 2011 CFR

2011-01-01

... vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum indicator to show the power available for gyroscopic... sources of energy (with means of selecting either) of which at least one is an engine-driven pump or...

14 CFR 135.163 - Equipment requirements: Aircraft carrying passengers under IFR.

Code of Federal Regulations, 2012 CFR

2012-01-01

... vertical speed indicator; (b) A free-air temperature indicator; (c) A heated pitot tube for each airspeed indicator; (d) A power failure warning device or vacuum indicator to show the power available for gyroscopic... sources of energy (with means of selecting either) of which at least one is an engine-driven pump or...

Motivating Language and Empathic Leadership Drives Aircraft Readiness

DTIC Science & Technology

2017-03-01

4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188) Washington, DC 20503. 1. AGENCY USE ONLY (Leave blank...language theory, empathic leadership, caring leader, leadership- management exchange (LMX), high quality connections, unit support, organizational justice...critical thinking, Marine Aviation Logistics, Marine Air Group, Marine Aircraft Wing, supply chain management , Squadron, AIRSPEED, lean-six-sigma

14 CFR 29.1545 - Airspeed indicator.

Code of Federal Regulations, 2013 CFR

2013-01-01

... markings must be made: (1) A red radial line— (i) For rotorcraft other than helicopters, at VNE; and (ii) For helicopters, at a VNE (power-on). (2) A red, cross-hatched radial line at VNE (power-off) for helicopters, if VNE (power-off) is less than VNE (power-on). (3) For the caution range, a yellow arc. (4) For...

14 CFR 29.1545 - Airspeed indicator.

Code of Federal Regulations, 2012 CFR

2012-01-01

... markings must be made: (1) A red radial line— (i) For rotorcraft other than helicopters, at VNE; and (ii) For helicopters, at a VNE (power-on). (2) A red, cross-hatched radial line at VNE (power-off) for helicopters, if VNE (power-off) is less than VNE (power-on). (3) For the caution range, a yellow arc. (4) For...

14 CFR 29.1545 - Airspeed indicator.

Code of Federal Regulations, 2014 CFR

2014-01-01

... markings must be made: (1) A red radial line— (i) For rotorcraft other than helicopters, at VNE; and (ii) For helicopters, at a VNE (power-on). (2) A red, cross-hatched radial line at VNE (power-off) for helicopters, if VNE (power-off) is less than VNE (power-on). (3) For the caution range, a yellow arc. (4) For...

14 CFR 23.729 - Landing gear extension and retraction system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Landing gear extension and retraction... Design and Construction Landing Gear § 23.729 Landing gear extension and retraction system. (a) General..., occurring during retraction at any airspeed up to 1.6 V S 1 with flaps retracted, and for any load factor up...

14 CFR 23.729 - Landing gear extension and retraction system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Landing gear extension and retraction... Design and Construction Landing Gear § 23.729 Landing gear extension and retraction system. (a) General..., occurring during retraction at any airspeed up to 1.6 V S 1 with flaps retracted, and for any load factor up...

14 CFR 23.729 - Landing gear extension and retraction system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Landing gear extension and retraction... Design and Construction Landing Gear § 23.729 Landing gear extension and retraction system. (a) General..., occurring during retraction at any airspeed up to 1.6 V S 1 with flaps retracted, and for any load factor up...

14 CFR 23.729 - Landing gear extension and retraction system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Landing gear extension and retraction... Design and Construction Landing Gear § 23.729 Landing gear extension and retraction system. (a) General..., occurring during retraction at any airspeed up to 1.6 V S 1 with flaps retracted, and for any load factor up...

14 CFR 23.729 - Landing gear extension and retraction system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Landing gear extension and retraction... Design and Construction Landing Gear § 23.729 Landing gear extension and retraction system. (a) General..., occurring during retraction at any airspeed up to 1.6 V S 1 with flaps retracted, and for any load factor up...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2010 CFR

2010-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2011 CFR

2011-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2012 CFR

2012-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2013 CFR

2013-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix H to Part 36 - Noise Requirements For Helicopters Under Subpart H

Code of Federal Regulations, 2014 CFR

2014-01-01

... for each test run. (iv) Aircraft configuration, including landing gear positions. (v) Airspeed in... runs at the takeoff, level flyovers, and approach conditions. The 90 percent confidence limit applies... limit for all valid test runs under section H36.111(d) of this appendix applies separately to the EPNdB...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2014 CFR

2014-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

Simulation and control engineering studies of NASA-Ames 40 foot by 80 foot/80 foot by 120 foot wind tunnels

NASA Technical Reports Server (NTRS)

Bohn, J. G.; Jones, J. E.

1978-01-01

The development and use of a digital computer simulation of the proposed wind tunnel facility is described. The feasibility of automatic control of wind tunnel airspeed and other parameters was examined. Specifications and implementation recommendations for a computer based automatic control and monitoring system are presented.

An Instrument for the Determination of Rain Densities in Flight

DTIC Science & Technology

1943-05-01

changes. In addition, a sat ~sfabt ory method of cokrocting f~ tho offeat of airspeed in order to reoord doneity directly oould not bo readily dovisbd...preeske of 50 lbjaq in. and 69 mph. . . . . Anr / Y@re 7.- Effectof 7= 7- . . . / 50 Premure,. lb/ Bq water pre6erureon 60 70 in. rain d&nelty at

Flight Test Techniques

DTIC Science & Technology

2009-07-01

the airspeed for best angle of climb, Vx. c. Determine mission suitability. d. Assess compliance with pertinent Military Specifications and/or...The purpose of this test is to determine the following climb performance characteristics: a. Conditions for best climb angle . b. Conditions... braking velocity. i. Effects of runway condition. j. Approach and landing speeds. k. Landing ground roll distance. l. Limit braking velocity

Velocity Estimate Following Air Data System Failure

DTIC Science & Technology

2008-03-01

39 Figure 3.3. Sampled Two Vector Approach .................................................................... 40 Figure 3.4...algorithm design in terms of reference frames, equations of motion, and velocity triangles describing the vector relationship between airspeed, wind speed...2.2.1 Reference Frames The flight of an aircraft through the air mass can be described in specific coordinate systems [ Nelson 1998]. To determine how

Laser Range and Bearing Finder for Autonomous Missions

NASA Technical Reports Server (NTRS)

Granade, Stephen R.

2004-01-01

NASA has recently re-confirmed their interest in autonomous systems as an enabling technology for future missions. In order for autonomous missions to be possible, highly-capable relative sensor systems are needed to determine an object's distance, direction, and orientation. This is true whether the mission is autonomous in-space assembly, rendezvous and docking, or rover surface navigation. Advanced Optical Systems, Inc. has developed a wide-angle laser range and bearing finder (RBF) for autonomous space missions. The laser RBF has a number of features that make it well-suited for autonomous missions. It has an operating range of 10 m to 5 km, with a 5 deg field of view. Its wide field of view removes the need for scanning systems such as gimbals, eliminating moving parts and making the sensor simpler and space qualification easier. Its range accuracy is 1% or better. It is designed to operate either as a stand-alone sensor or in tandem with a sensor that returns range, bearing, and orientation at close ranges, such as NASA's Advanced Video Guidance Sensor. We have assembled the initial prototype and are currently testing it. We will discuss the laser RBF's design and specifications. Keywords: laser range and bearing finder, autonomous rendezvous and docking, space sensors, on-orbit sensors, advanced video guidance sensor

Importance of Calibration/Validation Traceability for Multi-Sensor Imaging Spectrometry Applications

NASA Technical Reports Server (NTRS)

Thome, K.

2017-01-01

Knowledge of calibration traceability is essential for ensuring the quality of data products relying on multiple sensors and especially true for imaging spectrometers. The current work discusses the expected impact that imaging spectrometers have in ensuring radiometric traceability for both multispectral and hyperspectral products. The Climate Absolute Radiance and Refractivity Observatory Pathfinder mission is used to show the role that high-accuracy imaging spectrometers can play in understanding test sites used for vicarious calibration of sensors. The associated Solar, Lunar for Absolute Reflectance Imaging Spectroradiometer calibration demonstration system is used to illustrate recent advances in laboratory radiometric calibration approaches that will allow both the use of imaging spectrometers as calibration standards as well as to ensure the consistency of the multiple imaging spectrometers expected to be on orbit in the next decade.

Effect of atmospherics on beamforming accuracy

NASA Technical Reports Server (NTRS)

Alexander, Richard M.

1990-01-01

Two mathematical representations of noise due to atmospheric turbulence are presented. These representations are derived and used in computer simulations of the Bartlett Estimate implementation of beamforming. Beamforming is an array processing technique employing an array of acoustic sensors used to determine the bearing of an acoustic source. Atmospheric wind conditions introduce noise into the beamformer output. Consequently, the accuracy of the process is degraded and the bearing of the acoustic source is falsely indicated or impossible to determine. The two representations of noise presented here are intended to quantify the effects of mean wind passing over the array of sensors and to correct for these effects. The first noise model is an idealized case. The effect of the mean wind is incorporated as a change in the propagation velocity of the acoustic wave. This yields an effective phase shift applied to each term of the spatial correlation matrix in the Bartlett Estimate. The resultant error caused by this model can be corrected in closed form in the beamforming algorithm. The second noise model acts to change the true direction of propagation at the beginning of the beamforming process. A closed form correction for this model is not available. Efforts to derive effective means to reduce the contributions of the noise have not been successful. In either case, the maximum error introduced by the wind is a beam shift of approximately three degrees. That is, the bearing of the acoustic source is indicated at a point a few degrees from the true bearing location. These effects are not quite as pronounced as those seen in experimental results. Sidelobes are false indications of acoustic sources in the beamformer output away from the true bearing angle. The sidelobes that are observed in experimental results are not caused by these noise models. The effects of mean wind passing over the sensor array as modeled here do not alter the beamformer output as significantly as expected.

Reliability Evaluation for Clustered WSNs under Malware Propagation

PubMed Central

Shen, Shigen; Huang, Longjun; Liu, Jianhua; Champion, Adam C.; Yu, Shui; Cao, Qiying

2016-01-01

We consider a clustered wireless sensor network (WSN) under epidemic-malware propagation conditions and solve the problem of how to evaluate its reliability so as to ensure efficient, continuous, and dependable transmission of sensed data from sensor nodes to the sink. Facing the contradiction between malware intention and continuous-time Markov chain (CTMC) randomness, we introduce a strategic game that can predict malware infection in order to model a successful infection as a CTMC state transition. Next, we devise a novel measure to compute the Mean Time to Failure (MTTF) of a sensor node, which represents the reliability of a sensor node continuously performing tasks such as sensing, transmitting, and fusing data. Since clustered WSNs can be regarded as parallel-serial-parallel systems, the reliability of a clustered WSN can be evaluated via classical reliability theory. Numerical results show the influence of parameters such as the true positive rate and the false positive rate on a sensor node’s MTTF. Furthermore, we validate the method of reliability evaluation for a clustered WSN according to the number of sensor nodes in a cluster, the number of clusters in a route, and the number of routes in the WSN. PMID:27294934

Reliability Evaluation for Clustered WSNs under Malware Propagation.

PubMed

Shen, Shigen; Huang, Longjun; Liu, Jianhua; Champion, Adam C; Yu, Shui; Cao, Qiying

2016-06-10

We consider a clustered wireless sensor network (WSN) under epidemic-malware propagation conditions and solve the problem of how to evaluate its reliability so as to ensure efficient, continuous, and dependable transmission of sensed data from sensor nodes to the sink. Facing the contradiction between malware intention and continuous-time Markov chain (CTMC) randomness, we introduce a strategic game that can predict malware infection in order to model a successful infection as a CTMC state transition. Next, we devise a novel measure to compute the Mean Time to Failure (MTTF) of a sensor node, which represents the reliability of a sensor node continuously performing tasks such as sensing, transmitting, and fusing data. Since clustered WSNs can be regarded as parallel-serial-parallel systems, the reliability of a clustered WSN can be evaluated via classical reliability theory. Numerical results show the influence of parameters such as the true positive rate and the false positive rate on a sensor node's MTTF. Furthermore, we validate the method of reliability evaluation for a clustered WSN according to the number of sensor nodes in a cluster, the number of clusters in a route, and the number of routes in the WSN.

Wall shear measurement in sand-water mixture flows

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yucel, O.; Grad, W.H.

1975-07-01

The wall shear stress was measured in clear-water and sand-water mixture flows with the use of a flush-mounting hot-film shear-sensor. Data were obtained with 2 shear-sensors and 2 different sands (d50 = 0.45 mm and d50 = 0.88 mm) with solids concentrations of up to Cmax = 1.6% by vol, and for flow Reynolds number of 10/sup 5/ < RD < 6 x 10/sup 5/. The measured sensor wall shear stresses were compared with the true wall shear stresses obtained with the energy head loss measurements conducted in a pipeline system. The results of the tests in the clear-water flowsmore » confirmed the relationship between the sensor power output, Ps, and the wall shear stress, tauo, given by tauo1/3 = APs + B, in which A and B are calibration coefficients. The tests with the low-concentration sand-water mixtures in a vertical pipe indicated that for the present range of experiments, sensor power outputs with the mixtures exceeded those for clear-water by an average of 5%. It is shown that the shear sensors are delicate but accurate instruments that can be used for the measurement of the wall shear stress. (13 refs.)« less

Fiber optic position sensors

NASA Astrophysics Data System (ADS)

Miller, Glen E.

1993-02-01

About fifteen years ago, it became pretty clear that a combination of fiber optic and photonic technologies offered an opportunity to use light to perform almost any of the functions traditionally performed with wire and electronics--as well as to gain a number of unique advantages in the process. Sensors were quickly recognized as prime candidates for conversion to optics because the new technologies promised to eliminate noise susceptibility, a problem that has always plagued instrumentation engineers. As a bonus, the new technology also appeared to make the long-sought true digital sensors a practical reality. The benefits appeared so attractive that nearly all major suppliers and users of sensors began some kind of program to get on the bandwagon. The ensuing worldwide explosion of activity resulted in literally thousands of technical papers and patents, but a discouragingly small number of practical off- the-shelf devices. This paper will review the field of fiber optic position sensors, will categorize the various types, will discuss their relative advantages and disadvantages, and will outline the problem areas which still remain to be solved before the technology is likely to find the predicted widespread use.

Energy and Power Requirements of the Global Thermosphere During the Magnetic Storm of November 10, 2004

DTIC Science & Technology

2009-06-17

Electric and magnetic-field perturbations were measured by ion drift meters (IDM) and triaxial fluxgate magnetometers on DMSP F13. F15, and F16...we also regard DMSP as providing lower-bound estimates of the true *pc. The triaxial fluxgate SSM sensors are either mounted on the spacecraft

Introduction to Flight Test Engineering (Introduction aux techniques des essais en vol)

DTIC Science & Technology

2005-07-01

or aircraft parameters • Calculations in the frequency domain ( Fast Fourier Transform) • Data analysis with dedicated software for: • Signal...density Fast Fourier Transform Transfer function analysis Frequency response analysis Etc. PRESENTATION Color/black & white Display screen...envelope by operating the airplane at increasing ranges - representing increasing risk - of engine operation, airspeeds both fast and slow, altitude

In-Flight Simulator for IFR Training

NASA Technical Reports Server (NTRS)

Parker, L. C.

1986-01-01

Computer-controlled unit feeds navigation signals to airplane instruments. Electronic training system allows students to learn to fly according to instrument flight rules (IFR) in uncrowded airspace. New system self-contained IFR simulator carried aboard training plane. Generates signals and commands for standard instruments on airplane, including navigational receiver, distance-measuring equipment, automatic direction finder, a marker-beacon receiver, altimeter, airspeed indicator, and heading indicator.

Characterization of UAV Performance and Development of a Formation Flight Controller for Multiple Small UAVS

DTIC Science & Technology

2006-06-01

61 Figure 29 - Simulation #1 2-D Deviation at Waypoints...92 Figure 60 - Simulation #5 Airspeed 16m/s, Track Convergence 250..................................... 92 Figure 61 - Simulation #6...oz fuel tank, which puts its endurance close to 2 hrs. The Rascal makes use of a hybrid airfoil that, according to the manufacturer, is a

Pathfinder-Plus aircraft in flight

NASA Technical Reports Server (NTRS)

1998-01-01

The Pathfinder-Plus solar-powered aircraft is shown taking off from a runway, then flying at low altitude over the ocean. The vehicle, which looks like a flying ruler, operates at low airspeed. Among the missions proposed for a solar-powered aircraft are communications relay, atmospheric studies, pipeline monitoring and gas leak detection, environmental monitoring using thermal and radar images, and disaster relief and monitoring.

Calibration of a pitot-static rake

NASA Technical Reports Server (NTRS)

Stump, H. P.

1977-01-01

A five-element pitot-static rake was tested to confirm its accuracy and determine its suitability for use at Langley during low-speed tunnel calibration primarily at full-scale tunnel. The rake was tested at one airspeed of 74 miles per hour (33 meters per second) and at pitch and yaw angles of 0 to + or - 20 degrees in 4 deg increments.

Cones in Supersonic Flow

NASA Technical Reports Server (NTRS)

Hantzsche, W.; Wendt, H.

1947-01-01

In the case of cones in axially symmetric flow of supersonic velocity, adiabatic compression takes place between shock wave and surface of the cone. Interpolation curves betwen shock polars and the surface are therefore necessary for the complete understanding of this type of flow. They are given in the present report by graphical-numerical integration of the differential equation for all cone angles and airspeeds.

Pressure drop in tubing in aircraft instrument installations

NASA Technical Reports Server (NTRS)

Wildhack, W A

1937-01-01

The theoretical basis of calculation of pressure drop in tubing is reviewed briefly. The effect of pressure drop in connecting tubing upon the operation and indication of aircraft instruments is discussed. Approximate equations are developed, and charts and tables based upon them are presented for use in designing installations of altimeters, air-speed indicators, rate-of-climb indicators, and air-driven gyroscopic instruments.

Instructor Support Feature Guidelines. Volume 2.

DTIC Science & Technology

1986-05-01

starts his final approach, the display formats change to provide graphic depictions of glideslope, lineup and airspeed parameters, and indications of...and evaluate several facets of student performance simultaneously . It may also provide objective, standardized performance measurement of the student’s...procedures monitoring feature shall provide the instructor cation with a method of monitoring the sequential mission training activities of a student. The

76 FR 31800 - Airworthiness Directives; Viking Air Limited Model DHC-3 (Otter) Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-02

...: ``Airspeed limitation: VMO = 144 MPH for the effective date of this land/ski plane and VMO = 134 MPH for... limit for land/ in-service (TIS) after the ski plane and 134 MPH, VMO speed limit for seaplane... land/ski the effective date of this plane and/or with a red radial at 134 MPH for a seaplane. This...

Simulator evaluation of display concepts for pilot monitoring and control of space shuttle approach and landing. Phase 2: Manual flight control

NASA Technical Reports Server (NTRS)

Gartner, W. B.; Baldwin, K. M.

1973-01-01

A study of the display requirements for final approach management of the space shuttle orbiter vehicle is presented. An experimental display concept, providing a more direct, pictorial representation of the vehicle's movement relative to the selected approach path and aiming points, was developed and assessed as an aid to manual flight path control. Both head-up, windshield projections and head-down, panel mounted presentations of the experimental display were evaluated in a series of simulated orbiter approach sequence. Data obtained indicate that the experimental display would enable orbiter pilots to exercise greater flexibility in implementing alternative final approach control strategies. Touchdown position and airspeed dispersion criteria were satisfied on 91 percent of the approach sequences, representing various profile and wind effect conditions. Flight path control and airspeed management satisfied operationally-relevant criteria for the two-segment, power-off orbiter approach and were consistently more accurate and less variable when the full set of experimental display elements was available to the pilot. Approach control tended to be more precise when the head-up display was used; however, the data also indicate that the head-down display would provide adequate support for the manual control task.

Sources and levels of background noise in the NASA Ames 40- by 80-foot wind tunnel

NASA Technical Reports Server (NTRS)

Soderman, Paul T.

1988-01-01

Background noise levels are measured in the NASA Ames Research Center 40- by 80-Foot Wind Tunnel following installation of a sound-absorbent lining on the test-section walls. Results show that the fan-drive noise dominated the empty test-section background noise at airspeeds below 120 knots. Above 120 knots, the test-section broadband background noise was dominated by wind-induced dipole noise (except at lower harmonics of fan blade-passage tones) most likely generated at the microphone or microphone support strut. Third-octave band and narrow-band spectra are presented for several fan operating conditions and test-section airspeeds. The background noise levels can be reduced by making improvements to the microphone wind screen or support strut. Empirical equations are presented relating variations of fan noise with fan speed or blade-pitch angle. An empirical expression for typical fan noise spectra is also presented. Fan motor electric power consumption is related to the noise generation. Preliminary measurements of sound absorption by the test-section lining indicate that the 152 mm thick lining will adequately absorb test-section model noise at frequencies above 300 Hz.

Synthesized voice approach callouts for air transport operations

NASA Technical Reports Server (NTRS)

Simpson, C. A.

1980-01-01

A flight simulation experiment was performed to determine the effectiveness of synthesized voice approach callouts for air transport operations. Flight deck data was first collected on scheduled air carrier operations to describe existing pilot-not-flying callout procedures in the flight context and to document the types and amounts of other auditory cockpit information during different types of air carrier operations. A flight simulation scenario for a wide-body jet transport airline training simulator was developed in collaboration with a major U.S. air carrier and flown by three-man crews of qualified line pilots as part of their normally scheduled recurrent training. Each crew flew half their approaches using the experimental synthesized voice approach callout system (SYNCALL) and the other half using the company pilot-not-flying approach callout procedures (PNF). Airspeed and sink rate performance was better with the SYNCALL system than with the PNF system for non-precision approaches. For the one-engine approach, for which SYNCALL made inappropriate deviation callouts, airspeed performance was worse with SYNCALL than with PNF. Reliability of normal altitude approach callouts was comparable for PNF on the line and in the simulator and for SYNCALL in the simulator.

Collision avoidance in commercial aircraft Free Flight via neural networks and non-linear programming.

PubMed

Christodoulou, Manolis A; Kontogeorgou, Chrysa

2008-10-01

In recent years there has been a great effort to convert the existing Air Traffic Control system into a novel system known as Free Flight. Free Flight is based on the concept that increasing international airspace capacity will grant more freedom to individual pilots during the enroute flight phase, thereby giving them the opportunity to alter flight paths in real time. Under the current system, pilots must request, then receive permission from air traffic controllers to alter flight paths. Understandably the new system allows pilots to gain the upper hand in air traffic. At the same time, however, this freedom increase pilot responsibility. Pilots face a new challenge in avoiding the traffic shares congested air space. In order to ensure safety, an accurate system, able to predict and prevent conflict among aircraft is essential. There are certain flight maneuvers that exist in order to prevent flight disturbances or collision and these are graded in the following categories: vertical, lateral and airspeed. This work focuses on airspeed maneuvers and tries to introduce a new idea for the control of Free Flight, in three dimensions, using neural networks trained with examples prepared through non-linear programming.

A flight investigation of the stability, control, and handling qualities of an augmented jet flap STOL airplane

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.

A numerical analysis of flat fan aerial crop spray

NASA Astrophysics Data System (ADS)

Malik Fesal, Siti Natasha; Fawzi, Mas; Omar, Zamri

2017-09-01

Spray drift mitigation, in the agriculture aerial spraying literature, and spray quality in the application of plant protection products, still continues as two critical components in evaluating shareholder value. A study on off-target drift and ground deposit onto a 250 m strip were simulated through series of Computational Fluid Dynamic (CFD) simulations. The drift patterns for evaporating droplets were released from a constant aircraft velocity at 30 m/s (60 mph) carrying 20 m swath width spray boom with 12 fan-type nozzles at released height from the ground ranging from 3.7 m to 4.7 m. Droplet trajectories are calculated from the given airspeed with a Lagrangian model for particle dispersion excluding any wind effect perturbation. The proposed CFD’s model predictions agreed well with cited literatures for a wide range of atmospheric stability values. The results revealed that there is considerable increased in spray drift and droplets trajectories with the increased in spray released height. It suggested that a combination of low aircraft spray released height with low airspeed is essential to improve spray quality and maximizing uniform deposition on the target area are significant in minimizing spray drift risks.

Utilizing adaptive wing technology in the control of a micro air vehicle

NASA Astrophysics Data System (ADS)

Null, William R.; Wagner, Matthew G.; Shkarayev, Sergey V.; Jouse, Wayne C.; Brock, Keith M.

2002-07-01

Evolution of the design of micro air vehicles (MAVs) towards miniaturization has been severely constrained by the size and mass of the electronic components needed to control the vehicles. Recent research, experimentation, and development in the area of smart materials have led to the possibility of embedding control actuators, fabricated from smart materials, in the wing of the vehicle, reducing both the size and mass of these components. Further advantages can be realized by developing adaptive wing structures. Small size and mass, and low airspeeds, can lead to considerable buffeting during flight, and may result in a loss of flight control. In order to counter these effects, we are developing a thin, variable-cambered airfoil design with actuators embedded within the wing. In addition to reducing the mass and size of the vehicle or, conversely, increasing its available payload, an important benefit from the adaptive wing concept is the possibility of in-flight modification of the flight envelope. Reduced airspeeds, which are crucial during loiter, can be realized by an in-flight increase in wing camber. Conversely, decreases in camber provide for an airframe best suited for rapid ingress/egress and extension of the mission range.

Grumman OV-1C in hangar

NASA Technical Reports Server (NTRS)

1983-01-01

Grumman OV-1C in the hangar used at the time by the Army at Edwards Air Force Base. This OV-1C Mohawk, serial #67-15932, was used in a joint NASA/US Army Aviation Engineering Flight Activity (USAAEFA) program to study a stall-speed warning system in the early 1980s. NASA designed and built an automated stall-speed warning system which presented both airspeed and stall speed to the pilot. Visual indication of impending stall would be displayed to the pilot as a cursor or pointer located on a conventional airspeed indicator. In addition, an aural warning at predetermined stall margins was presented to the pilot through a voice synthesizer. The Mohawk was developed by Grumman Aircraft as a photo observation and electronic reconnaissance aircraft for the US Marines and the US Army. The OV-1 entered production in October 1959 and served the US Army in Europe, Korea, the Viet Nam War, Central and South America, Alaska, and during Desert Shield/Desert Storm in the Middle East. The Mohawk was retired from service in September 1996. 133 OV-1Cs were built, the 'C' designating the model which used an IR (infrared) imaging system to provide reconnaissance.

True eddy accumulation and eddy covariance methods and instruments intercomparison for fluxes of CO2, CH4 and H2O above the Hainich Forest

NASA Astrophysics Data System (ADS)

Siebicke, Lukas

2017-04-01

The eddy covariance (EC) method is state-of-the-art in directly measuring vegetation-atmosphere exchange of CO2 and H2O at ecosystem scale. However, the EC method is currently limited to a small number of atmospheric tracers by the lack of suitable fast-response analyzers or poor signal-to-noise ratios. High resource and power demands may further restrict the number of spatial sampling points. True eddy accumulation (TEA) is an alternative method for direct and continuous flux observations. Key advantages are the applicability to a wider range of air constituents such as greenhouse gases, isotopes, volatile organic compounds and aerosols using slow-response analyzers. In contrast to relaxed eddy accumulation (REA), true eddy accumulation (Desjardins, 1977) has the advantage of being a direct method which does not require proxies. True Eddy Accumulation has the potential to overcome above mentioned limitations of eddy covariance but has hardly ever been successfully demonstrated in practice in the past. This study presents flux measurements using an innovative approach to true eddy accumulation by directly, continuously and automatically measuring trace gas fluxes using a flow-through system. We merge high-frequency flux contributions from TEA with low-frequency covariances from the same sensors. We show flux measurements of CO2, CH4 and H2O by TEA and EC above an old-growth forest at the ICOS flux tower site "Hainich" (DE-Hai). We compare and evaluate the performance of the two direct turbulent flux measurement methods eddy covariance and true eddy accumulation using side-by-side trace gas flux observations. We further compare performance of seven instrument complexes, i.e. combinations of sonic anemometers and trace gas analyzers. We compare gas analyzers types of open-path, enclosed-path and closed-path design. We further differentiate data from two gas analysis technologies: infrared gas analysis (IRGA) and laser spectrometry (open path and CRDS closed-path laser spectrometers). We present results of CO2 and H2O fluxes from the following six instruments, i.e. combinations of sonic anemometers/gas analyzers (and methods): METEK-uSonic3/Picarro-G2301 (TEA), METEK-uSonic3/LI-7500 (EC), Gill-R3/LI-6262 (EC), Gill-R3/LI-7200 (EC), Gill-HS/LI-7200 (EC), Gill-R3/LGR-FGGA (EC). Further, we present results of much more difficult to measure CH4 fluxes from the following three instruments, i.e. combinations of sonic anemometers/gas analyzers (and methods): METEK-uSonic3/Picarro-G2301 (TEA), Gill-R3/LI-7700 (EC), Gill-R3/LGR-FGGA (EC). We observed that CO2, CH4 and H2O fluxes from the side-by-side measurements by true eddy accumulation and eddy covariance methods correlated well. Secondly, the difference between the TEA and EC methods using the same sonic anemometer but different gas analyzer was often smaller than the mismatch of the various side-by-side eddy covariance measurements using different sonic anemometers and gas analyzers. Signal-to-noise ratios of CH4 fluxes from the true eddy accumulation system system were superior to both eddy covariance sensors (open-path LI-7700 and closed-path CRDS LGR-FGGA sensors). We conclude that our novel implementation of the true eddy accumulation method demonstrated high signal-to-noise ratios, applicability to slow-response gas analyzers, small power consumption and direct proxy-free ecosystem-scale trace gas flux measurements of CO2, CH4 and H2O. The current results suggest that true eddy accumulation would be suitable and should be applied as the method-of-choice for direct flux measurements of a large number of atmospheric constituents beyond CO2 and H2O, including isotopes, aerosols, volatile organic compounds and other trace gases for which eddy covariance might not be a viable alternative. We will further develop true eddy accumulation as a novel approach using multiplexed systems for spatially distributed flux measurements.

Nanometric Integrated Temperature and Thermal Sensors in CMOS-SOI Technology

PubMed Central

Malits, Maria; Nemirovsky, Yael

2017-01-01

This paper reviews and compares the thermal and noise characterization of CMOS (complementary metal-oxide-semiconductor) SOI (Silicon on insulator) transistors and lateral diodes used as temperature and thermal sensors. DC analysis of the measured sensors and the experimental results in a broad (300 K up to 550 K) temperature range are presented. It is shown that both sensors require small chip area, have low power consumption, and exhibit linearity and high sensitivity over the entire temperature range. However, the diode’s sensitivity to temperature variations in CMOS-SOI technology is highly dependent on the diode’s perimeter; hence, a careful calibration for each fabrication process is needed. In contrast, the short thermal time constant of the electrons in the transistor’s channel enables measuring the instantaneous heating of the channel and to determine the local true temperature of the transistor. This allows accurate “on-line” temperature sensing while no additional calibration is needed. In addition, the noise measurements indicate that the diode’s small area and perimeter causes a high 1/f noise in all measured bias currents. This is a severe drawback for the sensor accuracy when using the sensor as a thermal sensor; hence, CMOS-SOI transistors are a better choice for temperature sensing. PMID:28758932

Estimation of heart rate variability using a compact radiofrequency motion sensor.

PubMed

Sugita, Norihiro; Matsuoka, Narumi; Yoshizawa, Makoto; Abe, Makoto; Homma, Noriyasu; Otake, Hideharu; Kim, Junghyun; Ohtaki, Yukio

2015-12-01

Physiological indices that reflect autonomic nervous activity are considered useful for monitoring peoples' health on a daily basis. A number of such indices are derived from heart rate variability, which is obtained by a radiofrequency (RF) motion sensor without making physical contact with the user's body. However, the bulkiness of RF motion sensors used in previous studies makes them unsuitable for home use. In this study, a new method to measure heart rate variability using a compact RF motion sensor that is sufficiently small to fit in a user's shirt pocket is proposed. To extract a heart rate related component from the sensor signal, an algorithm that optimizes a digital filter based on the power spectral density of the signal is proposed. The signals of the RF motion sensor were measured for 29 subjects during the resting state and their heart rate variability was estimated from the measured signals using the proposed method and a conventional method. A correlation coefficient between true heart rate and heart rate estimated from the proposed method was 0.69. Further, the experimental results showed the viability of the RF sensor for monitoring autonomic nervous activity. However, some improvements such as controlling the direction of sensing were necessary for stable measurement. Copyright © 2015 IPEM. Published by Elsevier Ltd. All rights reserved.

Onboard Sensor Data Qualification in Human-Rated Launch Vehicles

NASA Technical Reports Server (NTRS)

Wong, Edmond; Melcher, Kevin J.; Maul, William A.; Chicatelli, Amy K.; Sowers, Thomas S.; Fulton, Christopher; Bickford, Randall

2012-01-01

The avionics system software for human-rated launch vehicles requires an implementation approach that is robust to failures, especially the failure of sensors used to monitor vehicle conditions that might result in an abort determination. Sensor measurements provide the basis for operational decisions on human-rated launch vehicles. This data is often used to assess the health of system or subsystem components, to identify failures, and to take corrective action. An incorrect conclusion and/or response may result if the sensor itself provides faulty data, or if the data provided by the sensor has been corrupted. Operational decisions based on faulty sensor data have the potential to be catastrophic, resulting in loss of mission or loss of crew. To prevent these later situations from occurring, a Modular Architecture and Generalized Methodology for Sensor Data Qualification in Human-rated Launch Vehicles has been developed. Sensor Data Qualification (SDQ) is a set of algorithms that can be implemented in onboard flight software, and can be used to qualify data obtained from flight-critical sensors prior to the data being used by other flight software algorithms. Qualified data has been analyzed by SDQ and is determined to be a true representation of the sensed system state; that is, the sensor data is determined not to be corrupted by sensor faults or signal transmission faults. Sensor data can become corrupted by faults at any point in the signal path between the sensor and the flight computer. Qualifying the sensor data has the benefit of ensuring that erroneous data is identified and flagged before otherwise being used for operational decisions, thus increasing confidence in the response of the other flight software processes using the qualified data, and decreasing the probability of false alarms or missed detections.

Information Warfare-Worthy Jamming Attack Detection Mechanism for Wireless Sensor Networks Using a Fuzzy Inference System

PubMed Central

Misra, Sudip; Singh, Ranjit; Rohith Mohan, S. V.

2010-01-01

The proposed mechanism for jamming attack detection for wireless sensor networks is novel in three respects: firstly, it upgrades the jammer to include versatile military jammers; secondly, it graduates from the existing node-centric detection system to the network-centric system making it robust and economical at the nodes, and thirdly, it tackles the problem through fuzzy inference system, as the decision regarding intensity of jamming is seldom crisp. The system with its high robustness, ability to grade nodes with jamming indices, and its true-detection rate as high as 99.8%, is worthy of consideration for information warfare defense purposes. PMID:22319307

Method of absorbance correction in a spectroscopic heating value sensor

DOEpatents

Saveliev, Alexei; Jangale, Vilas Vyankatrao; Zelepouga, Sergeui; Pratapas, John

2013-09-17

A method and apparatus for absorbance correction in a spectroscopic heating value sensor in which a reference light intensity measurement is made on a non-absorbing reference fluid, a light intensity measurement is made on a sample fluid, and a measured light absorbance of the sample fluid is determined. A corrective light intensity measurement at a non-absorbing wavelength of the sample fluid is made on the sample fluid from which an absorbance correction factor is determined. The absorbance correction factor is then applied to the measured light absorbance of the sample fluid to arrive at a true or accurate absorbance for the sample fluid.

Performance of fluorescence retrieval methods and fluorescence spectrum reconstruction under various sensor spectral configurations

NASA Astrophysics Data System (ADS)

Li, Rong; Zhao, Feng

2015-10-01

Solar-induced chlorophyll fluorescence is closely related to photosynthesis and can serve as an indicator of plant status. Several methods have been proposed to retrieve fluorescence signal (Fs) either at specific spectral bands or within the whole fluorescence emission region. In this study, we investigated the precision of the fluorescence signal obtained through these methods under various sensor spectral characteristics. Simulated datasets generated by the SCOPE (Soil Canopy Observation, Photochemistry and Energy fluxes) model with known `true' Fs as well as an experimental dataset are exploited to investigate four commonly used Fs retrieval methods, namely the original Fraunhofer Line Discriminator method (FLD), the 3 bands FLD (3FLD), the improved FLD (iFLD), and the Spectral Fitting Methods (SFMs). Fluorescence Spectrum Reconstruction (FSR) method is also investigated using simulated datasets. The sensor characteristics of spectral resolution (SR) and signal-to-noise ratio (SNR) are taken into account. According to the results, finer SR and SNR both lead to better accuracy. Lowest precision is obtained for the FLD method with strong overestimation. Some improvements are made by the 3FLD method, but it still tends to overestimate. Generally, the iFLD method and the SFMs provide better accuracy. As to FSR, the shape and magnitude of reconstructed Fs are generally consistent with the `true' Fs distributions when fine SR is exploited. With coarser SR, however, though R2 of the retrieved Fs may be high, large bias is likely to be obtained as well.

Real-time monitoring of ubiquitous wireless ECG sensor node for medical care using ZigBee

NASA Astrophysics Data System (ADS)

Vijayalakshmi, S. R.; Muruganand, S.

2012-01-01

Sensor networks have the potential to impact many aspects of medical care greatly. By outfitting patients with wireless, wearable vital sign sensors, collecting detailed real-time data on physiological status can be greatly simplified. In this article, we propose the system architecture for smart sensor platform based on advanced wireless sensor networks. An emerging application for wireless sensor networks involves their use in medical care. In hospitals or clinics, outfitting every patient with tiny, wearable wireless vital sign sensors would allow doctors, nurses and other caregivers to continuously monitor the status of their patients. In an emergency or disaster scenario, the same technology would enable medics to more effectively care for a large number of casualties. First responders could receive immediate notifications on any changes in patient status, such as respiratory failure or cardiac arrest. Wireless sensor network is a set of small, autonomous devices, working together to solve different problems. It is a relatively new technology, experiencing true expansion in the past decade. People have realised that integration of small and cheap microcontrollers with sensors can result in the production of extremely useful devices, which can be used as an integral part of the sensor nets. These devices are called sensor nodes. Today, sensor nets are used in agriculture, ecology and tourism, but medicine is the area where they certainly meet the greatest potential. This article presents a medical smart sensor node platform. This article proposes a wireless two-lead EKG. These devices collect heart rate and EKG data and relay it over a short-range (300 m) wireless network to any number of receiving devices, including PDAs, laptops or ambulance-based terminals.

PRM/NIR sensor for brain hematoma detection and oxygenation monitoring

NASA Astrophysics Data System (ADS)

Zheng, Liu; Lee, Hyo Sang; Lokos, Sandor; Kim, Jin; Hanley, Daniel F.; Wilson, David A.

1997-06-01

The pseudo-random modulation/near IR sensor (PRM/NIR Sensor) is a low cost portable system designed for time-resolved tissue diagnosis, especially hematoma detection in the emergency care facility. The sensor consists of a personal computer and a hardware unit enclosed in a box of size 37 X 37 X 31 cm3 and of weight less than 10 kg. Two pseudo-random modulated diode lasers emitting at 670 nm and 810 nm are used in the sensor as light sources. The sensor can be operated either in a single wavelength mode or a true differential mode. Optical fiber bundles are used for convenient light delivery and color filters are used to reject room light. Based on a proprietary resolution- enhancement correlation technique, the system achieves a time resolution better than 40 ps with a PRM modulation speed of 200 MHz and a sampling rate of 1-10 Gs/s. Using the prototype sensor, phantom experiments have been conducted to study the feasibility of the sensor. Brain's optical properties are simulated with solutions of intralipid and ink. Hematomas are simulated with bags of paint and hemoglobin immersed in the solution of varies sizes, depths, and orientations. Effects of human skull and hair are studied experimentally. In animal experiment, the sensor was used to monitor the cerebral oxygenation change due to hypercapnia, hypoxia, and hyperventilation. Good correlations were found between NIR measurement parameters and physiological changes induced to the animals.

Safety assurance of non-deterministic flight controllers in aircraft applications

NASA Astrophysics Data System (ADS)

Noriega, Alfonso

Loss of control is a serious problem in aviation that primarily affects General Aviation. Technological advancements can help mitigate the problem, but the FAA certification process makes certain solutions economically unfeasible. This investigation presents the design of a generic adaptive autopilot that could potentially lead to a single certification for use in several makes and models of aircraft. The autopilot consists of a conventional controller connected in series with a robust direct adaptive model reference controller. In this architecture, the conventional controller is tuned once to provide outer-loop guidance and navigation to a reference model. The adaptive controller makes unknown aircraft behave like the reference model, allowing the conventional controller to successfully provide navigation without the need for retuning. A strong theoretical foundation is presented as an argument for the safety and stability of the controller. The stability proof of direct adaptive controllers require that the plant being controlled has no unstable transmission zeros and has a nonzero high frequency gain. Because most conventional aircraft do not readily meet these requirements, a process known as sensor blending was used. Sensor blending consists of using a linear combination of the plant's outputs that has no unstable transmission zeros and has a nonzero high frequency gain to drive the adaptive controller. Although this method does not present a problem for regulators, it can lead to a steady state error in tracking applications. The sensor blending theory was expanded to take advantage of the system's dynamics to allow for zero steady state error tracking. This method does not need knowledge of the specific system's dynamics, but instead uses the structure of the A and B matrices to perform the blending for the general case. The generic adaptive autopilot was tested in two high-fidelity nonlinear simulators of two typical General Aviation aircraft. The results show that the autopilot was able to adapt appropriately to the different aircraft and was able to perform three-dimensional navigation and an ILS approach, without any modification to the controller. The autopilot was tested in moderate atmospheric turbulence, using consumer-grade sensors and actuators currently available in General Aviation aircraft. The generic adaptive autopilot was shown to be robust to atmospheric turbulence and sensor and actuator random noise. In both aircraft simulators, the autopilot adapted successfully to changes in airspeed, altitude, and configuration. This investigation proves the feasibility of a generic autopilot using direct adaptive controller. The autopilot does not need a priori information of the specific aircraft's dynamics to maintain its safety and stability arguments. Real-time parameter estimation of the aircraft dynamics are not needed. Recommendations for future work are provided.

78 FR 46295 - Special Conditions: Eclipse, EA500, Certification of Autothrottle Functions Under Part 23

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-31

... supplemental type certificate for an update to the aircraft software to activate the previously installed...Airspeeds ACE-05-34: 14 CFR Sec. 23.181(b), Dynamic Stability ACE-05-35: 14 CFR Sec. 23.1353(h), Storage... defined in 14 CFR 11.19, in accordance with Sec. 11.38, and they become part of the type- certification...

Detection and Analysis of High Ice Concentration Events and Supercooled Drizzle from IAGOS Commercial Aircraft

NASA Astrophysics Data System (ADS)

Gallagher, Martin; Baumgardner, Darrel; Lloyd, Gary; Beswick, Karl; Freer, Matt; Durant, Adam

2016-04-01

Hazardous encounters with high ice concentrations that lead to temperature and airspeed sensor measurement errors, as well as engine rollback and flameout, continue to pose serious problems for flight operations of commercial air carriers. Supercooled liquid droplets (SLD) are an additional hazard, especially for smaller commuter aircraft that do not have sufficient power to fly out of heavy icing conditions or heat to remove the ice. New regulations issued by the United States and European regulatory agencies are being implemented that will require aircraft below a certain weight class to carry sensors that will detect and warn of these types of icing conditions. Commercial aircraft do not currently carry standard sensors to detect the presence of ice crystals in high concentrations because they are typical found in sizes that are below the detection range of aircraft weather radar. Likewise, the sensors that are currently used to detect supercooled water do not respond well to drizzle-sized drops. Hence, there is a need for a sensor that can fill this measurement void. In addition, the forecast models that are used to predict regions of icing rely on pilot observations as the only means to validate the model products and currently there are no forecasts for the prevalence of high altitude ice crystals. Backscatter Cloud Probes (BCP) have been flying since 2011 under the IAGOS project on six Airbus commercial airliners operated by Lufthansa, Air France, China Air, Iberia and Cathay Pacific, and measure cloud droplets, ice crystals and aerosol particles larger than 5 μm. The BCP can detect these particles and measures an optical equivalent diameter (OED) but is not able to distinguish the type of particle, i.e. whether they are droplets, ice crystals, dust or ash. However, some qualification can be done based on measured temperature to discriminate between liquid water and ice. The next generation BCP (BCPD, Backscatter Cloud Probe with polarization detection) is now undergoing performance testing and can differentiate atmospheric particle types. Given that the BCP and BCPD are both single particle detectors, this permits high sensitivity to the smallest quantities and rapid detection (within seconds) to alert flight crews. The BCPD is being implemented as part of a near real-time, flight forecasting system that uses satellite and models, coupled with in situ measurements from the BCPD and meteorological sensors. DAEDALUS is a weather threat situational awareness system for commercial aircraft currently funded by the European Space Agency and supported by major aircraft and engine manufacturers, airlines and air navigation service providers. This presentation will describe the essential components of DAEDALUS and how it will be implemented to optimize aircraft flight paths while minimizing potential hazards. Examples of measurements from the BCPD will be given that demonstrate its capability for detection and differentiation of atmospheric particulates, especially supercooled liquid droplets and ice crystals, in near real-time.

Testing and Evaluation of Low-Light Sensors to Enhance Intelligence, Surveillance, and Reconnaissance (ISR) and Real-Time Situational Awareness

DTIC Science & Technology

2009-03-01

infrared, thermal , or night vision applications. Understanding the true capabilities and limitations of the ALAN camera and its applicability to a...an option to more expensive infrared, thermal , or night vision applications. Ultimately, it will be clear whether the configuration of the Kestrel...45  A.  THERMAL CAMERAS................................................................................45  1

Fires in Philippines

NASA Technical Reports Server (NTRS)

2002-01-01

Roughly a dozen fires (red pixels) dotted the landscape on the main Philippine island of Luzon on April 1, 2002. This true-color image was acquired by the Moderate-resolution Imaging Spectroradiometer (MODIS), flying aboard NASA's Terra spacecraft. Please note that the high-resolution scene provided here is 500 meters per pixel. For a copy of this scene at the sensor's fullest resolution, visit the MODIS Rapidfire site.

[MODIS Investigation

NASA Technical Reports Server (NTRS)

Abbott, Mark R.

1996-01-01

Our first activity is based on delivery of code to Bob Evans (University of Miami) for integration and eventual delivery to the MODIS Science Data Support Team. As we noted in our previous semi-annual report, coding required the development and analysis of an end-to-end model of fluorescence line height (FLH) errors and sensitivity. This model is described in a paper in press in Remote Sensing of the Environment. Once the code was delivered to Miami, we continue to use this error analysis to evaluate proposed changes in MODIS sensor specifications and performance. Simply evaluating such changes on a band by band basis may obscure the true impacts of changes in sensor performance that are manifested in the complete algorithm. This is especially true with FLH that is sensitive to band placement and width. The error model will be used by Howard Gordon (Miami) to evaluate the effects of absorbing aerosols on the FLH algorithm performance. Presently, FLH relies only on simple corrections for atmospheric effects (viewing geometry, Rayleigh scattering) without correcting for aerosols. Our analysis suggests that aerosols should have a small impact relative to changes in the quantum yield of fluorescence in phytoplankton. However, the effect of absorbing aerosol is a new process and will be evaluated by Gordon.

Wireless Synchronization of a Multi-Pinhole Small Animal SPECT Collimation Device With a Clinical Scanner

NASA Astrophysics Data System (ADS)

DiFilippo, Frank P.; Patel, Sagar

2009-06-01

A multi-pinhole collimation device for small animal single photon emission computed tomography (SPECT) uses the gamma camera detectors of a standard clinical SPECT scanner. The collimator and animal bed move independently of the detectors, and therefore their motions must be synchronized. One approach is manual triggering of the SPECT acquisition simultaneously with a programmed motion sequence for the device. However, some data blurring and loss of image quality result, and true electronic synchronization is preferred. An off-the-shelf digital gyroscope with integrated Bluetooth interface provides a wireless solution to device synchronization. The sensor attaches to the SPECT gantry and reports its rotational speed to a notebook computer controlling the device. Software processes the rotation data in real-time, averaging the signal and issuing triggers while compensating for baseline drift. Motion commands are sent to the collimation device with minimal delay, within approximately 0.5 second of the start of SPECT gantry rotation. Test scans of a point source demonstrate an increase in true counts and a reduction in background counts compared to manual synchronization. The wireless rotation sensor provides robust synchronization of the collimation device with the clinical SPECT scanner and enhances image quality.

The Area Coverage of Geophysical Fields as a Function of Sensor Field-of View

NASA Technical Reports Server (NTRS)

Key, Jeffrey R.

1994-01-01

In many remote sensing studies of geophysical fields such as clouds, land cover, or sea ice characteristics, the fractional area coverage of the field in an image is estimated as the proportion of pixels that have the characteristic of interest (i.e., are part of the field) as determined by some thresholding operation. The effect of sensor field-of-view on this estimate is examined by modeling the unknown distribution of subpixel area fraction with the beta distribution, whose two parameters depend upon the true fractional area coverage, the pixel size, and the spatial structure of the geophysical field. Since it is often not possible to relate digital number, reflectance, or temperature to subpixel area fraction, the statistical models described are used to determine the effect of pixel size and thresholding operations on the estimate of area fraction for hypothetical geophysical fields. Examples are given for simulated cumuliform clouds and linear openings in sea ice, whose spatial structures are described by an exponential autocovariance function. It is shown that the rate and direction of change in total area fraction with changing pixel size depends on the true area fraction, the spatial structure, and the thresholding operation used.

The clinical value of pharyngeal pH monitoring using a double-probe, triple-sensor catheter in patients with laryngopharyngeal reflux.

PubMed

Muderris, Togay; Gokcan, M Kursat; Yorulmaz, Irfan

2009-02-01

To determine the clinical value of pharyngeal pH monitoring for the diagnosis of laryngopharyngeal reflux (LPR) by using a double-probe, triple-sensor catheter in patients with symptoms of LPR. Prospective review of pH values recorded at the pharyngeal sensor, with the sensor placed in the proximal esophagus in patients with suspected LPR. Tertiary care university hospital. Thirty-three consecutive patients with symptoms of LPR. A pH test result was considered abnormal if a single reflux episode was detected in the hypopharynx and if, in the proximal esophagus, the total percentage of time the pH value was below 4 was 1.0% or higher. Data obtained from sensors were compared to determine the validity of pharyngeal sensor. Correlation between patients' reflux finding scores, reflux finding indexes, and reflux episodes were analyzed. Of 33 patients, 17 had more than 1 reflux episode detected by the pharyngeal sensor and 19 had pathological reflux detected by the proximal esophageal sensor. Four patients who had pharyngeal reflux had a normal esophageal acid exposure time, and 6 patients who had pathological reflux detected by the proximal esophageal sensor did not experienced any pharyngeal reflux episode. Four patients would have had a false-negative test result and 6 subjects would have had a false-positive test result if a hypopharyngeal pH sensor was not implemented. The adjustable, bifurcated, triple-sensor pH probe allows identifying true hypopharyngeal reflux episodes. If single-probe, double-sensor pH monitoring is to be performed, the proximal probe should be placed in the pharynx, not in the upper esophagus.

Effect of Sensors on the Reliability and Control Performance of Power Circuits in the Web of Things (WoT)

PubMed Central

Bae, Sungwoo; Kim, Myungchin

2016-01-01

In order to realize a true WoT environment, a reliable power circuit is required to ensure interconnections among a range of WoT devices. This paper presents research on sensors and their effects on the reliability and response characteristics of power circuits in WoT devices. The presented research can be used in various power circuit applications, such as energy harvesting interfaces, photovoltaic systems, and battery management systems for the WoT devices. As power circuits rely on the feedback from voltage/current sensors, the system performance is likely to be affected by the sensor failure rates, sensor dynamic characteristics, and their interface circuits. This study investigated how the operational availability of the power circuits is affected by the sensor failure rates by performing a quantitative reliability analysis. In the analysis process, this paper also includes the effects of various reconstruction and estimation techniques used in power processing circuits (e.g., energy harvesting circuits and photovoltaic systems). This paper also reports how the transient control performance of power circuits is affected by sensor interface circuits. With the frequency domain stability analysis and circuit simulation, it was verified that the interface circuit dynamics may affect the transient response characteristics of power circuits. The verification results in this paper showed that the reliability and control performance of the power circuits can be affected by the sensor types, fault tolerant approaches against sensor failures, and the response characteristics of the sensor interfaces. The analysis results were also verified by experiments using a power circuit prototype. PMID:27608020

Sensor validation and fusion for gas turbine vibration monitoring

NASA Astrophysics Data System (ADS)

Yan, Weizhong; Goebel, Kai F.

2003-08-01

Vibration monitoring is an important practice throughout regular operation of gas turbine power systems and, even more so, during characterization tests. Vibration monitoring relies on accurate and reliable sensor readings. To obtain accurate readings, sensors are placed such that the signal is maximized. In the case of characterization tests, strain gauges are placed at the location of vibration modes on blades inside the gas turbine. Due to the prevailing harsh environment, these sensors have a limited life and decaying accuracy, both of which impair vibration assessment. At the same time bandwidth limitations may restrict data transmission, which in turn limits the number of sensors that can be used for assessment. Knowing the sensor status (normal or faulty), and more importantly, knowing the true vibration level of the system all the time is essential for successful gas turbine vibration monitoring. This paper investigates a dynamic sensor validation and system health reasoning scheme that addresses the issues outlined above by considering only the information required to reliably assess system health status. In particular, if abnormal system health is suspected or if the primary sensor is determined to be faulted, information from available "sibling" sensors is dynamically integrated. A confidence expresses the complex interactions of sensor health and system health, their reliabilities, conflicting information, and what the health assessment is. Effectiveness of the scheme in achieving accurate and reliable vibration evaluation is then demonstrated using a combination of simulated data and a small sample of a real-world application data where the vibration of compressor blades during a real time characterization test of a new gas turbine power system is monitored.

Stochastic associative memory

NASA Astrophysics Data System (ADS)

Baumann, Erwin W.; Williams, David L.

1993-08-01

Artificial neural networks capable of learning and recalling stochastic associations between non-deterministic quantities have received relatively little attention to date. One potential application of such stochastic associative networks is the generation of sensory 'expectations' based on arbitrary subsets of sensor inputs to support anticipatory and investigate behavior in sensor-based robots. Another application of this type of associative memory is the prediction of how a scene will look in one spectral band, including noise, based upon its appearance in several other wavebands. This paper describes a semi-supervised neural network architecture composed of self-organizing maps associated through stochastic inter-layer connections. This 'Stochastic Associative Memory' (SAM) can learn and recall non-deterministic associations between multi-dimensional probability density functions. The stochastic nature of the network also enables it to represent noise distributions that are inherent in any true sensing process. The SAM architecture, training process, and initial application to sensor image prediction are described. Relationships to Fuzzy Associative Memory (FAM) are discussed.

A Hierarchical Communication Architecture for Oceanic Surveillance Applications

PubMed Central

Macias, Elsa; Suarez, Alvaro; Chiti, Francesco; Sacco, Andrea; Fantacci, Romano

2011-01-01

The interest in monitoring applications using underwater sensor networks has been growing in recent years. The severe communication restrictions imposed by underwater channels make that efficient monitoring be a challenging task. Though a lot of research has been conducted on underwater sensor networks, there are only few concrete applications to a real-world case study. In this work, hence, we propose a general three tier architecture leveraging low cost wireless technologies for acoustic communications between underwater sensors and standard technologies, Zigbee and Wireless Fidelity (WiFi), for water surface communications. We have selected a suitable Medium Access Control (MAC) layer, after making a comparison with some common MAC protocols. Thus the performance of the overall system in terms of Signals Discarding Rate (SDR), signalling delay at the surface gateway as well as the percentage of true detection have been evaluated by simulation, pointing out good results which give evidence in applicability’s favour. PMID:22247669

HPT: A High Spatial Resolution Multispectral Sensor for Microsatellite Remote Sensing

PubMed Central

Takahashi, Yukihiro; Sakamoto, Yuji; Kuwahara, Toshinori

2018-01-01

Although nano/microsatellites have great potential as remote sensing platforms, the spatial and spectral resolutions of an optical payload instrument are limited. In this study, a high spatial resolution multispectral sensor, the High-Precision Telescope (HPT), was developed for the RISING-2 microsatellite. The HPT has four image sensors: three in the visible region of the spectrum used for the composition of true color images, and a fourth in the near-infrared region, which employs liquid crystal tunable filter (LCTF) technology for wavelength scanning. Band-to-band image registration methods have also been developed for the HPT and implemented in the image processing procedure. The processed images were compared with other satellite images, and proven to be useful in various remote sensing applications. Thus, LCTF technology can be considered an innovative tool that is suitable for future multi/hyperspectral remote sensing by nano/microsatellites. PMID:29463022

Wireless Sensor Network-Based Service Provisioning by a Brokering Platform

PubMed Central

Guijarro, Luis; Pla, Vicent; Vidal, Jose R.; Naldi, Maurizio; Mahmoodi, Toktam

2017-01-01

This paper proposes a business model for providing services based on the Internet of Things through a platform that intermediates between human users and Wireless Sensor Networks (WSNs). The platform seeks to maximize its profit through posting both the price charged to each user and the price paid to each WSN. A complete analysis of the profit maximization problem is performed in this paper. We show that the service provider maximizes its profit by incentivizing all users and all Wireless Sensor Infrastructure Providers (WSIPs) to join the platform. This is true not only when the number of users is high, but also when it is moderate, provided that the costs that the users bear do not trespass a cost ceiling. This cost ceiling depends on the number of WSIPs, on the value of the intrinsic value of the service and on the externality that the WSIP has on the user utility. PMID:28498347

Wireless Sensor Network-Based Service Provisioning by a Brokering Platform.

PubMed

Guijarro, Luis; Pla, Vicent; Vidal, Jose R; Naldi, Maurizio; Mahmoodi, Toktam

2017-05-12

This paper proposes a business model for providing services based on the Internet of Things through a platform that intermediates between human users and Wireless Sensor Networks (WSNs). The platform seeks to maximize its profit through posting both the price charged to each user and the price paid to each WSN. A complete analysis of the profit maximization problem is performed in this paper. We show that the service provider maximizes its profit by incentivizing all users and all Wireless Sensor Infrastructure Providers (WSIPs) to join the platform. This is true not only when the number of users is high, but also when it is moderate, provided that the costs that the users bear do not trespass a cost ceiling. This cost ceiling depends on the number of WSIPs, on the value of the intrinsic value of the service and on the externality that the WSIP has on the user utility.

Concurrent Bursty Behavior of Social Sensors in Sporting Events.

PubMed

Takeichi, Yuki; Sasahara, Kazutoshi; Suzuki, Reiji; Arita, Takaya

2015-01-01

The advent of social media expands our ability to transmit information and connect with others instantly, which enables us to behave as "social sensors." Here, we studied concurrent bursty behavior of Twitter users during major sporting events to determine their function as social sensors. We show that the degree of concurrent bursts in tweets (posts) and retweets (re-posts) works as a strong indicator of winning or losing a game. More specifically, our simple tweet analysis of Japanese professional baseball games in 2013 revealed that social sensors can immediately react to positive and negative events through bursts of tweets, but that positive events are more likely to induce a subsequent burst of retweets. We confirm that these findings also hold true for tweets related to Major League Baseball games in 2015. Furthermore, we demonstrate active interactions among social sensors by constructing retweet networks during a baseball game. The resulting networks commonly exhibited user clusters depending on the baseball team, with a scale-free connectedness that is indicative of a substantial difference in user popularity as an information source. While previous studies have mainly focused on bursts of tweets as a simple indicator of a real-world event, the temporal correlation between tweets and retweets implies unique aspects of social sensors, offering new insights into human behavior in a highly connected world.

Command control for functional electrical stimulation hand grasp systems using miniature accelerometers and gyroscopes.

PubMed

Tong, K Y; Mak, A F T; Ip, W Y

2003-11-01

Recent commercially available miniature sensors have the potential to improve the functions of functional electrical stimulation (FES) systems in terms of control, reliability and robustness. A new control approach using a miniature gyroscope and an accelerometer was studied. These sensors were used to detect the linear acceleration and angular velocity of residual voluntary movements on upper limbs and were small and easy to put on. Five healthy subjects and three cervical spinal cord injured subjects were recruited to evaluate this controller. Sensors were placed on four locations: the shoulder, upper arm, wrist and hand. A quick forward-and-backward movement was employed to produce a distinctive waveform that was different from general movements. A detection algorithm was developed to generate a command signal by identifying this distinctive waveform through the detection of peaks and valleys in the sensor's signals. This command signal was used to control different FES hand grasp patterns. With a specificity of 0.9, the sensors had a success rate of 85-100% on healthy subjects and 82-97% on spinal cord injured subjects. In terms of sensor placement, the gyroscope was better as a control source than the accelerometer for wrist and hand positions, but the reverse was true for the shoulder.

Operational considerations in monitoring oxygen levels at the National Transonic Facility

NASA Technical Reports Server (NTRS)

Zalenski, M. A.; Rowe, E. L.; Mcphee, J. R.

1985-01-01

Laboratory monitoring of the level of oxygen in sample gas mixtures is a process which can be performed with accurate and repeatable results. Operations at the National Transonic Facility require the storage and pumping of large volumes of liquid nitrogen. To protect against the possibility of a fault resulting in a localized oxygen deficient atmosphere, the facility is equipped with a monitoring system with an array of sensors. During the early operational stages, the system produced recurrent alarms, none of which could be traced to a true oxygen deficiency. A thorough analysis of the system was undertaken with primary emphasis placed on the sensor units. These units sense the partial pressure of oxygen which, after signal conditioning, is presented as a % by volume indication at the system output. It was determined that many of the problems experienced were due to a lack of proper accounting for the partial pressure/% by volume relationship, with a secondary cause being premature sensor failure. Procedures were established to consider atmospherically induced partial pressure variations. Sensor rebuilding techniques were examined, and those elements contributing to premature sensor failure were identified. The system now operates with a high degree of confidence and reliability.

Reconstruction of the temperature field for inverse ultrasound hyperthermia calculations at a muscle/bone interface.

PubMed

Liauh, Chihng-Tsung; Shih, Tzu-Ching; Huang, Huang-Wen; Lin, Win-Li

2004-02-01

An inverse algorithm with Tikhonov regularization of order zero has been used to estimate the intensity ratios of the reflected longitudinal wave to the incident longitudinal wave and that of the refracted shear wave to the total transmitted wave into bone in calculating the absorbed power field and then to reconstruct the temperature distribution in muscle and bone regions based on a limited number of temperature measurements during simulated ultrasound hyperthermia. The effects of the number of temperature sensors are investigated, as is the amount of noise superimposed on the temperature measurements, and the effects of the optimal sensor location on the performance of the inverse algorithm. Results show that noisy input data degrades the performance of this inverse algorithm, especially when the number of temperature sensors is small. Results are also presented demonstrating an improvement in the accuracy of the temperature estimates by employing an optimal value of the regularization parameter. Based on the analysis of singular-value decomposition, the optimal sensor position in a case utilizing only one temperature sensor can be determined to make the inverse algorithm converge to the true solution.

Externally blown flap noise research

NASA Technical Reports Server (NTRS)

Dorsch, R. G.

1974-01-01

The Lewis Research Center cold-flow model externally blown flap (EBF) noise research test program is summarized. Both engine under-the-wing and over-the-wing EBF wing section configurations were studied. Ten large scale and nineteen small scale EBF models were tested. A limited number of forward airspeed effect and flap noise suppression tests were also run. The key results and conclusions drawn from the flap noise tests are summarized and discussed.

Digital Flight Control System Redundancy Study

DTIC Science & Technology

1974-07-01

has its own separate power supr, y . d. Digital Processor The digital processor consists of the followdnq components: (1) Program Counter - This...1-3 Yaw Axis Control 108 1-4 Autothrottle (Airspeed Hold Mode) 109 1-5 Approach Power Compensation 110 1-6 Glideslope Flare 111 I-7 Glideslope Track...considsred to the extent that they imposed constraints on the candidate con- figurations. Cost, size, weight, power , maintainability, survivability and

UAS Cross Platform JTA

DTIC Science & Technology

2014-07-18

1.16 Verify system align and degradations to determine impact to mission. 17 1.17 Ensure clearance of line personnel, ground equipment, and other...as needed during phases of flight. 99 7.12 Manage data security and data links during communications. 100 7.13 Obtain IFR clearance over radio...example, heading or airspeed) to return aircraft to intended course. 116 8.10 Perform navigation under instrument flight rules ( IFR ). 117 8.11

14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2011 CFR

2011-01-01

... Reverse (Discrete) 1 (per 4 seconds per engine) Ground Spoiler Position/Speed Brake Selection Full Range... aircraft ±100 to ±700 ft (See Table 1, TSO-C51a) 1 5′ to 35′ 1 Airspeed 50 KIAS to V so, and V so to 1.2 VD... Accurate Systems Installed (IMS Equipped Aircraft Only) 1 0.2% 2 If additional recording capacity is...

14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2013 CFR

2013-01-01

... Reverse (Discrete) 1 (per 4 seconds per engine) Ground Spoiler Position/Speed Brake Selection Full Range... aircraft ±100 to ±700 ft (See Table 1, TSO-C51a) 1 5′ to 35′ 1 Airspeed 50 KIAS to V so, and V so to 1.2 VD... Accurate Systems Installed (IMS Equipped Aircraft Only) 1 0.2% 2 If additional recording capacity is...

14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2014 CFR

2014-01-01

... Reverse (Discrete) 1 (per 4 seconds per engine) Ground Spoiler Position/Speed Brake Selection Full Range... aircraft ±100 to ±700 ft (See Table 1, TSO-C51a) 1 5′ to 35′ 1 Airspeed 50 KIAS to V so, and V so to 1.2VD... Accurate Systems Installed (IMS Equipped Aircraft Only) 1 0.2% 2 If additional recording capacity is...

14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2012 CFR

2012-01-01

... Reverse (Discrete) 1 (per 4 seconds per engine) Ground Spoiler Position/Speed Brake Selection Full Range... aircraft ±100 to ±700 ft (See Table 1, TSO-C51a) 1 5′ to 35′ 1 Airspeed 50 KIAS to V so, and V so to 1.2 VD... Accurate Systems Installed (IMS Equipped Aircraft Only) 1 0.2% 2 If additional recording capacity is...

A Comparison of Flight-test Results on a Scout-Bomber Airplane with 4.7 deg and with 10 deg Dihedral in the Wing Outer Panels

DTIC Science & Technology

1947-08-01

Calibrated airspeed as used herein is the remling that would.be .. given ly a standsrd Army-Navy airppeed meter ~ou”cted to,a pitot -. .4 static system...Anon.: Specification for Stabillty and Control Characteristics of Airpl=es.SR-l19A, Bur. Aero., April 7, 1$?45. _~--- 4. Pearson, Henry A., and Jones

Final Environmental Assessment for Munitions Storage Area at Langley Air Force Base, Virginia

DTIC Science & Technology

2004-08-01

Existing Conditions LAND USE Land uses on Langley AFB are grouped by function in distinct geographic areas. For example, aircraft operations and...1998a) is used to coordinate natural resource management. Langley’s Urban Forest Inventory Review and Management Plan (Davey Resource Group 1997...following data to develop noise contours: aircraft types, runway utilization patterns, engine power settings, airspeeds, altitude profiles , flight track

Advanced Technology Blade testing on the XV-15 Tilt Rotor Research Aircraft

NASA Technical Reports Server (NTRS)

Wellman, Brent

1992-01-01

The XV-15 Tilt Rotor Research Aircraft has just completed the first series of flight tests with the Advanced Technology Blade (ATB) rotor system. The ATB are designed specifically for flight research and provide the ability to alter blade sweep and tip shape. A number of problems were encountered from first installation through envelope expansion to airplane mode flight that required innovative solutions to establish a suitable flight envelope. Prior to operation, the blade retention hardware had to be requalified to a higher rated centrifugal load, because the blade weight was higher than expected. Early flights in the helicopter mode revealed unacceptably high vibratory control system loads which required a temporary modification of the rotor controls to achieve higher speed flight and conversion to airplane mode. The airspeed in airplane mode was limited, however, because of large static control loads. Furthermore, analyses based on refined ATB blade mass and inertia properties indicated a previously unknown high-speed blade mode instability, also requiring airplane-mode maximum airspeed to be restricted. Most recently, a structural failure of an ATB cuff (root fairing) assembly retention structure required a redesign of the assembly. All problems have been addressed and satisfactory solutions have been found to allow continued productive flight research of the emerging tilt rotor concept.

Measured performance of the heat exchanger in the NASA icing research tunnel under severe icing and dry-air conditions

NASA Technical Reports Server (NTRS)

Olsen, W.; Vanfossen, J.; Nussle, R.

1987-01-01

Measurements were made of the pressure drop and thermal perfomance of the unique refrigeration heat exchanger in the NASA Lewis Icing Research Tunnel (IRT) under severe icing and frosting conditions and also with dry air. This data will be useful to those planning to use or extend the capability of the IRT and other icing facilities (e.g., the Altitude Wind Tunnel-AWT). The IRT heat exchanger and refrigeration system is able to cool air passing through the test section down to at least a total temperature of -30 C (well below icing requirements), and usually up to -2 C. The system maintains a uniform temperature across the test section at all airspeeds, which is more difficult and time consuming at low airspeeds, at high temperatures, and on hot, humid days when the cooling towers are less efficient. The very small surfaces of the heat exchanger prevent any icing cloud droplets from passing through it and going through the tests section again. The IRT heat exchanger was originally designed not to be adversely affected by severe icing. During a worst-case icing test the heat exchanger iced up enough so that the temperature uniformaity was no worse than about +/- 1 deg C. The conclusion is that the heat exchanger design performs well.

Evaluation of two cockpit display concepts for civil tiltrotor instrument operations on steep approaches

NASA Technical Reports Server (NTRS)

Decker, William A.; Bray, Richard S.; Simmons, Rickey C.; Tucker, George E.

1993-01-01

A piloted simulation experiment was conducted using the NASA Ames Research Center Vertical Motion Simulator to evaluate two cockpit display formats designed for manual control on steep instrument approaches for a civil transport tiltrotor aircraft. The first display included a four-cue (pitch, roll, power lever position, and nacelle angle movement prompt) flight director. The second display format provided instantaneous flight path angle information together with other symbols for terminal area guidance. Pilots evaluated these display formats for an instrument approach task which required a level flight conversion from airplane-mode flight to helicopter-mode flight while decelerating to the nominal approach airspeed. Pilots tracked glide slopes of 6, 9, 15 and 25 degrees, terminating in a hover for a vertical landing on a 150 feet square vertipad. Approaches were conducted with low visibility and ceilings and with crosswinds and turbulence, with all aircraft systems functioning normally and were carried through to a landing. Desired approach and tracking performance was achieved with generally satisfactory handling qualities using either display format on glide slopes up through 15 degrees. Evaluations with both display formats for a 25 degree glide slope revealed serious problems with glide slope tracking at low airspeeds in crosswinds and the loss of the intended landing spot from the cockpit field of view.

Results from an Interval Management (IM) Flight Test and Its Potential Benefit to Air Traffic Management Operations

NASA Technical Reports Server (NTRS)

Baxley, Brian; Swieringa, Kurt; Berckefeldt, Rick; Boyle, Dan

2017-01-01

NASA's first Air Traffic Management Technology Demonstration (ATD-1) subproject successfully completed a 19-day flight test of an Interval Management (IM) avionics prototype. The prototype was built based on IM standards, integrated into two test aircraft, and then flown in real-world conditions to determine if the goals of improving aircraft efficiency and airport throughput during high-density arrival operations could be met. The ATD-1 concept of operation integrates advanced arrival scheduling, controller decision support tools, and the IM avionics to enable multiple time-based arrival streams into a high-density terminal airspace. IM contributes by calculating airspeeds that enable an aircraft to achieve a spacing interval behind the preceding aircraft. The IM avionics uses its data (route of flight, position, etc.) and Automatic Dependent Surveillance-Broadcast (ADS-B) state data from the Target aircraft to calculate this airspeed. The flight test demonstrated that the IM avionics prototype met the spacing accuracy design goal for three of the four IM operation types tested. The primary issue requiring attention for future IM work is the high rate of IM speed commands and speed reversals. In total, during this flight test, the IM avionics prototype showed significant promise in contributing to the goals of improving aircraft efficiency and airport throughput.

Experiment Description and Results for Arrival Operations Using Interval Management with Spacing to Parallel Dependent Runways (IMSPiDR)

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Murdoch, Jennifer L.; Swieringa, Kurt A.; Barmore, Bryan E.; Capron, William R.; Hubbs, Clay E.; Shay, Richard F.; Abbott, Terence S.

2013-01-01

The predicted increase in the number of commercial aircraft operations creates a need for improved operational efficiency. Two areas believed to offer increases in aircraft efficiency are optimized profile descents and dependent parallel runway operations. Using Flight deck Interval Management (FIM) software and procedures during these operations, flight crews can achieve by the runway threshold an interval assigned by air traffic control (ATC) behind the preceding aircraft that maximizes runway throughput while minimizing additional fuel consumption and pilot workload. This document describes an experiment where 24 pilots flew arrivals into the Dallas Fort-Worth terminal environment using one of three simulators at NASA?s Langley Research Center. Results indicate that pilots delivered their aircraft to the runway threshold within +/- 3.5 seconds of their assigned time interval, and reported low workload levels. In general, pilots found the FIM concept, procedures, speeds, and interface acceptable. Analysis of the time error and FIM speed changes as a function of arrival stream position suggest the spacing algorithm generates stable behavior while in the presence of continuous (wind) or impulse (offset) error. Concerns reported included multiple speed changes within a short time period, and an airspeed increase followed shortly by an airspeed decrease.

Air data position-error calibration using state reconstruction techniques

NASA Technical Reports Server (NTRS)

Whitmore, S. A.; Larson, T. J.; Ehernberger, L. J.

1984-01-01

During the highly maneuverable aircraft technology (HiMAT) flight test program recently completed at NASA Ames Research Center's Dryden Flight Research Facility, numerous problems were experienced in airspeed calibration. This necessitated the use of state reconstruction techniques to arrive at a position-error calibration. For the HiMAT aircraft, most of the calibration effort was expended on flights in which the air data pressure transducers were not performing accurately. Following discovery of this problem, the air data transducers of both aircraft were wrapped in heater blankets to correct the problem. Additional calibration flights were performed, and from the resulting data a satisfactory position-error calibration was obtained. This calibration and data obtained before installation of the heater blankets were used to develop an alternate calibration method. The alternate approach took advantage of high-quality inertial data that was readily available. A linearized Kalman filter (LKF) was used to reconstruct the aircraft's wind-relative trajectory; the trajectory was then used to separate transducer measurement errors from the aircraft position error. This calibration method is accurate and inexpensive. The LKF technique has an inherent advantage of requiring that no flight maneuvers be specially designed for airspeed calibrations. It is of particular use when the measurements of the wind-relative quantities are suspected to have transducer-related errors.

Results of Tests Performed on the Acoustic Quiet Flow Facility Three-Dimensional Model Tunnel

NASA Technical Reports Server (NTRS)

Barna, P. S.

1995-01-01

The test results briefly described in this report were obtained on the three-dimensional 1:48 scale tunnel modeled on the design proposed by Messrs. D.S.M.A. Corporation. More particularly, while the test chamber dimensions were indeed scaled down in the ration of 1:48, including the contraction and the collector as well, the duct system itself leading to and from the chamber was adapted to suit laboratory conditions and space limitations. Earlier tests with the two-dimensional model showed that blowing mode was preferred as against the suction mode, hence all tests were performed with blowing only. At the exit of the contraction the maximum airspeed attained with the 1 HP blower unit was about 200 ft/sec. This airspeed may be increased in future if desired. The test results show that pressure recovery in the diffuser was about 34 percent due to the large blockage at its entrance. Velocity traverses taken across the diffuser entrance explain the reason for this blockage. Recirculation, studied with both, hot-wire anemometry and flow-visualization techniques, was largely affected by the design of the test chamber itself and the amount of vent-air admitted to the chamber. Vent-air helped to decrease the level of turbulence.

LEWICE3D/GlennHT Particle Analysis of the Honeywell Al502 Low Pressure Compressor

NASA Technical Reports Server (NTRS)

Bidwell, Colin S.; Rigby, David L.

2015-01-01

A flow and ice particle trajectory analysis was performed for the booster of the Honeywell AL502 engine. The analysis focused on two closely related conditions one of which produced a rollback and another which did not rollback during testing in the Propulsion Systems Lab at NASA Glenn Research Center. The flow analysis was generated using the NASA Glenn GlennHT flow solver and the particle analysis was generated using the NASA Glenn LEWICE3D v3.56 ice accretion software. The flow and particle analysis used a 3D steady flow, mixing plane approach to model the transport of flow and particles through the engine. The inflow conditions for the rollback case were: airspeed, 145 ms; static pressure, 33,373 Pa; static temperature, 253.3 K. The inflow conditions for the non-roll-back case were: airspeed, 153 ms; static pressure, 34,252 Pa; static temperature, 260.1 K. Both cases were subjected to an ice particle cloud with a median volume diameter of 24 microns, an ice water content of 2.0 gm3 and a relative humidity of 100 percent. The most significant difference between the rollback and non-rollback conditions was the inflow static temperature which was 6.8 K higher for the non-rollback case.

Aeroelastic Stability of a Four-Bladed Semi-Articulated Soft-Inplane Tiltrotor Model

NASA Technical Reports Server (NTRS)

Nixon, Mark W.; Langston, Chester W.; Singleton, Jeffrey D.; Piatak, David J.; Kvaternik, Raymond G.; Corso, Lawrence M.; Brown, Ross K.

2003-01-01

A new four-bladed, semi-articulated, soft-inplane rotor system, designed as a candidate for future heavy-lift rotorcraft, was tested at model scale on the Wing and Rotor Aeroelastic Testing System (WRATS), a 1/5-size aeroelastic wind-tunnel model based on the V-22. The experimental investigation included a hover test with the model in helicopter mode subject to ground resonance conditions, and a forward flight test with the model in airplane mode subject to whirl-flutter conditions. An active control system designed to augment system damping was also tested as part of this investigation. Results of this study indicate that the new four-bladed, soft-inplane rotor system in hover has adequate damping characteristics and is stable throughout its rotor-speed envelope. However, in airplane mode it produces very low damping in the key wing beam-bending mode, and has a low whirl-flutter stability boundary with respect to airspeed. The active control system was successful in augmenting the damping of the fundamental system modes, and was found to be robust with respect to changes in rotor speed and airspeed. Finally, conversion-mode dynamic loads were measured on the rotor and these were found to be signi.cantly lower for the new soft-inplane hub than for the previous baseline stiff - inplane hub.

Aeroelastic Stability of a Four-Bladed Semi-Articulated Soft-Inplane Tiltrotor Model

NASA Technical Reports Server (NTRS)

Nixon, Mark W.; Langston, Chester W.; Singleton, Jeffrey D.; Piatak, David J.; Kvaternik, Raymond G.; Corso, Lawrence M.; Brown, Ross

2003-01-01

A new four-bladed, semi-articulated, soft-inplane rotor system, designed as a candidate for future heavy-lift rotorcraft, was tested at model scale on the Wing and Rotor Aeroelastic Testing System (WRATS), a 1/5-size aeroelastic wind-tunnel model based on the V-22. The experimental investigation included a hover test with the model in helicopter mode subject to ground resonance conditions, and a forward flight test with the model in airplane mode subject to whirl-flutter conditions. An active control system designed to augment system damping was also tested as part of this investigation. Results of this study indicate that the new four-bladed, soft-inplane rotor system in hover has adequate damping characteristics and is stable throughout its rotor-speed envelope. However, in airplane mode it produces very low damping in the key wing beam-bending mode, and has a low whirl-flutter stability boundary with respect to airspeed. The active control system was successful in augmenting the damping of the fundamental system modes, and was found to be robust with respect to changes in rotor-speed and airspeed. Finally, conversion-mode dynamic loads were measured on the rotor and these were found to be significantly lower for the new soft-inplane hub than for the previous baseline stiff-inplane hub.

Novel multi wavelength sensor concept to detect total hemoglobin concentration, methemoglobin and oxygen saturation

NASA Astrophysics Data System (ADS)

Timm, Ulrich; Gewiss, Helge; Kraitl, Jens; Stuepmann, Kirstin; Hinz, Michael; Koball, Sebastian; Ewald, Hartmut

2015-03-01

The paper will describe the novel multi-wavelength photometric device OxyTrue Hb® which is capable to measure the hemoglobin (Hb) and methemoglobin (MetHb) concentration non-invasively. Clinic trails in blood donation centers and during the dialysis are done to prove and demonstrate the performance of the system. The results are compared to the gold standard, the BGA measurement.

Application of Hyperspectral Techniques to Monitoring and Management of Invasive Plant Species Infestation

DTIC Science & Technology

2008-01-01

the sensor is a data cloud in multi- dimensional space with each band generating an axis of dimension. When the data cloud is viewed in two or three...endmember of interest is not a true endmember in the data space . A ) B) Figure 8: Linear mixture models. A ) two- dimensional ...multi- dimensional space . A classifier is a computer algorithm that takes

Spectral and Polarimetric Analysis of Hyperspectral Data Collected by an Acousto-Optic Tunable Filter System

DTIC Science & Technology

1993-09-23

dioxide ( TeO2 ) crystal which splits a beam of light entering the sensor into a set of two narrow band, orthogonally polarized images for each...See Figure 3) These laws hold true for Light ry V m .Li t ray , &o r air RefairRefractive lade: a, )’i i .- t 1 V Refractive inaex n’ Glass or

A True-Color Sensor and Suitable Evaluation Algorithm for Plant Recognition

PubMed Central

Schmittmann, Oliver; Schulze Lammers, Peter

2017-01-01

Plant-specific herbicide application requires sensor systems for plant recognition and differentiation. A literature review reveals a lack of sensor systems capable of recognizing small weeds in early stages of development (in the two- or four-leaf stage) and crop plants, of making spraying decisions in real time and, in addition, are that are inexpensive and ready for practical use in sprayers. The system described in this work is based on free cascadable and programmable true-color sensors for real-time recognition and identification of individual weed and crop plants. The application of this type of sensor is suitable for municipal areas and farmland with and without crops to perform the site-specific application of herbicides. Initially, databases with reflection properties of plants, natural and artificial backgrounds were created. Crop and weed plants should be recognized by the use of mathematical algorithms and decision models based on these data. They include the characteristic color spectrum, as well as the reflectance characteristics of unvegetated areas and areas with organic material. The CIE-Lab color-space was chosen for color matching because it contains information not only about coloration (a- and b-channel), but also about luminance (L-channel), thus increasing accuracy. Four different decision making algorithms based on different parameters are explained: (i) color similarity (ΔE); (ii) color similarity split in ΔL, Δa and Δb; (iii) a virtual channel ‘d’ and (iv) statistical distribution of the differences of reflection backgrounds and plants. Afterwards, the detection success of the recognition system is described. Furthermore, the minimum weed/plant coverage of the measuring spot was calculated by a mathematical model. Plants with a size of 1–5% of the spot can be recognized, and weeds in the two-leaf stage can be identified with a measuring spot size of 5 cm. By choosing a decision model previously, the detection quality can be increased. Depending on the characteristics of the background, different models are suitable. Finally, the results of field trials on municipal areas (with models of plants), winter wheat fields (with artificial plants) and grassland (with dock) are shown. In each experimental variant, objects and weeds could be recognized. PMID:28786922

A True-Color Sensor and Suitable Evaluation Algorithm for Plant Recognition.

PubMed

Schmittmann, Oliver; Schulze Lammers, Peter

2017-08-08

Plant-specific herbicide application requires sensor systems for plant recognition and differentiation. A literature review reveals a lack of sensor systems capable of recognizing small weeds in early stages of development (in the two- or four-leaf stage) and crop plants, of making spraying decisions in real time and, in addition, are that are inexpensive and ready for practical use in sprayers. The system described in this work is based on free cascadable and programmable true-color sensors for real-time recognition and identification of individual weed and crop plants. The application of this type of sensor is suitable for municipal areas and farmland with and without crops to perform the site-specific application of herbicides. Initially, databases with reflection properties of plants, natural and artificial backgrounds were created. Crop and weed plants should be recognized by the use of mathematical algorithms and decision models based on these data. They include the characteristic color spectrum, as well as the reflectance characteristics of unvegetated areas and areas with organic material. The CIE-Lab color-space was chosen for color matching because it contains information not only about coloration (a- and b-channel), but also about luminance (L-channel), thus increasing accuracy. Four different decision making algorithms based on different parameters are explained: (i) color similarity (ΔE); (ii) color similarity split in ΔL, Δa and Δb; (iii) a virtual channel 'd' and (iv) statistical distribution of the differences of reflection backgrounds and plants. Afterwards, the detection success of the recognition system is described. Furthermore, the minimum weed/plant coverage of the measuring spot was calculated by a mathematical model. Plants with a size of 1-5% of the spot can be recognized, and weeds in the two-leaf stage can be identified with a measuring spot size of 5 cm. By choosing a decision model previously, the detection quality can be increased. Depending on the characteristics of the background, different models are suitable. Finally, the results of field trials on municipal areas (with models of plants), winter wheat fields (with artificial plants) and grassland (with dock) are shown. In each experimental variant, objects and weeds could be recognized.

Interfacing and Verifying ALHAT Safe Precision Landing Systems with the Morpheus Vehicle

NASA Technical Reports Server (NTRS)

Carson, John M., III; Hirsh, Robert L.; Roback, Vincent E.; Villalpando, Carlos; Busa, Joseph L.; Pierrottet, Diego F.; Trawny, Nikolas; Martin, Keith E.; Hines, Glenn D.

2015-01-01

The NASA Autonomous precision Landing and Hazard Avoidance Technology (ALHAT) project developed a suite of prototype sensors to enable autonomous and safe precision landing of robotic or crewed vehicles under any terrain lighting conditions. Development of the ALHAT sensor suite was a cross-NASA effort, culminating in integration and testing on-board a variety of terrestrial vehicles toward infusion into future spaceflight applications. Terrestrial tests were conducted on specialized test gantries, moving trucks, helicopter flights, and a flight test onboard the NASA Morpheus free-flying, rocket-propulsive flight-test vehicle. To accomplish these tests, a tedious integration process was developed and followed, which included both command and telemetry interfacing, as well as sensor alignment and calibration verification to ensure valid test data to analyze ALHAT and Guidance, Navigation and Control (GNC) performance. This was especially true for the flight test campaign of ALHAT onboard Morpheus. For interfacing of ALHAT sensors to the Morpheus flight system, an adaptable command and telemetry architecture was developed to allow for the evolution of per-sensor Interface Control Design/Documents (ICDs). Additionally, individual-sensor and on-vehicle verification testing was developed to ensure functional operation of the ALHAT sensors onboard the vehicle, as well as precision-measurement validity for each ALHAT sensor when integrated within the Morpheus GNC system. This paper provides some insight into the interface development and the integrated-systems verification that were a part of the build-up toward success of the ALHAT and Morpheus flight test campaigns in 2014. These campaigns provided valuable performance data that is refining the path toward spaceflight infusion of the ALHAT sensor suite.

Feasibility of approaches combining sensor and source features in brain-computer interface.

PubMed

Ahn, Minkyu; Hong, Jun Hee; Jun, Sung Chan

2012-02-15

Brain-computer interface (BCI) provides a new channel for communication between brain and computers through brain signals. Cost-effective EEG provides good temporal resolution, but its spatial resolution is poor and sensor information is blurred by inherent noise. To overcome these issues, spatial filtering and feature extraction techniques have been developed. Source imaging, transformation of sensor signals into the source space through source localizer, has gained attention as a new approach for BCI. It has been reported that the source imaging yields some improvement of BCI performance. However, there exists no thorough investigation on how source imaging information overlaps with, and is complementary to, sensor information. Information (visible information) from the source space may overlap as well as be exclusive to information from the sensor space is hypothesized. Therefore, we can extract more information from the sensor and source spaces if our hypothesis is true, thereby contributing to more accurate BCI systems. In this work, features from each space (sensor or source), and two strategies combining sensor and source features are assessed. The information distribution among the sensor, source, and combined spaces is discussed through a Venn diagram for 18 motor imagery datasets. Additional 5 motor imagery datasets from the BCI Competition III site were examined. The results showed that the addition of source information yielded about 3.8% classification improvement for 18 motor imagery datasets and showed an average accuracy of 75.56% for BCI Competition data. Our proposed approach is promising, and improved performance may be possible with better head model. Copyright © 2011 Elsevier B.V. All rights reserved.

Development of liquid-environment frequency modulation atomic force microscope with low noise deflection sensor for cantilevers of various dimensions

NASA Astrophysics Data System (ADS)

Fukuma, Takeshi; Jarvis, Suzanne P.

2006-04-01

We have developed a liquid-environment frequency modulation atomic force microscope (FM-AFM) with a low noise deflection sensor for a wide range of cantilevers with different dimensions. A simple yet accurate equation describing the theoretical limit of the optical beam deflection method in air and liquid is presented. Based on the equation, we have designed a low noise deflection sensor. Replaceable microscope objective lenses are utilized for providing a high magnification optical view (resolution: <3μm) as well as for focusing a laser beam (laser spot size: ˜10μm). Even for a broad range of cantilevers with lengths from 35to125μm, the sensor provides deflection noise densities of less than 11fm/√Hz in air and 16fm/√Hz in water. In particular, a cantilever with a length of 50μm gives the minimum deflection noise density of 5.7fm/√Hz in air and 7.3fm/√Hz in water. True atomic resolution of the developed FM-AFM is demonstrated by imaging mica in water.

Reduction of structural loads using maneuver load control on the Advanced Fighter Technology Integration (AFTI)/F-111 mission adaptive wing

NASA Technical Reports Server (NTRS)

Thornton, Stephen V.

1993-01-01

A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

Tropospheric Airborne Meteorological Data Reporting (TAMDAR) Sensor Validation and Verification on National Oceanographic and Atmospheric Administration (NOAA) Lockheed WP-3D Aircraft

NASA Technical Reports Server (NTRS)

Tsoucalas, George; Daniels, Taumi S.; Zysko, Jan; Anderson, Mark V.; Mulally, Daniel J.

2010-01-01

As part of the National Aeronautics and Space Administration's Aviation Safety and Security Program, the Tropospheric Airborne Meteorological Data Reporting project (TAMDAR) developed a low-cost sensor for aircraft flying in the lower troposphere. This activity was a joint effort with support from Federal Aviation Administration, National Oceanic and Atmospheric Administration, and industry. This paper reports the TAMDAR sensor performance validation and verification, as flown on board NOAA Lockheed WP-3D aircraft. These flight tests were conducted to assess the performance of the TAMDAR sensor for measurements of temperature, relative humidity, and wind parameters. The ultimate goal was to develop a small low-cost sensor, collect useful meteorological data, downlink the data in near real time, and use the data to improve weather forecasts. The envisioned system will initially be used on regional and package carrier aircraft. The ultimate users of the data are National Centers for Environmental Prediction forecast modelers. Other users include air traffic controllers, flight service stations, and airline weather centers. NASA worked with an industry partner to develop the sensor. Prototype sensors were subjected to numerous tests in ground and flight facilities. As a result of these earlier tests, many design improvements were made to the sensor. The results of tests on a final version of the sensor are the subject of this report. The sensor is capable of measuring temperature, relative humidity, pressure, and icing. It can compute pressure altitude, indicated air speed, true air speed, ice presence, wind speed and direction, and eddy dissipation rate. Summary results from the flight test are presented along with corroborative data from aircraft instruments.

Air temperature sensors: dependence of radiative errors on sensor diameter in precision metrology and meteorology

NASA Astrophysics Data System (ADS)

de Podesta, Michael; Bell, Stephanie; Underwood, Robin

2018-04-01

In both meteorological and metrological applications, it is well known that air temperature sensors are susceptible to radiative errors. However, it is not widely known that the radiative error measured by an air temperature sensor in flowing air depends upon the sensor diameter, with smaller sensors reporting values closer to true air temperature. This is not a transient effect related to sensor heat capacity, but a fluid-dynamical effect arising from heat and mass flow in cylindrical geometries. This result has been known historically and is in meteorology text books. However, its significance does not appear to be widely appreciated and, as a consequence, air temperature can be—and probably is being—widely mis-estimated. In this paper, we first review prior descriptions of the ‘sensor size’ effect from the metrological and meteorological literature. We develop a heat transfer model to describe the process for cylindrical sensors, and evaluate the predicted temperature error for a range of sensor sizes and air speeds. We compare these predictions with published predictions and measurements. We report measurements demonstrating this effect in two laboratories at NPL in which the air flow and temperature are exceptionally closely controlled. The results are consistent with the heat-transfer model, and show that the air temperature error is proportional to the square root of the sensor diameter and that, even under good laboratory conditions, it can exceed 0.1 °C for a 6 mm diameter sensor. We then consider the implications of this result. In metrological applications, errors of the order of 0.1 °C are significant, representing limiting uncertainties in dimensional and mass measurements. In meteorological applications, radiative errors can easily be much larger. But in both cases, an understanding of the diameter dependence allows assessment and correction of the radiative error using a multi-sensor technique.

Flow Control Application on a Submerged Inlet Characterized by Three-Component LDV

DTIC Science & Technology

2010-12-01

boundary layer deficit accounted for less variation in stresses experienced by the compressor blades . These studies demonstrate the effect of geometry on... deficit region provided the best results. The airspeed and inlet velocity simulated takeoff and landing conditions; velocities ranged from Mach 0.1-0.3...uniformity of the total pressure profile at the compressor face prevents fatigue loading of the blades as they rotate.(5) Pressure recovery directly

Evaluation of the Malcolm horizon in a moving-base flight simulator

NASA Technical Reports Server (NTRS)

Gillingham, K. K.

1984-01-01

The efficacy of the Malcolm Horizon (MH) in a controlled, simulated, instrument flight environment was examined. Eight flight parameters were used to compare performance under experimental and control conditions. The parameters studied were pitch attitude, roll attitude, turn rate, airspeed, vertical velocity, heading, altitude, and course deviation. Testing of a commercial realization of the MH concept in a flight simulator revealed strengths and weaknesses of the currently available MH hardware.

Paresev 1 in Landing

NASA Image and Video Library

1962-02-05

Pilot and Paresev 1 preparing for a landing on the Rogers dry lakebed in 1962 at Edwards Air Force Base, California. The flight program began with ground tow tests. Several tows were made before liftoff was attempted to check the control rigging and to familiarize the pilot with the vehicle’s ground stability. As the pilot’s confidence and experience increased, tow speeds were also increased until liftoff was attained. Liftoff was at about 40 knots indicated airspeed (kias).

Presentation of the acoustic and aerodynamic results of the Aladin 2 concept qualification testing

NASA Technical Reports Server (NTRS)

Collard, M.; Doyotte, C.; Sagner, M.

1985-01-01

Wind tunnel tests were conducted of a scale model of the Aladin 2 aircraft. The propulsion system configuration is described and the air flow caused by jet ejection is analyzed. Three dimensional flow studies in the vicinity of the engine installation were made. Diagrams of the leading and trailing edge flaps are provided. Graphs are developed to show the aerodynamic performance under conditions of various airspeed and flap deflection.

Environmental Assessment: T-6 Aircraft Basing and Operation

DTIC Science & Technology

2004-06-01

The operating characteristics of the T -6 are similar to the T-37. Thus, the T-6 traffic pattern aircraft ground tracks, profiles , and airspeeds are...low-income populations.” Adverse is defined by the Federal Interagency Working Group on Environmental Justice as “having a deleterious effect on...types of aircraft (i.e., large and trainer) was considered a significant safety issue. Safety concerns include mixing the flight profiles of two

ARC-1944-A-6538

NASA Image and Video Library

1944-09-28

NACA photographer Northrop P-61A Black Widow towing P-51B to release altitude of 28,000 ft over Muroc Dry Lake, California for in flight validating of wind tunnel measurements of drag. After the pilot released the tow cable, drag measurementrs were obtained at various airspeeds in a 20-minute unpowered flight. Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 Fig. 17

Alternative Methods to Standby Gain Scheduling Following Air Data System Failure

DTIC Science & Technology

2009-09-01

in the event of air data system failures. There are two problems with this current method. First, the pilot must take time away from other ...pertinent tasks to manually position the standby-gains via the landing gear handle, air-to-air refueling door switch or some other means. Second, the...the way, the original airspeed estimator was improved and two other alternatives to standby-gain-scheduling were investigated. Knowing what

A MAG for the Twenty First Century: Lethal, Lighter, Energy Efficient, and Cheaper

DTIC Science & Technology

2010-04-14

well as an advanced trainer. 40 25. Zero altitude-zero airspeed ejection seats . 26. Common multi-function display (MFD) cockpit configuration for...front cockpit, with seat belts/shoulder harnesses fastened. b. Aft cockpit capable of being reconfigured for flight control including conducting...Capability to carry two wounded Marines via internal litters. 24. Dual seat with dual controls to facilitate dual use as light attack/armed reconnaissance as

Optimal Sensor Scheduling for Multiple Hypothesis Testing

DTIC Science & Technology

1981-09-01

Naval Research, under contract N00014-77-0532 is gratpfully acknowledged. 2 Laboratory for Information and Decision Systems , MIT Room 35-213, Cambridge...treat the more general problem [9,10]. However, two common threads connect these approaches: they obtain feedback laws mapping posterior destributions ...objective of a detection or identification algorithm is to produce correct estimates of the true state of a system . It is also bene- ficial if these