Article

Ukraine's Luch displays Gran short-range air-to-air missile

January 2006

Authors:

The Luch State Design Bureau has showed a mockup of its proposed Gran (Verge) short-range air-to-air missile at the AVIASVIT-XXI exhibition held in Kiev, Ukraine on June 8-12, 2006. An artist's impression of the weapon was showed at the exhibition in 2002 along with the proposed PR-611 combined aerodynamic and gas dynamic control system. The missile is approximately 2.5 m long and 170 mm in diameter and its aerodynamic scheme uses cruciform wings of long chord and narrow span, plus cruciform tail surfaces. Gran is intended to allow all-aspect engagement of highly maneuverable air targets flying at speeds of up to 1,500 kt and altitudes of 65-65,000 ft. It can be launched from aircraft flying at 350-1,350 kt, and has a maximum flight time of 25 seconds and has a maximum range of 20 km and a minimum range of 300 m during rear-hemisphere attacks. Luch also showed a guided version of the KMGU munitions dispensers.

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Article

Range Target System (RTS) Operations Manual

October 1990

Andrew V. Barber

Range Target System (RTS) is a high-fidelity engagement simulator. Short Range Air Defense (SHORAD) and Forward-Area Air Defense System (FAADS) crews employ their actual weapons in simulated or live fire engagement of sub- scale, fixed-wing and rotary-wing aircraft. RTS permits training and evaluation of individuals, crews and platoons, provides detailed crew performance scoring and feedback, and ... [Show full abstract] can be moved from one location to another and rapidly put in place for a new training exercise or test application. This operations manual describes the major RTS components (targets, range control station, data acquisition station, position-location station, and laser ballistics simulator), RTS set-up procedures, RTS system preparation and installation procedures, and RTS operations, maintenance, and supply. Two separately published annexes to this manual exist. Annex 1 describes the Pop-Up Target System operations and maintenance. Annex 2 describes the flying Target System operations and maintenance. These three manuals provide the maximum documentation necessary to support RTS.

Article

Project Dawdler: A proposal in response to a low Reynolds number station keeping mission

June 1990

In direct response to Request for Proposals: Flight at very low Reynolds numbers - a station keeping mission, the members of Design Squad E present Project Dawdler: a remotely-piloted airplane supported by an independently controlled take-off cart. A brief introduction to Project Dawdler's overall mission and design, is given. The Dawdler is a remotely-piloted airplane designed to fly in an ... [Show full abstract] environmentally-controlled closed course at a Reynolds number of 10(exp 5) and at a cruise velocity of 25 ft/s. The two primary goals were to minimize the flight Reynolds number and to maximize the loiter time. With this in mind, the general design of the airplane was guided by the belief that a relatively light aircraft producing a fairly large amount of lift would be the best approach. For this reason the Dawdler utilizes a canard rather than a conventional tail for longitudinal control, primarily because the canard contributes a positive lift component. The Dawdler also has a single vertical tail mounted behind the wing for lateral stability, half of which is used as a rudder for yaw control. Due to the fact that the power required to take-off and climb to altitude is much greater than that required for cruise flight and simple turning maneuvers, it was decided that a take-off cart be used. Based on the current design, there are two unknowns which could possibly threaten the success of Project Dawdler. First, the effect of the fully-movable canard with its large appropriation of total lift on the performance of the plane, and secondly, the ability of the take-off procedure to go as planned are examined. These are questions which can only be answered by a prototype.

Article

Flight Tests of a 1/6-Scale Model of the Hawker P 1127 Jet VTOL Airplane

February 1961

An experimental investigation has been made to determine the dynamic stability and control characteristics of a 1/6-scale flying model of the Hawker P lIP7 jet vertical-take-off-and-landing (VTOL) airplane in hovering and transition flight. The model was powered by a counter-rotating ducted fan driven by compressed-air jets at the tips of the fan blades. In hovering flight the model was ... [Show full abstract] controlled by jet-reaction controls which consisted of yaw and pitch jets at the extremities of the fuselage and a roll jet on each wing tip. In forward flight the model was controlled by conventional ailerons and rudder and an all-movable horizontal tail. In hovering flight the model could be flown smoothly and easily, but the roll control was considered too weak for rapid maneuvering or hovering in gusty air. Transitions from hovering to normal forward flight and back to hovering could be made smoothly and consistently and with only moderate changes in longitudinal trim. The model had a static longitudinal instability or pitch-up tendency throughout the transition range, but the rate of divergence in the pitch-up was moderate and the model could be controlled easily provided the angle of attack was not allowed to become too high. In both the transition and normal forward flight conditions the lateral motions of the model were difficult to control at high angles of attack, apparently because of low directional stability at small angles of sideslip. The longitudinal stability of the model in normal forward flight was generally satisfactory, but there was a decided pitch-up tendency for the flap-down condition at high angles of attack. In the VTOL landing approach condition, with the jets directed straight down or slightly forward, the nose-down pitch trim required was greater than in the transitions from hovering to forward flight, but the longitudinal instability was about the same. Take-offs and landings in still air could be made smoothly although there was a slight unfavorable ground effect on lift and a nose-down change in pitch trim near the ground. Short take-offs and landings could be made smoothly and consistently although the model experienced a decided nose-up change in pitching moment as it climbed out of ground effect.

Article

Full-text available

PERANCANGAN AWAL SCALE MODEL GLIDER STTA-25-02_SAILPLANE

August 2017 · Angkasa Jurnal Ilmiah Bidang Teknologi

The knowledge and experience in aircraft design, especially for glider or sailplane are very important to have. Today, process of designing glider developed so rapidly, especially in America and Europe, one of the significant achievement is the performance aspect of glider. For example, the German-built Eta has a wingspan 30.78 m, aspect ratio 51 and wing loading 50.97 kg/m2, with glide angle of ... [Show full abstract] 0.8 degree and 3 km altitude, the glider able to fly 213 km in horizontal direction. Therefore, as the first step to understand the preliminary design of glider, it is important to start with designing a scale model glider STTA-25-02_Sailplane. The goals of this design are to get geometry and configuration of the glider, to obtained stability of glider and to gain performance data that meet with design requirements and objectives data (DR&O). The conclusions from the preliminary design of scale model glider STTA-25-02_Sailplane are the geometry and configuration are good, for example the achivement in performance, the minimum sink rate 0.52 m/s, the glide ratio more than 20 at a cruising speed over 13 m/s, stall speed 11.45 m/s at angle of attack 0 degree. In addition glider STTA-25-02_Sailplane has static and dynamic stability, the static stability condition is indicated by the value of trim angle is positive 1 degree, curve of Cma and Clfi has negative slope, Cnfi curve has positive slope. The dynamic stability condition is indicated by the eigen value for each mode o f movement are negative except on phugoid and spiral mode, eigen value for short period -5.7681 ± 7.0010, phugoid 0.0403 ± 1.1136, rool damping -32.6243, dutch roll -1.0468 ± 3.4891 and spiral 0.1467. Positive eigen value on phugoid and spiral mode can be solved by adding a control parameter of the controlsurfaces.

Article

The Medical Aspects of Supersonic Flight

August 1963 · JAMA The Journal of the American Medical Association

Donald H. Stuhring

AS THE RESULT of more than 10 years of international study it has been established that supersonic air transportation by the early 1970's is technically and economically feasible.1 At that time the general flying public will take a substantial step forward on the road to eventual civil space flight.2 Although no totally new medical problem areas are anticipated for supersonic flight, the speeds ... [Show full abstract] and altitudes envisioned do require a re-evaluation of the inherent operational and environmental hazards with particular emphasis on potential effects on crew, passengers, and the public at large. This report describes this advanced form of air travel and re-examines those areas currently of greatest clinical concern.Configuration The artist's conception of a representative supersonic jet configuration (top right) shows that characteristically, it has a long, narrow, pointed body and either a fixed, razor-thin, delta or a variablegeometry wing designed for both subsonic and supersonic operation.

Article

Pilot Non-Conformance to Alerting System Commands

February 1997

Amy Pritchett

This research project examined the effects of consonance between cockpit displays and alerting system as a technique to encourage pilots to conform to alerting system commands. An experiment used the task of collision avoidance during closely spaced parallel approaches as a case study, building upon previous experiments which identified instances of non-conformance and conflicts between the ... [Show full abstract] alerting criteria preferred by pilots, compared to that used by alerting systems. Using a workstation based, part-task simulator, each of 45 subjects completed 45 experiment runs. In each run, the subjects were told they were flying an approach. Their primary task was to keep their wings level despite turbulence through the use of a sidestick. The sidestick commands did not affect the path of the aircraft, however, so that consistent approach paths were be followed. Their secondary task was to indicate when an aircraft on a parallel approach is blundering towards them, as evidenced by the traffic display. Subjects were asked to press different buttons indicating whether they feel an avoidance maneuver is required by the traffic situation or not. At the completion of each run, subjects were asked to rate their confidence in their decision and, if appropriate, to rate the timeliness of automatic alerts when had been given. Three different automatic alert conditions were tested. The "No Automatic Alerts Given" condition is self-explanatory. In the "Automatic Alerts Based on NTZ Criteria" condition, an automatic alert was given when the NTZ criteria was triggered; this criteria is consistent with subject reactions in other studies, in which subjects were found to react, on average, when the other aircraft was 1350 min to the side of the own aircraft. In the "Automatic Alerts Based on MIT Criteria" condition, an automatic alert was given when the MIT criteria was triggered; this criteria was developed by Carpenter and Kuchar for parallel approaches to have better performance, at the cost of increased complexity and higher sensitivity to pilot non-conformance. Three displays were tested. The "Baseline Display" is based on a moving map display, with a top-down view, track-up orientation, iconic presentation of the other aircraft's positions and a text presentation of the other aircraft's altitude. The "NTZ Alert Criteria Shown" display added to the Baseline Display an explicit presentation on the display of the boundary delineating the NTZ criteria, allowing for quick comparison of the other aircraft's position relative to this alert criteria. Likewise, the "MIT Alert Criteria Shown" display added to the Baseline Display an explicit presentation on the display of the boundary delineating the MIT criteria, allowing for quick comparison of the other aircraft's position relative to this alert criteria The test matrix for this experiment was three dimensional, varying displays, alerts and traffic conflict scenarios.

Article

Development of the A-6/Circulation Control Wing Flight Demonstrator Configuration

January 1979

Robert J. Englar

Wind tunnel investigations were conducted on a 1/8.5-scale model of the A-6/Circulation Control Wing (CCW) flight demonstrator aircraft in order to confirm the high lift capability of the concept, to improve lifting and control surfaces and to provide supporting data to assure safety of flight and adequate handling of the full-scale aircraft. The best configuration developed during these ... [Show full abstract] investigations produced a 2.2-fold increase in C sub L max over the conventional A-6A high lift configuration. This CCW configuration was compromised to simplify testbed aircraft modifications, reduce construction costs, and provide a larger range of parameters obtainable during flight testing, yet in the final configuration, still provided trimmed aerodynamic C sub L max double that of the standard A-6A. Additional studies included: Reynolds number and slot height variations, operation in ground effect, stall and stall hysteresis, effect of lifting surface imperfection, additional drag generators, flow field at the tail surface, and longitudinal stability levels with aft c.g. shift. Data from the present studies should provide an adequate base upon which to construct the full-scale flight demonstrator and predict its STOL performance and longitudinal flying qualities.

Article

Simulation analysis of a flight control law with in-flight performance optimization

January 2012

A flight control system is designed to perform in-flight optimization of redundant control effectors on a rotorcraft in order to minimize power required at a given flight condition. This "Fly to Optimal" (FTO) control law is tested in simulation using the GENHEL model of the UH-60A and a compound version of the UH-60 with lifting wing and vectored thrust ducted propeller (VTDP). A model following ... [Show full abstract] controller is implemented for the pitch, roll, yaw, heave and rotor RPM axes. An outer loop is designed to control forward and sideward translational rate and hold airspeed and altitude during optimization. Two approaches were used to perform in-flight optimizations. A Golden Section search method was used to find optimal rotor RPM on a conventional helicopter, where the single redundant control effector is rotor RPM. A method based on the Adaptive Performance Optimization (APO) methods was used to optimize trim on a compound rotorcraft with several redundant control effectors. The controller can be used to optimize rotor RPM and compound control effectors through flight test or simulations in order to establish a schedule. Alternatively, in-flight optimizations can be performed in level flight cruise conditions without altering flight conditions significantly. Simulation results show the FTO method to be effective in reaching optimal, although in some cases requiring relatively long period of simulated flight time. Copyright © 2012 by the American Helicopter Society International, Inc. All rights reserved.

Article

Preliminary Configuration Design of a Modular Weapon with Canard Controls

June 1973

Wendell R. Hull

A geometric configuration design for a guided modular weapon with an 800-lb warhead and canard controls was developed, based on preliminary computation of aerodynamic data. The applicable stability derivatives for forty-five variations of canard and tail wing size were computed and the subsonic longitudinal stability and control characteristics were evaluated. The primary criteria considered in ... [Show full abstract] the evaluation were maneuver load factor capability and perturbed dynamic response, with constraints on static margin, control deflection, and trimmed angle of attack. The sensitivity to weight and center of gravity variations and the time response to control deflection inputs were also evaluated to arrive at a suitable configuration design. Maneuver load factor capability greater than 1.5 g's with a controls fixed static margin exceeding 1.5 calibers appears feasible for the preliminary design. The maneuver capability can be achieved with both maximum trimmed angle of attack and maximum control deflection less than 10 degrees. (Author)

Article

Manual Aerodynamic Optimization of an Oblique Wing Supersonic Transport

November 1999 · Journal of Aircraft

We use manual methods and an advanced geometry generator to optimize a large wing flying obliquely at M-infinity = root 2. These include the Informed, but manual, design of the airfoil sections and a blending of these airfoil sections to create the wing. A manual tailoring of the wing planform and planform (twist axis) bending are used to ensure a nearly elliptic load. The lift coefficient and ... [Show full abstract] sweep are varied sequentially to arrive at an optimum inviscid design. The viscous drag is estimated by considering the wing to be a flat plate. The altitude at which the wing enters cruise is selected to maximize L/D. This results in an oblique wing supersonic transport that reaches Mach 0.8 at 30,800 ft, where it has a viscous ML/D of 24.9, accelerates through Mach 1.1, where it has a viscous ML/D of 23.7, to cruise at Mach root 2 at 41,300 ft. There its viscous ML/D is 24.2.

Article

Full-text available

Tsetse Fly Infection Dynamicsand its Implications with Control of Trypanosomiasis in Kajo-Keji Count...

September 2016

A two-year study was conducted in Kajo-Keji County South Sudan to evaluate tsetse fly infection dynamics which implicate the control of trypanosomiasis in the study area.Infection dynamics ofthe flieswas assessed and monitored using biconical traps.Captured flies were identified, segregated into sexes and age examined using wing fray and ovarian techniques for males and females, respectively. ... [Show full abstract] RIME-LAMP test was used to detect Trypanosome species in the midguts of wild tsetse flies.The non-parametric Wilcoxon Signed Rank Test was used to assess the difference in the number of the infected flies between the dry and the wet season counts.The mean infected G.f. fuscipeswere: male 6 ±1.4, female 3 ± 1.0 and male 10 ± 2.0, female 3 ± 0.7 in the dry and wet seasons of the year 2011; male,6 ± 1.4,female 6 ±1.4 and male,10 ± 2, female3 ± 0.8 in the dry and wet seasons of 2012.Infection showed significant differences (Z=-2.03, P = 0.04) with both seasons in 2011 and no significant differences (Z=-1.41, P = 0.16) in 2012. Number of infected male and female flies was positively correlated with the fly age in the dry (Male, R 2 =0.94; female, R 2 =0.86) and wet (Male, R 2 =0.97; female, R 2 =1) seasons in 2011 and (Male, R 2 =0.90; female, R 2 =0.94) in the dry and wet (Male, R 2 = 0.97 female, R 2 =1) seasons in 2012.These results showed thatG.f.fuscipeswere infected with T.brucei gambiense and they were proved to be potential vectors for HAT in the study area. Hence, the implications of Tsetse fly infection dynamics in the control of trypanosomiasis need development of further control strategiesfor sustainable development of livestock and human resources in Kajo-Keji County.

Chapter

Conclusion: Towards the Realization of an Artificial Leaf

March 2018 · Springer Series in Chemical Physics

Katharina Brinkert

The dream of realising artificial photosynthesis can probably be best compared to the dream of flying at the turn of the 19th century; early aviation pioneers looked at birds, the function of the wings, the tail, fuselage and the aerodynamics of flying to come up with biomimetic aeroplane design features.