Certification of Part 23 Airplanes for Flight in Icing Conditions W/Chg 1
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Robust Fly-By-Wire Under Horizontal Tail Damage
Robust Fly-by-Wire under Horizontal Tail Damage by Zinhle Dlamini Thesis presented in partial fulfilment of the requirements for the degree of Doctor of Philosophy in Electronic Engineering in the Faculty of Engineering at Stellenbosch University Department of Electrical and Electronic Engineering, University of Stellenbosch, Private Bag X1, Matieland 7602, South Africa. Supervisor: Prof T Jones December 2016 Stellenbosch University https://scholar.sun.ac.za Declaration By submitting this thesis electronically, I declare that the entirety of the work contained therein is my own, original work, that I am the sole author thereof (save to the extent explicitly otherwise stated), that reproduction and publication thereof by Stellenbosch University will not infringe any third party rights and that I have not previously in its entirety or in part submitted it for obtaining any qualification. Date: . Copyright © 2016 Stellenbosch University All rights reserved. i Stellenbosch University https://scholar.sun.ac.za Abstract Aircraft damage modelling was conducted on a Boeing 747 to examine the effects of asymmetric horizontal stabiliser loss on the flight dynamics of a commercial fly-by-Wire (FBW) aircraft. Change in static stability was investigated by analysing how the static margin is reduced as a function of percentage tail loss. It is proven that contrary to intuition, the aircraft is longitudinally stable with 40% horizontal tail removed. The short period mode is significantly changed and to a lesser extent the Dutch roll mode is affected through lateral coupling. Longitudinal and lateral trimmability of the damaged aircraft are analysed by comparing the tail-loss-induced roll, pitch, and yaw moments to available actuator force from control surfaces. -
Albatross Can Soar at Sea for Days and Even Weeks at a Time
Executive Summary April 28, 2021 Sean Berger • Ryan Casterline • Jonathan Detwiler • Joshua Forrest Zackary Long • JR Sciple • Daniel Szallai • Xinpeng Zhao Introduction Out in the remote costal cliffs of the North Pacific Ocean, the Great Albatross can soar at sea for days and even weeks at a time. With a wingspan of more than 10 feet, this magnificent bird can stay aloft for free by utilizing dynamic soaring. Its maneuverability and flight longevity allow it to be unrivaled by any other sea bird. Inspired by this bird, the aerospace engineering undergraduate team from Penn State University designed the UQ-9 Albatross: an autonomous medical supply delivery VTOL aircraft in response to the 2020- 2021 VFS Student Design Competition sponsored by Boeing. Albatross is a hybrid 4-bladed quad rotor VTOL aircraft with folding wing capabilities, designed to deliver packages at high speed to local delivery centers and logistics sites. Its variable geometry and autonomous, compact package unloading system makes it an effective delivery vehicle. It was also designed to be multiply redundant to maximize safety. These features allow Albatross to operate in environments that are void of conventional runwayswith the advantagesof a fixed wing aircraft. Vehicle Overview The Albatross is a cargo aircraft that is capable of vertical takeoff and landing during the Fall semester. Our group decided upon a vehicle that changes the configuration of its wings between vertical and horizontal flight. The folding wing concept is a design that attempts to trade‐off the advantages and disadvantages of a conventional vertical take‐off and landing vehicle with a conventional fixed‐wing aircraft configuration. -
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman B.S. Civil Engineering Duke University, 1984 Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics in conjuction with the LEADERS FOR MANUFACTURING PROGRAM at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 1991 © 1991, MASSACHUSETTS INSTITUTE OF TECHNOLOGY ALL RIGHTS RESERVED Signature of Author_ .• May, 1991 Certified by Stephen C. Graves Professor of Management Science Certified by A/roJ , Paul A. Lagace Profes s Aeron icand Astronautics Accepted by Jeffrey A. Barks Associate Dean aster's and Bachelor's Programs I.. Jloan School of Management Accepted by - No U Professor Harold Y. Wachman Chairman, Department Graduate Committee Aero Department of Aeronautics and Astronautics MASSACHiUSEITS INSTITUTE OFN Fr1 1'9n.nry JUJN 12: 1991 1 UiBRARIES The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics June 1991 ABSTRACT Composite materials have many characteristics well-suited for aerospace applications. Advanced graphite/epoxy composites are especially favored due to their high stiffness, strength-to-weight ratios, and resistance to fatigue and corrosion. Research emphasis to date has been on the design and fabrication of composite detail parts, with considerably less attention given to the cost and quality issues in their subsequent assembly. -
Final Report RL 2017:10E
Final report RL 2017:10e Serious incident after take-off from Gothenburg/Landvetter Airport on 7 November 2016 involving SE-DSV an aeroplane of the model AVRO-RJ 100, operated by Braathens Regional Aviation AB. File no. L-112/16 7 December 2017 RL 2017:10e SHK investigates accidents and incidents from a safety perspective. Its investigations are aimed at preventing a similar event from occurring in the future, or limiting the effects of such an event. The investigations do not deal with issues of guilt, blame or liability for damages. The report is also available on SHK´s web site: www.havkom.se ISSN 1400-5719 This document is a translation of the original Swedish report. In case of discrepancies between this translation and the Swedish original text, the Swedish text shall prevail in the interpretation of the report. Photos and graphics in this report are protected by copyright. Unless other- wise noted, SHK is the owner of the intellectual property rights. With the exception of the SHK logo, and photos and graphics to which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 2.5 Sweden license. This means that it is allowed to copy, distribute and adapt this publication provided that you attribute the work. The SHK preference is that you attribute this publication using the following wording: “Source: Swedish Accident Investigation Authority”. Where it is noted in the report that a third party holds copyright to photos, graphics or other material, that party’s consent is needed for reuse of the material. -
Effects of Gurney Flap on Supercritical and Natural Laminar Flow Transonic Aerofoil Performance
Effects of Gurney Flap on Supercritical and Natural Laminar Flow Transonic Aerofoil Performance Ho Chun Raybin Yu March 2015 MPhil Thesis Department of Mechanical Engineering The University of Sheffield Project Supervisor: Prof N. Qin Thesis submitted to the University of Sheffield in partial fulfilment of the requirements for the degree of Master of Philosophy Abstract The aerodynamic effect of a novel combination of a Gurney flap and shockbump on RAE2822 supercritical aerofoil and RAE5243 Natural Laminar Flow (NLF) aerofoil is investigated by solving the two-dimensional steady Reynolds-averaged Navier-Stokes (RANS) equation. The shockbump geometry is predetermined and pre-optimised on a specific designed condition. This study investigated Gurney flap height range from 0.1% to 0.7% aerofoil chord length. The drag benefits of camber modification against a retrofit Gurney flap was also investigated. The results indicate that a Gurney flap has the ability to move shock downstream on both types of aerofoil. A significant lift-to-drag improvement is shown on the RAE2822, however, no improvement is illustrated on the RAE5243 NLF. The results suggest that a Gurney flap may lead to drag reduction in high lift regions, thus, increasing the lift-to-drag ratio before stall. Page 2 Dedication I dedicate this thesis to my beloved grandmother Sandy Yip who passed away during the course of my research, thank you so much for the support, I love you grandma. This difficult journey would not have completed without the deep understanding, support, motivation, encouragement and unconditional love from my beloved parents Maggie and James and my brother Billy. -
FAA Advisory Circular AC 91-74B
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Pilot Guide: Flight in Icing Conditions Date:10/8/15 AC No: 91-74B Initiated by: AFS-800 Change: This advisory circular (AC) contains updated and additional information for the pilots of airplanes under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The purpose of this AC is to provide pilots with a convenient reference guide on the principal factors related to flight in icing conditions and the location of additional information in related publications. As a result of these updates and consolidating of information, AC 91-74A, Pilot Guide: Flight in Icing Conditions, dated December 31, 2007, and AC 91-51A, Effect of Icing on Aircraft Control and Airplane Deice and Anti-Ice Systems, dated July 19, 1996, are cancelled. This AC does not authorize deviations from established company procedures or regulatory requirements. John Barbagallo Deputy Director, Flight Standards Service 10/8/15 AC 91-74B CONTENTS Paragraph Page CHAPTER 1. INTRODUCTION 1-1. Purpose ..............................................................................................................................1 1-2. Cancellation ......................................................................................................................1 1-3. Definitions.........................................................................................................................1 1-4. Discussion .........................................................................................................................6 -
Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications”
UNIVERSITY OF NAPLES “FEDERICO II” PhD course in Aerospace, Naval and Quality Engineering PhD Thesis in Aerospace Engineering “ELECTRICALLY HEATED COMPOSITE LEADING EDGES FOR AIRCRAFT ANTI-ICING APPLICATIONS” by Francesco De Rosa 2010 To my girlfriend Tiziana for her patience and understanding precious and rare human virtues University of Naples Federico II Department of Aerospace Engineering DIAS PhD Thesis in Aerospace Engineering Author: F. De Rosa Tutor: Prof. G.P. Russo PhD course in Aerospace, Naval and Quality Engineering XXIII PhD course in Aerospace Engineering, 2008-2010 PhD course coordinator: Prof. A. Moccia ___________________________________________________________________________ Francesco De Rosa - Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications 2 Abstract An investigation was conducted in the Aerospace Engineering Department (DIAS) at Federico II University of Naples aiming to evaluate the feasibility and the performance of an electrically heated composite leading edge for anti-icing and de-icing applications. A 283 [mm] chord NACA0012 airfoil prototype was designed, manufactured and equipped with an High Temperature composite leading edge with embedded Ni-Cr heating element. The heating element was fed by a DC power supply unit and the average power densities supplied to the leading edge were ranging 1.0 to 30.0 [kW m-2]. The present investigation focused on thermal tests experimentally performed under fixed icing conditions with zero AOA, Mach=0.2, total temperature of -20 [°C], liquid water content LWC=0.6 [g m-3] and average mean volume droplet diameter MVD=35 [µm]. These fixed conditions represented the top icing performance of the Icing Flow Facility (IFF) available at DIAS and therefore it has represented the “sizing design case” for the tested prototype. -
SBM20-322 2015 June 23 Temporary
MOONEY INTERNATIONAL CORPORATION SERVICE BULLETIN 165 Al Mooney Road North Kerrville, Texas 78028 SERVICE BULLETIN M20-322 Date: June 23, 2015 THIS BULLETIN IS FAA APPROVED FOR ENGINEERING DESIGN SUBJECT: Temporary Replacement of Icing System Stall Strip MODELS/ SN Mooney Aircraft with Known Icing System Installed AFFECTED: TIME OF AS SOON AS PRACTICABLE COMPLIANCE: INTRODUCTION: For instances involving missing icing system stall strips, airplanes are grounded. To remedy this situation, a temporary non-icing system stall strip can be installed in place of the icing stall strip to allow the aircraft to operate as a “Not Certified for Flight in Known Icing Conditions” aircraft until the icing strip can be installed. This Service Bulletin is to provide instructions for installing the temporary stall strip. The attached compliance card needs to be filled out and returned to Mooney International Corporation upon completion of this Service Bulletin M20-322. WARNING: Flight into known icing conditions and the use of the aircraft’s icing system is prohibited until the permanent icing system stall strip can be installed. This Service Bulletin only allows for a temporary non-icing stall strip to be installed for temporary flight until the permanent icing stall strip can be obtained. INSTRUCTIONS: Read entire procedures before beginning work. INSTALLING TEMPORARY STALL STRIP: 1.1. Disable and secure circuit breaker to prevent accidental operation of icing system. 1.2. Remove all old sealant and thoroughly clean the porous surface of the wing where the temporary stall strip is to be installed. Acceptable cleaning solvents are listed below. NOTE: The primary factor affecting the adhesion of the stall strip is absolute cleanliness of the porous panel. -
Fly-By-Wire - Wikipedia, the Free Encyclopedia 11-8-20 下午5:33 Fly-By-Wire from Wikipedia, the Free Encyclopedia
Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Fly-by-wire From Wikipedia, the free encyclopedia Fly-by-wire (FBW) is a system that replaces the Fly-by-wire conventional manual flight controls of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft's computers to perform functions without the pilot's input, as in systems that automatically help stabilize the aircraft.[1] Contents Green colored flight control wiring of a test aircraft 1 Development 1.1 Basic operation 1.1.1 Command 1.1.2 Automatic Stability Systems 1.2 Safety and redundancy 1.3 Weight saving 1.4 History 2 Analog systems 3 Digital systems 3.1 Applications 3.2 Legislation 3.3 Redundancy 3.4 Airbus/Boeing 4 Engine digital control 5 Further developments 5.1 Fly-by-optics 5.2 Power-by-wire 5.3 Fly-by-wireless 5.4 Intelligent Flight Control System 6 See also 7 References 8 External links Development http://en.wikipedia.org/wiki/Fly-by-wire Page 1 of 9 Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Mechanical and hydro-mechanical flight control systems are relatively heavy and require careful routing of flight control cables through the aircraft by systems of pulleys, cranks, tension cables and hydraulic pipes. -
Pilots Can Minimize the Likelihood of Aircraft Roll Upset in Severe Icing
FLIGHT SAFETY FOUNDATION JANUARY 1996 FLIGHT SAFETY DIGEST Pilots Can Minimize the Likelihood of Roll Upset in Severe Icing FLIGHT SAFETY FOUNDATION For Everyone Concerned Flight Safety Digest With the Safety of Flight Vol. 15 No. 1 January 1996 Officers/Staff In This Issue Stuart Matthews Chairman, President and CEO Pilots Can Minimize the Likelihood of Board of Governors Roll Upset in Severe Icing 1 Robert Reed Gray, Esq. Under unusual conditions associated with General Counsel and Secretary Board of Governors supercooled large droplets, roll upset can result from ice accretion on a sensitive area of the wing, ADMINISTRATIVE aft of the deicing boots. Pilots must be sensitive Nancy Richards to cues — visual, audible and tactile — that Executive Secretary identify severe icing conditions, and then promptly exit the icing conditions before control FINANCIAL of the airplane is degraded to a hazardous level. Brigette Adkins Accountant Approach-and-landing Accidents TECHNICAL Accounted for Majority of Commercial 10 Robert H. Vandel Director of Technical Projects Jet Hull Losses, 1959–1994 MEMBERSHIP The flight crew was the primary causal factor in the largest number of commercial jet hull-loss J. Edward Peery Director of Membership and Development accidents, according to Boeing statistics. Ahlam Wahdan Assistant to the Director of Membership and Development Report Disputes Commission’s Findings on Mt. Erebus Accident 14 PUBLICATIONS Book offers guidance on successful corporate Roger Rozelle aviation management. Director of Publications Girard Steichen Assistant Director of Publications Airbus A300 Crew Anticipates Clearance, Rick Darby Makes Unauthorized Takeoff 18 Senior Editor Helicopter strikes electrical wires, with two Karen K. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
A “Short Course” on Ice and the TBM
A “Short Course” on Ice and the TBM. Icing is topical at the present time as a result of a recent accident in a TBM. I have had a number of conversations with pilots who I would consider knowledgeable and it is apparent that there is a lot of confusion surrounding this subject. Also noting on line posts this confusion is not limited to owner pilots. I have had occasion to be a victim of my own stupidity in a serious icing condition years ago and I can vouch that icing is a deadly serious situation in more ways than one. Before going on with the subject we want to stipulate that the data we are about to provide is a summary of information that is to be found on line, along with narrative and data provided from knowledgeable instructors, if any of the data provided conflicts with anything you have been taught we urge you to satisfy yourself as to which data is correct. TBM operators fly in the same airspace where we find Part 25 aircraft (Commercial Category) aircraft. There is a big difference in how these two categories of aircraft are affected by icing conditions. A 767 will often be climbing at over 300 kts and 4000+ ft/min at typical icing altitudes. This creates two very distinct advantages for the 767: first, their icing exposure time may be less than 1/3 of ours. Second, icing conditions are a function of TAT (Total Air Temperature), not SAT (static air temp). TAT is warmer than SAT because of the effects of compressibility as the airplane operates at faster and faster speeds.