Aircraft Specification Falcon 900LX
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Cranfield University Xue Longxian Actuation
CRANFIELD UNIVERSITY XUE LONGXIAN ACTUATION TECHNOLOGY FOR FLIGHT CONTROL SYSTEM ON CIVIL AIRCRAFT SCHOOL OF ENGINEERING MSc by Research THESIS CRANFIELD UNIVERSITY SCHOOL OF ENGINEERING MSc by Research THESIS Academic Year 2008-2009 XUE LONGXIAN Actuation Technology for Flight Control System on Civil Aircraft Supervisor: Dr. C. P. Lawson Prof. J. P. Fielding January 2009 This thesis is submitted in fulfilment of the requirements for the degree of Master of Science © Cranfield University 2009. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. ABSTRACT This report addresses the author’s Group Design Project (GDP) and Individual Research Project (IRP). The IRP is discussed primarily herein, presenting the actuation technology for the Flight Control System (FCS) on civil aircraft. Actuation technology is one of the key technologies for next generation More Electric Aircraft (MEA) and All Electric Aircraft (AEA); it is also an important input for the preliminary design of the Flying Crane, the aircraft designed in the author’s GDP. Information regarding actuation technologies is investigated firstly. After initial comparison and engineering consideration, Electrohydrostatic Actuation (EHA) and variable area actuation are selected for further research. The tail unit of the Flying Crane is selected as the case study flight control surfaces and is analysed for the requirements. Based on these requirements, an EHA system and a variable area actuation system powered by localised hydraulic systems are designed and sized in terms of power, mass and Thermal Management System (TMS), and thereafter the reliability of each system is estimated and the safety is analysed. -
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. -
PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION for SUPERSONIC AIRCRAFT Paul J
PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION FOR SUPERSONIC AIRCRAFT Paul J. Reukauf and Frank W. Burcham , Jr. NASA Dryden Flight Research Center SUMMARY The NASA Dryden Flight Research Center is engaged in several programs to study digital integrated control systems. Such systems allow minimization of undesirable interactions while maximizing performance at all flight conditions. One such program is the YF-12 cooperative control program. In this program, the existing analog air-data computer, autothrottle, autopilot, and inlet control systems are to be converted to digital systems by using a general purpose airborne computer and interface unit. First, the existing control laws are to be programed and tested in flight. Then, integrated control laws, derived using accurate mathematical models of the airplane and propulsion system in conjunction with modern control techniques, are to be tested in flight. Analysis indicates that an integrated autothrottle-autopilot gives good flight path control and that observers can be used to replace failed sensors. INTRODUCTION Supersonic airplanes, such as the XB-70, YF-12, F-111, and F-15 airplanes, exhibit strong interactions between the engine and the inlet or between the propul- sion system and the airframe (refs. 1 and 2) . Taking advantage of possible favor- able interactions and eliminating or minimizing unfavorable interactions is a chal- lenging control problem with the potential for significant improvements in fuel consumption, range, and performance. In the past, engine, inlet, and flight control systems were usually developed separately, with a minimum of integration. It has often been possible to optimize the controls for a single design point, but off-design control performance usually suffered. -
Using an Autothrottle to Compare Techniques for Saving Fuel on A
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr. -
Auxiliary Power Unit / Environmental Control Unit (APU/ECU) for the Multiple Launch Rocket System
Auxiliary Power Unit / Environmental Control Unit (APU/ECU) for the Multiple Launch Rocket System Multiple Launch Rocket System (MLRS) APU KEY FEATURES: − 8.5 kW 28 VDC Power Output − 18,500 BTU Net Cooling Capacity ECU Condenser GENERAL PRODUCT DESCRIPTION: The MLS Auxiliary Power Unit brushless, permanent magnet conditions. /Environmental Control Unit generator. The generator system (APU/ECU) has been designed to output and Engine power is The APU gross weight is under provide electrical power and controlled by a variable speed 330 pounds with the ECU cooling to the MLRS tracked governor which, depending on weighing 150 lbs. The System vehicle. Both systems can operate system load, optimizes the engine provides 18,500 Btu/hr cooling independently of one another. The operating speed. The vapor cycle capacity and 8.5 kW at 28-vDC ECU is completely electrically air conditioning system is power output (with voltage ripple driven and can be operated from designed to be in compliance with independent of the engine speed the main engine alternators or the the current environmental or load at less than 100 mV APU. regulations using R-134a RMS). refrigerant and is capable of The power plant is a Hatz 2G-40 operating in severe desert air-cooled diesel engine with a conditions. Its power draw is 150 shaft mounted three-phase amps at 28-vDC at full load APU/ECU FOR MILITARY APPLICATIONS Auxiliary Power Unit / Environmental Control Unit (APU/ECU) for the Multiple Launch Rocket System Condenser Assembly APU Evaporator Assembly Overall APU/ECU Specifications: Exterior Dimensions (L x W x H)........................................…........... -
Boeing Submission for Asiana Airlines (AAR) 777-200ER HL7742 Landing Accident at San Francisco – 6 July 2013
Michelle E. Bernson The Boeing Company Chief Engineer P.O. Box 3707 MC 07-32 Air Safety Investigation Seattle, WA 98124-2207 Commercial Airplanes 17 March 2014 66-ZB-H200-ASI-18750 Mr. Bill English Investigator In Charge National Transportation Safety Board 490 L’Enfant Plaza, SW Washington DC 20594 via e-mail: [email protected] Subject: Boeing Submission for Asiana Airlines (AAR) 777-200ER HL7742 Landing Accident at San Francisco – 6 July 2013 Reference: NTSB Tech Review Meeting on 13 February 2014 Dear Mr. English: As requested during the reference technical review, please find the attached Boeing submission on the subject accident. Per your request we are sending this electronic version to your attention for distribution within the NTSB. We would like to thank the NTSB for giving us the opportunity to make this submission. If you have any questions, please don’t hesitate to contact us. Best regardsregards,, Michelle E. E Bernson Chief Engineer Air Safety Investigation Enclosure: Boeing Submission to the NTSB for the subject accident Submission to the National Transportation Safety Board for the Asiana 777-200ER – HL7742 Landing Accident at San Francisco 6 July 2013 The Boeing Company 17 March 2014 INTRODUCTION On 6 July 2013, at approximately 11:28 a.m. Pacific Standard Time, a Boeing 777-200ER airplane, registration HL7742, operating as Asiana Airlines Flight 214 on a flight from Seoul, South Korea, impacted the seawall just short of Runway 28L at San Francisco International Airport. Visual meteorological conditions prevailed at the time of the accident with clear visibility and sunny skies. -
Airplane Icing
Federal Aviation Administration Airplane Icing Accidents That Shaped Our Safety Regulations Presented to: AE598 UW Aerospace Engineering Colloquium By: Don Stimson, Federal Aviation Administration Topics Icing Basics Certification Requirements Ice Protection Systems Some Icing Generalizations Notable Accidents/Resulting Safety Actions Readings – For More Information AE598 UW Aerospace Engineering Colloquium Federal Aviation 2 March 10, 2014 Administration Icing Basics How does icing occur? Cold object (airplane surface) Supercooled water drops Water drops in a liquid state below the freezing point Most often in stratiform and cumuliform clouds The airplane surface provides a place for the supercooled water drops to crystalize and form ice AE598 UW Aerospace Engineering Colloquium Federal Aviation 3 March 10, 2014 Administration Icing Basics Important Parameters Atmosphere Liquid Water Content and Size of Cloud Drop Size and Distribution Temperature Airplane Collection Efficiency Speed/Configuration/Temperature AE598 UW Aerospace Engineering Colloquium Federal Aviation 4 March 10, 2014 Administration Icing Basics Cloud Characteristics Liquid water content is generally a function of temperature and drop size The colder the cloud, the more ice crystals predominate rather than supercooled water Highest water content near 0º C; below -40º C there is negligible water content Larger drops tend to precipitate out, so liquid water content tends to be greater at smaller drop sizes The average liquid water content decreases with horizontal -
Lockheed Martin F-35 Lightning II Incorporates Many Significant Technological Enhancements Derived from Predecessor Development Programs
AIAA AVIATION Forum 10.2514/6.2018-3368 June 25-29, 2018, Atlanta, Georgia 2018 Aviation Technology, Integration, and Operations Conference F-35 Air Vehicle Technology Overview Chris Wiegand,1 Bruce A. Bullick,2 Jeffrey A. Catt,3 Jeffrey W. Hamstra,4 Greg P. Walker,5 and Steve Wurth6 Lockheed Martin Aeronautics Company, Fort Worth, TX, 76109, United States of America The Lockheed Martin F-35 Lightning II incorporates many significant technological enhancements derived from predecessor development programs. The X-35 concept demonstrator program incorporated some that were deemed critical to establish the technical credibility and readiness to enter the System Development and Demonstration (SDD) program. Key among them were the elements of the F-35B short takeoff and vertical landing propulsion system using the revolutionary shaft-driven LiftFan® system. However, due to X- 35 schedule constraints and technical risks, the incorporation of some technologies was deferred to the SDD program. This paper provides insight into several of the key air vehicle and propulsion systems technologies selected for incorporation into the F-35. It describes the transition from several highly successful technology development projects to their incorporation into the production aircraft. I. Introduction HE F-35 Lightning II is a true 5th Generation trivariant, multiservice air system. It provides outstanding fighter T class aerodynamic performance, supersonic speed, all-aspect stealth with weapons, and highly integrated and networked avionics. The F-35 aircraft -
Twins in an Ever-Changing Business Aviation World, Turboprops
Textron is betting big 16 with the Cessna Denali that turboprops have a solid future. Twins Dornier Seastar After several years of uncer- tainty, the centerline push-pull, all-composite amphibian twin appears back on track after the Dornier family formed a new joint venture (Dornier Seawings) to manufacture the aircraft with China’s Wuxi Industrial Development Group and the Wuxi Communications Industry Group. It then struck a deal in February this year for component airframe parts for the first 10 aircraft to be manu- factured at Diamond Aircraft’s by Mark Huber plant in London, Ontario, and shipped to Dornier Seawings in 16 Oberpfaffenhofen, Germany, In an ever-changing business aviation world, turboprops for final assembly. Produc- represent timeless value in a steady market segment. tion eventually will be shifted to China. The interior of the Seastar Perhaps it is appropriate that things do not move very fast in the turboprop segment. Consider this: can be tailored to many dif- the Dornier Seastar first flew in 1984, was certified in 1991 and apparently will at last enter production ferent operations: personal, later this year. Or that Cessna, after dipping its toes in the pressurized turboprop single market for the commercial, government or better part of a decade, finally decided to jump into the pool this year—with the Denali—and likely will corporate missions. It fea- tures a light and spacious have an aircraft to customers by 2020. Or India’s NAL Saras. After three decades of development, two cabin that can be equipped flying prototypes and reportedly nearly half a billion dollars, the Indian government finally decided to with various configurations, pull the financial feeding tube and kill it. -
Rotor Ice Protection Systems (RIPS)
Photo courtesy AgustaWestland courtesy Photo Rotor Ice Protection Systems (RIPS) ™ Rotor Ice Protection Systems (RIPS) UTC Aerospace Systems is a leading provider of rotor DuraTherm® Electrothermal Ice Protection blade, engine air intake and windshield ice detection UTC Aerospace Systems meets today’s toughest aerospace and protection systems for operation of today’s high environments with a full range of pneumatic and electrothermal performance helicopters. ice protection systems. From rotor blades, engine inlets, gear box fairings and leading edges on fixed wing aircraft, UTC Aerospace • Over 100 years experience and expertise drives toward value Systems is able to develop ice protection for virtually any aircraft added solutions in design/development, qualification and structure. Our patented electrothermal DuraTherm® technology certification provides a redundant multiple path circuit permitting continuous heater operation, preventing failure or non-operable zones. Even • Rigorous aerodynamic, ice accretion analysis, and other state-of- the-art technologies are used to provide advanced ice protection after damage, heater functionality is preserved. Built-in redundancy products and systems provides greater fault/FOD/fatigue tolerance and higher reliability. • Leading manufacturing practices deliver high quality, reliable hardware that can withstand the most severe environments Ice Detection UTC Aerospace Systems continues to be at the forefront of ice detection technology. Our magnetostrictive ice detection technology provides flexible, robust designs to detect ice in a wide range of icing environments. The technology is capable of detecting ice accretion as little as 0.001” while being insensitive to various types of contamination. The high collection efficiency of our sensing element provides excellent sensitivity relative to aircraft surfaces. -
The Market for Aviation APU Engines
The Market for Aviation APU Engines Product Code #F644 A Special Focused Market Segment Analysis by: Aviation Gas Turbine Forecast Analysis 2 The Market for Aviation APU Engines 2011 - 2020 Table of Contents Executive Summary .................................................................................................................................................2 Introduction................................................................................................................................................................2 Methodology ..............................................................................................................................................................2 Trends..........................................................................................................................................................................3 The Competitive Environment...............................................................................................................................3 Market Statistics .......................................................................................................................................................3 Table 1 - The Market for Aviation APU Engines Unit Production by Headquarters/Company/Program 2011 - 2020 ..................................................5 Table 2 - The Market for Aviation APU Engines Value Statistics by Headquarters/Company/Program 2011 - 2020.................................................10 Figure 1 - The Market