Aviation Investigation Report A04w0114 Upset on Water
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Aircraft Requirements for Sustainable Regional Aviation
aerospace Article Aircraft Requirements for Sustainable Regional Aviation Dominik Eisenhut 1,*,† , Nicolas Moebs 1,† , Evert Windels 2, Dominique Bergmann 1, Ingmar Geiß 1, Ricardo Reis 3 and Andreas Strohmayer 1 1 Institute of Aircraft Design, University of Stuttgart, 70569 Stuttgart, Germany; [email protected] (N.M.); [email protected] (D.B.); [email protected] (I.G.); [email protected] (A.S.) 2 Aircraft Development and Systems Engineering (ADSE) BV, 2132 LR Hoofddorp, The Netherlands; [email protected] 3 Embraer Research and Technology Europe—Airholding S.A., 2615–315 Alverca do Ribatejo, Portugal; [email protected] * Correspondence: [email protected] † These authors contributed equally to this work. Abstract: Recently, the new Green Deal policy initiative was presented by the European Union. The EU aims to achieve a sustainable future and be the first climate-neutral continent by 2050. It targets all of the continent’s industries, meaning aviation must contribute to these changes as well. By employing a systems engineering approach, this high-level task can be split into different levels to get from the vision to the relevant system or product itself. Part of this iterative process involves the aircraft requirements, which make the goals more achievable on the system level and allow validation of whether the designed systems fulfill these requirements. Within this work, the top-level aircraft requirements (TLARs) for a hybrid-electric regional aircraft for up to 50 passengers are presented. Apart from performance requirements, other requirements, like environmental ones, Citation: Eisenhut, D.; Moebs, N.; are also included. -
WATER WINGS Story and Photos by Guy R Maher
OWNERS’ MANUAL: WATER WINGS Story and Photos by Guy R Maher VWDEOLVKHGRQEDVHOHJ,KDYHWKHÀDSVVHW 7XUQLQJ¿QDOWKHÀDSVDUHORZHUHGWRIXOO EDWGHJUHHVRXWRIDSRVVLEOH7KH DQGWKHSRZHULVVHWWRLQFKHVRIPDQLIROG SURSFRQWUROLVVHWWRKLJK5307XUQLQJ¿QDO SUHVVXUH0DLQWDLQLQJDWRNQRW ,PDNHRQHODVWFKHFNRIWKHODQGLQJJHDU DSSURDFKVSHHGIROORZHGE\DJHQWOHÀDUH DQGFRQ¿UPWKDWLWLVGH¿QLWHO\LQWKH³83´ DQGZHVHWWOHQLFHO\LQWRWKHODNH3RZHU SRVLWLRQ<HV\RXUHDGWKDWFRUUHFWO\7KH immediately to idle and full back pressure on ODQGLQJJHDUPXVWEHLQWKH³8S´SRVLWLRQIRU the control wheel after splashdown yields a ,DPDERXWWRODQGRQZDWHU smooth deceleration of this plane now turned ERDW7KDW¶VZKDW,FDOOIXQ 2828 CessnaCCeessssnana PilotsPililotots AssociationAAssssoociciatatiioon | JulyJJullyy 2018201018 VanFleet’s 172XP is equipped with Wipaire, Inc.’s Wipline 2350 amphibious floats. www.cessna.orgwwwww.w ceesssnan ..orgg 299 VanFleet’s 172XP has a modified engine that increases the horsepower from 195 to 210. 7KHDLUSODQH,¶PÀ\LQJLVDEHDXWLIXOUHGDQGZKLWH 6HYHUDO\HDUVODWHUVKHPRYHGWR*HRUJLDWREHFRPHWKH &HVVQD;3HTXLSSHGZLWKDVHWRI:LSDLUH dietitian for Athens Regional Hospital. At last she was ,QF¶V:LSOLQHDPSKLELRXVÀRDWV7KHRULJLQDO able to pursue her lifelong dream - to obtain her private 7&0,2.HQJLQHKDVDOVREHHQPRGL¿HGXSSLQJ SLORWOLFHQVHLQD&HVVQDLQ&KDQJLQJMREVWR WKHKRUVHSRZHUIURPWR7KHRZQHURIWKLV Ross Abbott as a pharmaceutical representative, getting VSHFLDO;3DIIHFWLRQDWHO\FDOOHGSamanthaLV6XVDQ PDUULHGKDYLQJDFKLOGDQGEX\LQJD&HVVQD VanFleet, owner/operator of VanFleet Aviation based in WREXLOGWLPHNHSWWKLQJVEXV\IRU9DQ)OHHW7KH -
A Conceptual Design of a Short Takeoff and Landing Regional Jet Airliner
A Conceptual Design of a Short Takeoff and Landing Regional Jet Airliner Andrew S. Hahn 1 NASA Langley Research Center, Hampton, VA, 23681 Most jet airliner conceptual designs adhere to conventional takeoff and landing performance. Given this predominance, takeoff and landing performance has not been critical, since it has not been an active constraint in the design. Given that the demand for air travel is projected to increase dramatically, there is interest in operational concepts, such as Metroplex operations that seek to unload the major hub airports by using underutilized surrounding regional airports, as well as using underutilized runways at the major hub airports. Both of these operations require shorter takeoff and landing performance than is currently available for airliners of approximately 100-passenger capacity. This study examines the issues of modeling performance in this now critical flight regime as well as the impact of progressively reducing takeoff and landing field length requirements on the aircraft’s characteristics. Nomenclature CTOL = conventional takeoff and landing FAA = Federal Aviation Administration FAR = Federal Aviation Regulation RJ = regional jet STOL = short takeoff and landing UCD = three-dimensional Weissinger lifting line aerodynamics program I. Introduction EMAND for air travel over the next fifty to D seventy-five years has been projected to be as high as three times that of today. Given that the major airport hubs are already congested, and that the ability to increase capacity at these airports by building more full- size runways is limited, unconventional solutions are being considered to accommodate the projected increased demand. Two possible solutions being considered are: Metroplex operations, and using existing underutilized runways at the major hub airports. -
Reusable Rocket Upper Stage Development of a Multidisciplinary Design Optimisation Tool to Determine the Feasibility of Upper Stage Reusability L
Reusable Rocket Upper Stage Development of a Multidisciplinary Design Optimisation Tool to Determine the Feasibility of Upper Stage Reusability L. Pepermans Technische Universiteit Delft Reusable Rocket Upper Stage Development of a Multidisciplinary Design Optimisation Tool to Determine the Feasibility of Upper Stage Reusability by L. Pepermans to obtain the degree of Master of Science at the Delft University of Technology, to be defended publicly on Wednesday October 30, 2019 at 14:30 AM. Student number: 4144538 Project duration: September 1, 2018 – October 30, 2019 Thesis committee: Ir. B.T.C Zandbergen , TU Delft, supervisor Prof. E.K.A Gill, TU Delft Dr.ir. D. Dirkx, TU Delft This thesis is confidential and cannot be made public until October 30, 2019. An electronic version of this thesis is available at http://repository.tudelft.nl/. Cover image: S-IVB upper stage of Skylab 3 mission in orbit [23] Preface Before you lies my thesis to graduate from Delft University of Technology on the feasibility and cost-effectiveness of reusable upper stages. During the accompanying literature study, it was determined that the technology readiness level is sufficiently high for upper stage reusability. However, it was unsure whether a cost-effective system could be build. I have been interested in the field of Entry, Descent, and Landing ever since I joined the Capsule Team of Delft Aerospace Rocket Engineering (DARE). During my time within the team, it split up in the Structures Team and Recovery Team. In September 2016, I became Chief Recovery for the Stratos III student-built sounding rocket. During this time, I realised that there was a lack of fundamental knowledge in aerodynamic decelerators within DARE. -
1954 Cessna 180 Seaplane
1976 Cessna A185F Seaplane N185AS Airspeeds Vs0 41*- 40 degrees flaps Vs1 55 Vx 80 Vy 90 Vfe 120 Va 118 Vno 146 Vne 182 Best Glide 80 *All speeds in Knots Engine Specs Continental IO520 D (Horizontally Opposed, 6 cylinder, Air Cooled) 300 HP @ 2850 RPM Max RPM- 2850 RPM Oil Type: Phillips X/C 20W50 or W100 Aeroshell Max oil Capacity: 12 U.S. Quarts Normal Operations: 9-10 U.S. Quarts Propeller Specs Manufacturer: McCaulley Prop Type: Constant Speed Number Blades: 2 Prop Diameter: 86 Fuel Capacity: 80 U.S. gallons – 40 each wing Usable: 74 U.S. gallons Fuel Burn: 16 Gallons Per Hour (average) Fuel Type: 100/130 Aviation fuel or 100 LL Floats Manufacturer: EDO Model: 582-3430 100% Bouyancy per Float: 3515 lbs. Float Airplane Bouyancy Max Floatation Weight 3430 C185 3515 lbs. 3905 lbs. 460 lbs.* <------------------------------- 21' --------------------------------> * without optional items Back Co Weight and Balance Gross Weight: 3525 lbs. Empty Weight: 2156 lbs. Useful Load: 1369 lbs. Float Storage Lockers: 100 lbs. maximum each side Sample Weight and Balance Weight Arm Moment Empty Airplane 2156.15 40.40 87113.40 Front Seats 400 15500 Rear Seats 0 0 Baggage Area 1 10 2000 Baggage area 2 30 3000 Float Compartments 0 0 Fuel 300 14000 Totals 2896.15 41.99 121613.4 EDO 3430 FAA Regulations Each float must have 4 compartments minimum Each float must support 90% of gross weight (both floats support 180%) Must be able to support the aircraft with two compartments flooded Note: The model number “3430” refers to the buoyancy of each float. -
Aircraft of Today. Aerospace Education I
DOCUMENT RESUME ED 068 287 SE 014 551 AUTHOR Sayler, D. S. TITLE Aircraft of Today. Aerospace EducationI. INSTITUTION Air Univ.,, Maxwell AFB, Ala. JuniorReserve Office Training Corps. SPONS AGENCY Department of Defense, Washington, D.C. PUB DATE 71 NOTE 179p. EDRS PRICE MF-$0.65 HC-$6.58 DESCRIPTORS *Aerospace Education; *Aerospace Technology; Instruction; National Defense; *PhysicalSciences; *Resource Materials; Supplementary Textbooks; *Textbooks ABSTRACT This textbook gives a brief idea aboutthe modern aircraft used in defense and forcommercial purposes. Aerospace technology in its present form has developedalong certain basic principles of aerodynamic forces. Differentparts in an airplane have different functions to balance theaircraft in air, provide a thrust, and control the general mechanisms.Profusely illustrated descriptions provide a picture of whatkinds of aircraft are used for cargo, passenger travel, bombing, and supersonicflights. Propulsion principles and descriptions of differentkinds of engines are quite helpful. At the end of each chapter,new terminology is listed. The book is not available on the market andis to be used only in the Air Force ROTC program. (PS) SC AEROSPACE EDUCATION I U S DEPARTMENT OF HEALTH. EDUCATION & WELFARE OFFICE OF EDUCATION THIS DOCUMENT HAS BEEN REPRO OUCH) EXACTLY AS RECEIVED FROM THE PERSON OR ORGANIZATION ORIG INATING IT POINTS OF VIEW OR OPIN 'IONS STATED 00 NOT NECESSARILY REPRESENT OFFICIAL OFFICE OF EOU CATION POSITION OR POLICY AIR FORCE JUNIOR ROTC MR,UNIVERS17/14AXWELL MR FORCEBASE, ALABAMA Aerospace Education I Aircraft of Today D. S. Sayler Academic Publications Division 3825th Support Group (Academic) AIR FORCE JUNIOR ROTC AIR UNIVERSITY MAXWELL AIR FORCE BASE, ALABAMA 2 1971 Thispublication has been reviewed and approvedby competent personnel of the preparing command in accordance with current directiveson doctrine, policy, essentiality, propriety, and quality. -
Critical Soft Landing Technology Issues for Future U. S. Space Missions
NASA CR-185673 January 1992 Critical Soft Landing Technology Issues for Future U. S. Space Missions J. M. Macha, D.W. Johnson and D. D. McBride Parachute Systems Division Sandia National Laboratories Albuquerque, NM 87185 Prepared for: National Aeronautics and Space Administration Lyndon B. Johnson Space Center Houston, TX 77058 This work was supported by NASA/JSC under Contract No. T-9317R This document has been approved for public release; its distribution is unlimited. Nabonal _ San.diaLaboratories (NA_A-CR-185oTJ) CRITICAL SOFT LANDING N92-26886 TECHNOLGGY ISSUES F_R FUTURE US SPACE MISSIOtwS Final Report (3andia National LlbS.) 26 p G3116 Abstract There has not been a programmatic need for research and development to support parachute-based landing systems since the end of the Apollo missions in the mid-1970s. Now, a number of planned space programs through the year 2020 require advanced landing capabilities for which the experience and technology base does not currently exist. New requirements for landing on land with controllable, gliding decelerators and for more effective impact attenuation devices justify a renewal of the landing technology development effort that existed all through the Mercury, Gemini and Apollo programs. A study has been performed to evaluate the current and projected national capability in landing systems and to identify critical deficiencies in the technology base required to support the Assured Crew Return Vehicle and the Two-Way Manned Transportation System. A technology development program covering eight landing system performance issues is recommended. Acknowledgements In carrying out this study, the authors benefitted greatly from discussions with many personnel of the NASA Johnson Space Center. -
Toronto City Centre Airport – Chronology and Planning Issues Summary
1 Toronto City Centre Airport – Chronology and Planning Issues Summary Explanatory Notes: The following is a chronology of events, decisions, issues and policies related to the history of the Toronto island airport, summarized by City Planning staff. The number in brackets following each item is a cross-reference to the Bibliography. 1928 The City Board of Control asked the Harbour Board to report "on developing the West Island Sand Bar for a seaplane, flying boat, and amphibian airplane base". (8) 1937 The Harbour Commissioner agreed that “two airports should be built: a major one on the Island site and an auxiliary one at Malton”. (8) 1939 Toronto City Centre Airport opened as the Port George VI Airport. (26) 1953 A traffic control system was installed at the airport to accommodate the increase of business training flights. This was updated in 1960 when a radio control system was installed. (8) 1957 The City transferred the ownership of Malton Airport to the Federal Government, which assumed the responsibility for it in exchange for providing improvements to the Island Airport, including a new 4,000-foot (1,220 metre) runway, the installation of navigation and landing systems, and lights to assist night flying. An airport ferry to the island was also put into service. (34) 1961 The improvements referenced above were implemented. They involved extending the site by adding landfill on the east and west extremities of the island, constructing the 4,000-foot (1,220 metre) runway, and a system of paved taxiways. A new twin-bay hangar was built at the same time, and the lighting to assist night flying was added. -
Post-Landing Orion Crew Survival in Warm Ocean Areas: a Case Study in Iterative Environmental Design
Post-Landing Orion Crew Survival in Warm Ocean Areas: A Case Study in Iterative Environmental Design George E. Rains1, Grant C. Bue2, Jerry Pantermuehl1 1ESCG-Jacobs-Svedrup, Houston TX 2NASA Johnson Space Center, Houston TX Copyright © SAE International ABSTRACT varied across different vehicles, programs, and nations, but a common component has always been some capability for crew survival following The Orion crew module (CM) is being an unplanned or off-nominal water landing. designed to perform survivable land and water landings. There are many issues Given the geography of the U.S. manned space associated with post-landing crew survival. program, where all manned launches have taken place eastward over the Atlantic Ocean, it In general, the most challenging of the was inevitable that all of NASA’s early manned realistic Orion landing scenarios from an spacecraft would be capable of performing water environmental control standpoint is the off- landings. Since a water landing capability had nominal water landing. Available power to be provided, in any case, for the first and other consumables will be very limited astronauts to survive possible contingencies following a launch failure, it was expeditious for after landing, and it may not be possible to NASA to make water landing the normal mode provide full environmental control within of operation following a successful mission. the crew cabin for very long after This programmatic logic held true for Mercury, splashdown. Given the bulk and thermal Gemini, and Apollo, and was revised only with insulation characteristics of the crew-worn the advent of the Space Shuttle. The new Orion spacecraft may return to water landing as the pressure suits, landing in a warm tropical normal mode of operation, but with additional ocean area would pose a risk to crew capability for post-landing crew support. -
Private Sector Lunar Exploration Hearing
PRIVATE SECTOR LUNAR EXPLORATION HEARING BEFORE THE SUBCOMMITTEE ON SPACE COMMITTEE ON SCIENCE, SPACE, AND TECHNOLOGY HOUSE OF REPRESENTATIVES ONE HUNDRED FIFTEENTH CONGRESS FIRST SESSION SEPTEMBER 7, 2017 Serial No. 115–27 Printed for the use of the Committee on Science, Space, and Technology ( Available via the World Wide Web: http://science.house.gov U.S. GOVERNMENT PUBLISHING OFFICE 27–174PDF WASHINGTON : 2017 For sale by the Superintendent of Documents, U.S. Government Publishing Office Internet: bookstore.gpo.gov Phone: toll free (866) 512–1800; DC area (202) 512–1800 Fax: (202) 512–2104 Mail: Stop IDCC, Washington, DC 20402–0001 COMMITTEE ON SCIENCE, SPACE, AND TECHNOLOGY HON. LAMAR S. SMITH, Texas, Chair FRANK D. LUCAS, Oklahoma EDDIE BERNICE JOHNSON, Texas DANA ROHRABACHER, California ZOE LOFGREN, California MO BROOKS, Alabama DANIEL LIPINSKI, Illinois RANDY HULTGREN, Illinois SUZANNE BONAMICI, Oregon BILL POSEY, Florida ALAN GRAYSON, Florida THOMAS MASSIE, Kentucky AMI BERA, California JIM BRIDENSTINE, Oklahoma ELIZABETH H. ESTY, Connecticut RANDY K. WEBER, Texas MARC A. VEASEY, Texas STEPHEN KNIGHT, California DONALD S. BEYER, JR., Virginia BRIAN BABIN, Texas JACKY ROSEN, Nevada BARBARA COMSTOCK, Virginia JERRY MCNERNEY, California BARRY LOUDERMILK, Georgia ED PERLMUTTER, Colorado RALPH LEE ABRAHAM, Louisiana PAUL TONKO, New York DRAIN LAHOOD, Illinois BILL FOSTER, Illinois DANIEL WEBSTER, Florida MARK TAKANO, California JIM BANKS, Indiana COLLEEN HANABUSA, Hawaii ANDY BIGGS, Arizona CHARLIE CRIST, Florida ROGER W. MARSHALL, Kansas NEAL P. DUNN, Florida CLAY HIGGINS, Louisiana RALPH NORMAN, South Carolina SUBCOMMITTEE ON SPACE HON. BRIAN BABIN, Texas, Chair DANA ROHRABACHER, California AMI BERA, California, Ranking Member FRANK D. LUCAS, Oklahoma ZOE LOFGREN, California MO BROOKS, Alabama DONALD S. -
C-130J Super Hercules Whatever the Situation, We'll Be There
C-130J Super Hercules Whatever the Situation, We’ll Be There Table of Contents Introduction INTRODUCTION 1 Note: In general this document and its contents refer RECENT CAPABILITY/PERFORMANCE UPGRADES 4 to the C-130J-30, the stretched/advanced version of the Hercules. SURVIVABILITY OPTIONS 5 GENERAL ARRANGEMENT 6 GENERAL CHARACTERISTICS 7 TECHNOLOGY IMPROVEMENTS 8 COMPETITIVE COMPARISON 9 CARGO COMPARTMENT 10 CROSS SECTIONS 11 CARGO ARRANGEMENT 12 CAPACITY AND LOADS 13 ENHANCED CARGO HANDLING SYSTEM 15 COMBAT TROOP SEATING 17 Paratroop Seating 18 Litters 19 GROUND SERVICING POINTS 20 GROUND OPERATIONS 21 The C-130 Hercules is the standard against which FLIGHT STATION LAYOUTS 22 military transport aircraft are measured. Versatility, Instrument Panel 22 reliability, and ruggedness make it the military Overhead Panel 23 transport of choice for more than 60 nations on six Center Console 24 continents. More than 2,300 of these aircraft have USAF AVIONICS CONFIGURATION 25 been delivered by Lockheed Martin Aeronautics MAJOR SYSTEMS 26 Company since it entered production in 1956. Electrical 26 During the past five decades, Lockheed Martin and its subcontractors have upgraded virtually every Environmental Control System 27 system, component, and structural part of the Fuel System 27 aircraft to make it more durable, easier to maintain, Hydraulic Systems 28 and less expensive to operate. In addition to the Enhanced Cargo Handling System 29 tactical airlift mission, versions of the C-130 serve Defensive Systems 29 as aerial tanker and ground refuelers, weather PERFORMANCE 30 reconnaissance, command and control, gunships, Maximum Effort Takeoff Roll 30 firefighters, electronic recon, search and rescue, Normal Takeoff Distance (Over 50 Feet) 30 and flying hospitals. -
Hybrid Buoyant Aircraft: Future STOL Aircraft for Interconnectivity of the Malaysian Islands
Available online at http://docs.lib.purdue.edu/jate Journal of Aviation Technology and Engineering 6:2 (2017) 80–88 Hybrid Buoyant Aircraft: Future STOL Aircraft for Interconnectivity of the Malaysian Islands Anwar ul Haque International Islamic University Malaysia (IIUM) Waqar Asrar Department of Mechanical Engineering, International Islamic University Malaysia (IIUM) Ashraf Ali Omar Department of Aeronautical Engineering, University of Tripoli Erwin Sulaeman Department of Mechanical Engineering, International Islamic University Malaysia (IIUM) Jaffar Syed Mohamed Ali Department of Mechanical Engineering, International Islamic University Malaysia (IIUM) Abstract Hybrid buoyant aircraft are new to the arena of air travel. They have the potential to boost the industry by leveraging new emerging lighter-than-air (LTA) and heavier-than-air (HTA) technologies. Hybrid buoyant aircraft are possible substitutes for jet and turbo- propeller aircraft currently utilized in aviation, and this manuscript is a country-specific (Malaysia) analysis to determine their potential market, assessing the tourism, business, agricultural, and airport transfer needs of such vehicles. A political, economic, social, and tech- nological factors (PEST) analysis was also conducted to determine the impact of PEST parameters on the development of buoyant aircraft and to assess all existing problems of short takeoff and landing (STOL) aircraft. Hybrid buoyant aircraft will not only result in reduction of transportation costs, but will also improve the economic conditions of the region. New airworthiness regulations can lead to greater levels of competition in the development of hybrid buoyant aircraft. Keywords: hybrid buoyant aircraft, green energy, PEST analysis http://dx.doi.org/10.7771/2159-6670.1138 A. ul Haque et al.