Development of F/A-18 Spin Departure Demonstration Procedure with Departure Resistant Flight Control Computer Version 10.7
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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. -
Aircraft Flight Manual
AIRCRAFT FLIGHT MANUAL 770-00048 | REVISION A | 03.23.2016 REVISION HISTORY REVISION DATE DESCRIPTION A March 2016 Initial Release ALTA 8 AIRCRAFT FLIGHT MANUAL PART NUMBER: 770-00048 CONTENTS 2 Revision History 3 Contents 6 ALTA 8 OVERVIEW 7 Disclaimer and Warning 9 Limitation of Liability 11 Introduction 12 Symbols, Abbreviations and Terminology 15 Dimensions 17 Included Items 18 Specifications 22 Limitations 24 System Diagrams 28 ALTA Mobile App 28 Additional Required Components (not included) 29 SETTING UP ALTA 8 30 Unfolding/Folding ALTA 8 33 Radio Installation 38 Radio Mapping 43 Configuring for MōVIs 45 Isolator Cartridges 46 Battery Installation 51 Compass Calibration 54 Propellers 56 First Person View (FPV) 63 Tuning ALTA 8 66 ALTA 8 Flight Parameters 69 Resetting ALTA 8 WiFi Password 70 OPERATING ALTA 8 71 Flight Controller Modes 74 Home Switch | AIRCRAFT FLIGHT MANUAL 3 75 Disarm Safety Switch 76 Status Light 78 Alarms 79 Orientation Lights 80 ALTA App Monitor 81 Data Logging 82 NORMAL PROCEDURES 83 Unpacking and Setup 84 Before Starting 86 Before Takeoff 88 After Every Flight 90 After Last Flight 91 EMERGENCY PROCEDURES 92 Emergency Guidance 93 Status Light Warning Indicator Illuminates 94 Pilot Disorientation 95 Unexpected Flight Controller Behavior 96 Battery Exhaustion 97 Loss of Radio Control Signal 98 Loss of FPV Signal 99 PERFORMANCE 100 Weight / Endurance Performance Data 101 Allowable Gross Weight Gross Weight 102 MAINTAINING ALTA 8 103 General Information and Techniques 104 Maintenance Items 108 Firmware Update Process 109 Motor Alignment 112 Guidelines Following an Accident | AIRCRAFT FLIGHT MANUAL 4 113 TROUBLESHOOTING 116 APPENDIX 117 Appendix A. -
Development and Flight Test Experiences with a Flight-Crucial Digital Control System
NASA Technical Paper 2857 1 1988 Development and Flight Test Experiences With a Flight-Crucial Digital Control System Dale A. Mackall Ames Research Center Dryden Flight Research Facility Edwards, Calgornia I National Aeronautics I and Space Administration I Scientific and Technical Information Division I CONTENTS Page ~ SUMMARY ................................... 1 I 1 INTRODUCTION . 1 2 NOMENCLATURE . 2 3 SYSTEM SPECIFICATION . 5 3.1 Control Laws and Handling Qualities ................. 5 3.2 Reliability and Fault Tolerance ................... 5 4 DESIGN .................................. 6 4.1 System Architecture and Fault Tolerance ............... 6 4.1.1 Digital flight control system architecture .......... 6 4.1.2 Digital flight control system computer hardware ........ 8 4.1.3 Avionics interface ...................... 8 4.1.4 Pilot interface ........................ 9 4.1.5 Actuator interface ...................... 10 4.1.6 Electrical system interface .................. 11 4.1.7 Selector monitor and failure manager ............. 12 4.1.8 Built-in test and memory mode ................. 14 4.2 ControlLaws ............................. 15 4.2.1 Control law development process ................ 15 4.2.2 Control law design ...................... 15 4.3 Digital Flight Control System Software ................ 17 4.3.1 Software development process ................. 18 4.3.2 Software design ........................ 19 5 SYSTEM-SOFTWARE QUALIFICATION AND DESIGN ITERATIONS ............ 19 5.1 Schedule ............................... 20 5.2 Software Verification ........................ 21 5.2.1 Verification test plan .................... 21 5.2.2 Verification support equipment . ................ 22 5.2.3 Verification tests ...................... 22 5.2.4 Reverifying the design iterations ............... 24 5.3 System Validation .......................... 24 5.3.1 Validation test plan . ............... 24 5.3.2 Support equipment ....................... 25 5.3.3 Validation tests ....................... 25 5.3.4 Revalidation of designs ................... -
Spin and Spin Recovery
90 Spin and Spin Recovery Dragan Cvetkovi´c1, Duško Radakovi´c2, Caslavˇ Mitrovi´c3 and Aleksandar Bengin3 1University Singidunum, Belgrade 2College of Professional Studies "Belgrade Politehnica", Belgrade 3Faculty of Mechanical Engineering, Belgrade University Serbia 1. Introduction Spin is a very complex movement of an aircraft. It is, in fact, a curvilinear unsteady flight regime, where the rotation of the aircraft is followed by simultaneous rotation of linear movements in the direction of all three axes, i.e. it is a movement with six degrees of freedom. As a result, there are no fully developed and accurate analytical methods for this type of problem. 2. Types of spin Unwanted complex movements of aircraft are shown in Fig.1. In the study of these regimes, one should pay attention to the conditions that lead to their occurrence. Attention should be made to the behavior of aircraft and to determination of the most optimal way of recovering the aircraft from these regimes. Depending on the position of the pilot during a spin, the Fig. 1. Unwanted rotations of aircraft spin can be divided into upright spin and inverted spin. During a upright spin, the pilot is in position head up, whilst in an inverted spin his position is head down. The upright spin is carried out at positive supercritical attack angles, and the inverted spin at negative supercritical attack angles. According to the slope angle of the aircraft longitudinal axis against the horizon, spin can be steep, oblique and flat spin (Fig.2). During a steep spin, www.intechopen.com 2210 MechanicalWill-be-set-by-IN-TECH Engineering the absolute value of the aircraft slope angle is greater than 50 degrees, i.e. -
U.S. National Aerobatic Championships
November 2012 2012 U.S. National Aerobatic Championships OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 41 No. 11 November 2012 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB At the 2012 U.S. National Aerobatic Championships, 95 competitors descended upon the North Texas Regional Airport in hopes of pursuing the title of national champion and for some, the distinguished honor of qualifying for the U.S. Unlimited Aerobatic Team. –Aaron McCartan FEATURES 4 2012 U.S. National Aerobatic Championships by Aaron McCartan 26 The Best of the Best by Norm DeWitt COLUMNS 03 / President’s Page DEPARTMENTS 02 / Letter From the Editor 28 / Tech Tips THE COVER 29 / News/Contest Calendar This photo was taken at the 30 / Tech Tips 2012 U.S. National Aerobatic Championships competition as 31 / FlyMart & Classifieds a pilot readies to dance in the sky. Photo by Laurie Zaleski. OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB REGGIE PAULK COMMENTARY / EDITOR’S LOG OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB PUBLISHER: Doug Sowder IAC MANAGER: Trish Deimer-Steineke EDITOR: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB VICE PRESIDENT OF PUBLICATIONS: J. Mac McClellan Leading by example SENIOR ART DIRECTOR: Olivia P. Trabbold A source for inspiration CONTRIBUTING AUTHORS: Jim Batterman Aaron McCartan Sam Burgess Reggie Paulk Norm DeWittOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB WHILE AT NATIONALS THIS YEAR, the last thing on his mind would IAC CORRESPONDENCE I was privileged to visit with pilots at be helping a competitor in a lower International Aerobatic Club, P.O. -
Ff 89/6 Copy
$3 vol libre • free flight 6/89 Dec - Jan POTPOURRI SAC was informed by Sport Canada on the 10th of July that we are not eligible for funding for 1989-90 and until further notice. Thus we are now totally on our own. The average yearly grant from 1979 to 1988 in 1989 dollars was $14,000, or $16 per person. Perhaps it’s a good thing as planning in an atmosphere of doubt is not conducive to good health and efficient use of funds. The cutback was not unexpected and steps were taken early on to ease the effects of this loss of revenue. Imaginative planning in our small store and a good response from our members through the use of the “Soaring Stuff” inserts resulted in in- creased sales. We will also receive higher than projected invest- ment income essentially due to careful cash management and short-term interest rates, which have remained higher for longer than generally expected. In addition, a small gain in projected receipts from an unexpected increase in membership – now at 1423 – which is the first time since 1982 that we have passed 1400. Total expenditures should come in well below budget projection, primarily as a result of scaling back meetings and travel expenditures. On balance it seems fair to say that a combination of some tight fistedness on the expenditure side and a bit of luck on the revenue side will leave SAC in a financially stronger position than was expected at the beginning of the season, despite the cutting off of govern- ment funding. -
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. -
Ii' C Aeronautical Engineering Aeron ^Al Engineering Aeronautical Er Lautical Engineering Aeronautic Aeronautical Engineering Ae
ft • f^^m Jt Aeronautical NASA SP-7037(145) \\ I/%%i/\ Engineering February 1982 eg ^VV ^^•Pv % A Continuin9 Bibliography with Indexes National Aeronautics and Space Administration i' c Aeronautica• ^ l Engineerin•• ^^ • ^"— *g ^^ Aero* n (NASA-SP-7037 (1U5) ) AERONAUTICAL N82-21138 •^I ENGINEERING. A CONTINUING BIBLIOGRAPHY WITH _ ^NDEXFS (National Aeronautics and Space \ p^^^il Administration) 100 p HC $5.00 CSCL 01A ^al Engineering Aeronautical Er lautical Engineering Aeronautic Aeronautical Engineering Aeror sring Aeronautical Engineering ngineering Aeronautical Engine :al Engineering Aeronautical Er lautical Engineering Aeronauts Aeronautical Engineering Aeror 3ring Aeronautical Engineering NASASP-7037(145) AERONAUTICAL ENGINEERING A CONTINUING BIBLIOGRAPHY WITH INDEXES (Supplement 145) A selection of annotated references to unclassified reports and journal articles that were introduced into the NASA scientific and technical information sys- tem and announced in January 1982 in • Scientific and Technical Aerospace-Reports (STAR) • International Aerospace Abstracts (IAA). Scientific and Technical Information Branch 1982 National Aeronautics and Space Administration Washington, DC This supplement is available as NTISUB/141/093 from .the National Technical Information Service (NTIS), Springfield, Virginia 22161 at the price of $5.00 domestic; $10.00 foreign. INTRODUCTION Under the terms of an interagency agreement with the Federal Aviation Administration this publication has been prepared by the National Aeronautics and Space Administration for the joint use of both agencies and the scientific and technical community concerned with the field of aeronautical engineering. The first issue of this bibliography was published in September 1970 and the first supplement in January 1971. This supplement to Aeronautical Engineering -- A Continuing Bibliography (NASA SP- 7037) lists 326 reports, journal articles, and other documents originally announced in January 1982 in Scientific and Technical Aerospace Reports (STAR) or in International Aerospace Abstracts (IAA). -
Soaring Magazine Index for 1990 to 1999/1990To1999 Organized by Subject
Soaring Magazine Index for 1990 to 1999/1990to1999 organized by subject The contents have all been re-entered by hand, so thereare going to be typos and confusion between author and subject, etc... Please send along any corrections and suggestions for improvement. 1-26 Bob Dittert, 1-26s + Rain = Championship,December,1999, page 24 1-26 Association Bob Hurni, 1991 1-26 Championships (Caesar Creek),January,1992, pages 18-24 George Powell, The Stealth Glider,January,1992, pages 28-30 MikeGrogan, Hallelujah! I Am Flying Again,January,1992, pages 35-39 Harry Senn, Why 1-26’sDon’tFly Sports Class,February,1992, pages 39-41 Luan & John Walker, 1992 1-26 Championships (Midlothian, TX),January,1993, pages 40-44 Joe Walter, What a Contest (the 1-26 Championships),October,1993, page 3 Jim Hard, (1993) 1-26 Championships at Albert Lea, Minnesota,November,1993, pages 19-25 TomHolloran, GPS: The First Year-Almost,November,1993, pages 26, 28-30 1000 Kilometer Flights Robert Penn, Sixteen Contestants Fly 1000 KilometersinPossible World RecordContest Task,No- vember,1990, page 15 YanWhytlaw, The 1000 KM Club,March, 1992, pages 20-23 KenKochanski, The Joy of Soaring (1000KM from Blairstown by Bob Templin and Ken Kochanski)!, September,1992, page 6 Sterling V.Starr, 1000KM in the Sky! (Over the Sierraand White Mountains),March, 1993, pages 42-45 Advertising Mark Kennedy, Soaring in Action: Please Note! (No) July Classified Ads,June, 1997, page 14 Convenience and Savings (with Soaring Classifieds),October,1997, page 4 Aerobatics Wade Nelson, An Aerobatic Ride at Estrella,January,1990, page 3 Trish Durbin, Cat Among the Pigeons,February,1990, page 20 Bob Kupps, The ThirdWorld Glider Aerobatic Championships (Hockenheim),March, 1990, page 15 Trish Durbin, Author’sResponse (to "Cat Among the Pigeons" Complaints),July,1990, page 2 Thomas J. -
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. -
The Flightline
The Flightline The Flightline Volume 30,Issue 8 Newsletter of the Propstoppers RC Club AMA 1042 August 2000 scale models fly within sight for fifteen minutes and land Editorial - Park Flyers on their wheels. And I did see Class C gas ships auger to the heavens then float for seemingly hours within sight of Park flyers, they are everywhere, what are the launch point. Lost Hills is owned by the National Free Flight they and why are they so popular? Society and is six hundred acres of absolutely flat Most of us started in this hobby many years featureless land devoid of any vegetation. The nearest features are the Coastal Range of mountains twenty miles ago when the entry-level model was probably a rubber West ………………..But I digress.) powered free flight model from a kit. Enough of them flew just long enough to catch our imagination and In the Olde Days we never had it that good so we draw us into more complicated models. sought ways to fly our dreams in smaller fields. That Perhaps we were drawn to powered models but in the early days that meant either control line or meant the aforementioned control line models or Radio Control. While I flew control line team race and stunt in free flight. England the cry from my cohorts flying in the adjacent field Free flight has enormous charm as it melds our building and trimming skills with the broad was “is that radio controlled?” “No it is just naturally unstable”. capricious sweep of Mother Nature. There is nothing Of course the natural path was the desire for quite like a scale powered free flight model ROG, steady climb and gentle curving glide back to a perfect complete control over our models, so many have followed the path of RC developments, from the first heavy single landing. -
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.