DOCSLIB.ORG

Conceptual Design Document (CDD)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Conceptual Design Document (CDD) University of Colorado Department of Aerospace Engineering Sciences ASEN 4018 Conceptual Design Document (CDD) VORTEX: Vertically Optimized Research, Testing, & EXploration September 28th, 2020 1 Information 1.1 Project Customers Name: Steve Borenstein Email: [email protected] Phone: 303-735-7558 1.2 Group Members Name: Mohamed Aichiouene Name: Stephen Albert Email: [email protected] Email: [email protected] Phone: 720-883-8862 Phone: 303-358-0177 Name: Joe Buescher Name: Bill Chabot Email: [email protected] Email: [email protected] Phone: 720-331-0852 Phone: 720-454-4430 Name: Colton Cline Name: Brandon Cummings Email: [email protected] Email: [email protected] Phone: 720-255-8935 Phone: 303-882-4382 Name: Roland Ilyes Name: Delaney Jones Email: [email protected] Email: [email protected] Phone: 303-856-8124 Phone: 720-490-7728 Name: Cameron Kratt Name: Michael Patterson Email: [email protected] Email: [email protected] Phone: 719-351-1003 Phone: 303-513-0325 Name: Joseph Rooney Name: Justin Troche Email: [email protected] Email: [email protected] Phone: 309-214-0438 Phone: 718-915-8444 1 Nomenclature TWR Thrust to weight ratio COTS Commercial off-the-shelf products RAP-Cat Rapid Acceleration Pneumatic Catapult 2 Contents 1 Information 1 1.1 Project Customers.....................................1 1.2 Group Members......................................1 Nomenclature 2 2 Project Description5 2.1 Project Overview......................................5 2.2 Objectives..........................................5 2.3 Concept of Operations...................................8 2.4 Functional Block Diagram.................................9 2.5 Functional Requirements.................................. 10 3 Design Requirements 11 4 Key Design Options Considered 14 4.1 VTOL Configuration.................................... 14 4.1.1 Tilt Rotor...................................... 15 4.1.2 Tail sitter...................................... 18 4.1.3 Hybrid........................................ 21 4.1.4 Tilt Wing...................................... 23 4.2 Landing Sensors...................................... 25 4.2.1 LiDAR....................................... 26 4.2.2 Micro Radar.................................... 27 4.2.3 Sonar........................................ 28 4.3 Battery Chemistry..................................... 28 4.3.1 Lithium Polymer (Li-Po)............................. 29 4.3.2 Lithium-Ion (Li-ion)................................ 29 4.3.3 Nickel Metal Hydride (NiMH)........................... 30 4.3.4 Nickel Cadmium (NiCd).............................. 30 4.3.5 Lithium Iron Phosphate (LiFePO4)........................ 31 4.4 Flight Controller Firmware................................ 32 4.4.1 ArduPilot...................................... 32 4.4.2 PX4......................................... 32 4.4.3 iNav......................................... 33 4.4.4 PaparazziUAV................................... 33 5 Trade Study Process and Results 34 5.1 VTOL Configuration.................................... 34 5.1.1 Criteria and Weight Assignment......................... 35 5.1.2 Scale Assignment.................................. 35 5.1.3 VTOL Configuration Trade Matrix........................ 37 5.2 Landing Sensors...................................... 38 5.2.1 Criteria and Weight Assignment......................... 38 5.2.2 Scale Assignment.................................. 39 3 5.2.3 Trade Matrix.................................... 41 5.3 Battery Chemistry..................................... 41 5.3.1 Criteria and Weight Assignment......................... 42 5.3.2 Scale Assignmnent................................. 43 5.3.3 Trade Matrix.................................... 43 5.4 Flight Controller Firmware................................ 44 5.4.1 Flight Controller Firmware Criteria Standards................. 45 5.4.2 Scale Assignment.................................. 45 5.4.3 Flight Controller Firmware Trade Matrix.................... 47 6 Selection of Baseline Design 47 6.1 VTOL Configuration.................................... 47 6.2 Landing sensors....................................... 47 6.3 Battery Chemistry..................................... 48 6.4 Flight Control Firmware Design Option......................... 48 Bibliography 49 4 2 Project Description 2.1 Project Overview The Integrated Remote and In-Situ Sensing (IRISS) group at the University of Colorado Boulder currently utilize a fleet of unmanned aircraft to collect atmospheric data in order to improve the conceptual model of supercell thunderstorms. These unmanned aerial vehicles (UAVs) are launched into flight from a catapult system mounted to the top of an automobile or from a bungee rail system. The IRISS group has expressed desire for an alternative to this fleet of UAVs: a vertical takeoff and landing (VTOL) drone. The launch sites of the UAVs currently utilized are restricted to wide open spaces to allow for belly landings in open fields. A VTOL capability would allow IRISS to launch in a wide variety of locations, including heavily wooded areas and coastal regions. IRISS desires the vertical takeoffs and landings to be completely autonomous– not requiring any input from the pilot. Further, the IRISS team desires a UAV capable of one hour of cruise time, including an additional takeoff and landing during the mission. The replication cost for one VTOL UAV must be under $1000, excluding the avionics package. The successful completion of this project will further the IRISS group’s effort in reducing false alarm tornado warnings and improving detection of potentially lethal storms. 2.2 Objectives 1. Flight - The aircraft shall be capable of vertical takeoffs and landings. In between takeoff and landing the aircraft shall be able to maintain a steady hover, transition from vertical flight mode to horizontal flight mode, and transition back to vertical flight mode from horizontal flight. As a customer requirement, stability in 5-7 m/s is expected but does not need to be validated as part of this project. Verification: Before the aircraft is assembled, the motors and propellers shall be tested on a static test stand to prove that a thrust to weight ratio (TWR) greater than 1 can be generated. Then the transition mechanisms and software will be tested while the aircraft is fixed to the ground to demonstrate functionality. Next a tethered flight will be conducted to show that steady hover can be achieved. The aircraft will then be tested with the RAP- Cat launch system to demonstrate compatibility. Finally, full flight regime will be tested demonstrating full transition of flight modes starting from both vertical takeoff and launch from the RAP-Cat. 2. Budget - The final aircraft design shall have a production cost below $1000 per unit, per customer request. This is to increase the ease of manufacturing and production of multiple aircraft. This budget does not include the standard avionics kit provided by the customer but does include the Drak wing kit. Verification: During the design process, material costs will be tracked and monitored to ensure that a production model does not exceed the desired amount. After design and testing is complete, a materials cost sheet will be created for the final production aircraft, and the resulting cost shall be below $1000. 3. Endurance - The aircraft shall have an endurance total of 1 hour at cruise conditions along with two vertical takeoffs and landings. This will be broken up into two flights involving a takeoff, a 30 minute cruise, and a landing. 5 Verification: The propulsion system shall be tested at the required thrust output equivalent for 1 hour cruise and 2 takeoffs and landings. The test will be conducted for approximately 1 hour and 15 minutes on a stand in simulated flight conditions. Once the test is concluded the battery will be measured demonstrating it has a remaining capacity equal or greater than 15% 4. Airframe - The aircraft shall be constructed using the RiteWing Drak wing set. The final product shall require fewer than 20 hours of work time to be assembled. The airframe shall also be able to withstand RAP-Cat takeoff forces of up to 5G of acceleration as well as potential incidental forces up to 10G. Verification: A Drak kit shall be used as the basis of any design. By modeling potential materials to withstand the expected forces, materials with insufficient properties will be ruled out. After a material is selected, prototypes will be created of the physical components and tested under the expected loads, demonstrating the ability for airframe to withstand necessary forces. An assembly guide will be created to document the process of making a unit 5. Avionics & Sensors - The aircraft shall have all motors and actuators integrated with the flight controller and shall have all non-native sensors integrated with the avionics system. Verification: The successful integration of the sensors will be confirmed by showing that flight controller receives data from sensors, as well as demonstrating the ability to actuate all control surfaces and control individual motor thrusts. 6. Autonomy - The customer has requested the vehicle be capable of performing a fully au- tonomous takeoff and landing procedure, being able to navigate to waypoints using an au- topilot system, as well as have the capability for a pilot to manually resume control at any time. Verification: Through a series of individual tests, the system shall display the capability to control all relevant systems while mounted
Load more

Recommended publications
  • A Brief Review on Electromagnetic Aircraft Launch System
    International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 5, Issue-6, Jun.-2017 http://iraj.in A BRIEF REVIEW ON ELECTROMAGNETIC AIRCRAFT LAUNCH SYSTEM 1AZEEM SINGH KAHLON, 2TAAVISHE GUPTA, 3POOJA DAHIYA, 4SUDHIR KUMAR CHATURVEDI Department of Aerospace Engineering, University of Petroleum and Energy Studies, Dehradun, India E-mail: [email protected] Abstract - This paper describes the basic design, advantages and disadvantages of an Electromagnetic Aircraft Launch System (EMALS) for aircraft carriers of the future along with a brief comparison with traditional launch mechanisms. The purpose of the paper is to analyze the feasibility of EMALS for the next generation indigenous aircraft carrier INS Vishal. I. INTRODUCTION maneuvering. Depending on the thrust produced by the engines and weight of aircraft the length of the India has a central and strategic location in the Indian runway varies widely for different aircraft. Normal Ocean. It shares the longest coastline of 7500 runways are designed so as to accommodate the kilometers amongst other nations sharing the Indian launch for such deviation in takeoff lengths, but the Ocean. India's 80% trade is via sea routes passing scenario is different when it comes to aircraft carriers. through the Indian Ocean and 85% of its oil and gas Launch of an aircraft from a mobile platform always are imported through sea routes. Indian Ocean also requires additional systems and methods to assist the serves as the locus of important international Sea launch because the runway has to be scaled down, Lines Of Communication (SLOCs) . Development of which is only about 300 feet as compared to 5,000- India’s political structure, industrial and commercial 6,000 feet required for normal aircraft to takeoff from growth has no meaning until its shores are protected.
    [Show full text]
  • Adventures in Low Disk Loading VTOL Design
    NASA/TP—2018–219981 Adventures in Low Disk Loading VTOL Design Mike Scully Ames Research Center Moffett Field, California Click here: Press F1 key (Windows) or Help key (Mac) for help September 2018 This page is required and contains approved text that cannot be changed. NASA STI Program ... in Profile Since its founding, NASA has been dedicated • CONFERENCE PUBLICATION. to the advancement of aeronautics and space Collected papers from scientific and science. The NASA scientific and technical technical conferences, symposia, seminars, information (STI) program plays a key part in or other meetings sponsored or co- helping NASA maintain this important role. sponsored by NASA. The NASA STI program operates under the • SPECIAL PUBLICATION. Scientific, auspices of the Agency Chief Information technical, or historical information from Officer. It collects, organizes, provides for NASA programs, projects, and missions, archiving, and disseminates NASA’s STI. The often concerned with subjects having NASA STI program provides access to the NTRS substantial public interest. Registered and its public interface, the NASA Technical Reports Server, thus providing one of • TECHNICAL TRANSLATION. the largest collections of aeronautical and space English-language translations of foreign science STI in the world. Results are published in scientific and technical material pertinent to both non-NASA channels and by NASA in the NASA’s mission. NASA STI Report Series, which includes the following report types: Specialized services also include organizing and publishing research results, distributing • TECHNICAL PUBLICATION. Reports of specialized research announcements and feeds, completed research or a major significant providing information desk and personal search phase of research that present the results of support, and enabling data exchange services.
    [Show full text]
  • Tethered Fixed-Wing Aircraft to Lift Payloads…
    Tethered Fixed-Wing Aircraft to Lift Payloads: A Concept Enabled by Electric Propulsion David Rancourt Etienne Demers Bouchard Université de Sherbrooke Georgia Institute of Technology 3000 boul. Université – Pavillon P2 275 Ferst Drive NW Sherbrooke, QC Atlanta, GA CANADA USA [email protected] [email protected] Keywords: Electric propulsion, novel aircraft concept, VTOL, hybrid-electric powertrain ABSTRACT Helicopters have been essential to the military as they have been one of the only solutions for air-transporting substantial payloads with no need for complex mile-long runway infrastructures. However, they are fundamentally limited with high fuel consumption and reduced range. A disruptive concept to vertical lift uses tethered fixed-wing aircraft to lift a payload, where multiple aircraft collaborate and fly along a near circular flight path in hover. The Electric-Powered Reconfigurable Rotor concept (EPR2) leverages the recent progress in electric propulsion and modern controls to enable efficient load lifting using fixed-wing aircraft. The novel idea is to replace tethered manned aircraft (with onboard energy, fuel) with electric-powered fixed-wing aircraft with remote energy source to enable efficient collaborative load lifting. This paper presents the conceptual design of a heavy-lifting aircraft concept using electric-powered tethered fixed-wing aircraft for a ~30 metric ton lifting capability. A physics-based multidisciplinary design and simulation environment is used to predict the performance and optimize the aircraft flight path. It is demonstrated that this concept could hover with only 3.01 MW of power yet be able to translate to over 80 kts with minimal power increase by leveraging the benefits of complex non-circular flight paths.
    [Show full text]
  • Flow Visualization Studies of VTOL Aircraft Models During Hover in Ground Effect
    NASA Technical Memorandum 108860 Flow Visualization Studies of VTOL Aircraft Models During Hover In Ground Effect Nikos J. Mourtos, Stephane Couillaud, and Dale Carter, San Jose State University, San Jose, California Craig Hange, Doug Wardwell, and Richard J. Margason, Ames Research Center, Moffett Field, California Janua_ 1995 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 Flow Visualization Studies of VTOL Aircraft Models During Hover In Ground Effect NIKOS J. MOURTOS,* STEPHANE COUILLAUD,* DALE CARTER,* CRAIG HANGE, DOUG WARDWELL, AND RICHARD J. MARGASON Ames Research Center Summary fountain fluid flows along the fuselage lower surface toward the jets where it is entrained by the jet and forms a A flow visualization study of several configurations of a vortex pair as sketched in figure 1(a). The jet efflux and jet-powered vertical takeoff and landing (VTOL) model the fountain flow entrain ambient temperature air which during hover in ground effect was conducted. A surface produces a nonuniform temperature profile. This oil flow technique was used to observe the flow patterns recirculation is called near-field HGI and can cause a on the lower surfaces of the model. Wing height with rapid increase in the inlet temperature which in turn respect to fuselage and nozzle pressure ratio are seen to decreases the thrust. In addition, uneven temperature have a strong effect on the wing trailing edge flow angles. distribution can result in inlet flow distortion and cause This test was part of a program to improve the methods compressor stall. In addition, the fountain-induced vortex for predicting the hot gas ingestion (HGI) for jet-powered pair can cause a lift loss and a pitching-moment vertical/short takeoff and landing (V/STOL) aircraft.
    [Show full text]
  • Supersonic STOVL Ejector Aircraft from a Propulsion Point of View
    N84-24581 NASA Technical Memorandum 83641 9 Supersonic STOVL Ejector Aircraft from a Propulsion Point of View R. Luidens, R. Plencner, W. Haller, and A. blassman Lewis Research Center Cleveland, Ohio Prepared for the Twentieth Joint Propulsion Coiiference cosponsored by the AIAA, SAE, and ASME i Cincinnati, Ohio, June 11-13, 1984 I 1 1 SUPERSONIC STOVL EJECTOR AIRCRAFT FROH A PROPULSION POINT OF VIEW R hidens,* R. Plencner,** W. Hailer.** and A Glassman+ National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio Abstract 1 Higher propulsion system thrust for greater lift-off acceleration. The paper first describes a baseline super- sonic STOVL ejector aircraft, including its 2 Cooler footprint, for safer, more propulsion and typical operating modes, and convenient handllng, and lower observability identiftes Important propulsion parameters Then a number of propulsion system changes are 3. Alternattve basic propulsion cycles evaluated in terms of improving the lift-off performance; namely, aft deflection of the ejec- The approach of this paper is to use the tor jet and heating of the ejector primary air aircraft of reference 5 as a baseline. and then either by burning or using the hot englne core to consider some candidate propulsion system flow The possibility for cooling the footprint growth options The vehicle described in refe- is illustrated for the cases of mixing or lnter- rence 5 was selected on the basis of detailed changlng the fan and core flows, and uslng a alrcraft design and performance analyses The
    [Show full text]
  • History of Solar Flight July 2008
    History of Solar Flight July 2008 solar airplane aircraft continuous sustainable flight solar-powered solar cells mppt helios Sky-Sailor sun-powered HALE platform solaire avion vol continu dévelopement durable énergie solaire cellules plateforme History of Solar flight André Noth, [email protected] Autonomous Systems Lab, Swiss Federal Institute of Technology Zürich 1. The conjunction of two pioneer fields, electric flight and solar cells The use of electric power for flight vehicles propulsion is not new. The first one was the hydrogen- filled dirigible France in year 1884 that won a 10 km race around Villacoulbay and Medon. At this time, the electric system was superior to its only rival, the steam engine but then with the arrival of gasoline engines, work on electrical propulsion for air vehicles was abandoned and the field lay dormant for almost a century [2]. On the 30th June 1957, Colonel H. J. Taplin of the United Kingdom made the first officially recorded electric powered radio controlled flight with his model “Radio Queen”, which used a permanent-magnet motor and a silver-zinc battery. Unfortunately, he didn’t carry on these experiments. Further developments in the field came from the great German pioneer, Fred Militky, who first achieved a successful flight with a Radio Queen, 1957 free flight model in October 1957. Since this premises, electric flight continuously evolved with constant improvements in the fields of motors and batteries [12]. Three years before Taplin and Militky’s experiments, in 1954, photovoltaic technology was born at Bell Telephone Laboratories. Daryl Chapin, Calvin Fuller, and Gerald Pearson developed the first silicon photovoltaic cell capable of converting enough of the sun’s energy into power to run everyday electrical Gerald Pearson, Daryl Chapin equipment.
    [Show full text]
  • Modeling and Analysis of Disc Rotor Wing
    © 2020 JETIR March 2020, Volume 7, Issue 3 www.jetir.org (ISSN-2349-5162) MODELING AND ANALYSIS OF DISC ROTOR WING 1 2 3 G. MANJULA , L. BALASUBRAMANYAM , S. JITHENDRA NAIK 1PG scholor, 2Asso.Professor, 3Asso.Professor Mechanical Engineering Department 1P.V.K.K Engineering College, Anantapur, AP, INDIA. Abstract-Disc rotor configuration may be a conceptual design. the aim of the Project is to guage the merits of the DiscRotor concept that combine the features of a retractable rotor system for vertical take-off and landing (VTOL) with an integral, circular wing for high-speed flight. The primary objective of this project is to style such a configuration using the planning software Unigraphics and afterward analyzing the designed structure for its structural strength in analysis software ANSYS. This project deals with the all the required aerodynamic requirements of the rotor configuration. In today’s world most the vtol/stol largely depends upon the thrust vectoring that needs huge amounts of fuel and separate devices like nozzles etc., whose production is extremely much tedious and dear. this is often an effort to use a rotor as within the case of helicopters for vtol/stol thus reducing the foremost of the value though weight would be considered as a hindrance to the project. Keywords: Disc rotor wing, vertical take-off and landing (VTOL), UNIGRAPHICS, ANSYS software, Force, Coefficients, Wall and Wing. I. INTRODUCTION A circular wing, or disc, is that the primary lifting surface of the Disc Rotor aircraft during high-speed flight (approx. 400knots). During the high-speed flight, the disc are going to be fixed (i.e.
    [Show full text]
  • Air-Breathing Engine Precooler Achieves Record-Breaking Mach 5 Performance 23 October 2019
    Air-breathing engine precooler achieves record-breaking Mach 5 performance 23 October 2019 The Synergetic Air-Breathing Rocket Engine (SABRE) is uniquely designed to scoop up atmospheric air during the initial part of its ascent to space at up to five times the speed of sound. At about 25 km it would then switch to pure rocket mode for its final climb to orbit. In future SABRE could serve as the basis of a reusable launch vehicle that operates like an aircraft. Because the initial flight to Mach 5 uses the atmospheric air as one propellant it would carry much less heavy liquid oxygen on board. Such a system could deliver the same payload to orbit with a vehicle half the mass of current launchers, potentially offering a large reduction in cost and a higher launch rate. Reaction Engines' specially constructed facility at the Colorado Air and Space Port in the US, used for testing the innovative precooler of its air-breathing SABRE engine. Credit: Reaction Engines Ltd UK company Reaction Engines has tested its innovative precooler at airflow temperature conditions equivalent to Mach 5, or five times the speed of sound. This achievement marks a significant milestone in its ESA-supported Airflow through the precooler test item in the HTX heat exchanger test programme. UK company Reaction development of the air-breathing SABRE engine, Engines has tested its innovative precooler at airflow paving the way for a revolution in space access temperature conditions equivalent to Mach 5, or five and hypersonic flight. times the speed of sound. This achievement marks a significant milestone in the ESA-supported development The precooler heat exchanger is an essential of its air-breathing SABRE engine, paving the way for a SABRE element that cools the hot airstream revolution in hypersonic flight and space access.
    [Show full text]
  • Design of a Micro-Aircraft Glider
    Design of A Micro-Aircraft Glider Major Qualifying Project Report Submitted to the faculty of WORCESTER POLYTECHNIC INSTITUTE In partial fulfillment of the requirements for The Degree of Bachelor of Science Submitted by: ______________________ ______________________ Zaki Akhtar Ryan Fredette ___________________ ___________________ Phil O’Sullivan Daniel Rosado Approved by: ______________________ _____________________ Professor David Olinger Professor Simon Evans 2 Certain materials are included under the fair use exemption of the U.S. Copyright Law and have been prepared according to the fair use guidelines and are restricted from further use. 3 Abstract The goal of this project was to design an aircraft to compete in the micro-class of the 2013 SAE Aero Design West competition. The competition scores are based on empty weight and payload fraction. The team chose to construct a glider, which reduces empty weight by not employing a propulsion system. Thus, a launching system was designed to launch the micro- aircraft to a sufficient height to allow the aircraft to complete the required flight by gliding. The rules state that all parts of the aircraft and launcher must be contained in a 24” x 18” x 8” box. This glider concept was unique because the team implemented fabric wings to save substantial weight and integrated the launcher into the box to allow as much space as possible for the aircraft components. The empty weight of the aircraft is 0.35 lb, while also carrying a payload weight of about 0.35 lb. Ultimately, the aircraft was not able to complete the required flight because the team achieved 50% of its desired altitude during tests.
    [Show full text]
  • FINAL Kennedy Space Center Florida Scrub-Jay Compensation Plan
    FINAL Kennedy Space Center Florida Scrub-Jay Compensation Plan February 13, 2014 Prepared for: Environmental Management Branch TA-A4C National Aeronautics and Space Administration John F. Kennedy Space Center, Florida 32899 Prepared by: Medical and Environmental Support Contract (MESC) CLIN10 Environmental Projects IHA Environmental Services Branch IHA-022 Kennedy Space Center, Florida 32899 *THIS PAGE INTENTIONALLY LEFT BLANK* ii Kennedy Space Center Florida Scrub-Jay Compensation Plan February 13, 2014 Prepared for: Environmental Management Branch TA-A4C National Aeronautics and Space Administration John F. Kennedy Space Center, Florida 32899 Prepared by: Medical and Environmental Support Contract (MESC) CLIN10 Environmental Projects IHA Environmental Services Branch IHA-022 Kennedy Space Center, Florida 32899 iii ACRONYMS Ac Acre BO Biological Opinion ADP Area Development Plan CCAFS Cape Canaveral Air Force Station CCF Converter Compressor Facility CCP Comprehensive Conservation Plan EO Executive Order CofF Construction of Facilities EA Environmental Assessment EES Emergency Egress Systems ESA Endangered Species Act FAC Florida Administrative Code FDEP Florida Department of Environmental Protection ft feet ft2 square feet FWC Florida Fish and Wildlife Conservation Commission in inches IRL Indian River Lagoon GHe Gaseous Helium ha hectares HIF Horizontal Integration Facility IHA InoMedic Health Applications, Inc. kg kilogram km kilometer KSC Kennedy Space Center lbs pounds LC Launch Complex LH2 Liquid Hydrogen LOX Liquid Oxygen mmeter
    [Show full text]
  • Aviation Acronyms
    Aviation Acronyms 5010 AIRPORT MASTER RECORD (FAA FORM 5010-1) 7460-1 NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION 7480-1 NOTICE OF LANDING AREA PROPOSAL 99'S NINETY-NINES (WOMEN PILOTS' ASSOCIATION) A/C AIRCRAFT A/DACG ARRIVAL/DEPARTURE AIRFIELD CONTROL GROUP A/FD AIRPORT/FACILITY DIRECTORY A/G AIR - TO - GROUND A/G AIR/GROUND AAA AUTOMATED AIRLIFT ANALYSIS AAAE AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AAC MIKE MONRONEY AERONAUTICAL CENTER AAI ARRIVAL AIRCRAFT INTERVAL AAIA AIRPORT AND AIRWAY IMPROVEMENT ACT AALPS AUTOMATED AIR LOAD PLANNING SYSTEM AANI AIR AMBULANCE NETWORK AAPA ASSOCIATION OF ASIA-PACIFIC AIRLINES AAR AIRPORT ACCEPTANCE RATE AAS ADVANCED AUTOMATION SYSTEM AASHTO AMERICAN ASSOCIATION OF STATE HIGHWAY & TRANSPORTATION OFFICIALS AC AIRCRAFT COMMANDER AC AIRFRAME CHANGE AC AIRCRAFT AC AIR CONTROLLER AC ADVISORY CIRCULAR AC ASPHALT CONCRETE ACAA AIR CARRIER ACCESS ACT ACAA AIR CARRIER ASSOCIATION OF AMERICA ACAIS AIR CARRIER ACTIVITY INFORMATION SYSTEM ACC AREA CONTROL CENTER ACC AIRPORT CONSULTANTS COUNCIL ACC AIRCRAFT COMMANDER ACC AIR CENTER COMMANDER ACCC AREA CONTROL COMPUTER COMPLEX ACDA APPROACH CONTROL DESCENT AREA ACDO AIR CARRIER DISTRICT OFFICE ACE AVIATION CAREER EDUCATION ACE CENTRAL REGION OF FAA ACF AREA CONTROL FACILITY ACFT AIRCRAFT ACI-NA AIRPORTS COUNCIL INTERNATIONAL - NORTH AMERICA ACID AIRCRAFT IDENTIFICATION ACIP AIRPORT CAPITAL IMPROVEMENT PLANNING ACLS AUTOMATIC CARRIER LANDING SYSTEM ACLT ACTUAL CALCULATED LANDING TIME Page 2 ACMI AIRCRAFT, CREW, MAINTENANCE AND INSURANCE (cargo) ACOE U.S. ARMY
    [Show full text]
  • The Design and Development of a Human-Powered
    THE DESIGN AND DEVELOPMENT OF A HUMAN-POWERED AIRPLANE A THESIS Presented to the Faculty of the Graduate Division "by James Marion McAvoy^ Jr. In Partial Fulfillment of the Requirements for the Degree Master of Science in Aerospace Engineering Georgia Institute of Technology June _, 1963 A/ :o TEE DESIGN AND DETERMENT OF A HUMAN-POWERED AIRPLANE Approved: Pate Approved "by Chairman: M(Ly Z7. /q£3 In presenting the dissertation as a partial fulfillment of the requirements for an advanced degree from the Georgia Institute of Technology, I agree that the Library of the Institution shall make it available for inspection and circulation in accordance with its regulations governing materials of this type. I agree that permission to copy from, or to publish from, this dissertation may he granted by the professor under whose direction it was written, or, in his absence, by the dean of the Graduate Division when such copying or publication is solely for scholarly purposes and does not involve potential financial gain. It is under­ stood that any copying from, or publication of, this disser­ tation which involves potential financial gain will not be allowed without written permission. i "J-lW* 11 ACKNOWLEDGMENTS The author wishes to express his most sincere appreciation to Pro­ fessor John J, Harper for acting as thesis advisor, and for his ready ad­ vice at all times. Thanks are due also to Doctor Rohin B. Gray and Doctor Thomas W. Jackson for serving on the reading committee and for their help and ad­ vice . Gratitude is also extended to,all those people who aided in the construction of the MPA and to those who provided moral and physical sup­ port for the project.
    [Show full text]