Aerodynamic model development and simulation of airliner spin for upset recovery

Храбров, А. Н.; Sidoryuk, Maria E.; Goman, Mikhail

doi:10.1051/eucass/201305621

Cited by 15 publications

(13 citation statements)

References 3 publications

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“…The European research project SUPRA (Simulation of Upset Recovery in Aviation) expanded the flight simulation envelope, by developing an extended aerodynamic model, as well as novel motion cueing strategies. The SUPRA-extended aerodynamic model is built onto a data package representing a generic transport aircraft, and reproduces the typical behavior of a transport aircraft at high angles of attack (AoA) and sideslip [7,8]. It captures the longitudinal and lateral instabilities, and degraded controllability.…”

Section: Description Of Workmentioning

confidence: 99%

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Motion Simulation of Transport Aircraft in Extended Envelopes: Test Pilot Assessment

Nooij¹,

Wentink²,

Smaili

et al. 2017

Journal of Guidance, Control, and Dynamics

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NLR is a leading international research centre for aerospace. Bolstered by its multidisciplinary expertise and unrivalled research facilities, NLR provides innovative and integral solutions for the complex challenges in the aerospace sector. For more information visit: www.nlr.nl NLR's activities span the full spectrum of Research Development Test & Evaluation (RDT & E). Given NLR's specialist knowledge and facilities, companies turn to NLR for validation, verification, qualification, simulation and evaluation. NLR thereby bridges the gap between research and practical applications, while working for both government and industry at home and abroad. NLR stands for practical and innovative solutions, technical expertise and a long-term design vision. This allows NLR's cutting edge technology to find its way into successful aerospace programs of OEMs, including Airbus, Embraer and Pilatus. NLR contributes to (military) programs, such as ESA's IXV re-entry vehicle, the F-35, the Apache helicopter, and European programs, including SESAR and Clean Sky 2.

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Section: Description Of Workmentioning

confidence: 99%

“…It captures the longitudinal and lateral instabilities, and degraded controllability. Its adjustable parameters allow for simulating various types of departures, as described in previous papers [7,8].…”

Section: Description Of Workmentioning

confidence: 99%

Motion Simulation of Transport Aircraft in Extended Envelopes: Test Pilot Assessment

Nooij¹,

Wentink²,

Smaili

et al. 2017

Journal of Guidance, Control, and Dynamics

View full text Add to dashboard Cite

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“…Considerable efforts have, therefore, been put in by various countries in design and development of dynamic wind tunnel test facilities like rotary balance apparatus, forced oscillation motion rigs, oscillatory coning motion rigs, etc., that can emulate aircraft motion in post stall maneuvers (Bergmann, 2009;Jin et al, 2015;Zhang et al, 2015). Aerodynamic data from such dynamic wind tunnel test setups has been used effectively in identifying aircraft steady spin modes and simulation of post stall maneuvers (Bihrle, 1990;Murch and Foster, 2007;Khrabrov et al, 2013;Paul and Gopalarathnam, 2012).…”

Section: Introductionmentioning

confidence: 99%

Influence of flight control law on spin dynamics of aerodynamically asymmetric aircraft

Malik

Akhtar

Masood

2017

jtam

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In this paper, we analyze the spin dynamics of an aerodynamically asymmetric aircraft in open-loop configuration and also evaluate the performance of gain scheduled flight control law in improving dynamic characteristics of aircraft spin. A look-up tables based aerodynamic model is developed from static, coning and oscillatory coning rotary balance wind tunnel test data. As a starting point, all possible steady spin modes are identified by solving the aircraft dynamic model comprising moment equations. The influence of high-alpha yawing moment asymmetry on predicted right and left spin modes is discussed. Six degree of freedom simulations of left and right flat spins are performed in open-loop and closed-loop configurations with the flight control law. Our studies reveal that large amplitude oscillations in the angle of attack and sideslip observed in the open-loop configuration are significantly damped by the control law. The control law reduces the recovery time of the left flat spin. However, the aircraft natural tendency to rotate rightwards due to yawing moment asymmetry at high angles of attack renders flight control law ineffective in aiding the recovery of the right flat spin. Keywords

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“…The Colgan Air 3407 and Air France Flight 447 accidents 1,2 that occurred in February and June 2009, respectively, highlighted deficiencies in pilot training with respect to recovering the aircraft from stall and upset states. Furthermore, a recently-concluded 16 year study by Calspan, 3 funded mainly by NASA, the Federal Aviation Administration (FAA), and the United States Navy, concluded that pilots were ill-equipped and untrained to recognize an aircraft in an upset state and then perform any appropriate control inputs to successfully recover from this state.…”

Section: Introductionmentioning

confidence: 99%

“…At present, research is being conducted into the improvement of commercial transport aircraft flight modeling and control through the NASA Aviation Safety and Security Program (AvSSP) [7][8][9][10][11] and the European Union Simulation and Upset Recovery in Aviation project. [12][13][14][15][16] The importance attached to commercial transport aircraft is understandable given that passenger safety is of the utmost importance to the transportation industry. However, according to the Aircraft Owners and Pilots Association Air Safety Institute 2010 Nall Report, 17 for fixed wing aircraft over the past decade, the average accident rate was 67% higher for non-commercial flights and the rate of fatal accidents was 120% higher in comparison with commercial flights.…”

Section: Introductionmentioning

confidence: 99%

Stall/Post-Stall Modeling of the Longitudinal Characteristics of a General Aviation Aircraft

Ananda

Selig

2016

AIAA Atmospheric Flight Mechanics Conference

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The high rate of accidents in general aviation due to pilot loss of control has necessitated the need to find better methods of training pilots. Pilot control and awareness in the stall/post-stall regime can be improved through the use of higher fidelity flight simulators. To create a high fidelity aerodynamic model in the stall/post-stall regime to be implemented in a flight simulator, both steady and unsteady aircraft characteristics need to be represented. In this paper, the detailed development of a steady-state general aviation aircraft stall/post-stall longitudinal aerodynamic model is described. The steady-state model uses a component buildup approach that uses strip theory to output the aerodynamic forces and moments of an aircraft. An integrated non-linear lifting-line theory approach is used to model the wing and horizontal tail. Longitudinal effects due to elevator deflections are also included. Validation studies are performed against static wind tunnel datasets for a typical single-engine low-wing general aviation aircraft design. Nomenclatureairfoil moment coefficient at quarter chord C M c/4 = surface moment coefficient at quarter chord (= M/ 1 2 ρV 2 ∞ S ref c) C N = surface normal force coefficient (= N/ 1 2 ρV 2 ∞ S ref ) C n = local normal-force coefficient per unit length * Graduate Student (Ph.D. Candidate), 104 S. Wright St., AIAA Student Member. anandak1@illinois.edu † Professor, 104 S. Wright St., AIAA Associate Fellow. m-selig@illinois.edu 1 of 25 American Institute of Aeronautics and Astronautics Downloaded by PURDUE UNIVERSITY on June 22, 2016 | http://arc.aiaa.org | AIAA Aviation d F = fuselage cross-section diameter D = drag D ind = induced drag k = corner radius l ref = reference length l F = fuselage length L = lift M = moment n P = number of lifting surface panels N = normal force r F = fuselage cross-section radius Re = Reynolds number based on mean aerodynamic chord (= V ∞ c/ν) S = lifting surface area S f = flap area S ref = reference area V ∞ = freestream velocity V F = fuselage volume w ind = velocity induced by shed vortices V rel = relative velocity w F = fuselage width x F = axial distance from fuselage nose x ac F = distance from nose to aerodynamic center of fuselage x c F = distance from nose to centroid of fuselage planform area x m F = distance from nose to centroid of fuselage pitching-moment reference center x P S , y P S , z P S = location of spanwise panel station points x LLT , y LLT , z LLT = location of lifting-line points Y = side force α ef f = effective angle of attack α geo = geometric angle of attack α ind = induced angle of attack β = sideslip angle δ f = flap deflection angle η = flap effectiveness correction factor η f use = fuselage crossflow drag proportionality factor Γ = circulation Γ 0 = circulation at center-span Γ LLT = circulation at the lifting-line points Γ SV = shed vortex circulation τ = flap effectiveness factor θ f = factor relating flap to chord ratio to flap effectiveness factor ν = kinematic viscosity ρ = density of air Subscripts c/4 = ...

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Aerodynamic model development and simulation of airliner spin for upset recovery

Cited by 15 publications

References 3 publications

Motion Simulation of Transport Aircraft in Extended Envelopes: Test Pilot Assessment

Motion Simulation of Transport Aircraft in Extended Envelopes: Test Pilot Assessment

Influence of flight control law on spin dynamics of aerodynamically asymmetric aircraft

Stall/Post-Stall Modeling of the Longitudinal Characteristics of a General Aviation Aircraft

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