Developing Scenarios for Research into Upset Recovery Simulation

Fucke, Lars; Biryukov, Vladimir; Григорьев, М М; Rogozin, Vladimir; Groen, Eric L.; Wentink, M.; Field, Joris; Soemarwoto, B.I.; Abramov, Nikolay; Goman, Mikhail; Храбров, А. Н.

doi:10.2514/6.2010-7794

Cited by 20 publications

(12 citation statements)

References 4 publications

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“…The SUPRA project included an analysis of the typical aircraft motions occurring in various upsets: recoveries from nose-high or nose-low attitudes; symmetric, wings-level stalls; and asymmetric stalls involving a wing drop [9]. The magnitudes and frequency ranges of the typical motion cues occurring in the different scenarios…”

Section: Motion Cueing Challengesmentioning

confidence: 99%

“…were estimated based on expert analysis and experience with flight tests at the Gromov Flight Research Institute (Zhukovsky, Russia) [9], as well as simulations performed with the SUPRA aerodynamic model [10]. The results showed that especially the fully developed stalls involve strong motion cues that may exceed the capabilities of conventional flight simulators.…”

Section: Simulator Facilitiesmentioning

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: Motion Cueing Challengesmentioning

confidence: 99%

Section: Simulator Facilitiesmentioning

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

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“…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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“…These abnormal attitude control laws essentially consist of direct control on the pitch, roll and yaw axis with very basic and robust stability augmentation in the yaw case. The pilot can then apply classical upset recovery procedures 3,4 .…”

Section: Introductionmentioning

confidence: 99%

Bifurcation Analysis of the NASA GTM with a View to Upset Recovery

Gill¹,

Lowenberg²,

Krauskopf

et al. 2012

AIAA Atmospheric Flight Mechanics Conference

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The loss of control in-flight of civil airliners is a matter of great concern to the aviation industry. Loss of control in-flight often involves so called 'upset' conditions and, hence, the ability to recover from upset will reduce the frequency of loss of control incidents. This paper presents the use of bifurcation analysis, complemented by time-history simulations, to understand the flight dynamics of the open loop NASA Generic Transport Model with a view to identifying the attractors of the dynamical system that underlie upset behaviour. A number of drivers for potential upset conditions have been discovered which include non-oscillatory spirals and oscillatory spins. Time-histories of the upset conditions yield the response characteristics associated with these upset scenarios.

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Developing Scenarios for Research into Upset Recovery Simulation

Cited by 20 publications

References 4 publications

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

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

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

Bifurcation Analysis of the NASA GTM with a View to Upset Recovery

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