Robust wind shear stochastic controller-estimator

Prasanth, Ravi; Bailey, J. E.; Krishnakumar, Kalmanje

doi:10.2514/3.20891

Cited by 3 publications

(3 citation statements)

References 5 publications

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“…Experimental evidence suggests that turbulence length scales increase through a microburst and, in some unknown manner, depend on microburst size and strength [17]. Such a functional dependence between turbulence and microburst parameters will result in a nonstationary and non-Gaussian wind process description [9]. This functional dependence is neglected in this study.…”

Section: = Cmcand + + C Mq -Q • (15)mentioning

confidence: 95%

“…(33) and (34) give F v as a function of 9. Now, the problem of maximizing F v (9) can be solved. It can numerically be shown that both (9) and a (9) are increasing functions of 9.…”

Section: Construction Of a Safety Metricmentioning

confidence: 99%

“…Now, the problem of maximizing F v (9) can be solved. It can numerically be shown that both (9) and a (9) are increasing functions of 9. Thus, recalling that the angle-of-attack has a maximum bound, we obtain = F,(9*),…”

Section: Construction Of a Safety Metricmentioning

confidence: 99%

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Modified guidance laws for escaping a microburst with turbulence

Dogan¹,

Kabamba²

2000

18th Applied Aerodynamics Conference

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This paper introduces Modified Altitude-and Dive-Guidance laws for escaping a microburst with turbulence. First, a new safety metric is constructed that quantifies the aircraft upward force capability in a microburst encounter. In the absence of turbulence, the safety factor is shown to be a decreasing function of altitude. This suggests that descending to a low altitude may improve safety in the sense that the aircraft will have more upward force capability to maintain its altitude. In the presence of stochastic turbulence, the safety factor is treated as a random variable and its probability distribution function is analytically approximated as a function of altitude. This approximation allows us to determine the highest safe altitude at which the aircraft may descend, hence avoiding to descend too low. This highest safe altitude is used as the commanded altitude in Modified Altitude-and Dive-Guidance. Monte Carlo simulations show that these Modified Altitude-and Dive-Guidance strategies can decrease the probability of minimum altitude being less than a given value without compromising the probability of crash. That is, an aircraft with Modified Altitude-or Dive-Guidance can have a higher recovery altitude without increasing the risk of ground contact or stall. 1

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Section: = Cmcand + + C Mq -Q • (15)mentioning

confidence: 95%

“…(33) and (34) give F v as a function of 9. Now, the problem of maximizing F v (9) can be solved. It can numerically be shown that both (9) and a (9) are increasing functions of 9.…”

Section: Construction Of a Safety Metricmentioning

confidence: 99%