Potential impacts of advanced technologies on the ATC capacity of high-density terminal areas

Advanced technologies for airborne systems (automatic flight control, flight displays, navigation) and for ground ATC systems (digital communications, improved surveillance and tracking, automated decision-making) create the possibility of advanced ATC operations and procedures which can bring increased capacity for runway systems. A systematic analysis is carried out to identify certain such advanced ATC operations, and then to evaluate the potential benefits occurring over time at typical US high-density airports (Denver and Boston). The study is divided into three parts: (1) A Critical Examination of Factors Which Determine Operational Capacity of Runway Systems at Major Airports, is an intensive review of current US separation criteria and terminal area ATC operations. It identifies 11 new methods to increase the capacity of landings and takeoffs for runway systems; (2) Development of Risk Based Separation Criteria is the development of a rational structure for establishing reduced ATC separation criteria which meet a consistent Target Level of Safety using advanced technology and operational procedures; and (3) Estimation of Capacity Benefits from Advanced Terminal Area Operations - Denver and Boston, provides an estimate of the overall annual improvement in runway capacity which might be expected at Denver and Boston from using some of the advanced ATC procedures developed in Part 1. Whereas Boston achieved a substantial 37% increase, Denver only achieved a 4.7% increase in its overall annual capacity

A Study of Flap Management, an Analysis of the Consequences of Flap Management, and a Search for Possible Causes

An exploration of current aviation education as to the purpose, aerodynamic theory, and proper usage of high lift devices, particularly trailing-edge wing flaps, was conducted. Aircraft accident data involving the mismanagement of the wing flaps as a cause/factor were analyzed and typical accidents were studied. The accident data show that a relatively high number of flap-related accidents occur and with dangerous consequences. Flight tests were conducted to recreate certain conditions of flight reported in the accident data. The following paper presents an in-depth explanation of the purpose, the aerodynamic theory, and the aircraft performance related to the proper usage of wing flaps. Additional data relative to the dangers of flight safety associated with the incorrect use of wing flaps is included. This study was primarily concerned with single-engine and twin-engine airplanes used for flight training

Why do airlines want and use thrust reversers? A compilation of airline industry responses to a survey regarding the use of thrust reversers on commercial transport airplanes

Although thrust reversers are used for only a fraction of the airplane operating time, their impact on nacelle design, weight, airplane cruise performance, and overall airplane operating and maintenance expenses is significant. Why then do the airlines want and use thrust reversers? In an effort to understand the airlines need for thrust reversers, a survey of the airline industry was made to determine why and under what situations thrust reversers are currently used or thought to be needed. The survey was intended to help establish the cost/benefits trades for the use of thrust reversers and airline opinion regarding alternative deceleration devices. A compilation and summary of the responses given to the survey questionnaire is presented

A Comparative Analysis of Scenario Based Training and Maneuver Based Training in a 14 CFR part 141 Private Pilot Certification Course

In order to help combat a recent increase in the number of General Aviation accidents, the Federal Aviation Administration has endorsed a new pilot training curriculum known as FAA/Industry Training Standards. This new training program incorporates Scenario Based Training (SBT) which differs from traditional pilot training, known as Maneuver Based Training (MBT), by utilizing scripted “real world” scenarios to introduce maneuvers and provide pilots in training with more decision making opportunities. Although variations of SBT have been used extensively in other fields such as the education, law enforcement, and medical industries, there is no definitive research in the aviation field that compares traditional MBT to SBT in a Private Pilot Certification Course. This study seeks to pilot that research. The study compared two groups of students – one taught using MBT the other SBT – in the Title 14 CFR Part 141 Private Pilot Certification Course on the campus of the University of North Dakota. The mean performance of the two groups was compared in the following areas by using an independent group t test: flight, ground and simulator training times, scores on a pilot judgment questionnaire, and basic navigation skills using navigation tracks recorded on the final check-ride. There were no significant differences found in any of the measures

Energy-Aware Path Planning for Fixed-Wing Seaplane UAVs

Fixed-wing unmanned aerial vehicles (UAVs) are commonly used for remote sensing applications over water bodies, such as monitoring water quality or tracking harmful algal blooms. However, there are some types of measurements that are difficult to accurately obtain from the air. In existing work, water samples have been collected in situ either by hand, with an unmanned surface vehicle (USV), or with a vertical takeoff and landing (VTOL) UAV such as a multirotor. We propose a path planner, landing control algorithm, and energy estimator that will allow a low-cost and energy efficient fixed-wing UAV to carry out a combined remote sensing and direct water sampling mission without requiring sophisticated sensors and using limited onboard computation. Finally, we demonstrate a fully autonomous mission on a modified off-the-shelf RC aircraft. The aircraft flies a survey pattern, lands at a series of sampling points and then returns to the starting location while respecting the available energy budget. In our experiments, we completed multiple sampling missions in the real world with no aborted landings or crashes and an overall energy estimation error of approximately 5%

Recent progress towards predicting aircraft ground handling performance

Capability implemented in simulating aircraft ground handling performance is reviewed and areas for further expansion and improvement are identified. Problems associated with providing necessary simulator input data for adequate modeling of aircraft tire/runway friction behavior are discussed and efforts to improve tire/runway friction definition, and simulator fidelity are described. Aircraft braking performance data obtained on several wet runway surfaces are compared to ground vehicle friction measurements. Research to improve methods of predicting tire friction performance are discussed

Recent Progress Towards Predicting Aircraft Ground Handling Performance

The significant progress which has been achieved in development of aircraft ground handling simulation capability is reviewed and additional improvements in software modeling identified. The problem associated with providing necessary simulator input data for adequate modeling of aircraft tire/runway friction behavior is discussed and efforts to improve this complex model, and hence simulator fidelity, are described. Aircraft braking performance data obtained on several wet runway surfaces is compared to ground vehicle friction measurements and, by use of empirically derived methods, good agreement between actual and estimated aircraft braking friction from ground vehilce data is shown. The performance of a relatively new friction measuring device, the friction tester, showed great promise in providing data applicable to aircraft friction performance. Additional research efforts to improve methods of predicting tire friction performance are discussed including use of an instrumented tire test vehicle to expand the tire friction data bank and a study of surface texture measurement techniques

Implementation of mechanical, electrical, and feedback control systems in unmanned aerial vehicles

Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, June 2006.Includes bibliographical references (leaf 53).The thesis objective was to design an unmanned aerial vehicle that was capable of stable, autonomous flight. A fixed wing aircraft was chosen to simplify some of the flight characteristics and avoid some of the challenges found in rotary wing machines. Two aircraft were tested: a large and heavy gasoline powered aircraft and a smaller and much lighter electric powered sailplane. An autopilot was implemented into both platforms that would fly the aircraft and allow the measurement of flight vehicle characteristics. A link with the vehicle was created by installing a radio modem that allowed communication between the autopilot and a ground computer. This allowed updates to the controllers PID feedback loops to change flight characteristics and made the recording of flight parameters possible. This would be useful later in the analysis of data. To control the vehicle remotely, a ground computer was used that ran systems monitoring software. It also allowed the programming of flight plans to the autopilot. Combining these systems together proved successful and stable flight was achieved in both aircraft. By using the same autopilot in both vehicles, it was proven that the electronic system could be modular and transplanted between various vehicles.by Derrick Tan.S.B

Design and development of a controllable wing loading unmanned aerial system

Vertical takeoff and landing (VTOL) unmanned aerial systems (UAS) offer all the benefits of wing borne flight without the need for conventional takeoff and landing (CTOL) infrastructure. There exists many effective VTOL UAS that utilize battery-powered rotors to provide vertical thrust. The problem with the existing UAS is that the VTOL capability is achieved at the sacrifice of speed, fuel/payload, and operational flexibility. Also, many of these UAS must transition from hover to horizontal flight which is both complex and risky.The current research explores a new type of point launch and landing system that utilizes only liquid fuels, i.e. no electric powered rotors. Instead of exposed rotors, the new configuration has a turbojet engine mounted vertically inside the fuselage to provide vertical thrust. With the turbojet being 'hidden' from the freestream air, it mitigates the drag seen from the other configurations' rotors, allowing a higher top speed. Also, the new configuration bypasses the hover and transition phases of flight.The vertical turbojet effectively changes the weight of the aircraft which allows it to have controllable wing loading (CWL), and therefore variable stall speed. With the jet at full power, the aircraft weighs virtually nothing and can takeoff from the launchpad with almost no airspeed. Likewise, on landing, the aircraft can slow to almost zero airspeed and land with little to no rollout. The CWL configuration has proved it possible to have approximately a 95% reduction in landing distance.This paper describes the study, design, manufacturing, and testing of the point launch and landing CWL configuration. Two commercial off the shelf (COTS) UAVs were retrofitted with a CWL system to test the validity of the idea and the necessary systems.Following the proof of the idea, a composite UAS with a maximum takeoff weight of 50 lb. was designed, manufactured, and flown. It successfully demonstrated both a point launch and point landing while being capable of reaching speeds of up to 100 mph, more than double the top speed of some other VTOL UAS in its weight class

Differences In Lower Limb Kinetics In College Age Female Gymnasts To Coaches’ Perceived Efficiency In A Specific Counter Movement Jump Technique

This thesis reports the results of a quantitative research project which examined kinetics of female collegiate gymnasts aged 18 to 21 performing a ‘punching’ counter-movement jump (CMJ) technique that is taught and required for exemplar scoring during NCAA competition. Twelve female gymnasts were recruited from the competitive team at Illinois State University. Participation was voluntary and athletes were not compensated. Each gymnast performed 8 punch-CMJ trials without coaching instruction except to perform a punching CMJ. The method of performing this CMJ began by stepping off from a 33 cm elevation, ‘punching’ off the force plates, and finishing with a landing on the same force plates, one foot on each plate. A 3-dimensional Vicon motion analysis system was used to collect kinematic data, and one force plate was used to collect ground reaction forces under the left limb during the jumps. Vertical ground reaction force and joint kinetics of the ankle of the left leg were analyzed using inverse dynamic analysis technique. The trials were observed and rated categorically from bad, not very good, decent, good and very good by a professional gymnastics coach. Utilizing an ANOVA, differences between the categories for peak left ankle power (Lankle) and the peak left vertical ground reaction forces (LVGRF) were observed with a clear trend in increasing peak ankle power and increasing peak LVGRF with more efficient punch movement patterns. This indicates that coaching athletes to master this movement in order to perform it with high quality, will subject the ankle to higher ankle power, and higher LVGRF at impact