Pub Date : 2023-11-21DOI: 10.1007/s13272-023-00696-5
Milapji Singh Gill, Alexander Fay
{"title":"Utilisation of semantic technologies for the realisation of data-driven process improvements in the maintenance, repair and overhaul of aircraft components","authors":"Milapji Singh Gill, Alexander Fay","doi":"10.1007/s13272-023-00696-5","DOIUrl":"https://doi.org/10.1007/s13272-023-00696-5","url":null,"abstract":"","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"124 3","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139251074","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-11-18DOI: 10.1007/s13272-023-00691-w
K. Thomessen, Andreas Thoma, Carsten Braun
{"title":"Bio-inspired altitude changing extension to the 3DVFH* local obstacle avoidance algorithm","authors":"K. Thomessen, Andreas Thoma, Carsten Braun","doi":"10.1007/s13272-023-00691-w","DOIUrl":"https://doi.org/10.1007/s13272-023-00691-w","url":null,"abstract":"","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"216 6","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139261593","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-11-18DOI: 10.1007/s13272-023-00698-3
Joscha Kurz, J. Blinstrub
{"title":"Conceptual design of a pilot assistance system for customised noise abatement departure procedures","authors":"Joscha Kurz, J. Blinstrub","doi":"10.1007/s13272-023-00698-3","DOIUrl":"https://doi.org/10.1007/s13272-023-00698-3","url":null,"abstract":"","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"53 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139262392","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-11-07DOI: 10.1007/s13272-023-00695-6
Alexander Rabl, Christopher Mull, Martin Härtl, Christian Helcig, Volker Gümmer
Abstract Recent studies show that mixing jet fuel with oxygenated fuels has an impact on exhaust gas soot formation. Soot particles are an environmental hazard with an impact on air quality around airports, and possibly influencing ice crystal nucleation, leading to contrail and ice cloud (cirrus) formation. These ice clouds significantly warm up the atmosphere by reflecting heat radiation back to Earth and, at the same time, being transparent to incoming sunlight. Many investigations concentrate on reducing aviation’s CO 2 footprint, but only a few account for reducing soot emissions in aero engines. This study examines the potential of blending Jet A-1 with oxygenated fuels to decrease soot particle formation in aero engines. For this, blends with 5 vol% and 20 vol% of ethanol, and 5 vol% of a polyoxymethylene dimethyl ether 3–5 mix (OME3-5 mix) are investigated in an Allison 250-C20B turboshaft engine with the help of a condensation particle counter (CPC). The results show tendencies in soot particle reduction, which, in most cases, is larger than the volumetric percentage of the oxygenated fuel within the blend.
{"title":"Experimental investigation of performance and soot emissions of oxygenated fuel blends in a small aero engine","authors":"Alexander Rabl, Christopher Mull, Martin Härtl, Christian Helcig, Volker Gümmer","doi":"10.1007/s13272-023-00695-6","DOIUrl":"https://doi.org/10.1007/s13272-023-00695-6","url":null,"abstract":"Abstract Recent studies show that mixing jet fuel with oxygenated fuels has an impact on exhaust gas soot formation. Soot particles are an environmental hazard with an impact on air quality around airports, and possibly influencing ice crystal nucleation, leading to contrail and ice cloud (cirrus) formation. These ice clouds significantly warm up the atmosphere by reflecting heat radiation back to Earth and, at the same time, being transparent to incoming sunlight. Many investigations concentrate on reducing aviation’s CO 2 footprint, but only a few account for reducing soot emissions in aero engines. This study examines the potential of blending Jet A-1 with oxygenated fuels to decrease soot particle formation in aero engines. For this, blends with 5 vol% and 20 vol% of ethanol, and 5 vol% of a polyoxymethylene dimethyl ether 3–5 mix (OME3-5 mix) are investigated in an Allison 250-C20B turboshaft engine with the help of a condensation particle counter (CPC). The results show tendencies in soot particle reduction, which, in most cases, is larger than the volumetric percentage of the oxygenated fuel within the blend.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"223 21","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135475640","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-11-02DOI: 10.1007/s13272-023-00690-x
Christopher Julian Schauerte, Anne-Marie Schreyer
Abstract The transonic flight regime is often dominated by transonic buffet, a highly unsteady and complex shock-wave/boundary-layer interaction involving major parts of the flow field. The phenomenon is associated with a large-amplitude periodic motion of the compression shock coupled with large-scale flow separation and intermittent re-attachment. Due to the resulting large-scale variation of the global flow topology, also the turbulent wake of the airfoil or wing is severely affected, and so are any aerodynamic devices downstream on which the wake impinges. To analyze and understand the turbulent structures and dynamics of the wake, we performed a comprehensive experimental study of the near wake of the supercritical OAT15A airfoil in transonic buffet conditions at a chord Reynolds number of $$2times 10^{6}$$ 2×106 . Velocity field measurements reveal severe global influences of the buffet mode on both the surface-bound flow field on the suction side of the airfoil and the wake. The flow is intermittently strongly separated, with a significant momentum deficit that extends far into the wake. The buffet motion induces severe disturbances and variations of the turbulent flow, as shown on the basis of phase-averaged turbulent quantities in terms of Reynolds shear stress and RMS-values. The spectral nature of downstream-convecting fluctuations and turbulent structures are analyzed using high-speed focusing schlieren sequences. Analyses of the power spectral density pertaining to the vortex shedding in the direct vicinity of the trailing edge indicate dominant frequencies one order of magnitude higher than those associated with shock buffet ( $$St_c=mathcal {O}({1})$$ Stc=O(1) ) vs. $$St_c=mathcal {O}({0.1})$$ Stc=O(0.1) ). It is shown that the flapping motion of the shear layer is accompanied by the formation of a von Kármán-type vortex street of fluctuating strength. These wake structures and dynamics will impact any downstream aerodynamic devices affected by the wake. Our study, therefore, allows conclusions regarding the incoming flow of devices such as the tail plane.
跨声速飞行常以跨声速冲击为主，这是一种涉及流场大部分的高度非定常复杂的激波/边界层相互作用。该现象与压缩激波的大振幅周期性运动相关联，并伴有大规模的流动分离和间歇性的再附着。由于整体流动拓扑结构的大规模变化，翼型或机翼的湍流尾迹也受到严重影响，尾迹撞击下游的任何气动装置也受到严重影响。为了分析和理解尾迹的湍流结构和动力学，在弦雷诺数为$$2times 10^{6}$$ 2 × 10.6的跨声速冲击条件下，对超临界OAT15A翼型近尾迹进行了全面的实验研究。速度场测量结果表明，颤振模式对翼型吸力侧和尾迹的表面约束流场都有严重的全局影响。气流是间歇性的强烈分离，有一个明显的动量赤字延伸到尾流。从以雷诺剪切应力和rms值表示的相平均湍流量可以看出，射流的冲击运动引起了紊流的剧烈扰动和变化。利用高速聚焦纹影序列分析了下游对流波动和湍流结构的光谱性质。对后缘直接附近旋涡脱落的功率谱密度的分析表明，主导频率比与冲击冲击相关的频率高一个数量级($$St_c=mathcal {O}({1})$$ S t c = O (1)) vs. $$St_c=mathcal {O}({0.1})$$ S t c = O(0.1))。结果表明，剪切层的扑动运动伴随着强度波动的von Kármán-type涡街的形成。这些尾流结构和动力学将影响任何受尾流影响的下游气动装置。因此，我们的研究可以得出关于诸如尾翼等设备的流入流的结论。
{"title":"Experimental investigation on the turbulent wake flow in fully established transonic buffet conditions","authors":"Christopher Julian Schauerte, Anne-Marie Schreyer","doi":"10.1007/s13272-023-00690-x","DOIUrl":"https://doi.org/10.1007/s13272-023-00690-x","url":null,"abstract":"Abstract The transonic flight regime is often dominated by transonic buffet, a highly unsteady and complex shock-wave/boundary-layer interaction involving major parts of the flow field. The phenomenon is associated with a large-amplitude periodic motion of the compression shock coupled with large-scale flow separation and intermittent re-attachment. Due to the resulting large-scale variation of the global flow topology, also the turbulent wake of the airfoil or wing is severely affected, and so are any aerodynamic devices downstream on which the wake impinges. To analyze and understand the turbulent structures and dynamics of the wake, we performed a comprehensive experimental study of the near wake of the supercritical OAT15A airfoil in transonic buffet conditions at a chord Reynolds number of $$2times 10^{6}$$ <mml:math xmlns:mml=\"http://www.w3.org/1998/Math/MathML\"> <mml:mrow> <mml:mn>2</mml:mn> <mml:mo>×</mml:mo> <mml:msup> <mml:mn>10</mml:mn> <mml:mn>6</mml:mn> </mml:msup> </mml:mrow> </mml:math> . Velocity field measurements reveal severe global influences of the buffet mode on both the surface-bound flow field on the suction side of the airfoil and the wake. The flow is intermittently strongly separated, with a significant momentum deficit that extends far into the wake. The buffet motion induces severe disturbances and variations of the turbulent flow, as shown on the basis of phase-averaged turbulent quantities in terms of Reynolds shear stress and RMS-values. The spectral nature of downstream-convecting fluctuations and turbulent structures are analyzed using high-speed focusing schlieren sequences. Analyses of the power spectral density pertaining to the vortex shedding in the direct vicinity of the trailing edge indicate dominant frequencies one order of magnitude higher than those associated with shock buffet ( $$St_c=mathcal {O}({1})$$ <mml:math xmlns:mml=\"http://www.w3.org/1998/Math/MathML\"> <mml:mrow> <mml:mi>S</mml:mi> <mml:msub> <mml:mi>t</mml:mi> <mml:mi>c</mml:mi> </mml:msub> <mml:mo>=</mml:mo> <mml:mi>O</mml:mi> <mml:mrow> <mml:mo>(</mml:mo> <mml:mn>1</mml:mn> <mml:mo>)</mml:mo> </mml:mrow> </mml:mrow> </mml:math> ) vs. $$St_c=mathcal {O}({0.1})$$ <mml:math xmlns:mml=\"http://www.w3.org/1998/Math/MathML\"> <mml:mrow> <mml:mi>S</mml:mi> <mml:msub> <mml:mi>t</mml:mi> <mml:mi>c</mml:mi> </mml:msub> <mml:mo>=</mml:mo> <mml:mi>O</mml:mi> <mml:mrow> <mml:mo>(</mml:mo> <mml:mrow> <mml:mn>0.1</mml:mn> </mml:mrow> <mml:mo>)</mml:mo> </mml:mrow> </mml:mrow> </mml:math> ). It is shown that the flapping motion of the shear layer is accompanied by the formation of a von Kármán-type vortex street of fluctuating strength. These wake structures and dynamics will impact any downstream aerodynamic devices affected by the wake. Our study, therefore, allows conclusions regarding the incoming flow of devices such as the tail plane.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"13 4","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135875573","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-27DOI: 10.1007/s13272-023-00685-8
Christian Breitenstein
Abstract The aerodynamic limits of the flight envelope of an aircraft play an important role for flight characteristics and loads, so they must be estimated already in the early stages of aircraft design. However, without wind tunnel tests or costly scale-resolving simulations, it is difficult to make an accurate prediction. From a computational perspective, this problem can be split into two parts: (1) generating a valid flow solution for edge-of-the-envelope conditions and (2) extracting the exact lift limit from these computations. Not only the first point can be very challenging, but also the second point. At low Mach numbers, the lift limit may be detected relatively easily, but already at moderate Mach numbers, maximum lift and the lift limit do not necessarily coincide any more, as the actual achievable lift may be limited by the onset of transonic buffet before maximum lift is achieved. Since buffet itself can only be predicted accurately with high effort using time-resolving CFD methods, indirect criteria are required for estimating the lift limit based on steady RANS simulations. This is the focus of the present paper. For this purpose, various criteria proposed in the literature are presented, applied to a test case and comparatively evaluated. For the test case, steady RANS simulations of the generic wing-fuselage configuration LEISA at different Mach numbers and angles of attack are carried out. Finally, the advantages and disadvantages of the different criteria are identified and discussed.
{"title":"Overview of criteria to estimate aerodynamic limits of the flight envelope of a transonic aircraft based on RANS simulations","authors":"Christian Breitenstein","doi":"10.1007/s13272-023-00685-8","DOIUrl":"https://doi.org/10.1007/s13272-023-00685-8","url":null,"abstract":"Abstract The aerodynamic limits of the flight envelope of an aircraft play an important role for flight characteristics and loads, so they must be estimated already in the early stages of aircraft design. However, without wind tunnel tests or costly scale-resolving simulations, it is difficult to make an accurate prediction. From a computational perspective, this problem can be split into two parts: (1) generating a valid flow solution for edge-of-the-envelope conditions and (2) extracting the exact lift limit from these computations. Not only the first point can be very challenging, but also the second point. At low Mach numbers, the lift limit may be detected relatively easily, but already at moderate Mach numbers, maximum lift and the lift limit do not necessarily coincide any more, as the actual achievable lift may be limited by the onset of transonic buffet before maximum lift is achieved. Since buffet itself can only be predicted accurately with high effort using time-resolving CFD methods, indirect criteria are required for estimating the lift limit based on steady RANS simulations. This is the focus of the present paper. For this purpose, various criteria proposed in the literature are presented, applied to a test case and comparatively evaluated. For the test case, steady RANS simulations of the generic wing-fuselage configuration LEISA at different Mach numbers and angles of attack are carried out. Finally, the advantages and disadvantages of the different criteria are identified and discussed.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"15 4","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136318439","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-25DOI: 10.1007/s13272-023-00689-4
Tim Burschyk, Yannic Cabac, Daniel Silberhorn, Brigitte Boden, Björn Nagel
Abstract Preliminary design trades for the liquid hydrogen storage system of a short-range aircraft are presented. Two promising insulation methods, namely rigid foam and multilayer insulation, are identified as main design drivers. In addition, the maximal pressure and the shape of the hydrogen storage tank influence the aircraft performance and the insulation efficiency. In this study, the hydrogen storage tanks are integrated in wing pods. The main effects driven by the design parameters are addressed using conceptual and preliminary methods: models are carried out for the storage mass, additional drag, propeller efficiency loss and the dynamical thermodynamic behavior of the liquid hydrogen storage. These effects are coupled making an integrated design method necessary. For the sizing of the liquid hydrogen storage, a multidisciplinary workflow is set up including the aircraft sensitivities on the design mission block fuel. The trade-off study reveals the opposing trend between insulation efficiency and aircraft performance. For the insulation architecture based on rigid foam, the penalties implied by the storage tank on aircraft level and the penalties due to vented hydrogen can be balanced and result in minimal block fuel for the design mission. The application of multilayer insulation avoids venting during the design mission, but has an increased penalty on the aircraft performance compared to rigid foam insulation. Besides the criterion of minimal block fuel, the dormancy time is compared, indicating the thermal efficiency. Applying multilayer insulation, the dormancy time can be increased significantly calling for a discussion of operational requirements for hydrogen-powered aircraft.
{"title":"Liquid hydrogen storage design trades for a short-range aircraft concept","authors":"Tim Burschyk, Yannic Cabac, Daniel Silberhorn, Brigitte Boden, Björn Nagel","doi":"10.1007/s13272-023-00689-4","DOIUrl":"https://doi.org/10.1007/s13272-023-00689-4","url":null,"abstract":"Abstract Preliminary design trades for the liquid hydrogen storage system of a short-range aircraft are presented. Two promising insulation methods, namely rigid foam and multilayer insulation, are identified as main design drivers. In addition, the maximal pressure and the shape of the hydrogen storage tank influence the aircraft performance and the insulation efficiency. In this study, the hydrogen storage tanks are integrated in wing pods. The main effects driven by the design parameters are addressed using conceptual and preliminary methods: models are carried out for the storage mass, additional drag, propeller efficiency loss and the dynamical thermodynamic behavior of the liquid hydrogen storage. These effects are coupled making an integrated design method necessary. For the sizing of the liquid hydrogen storage, a multidisciplinary workflow is set up including the aircraft sensitivities on the design mission block fuel. The trade-off study reveals the opposing trend between insulation efficiency and aircraft performance. For the insulation architecture based on rigid foam, the penalties implied by the storage tank on aircraft level and the penalties due to vented hydrogen can be balanced and result in minimal block fuel for the design mission. The application of multilayer insulation avoids venting during the design mission, but has an increased penalty on the aircraft performance compared to rigid foam insulation. Besides the criterion of minimal block fuel, the dormancy time is compared, indicating the thermal efficiency. Applying multilayer insulation, the dormancy time can be increased significantly calling for a discussion of operational requirements for hydrogen-powered aircraft.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"12 6","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135169870","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-20DOI: 10.1007/s13272-023-00688-5
Glen Ross, Andrew Gilbey
Abstract Over the next 20 years, it is predicted that an additional 760,000 new pilots will be needed to meet the growing demands of the global aviation industry. With current training capability, this may be difficult to achieve. A potential means of improving the efficiency and lowering the cost of flight training, which arguably may be prohibitively expensive to many potential trainee pilots, is to use extended reality simulation in place of traditional flight simulators and aircraft for at least some of the required training. To provide a better understanding of the possibilities in this regard, and where current research has advanced, a scoping review was undertaken. In total, 18 studies were identified as meeting the inclusion criteria. It was concluded that extended reality technology has the potential to be successfully employed in flight training—saving time and money, whilst also enabling increased training capability, although some potential limitations were identified. The interest in this technology, combined with evidence pointing to its potential usefulness in flight training, suggests that further examination in this area by academia and industry is warranted.
{"title":"Extended reality (xR) flight simulators as an adjunct to traditional flight training methods: a scoping review","authors":"Glen Ross, Andrew Gilbey","doi":"10.1007/s13272-023-00688-5","DOIUrl":"https://doi.org/10.1007/s13272-023-00688-5","url":null,"abstract":"Abstract Over the next 20 years, it is predicted that an additional 760,000 new pilots will be needed to meet the growing demands of the global aviation industry. With current training capability, this may be difficult to achieve. A potential means of improving the efficiency and lowering the cost of flight training, which arguably may be prohibitively expensive to many potential trainee pilots, is to use extended reality simulation in place of traditional flight simulators and aircraft for at least some of the required training. To provide a better understanding of the possibilities in this regard, and where current research has advanced, a scoping review was undertaken. In total, 18 studies were identified as meeting the inclusion criteria. It was concluded that extended reality technology has the potential to be successfully employed in flight training—saving time and money, whilst also enabling increased training capability, although some potential limitations were identified. The interest in this technology, combined with evidence pointing to its potential usefulness in flight training, suggests that further examination in this area by academia and industry is warranted.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135616748","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-11DOI: 10.1007/s13272-023-00687-6
Christian Raab
Abstract Accurate information about aircraft speed, altitude, and aerodynamic flow angles is essential for evaluating aircraft performance and handling qualities. These quantities are determined from air data measurements taken by sensors normally located near the aircraft cockpit. Since these sensors are affected by the distorted flow field around the fuselage, a correction must be applied. Before the first flight, a set of calibration parameters is usually determined from wind tunnel experiments or CFD calculations. However, the Data Compatibility Check (DCC) method allows a more accurate air data sensor calibration during the certification flight test. This method reconstructs air data quantities from inertial acceleration, angular rate measurements and the flight path. By comparing the reconstructed quantities with the measured ones, the structure and parameters of air data sensor models can be identified. In this paper, an introduction to the data compatibility check method and the setup used in a flight test for system identification is given. The DCC is applied on data gathered from a test campaign with the new DLR research aircraft Dassault Falcon 2000LX ISTAR. Use cases for the calibration of the nose boom airflow vanes and the correction of sensors during large sideslip maneuvers will be presented in this paper.
{"title":"Practical examples for the flight data compatibility check","authors":"Christian Raab","doi":"10.1007/s13272-023-00687-6","DOIUrl":"https://doi.org/10.1007/s13272-023-00687-6","url":null,"abstract":"Abstract Accurate information about aircraft speed, altitude, and aerodynamic flow angles is essential for evaluating aircraft performance and handling qualities. These quantities are determined from air data measurements taken by sensors normally located near the aircraft cockpit. Since these sensors are affected by the distorted flow field around the fuselage, a correction must be applied. Before the first flight, a set of calibration parameters is usually determined from wind tunnel experiments or CFD calculations. However, the Data Compatibility Check (DCC) method allows a more accurate air data sensor calibration during the certification flight test. This method reconstructs air data quantities from inertial acceleration, angular rate measurements and the flight path. By comparing the reconstructed quantities with the measured ones, the structure and parameters of air data sensor models can be identified. In this paper, an introduction to the data compatibility check method and the setup used in a flight test for system identification is given. The DCC is applied on data gathered from a test campaign with the new DLR research aircraft Dassault Falcon 2000LX ISTAR. Use cases for the calibration of the nose boom airflow vanes and the correction of sensors during large sideslip maneuvers will be presented in this paper.","PeriodicalId":38083,"journal":{"name":"CEAS Aeronautical Journal","volume":"40 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136097510","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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