The Experts below are selected from a list of 21 Experts worldwide ranked by ideXlab platform
Laurent Lombard - One of the best experts on this subject based on the ideXlab platform.
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Flight testing delicat – A promise for medium-range clear air turbulence protection
European 46th SETP and 25th SFTE Symposium 15-18 June 2014, 2015Co-Authors: Henk P. J. Veerman, Patrick Vrancken, Laurent LombardAbstract:Atmospheric turbulence encounters are a major cause of injuries to passengers and flight crew \r\nin non-fatal airline accidents. A whole class of turbulence, representing 40% of turbulence \r\naccidents and designated as Clear Air Turbulence, cannot be detected by any existing airborne equipment, including state-of-the-art weather radar. Also the number of turbulence accidents has been growing since 1980, 3 times faster than the increase of air traffic. \r\nFlight operational concepts for protection against turbulence hazards include: \r\n• Short range (50 m to 300 m) measurement of air speed ahead of the aircraft and action on the aircraft flight controls to mitigate the effect of turbulence \r\n• Medium range (10 km to 30 km) detection of turbulence and securing of passengers and crew members by seat belts fasten or other mitigation \r\nBoth concepts could be supported by UV LIDAR techno\r\nlogy. The objective of DELICAT \r\nwas to validate the concept of LIDAR-based medium-range turbulence detection. \r\nWithin the EC FP7 project DELICAT a UV LIDAR system was designed and manufactured for application in airborne environment by a European consortium consisting of industrial partners, research institutes and universities. Fir\r\nst the LIDAR was laboratory tested and ground tested scanning the atmosphere. Subsequently, it was installed in NLR’s Cessna Citation research aircraft and flight tested in atmospheric conditions from non-turbulence up to medium-turbulent level. During the flight tests the atmosphere was analysed by the UV LIDAR in combination with aircraft on-board sensors. The collected data from aircraft sensors vs. LIDAR were compared after the flight. The correspondence between LIDAR backscattered energy fluctuations and turbulence experienced by the aircraft, for a given atmosphere volume was evaluated. The paper will discuss the flight test techniques needed for the project, i.e. a description of the instrument evaluated, installation of the instrumentation in the aircraft, the flight test plan, the execution of the flight t\r\nest campaign, the measurement results and the flight test lessons learnt. \r\nDuring the project challenges of various kinds were met. A heavy, powerful laser had to be installed into the aircraft cabin without compromising cabin and airspace safety. Also aircraft external modifications were made, such as vanes attached to a nose boom measuring airflow, \r\na fairing enabling guidance of the laser beam from \r\ncabin into airspace ahead of the aircraft, exchange of standard cabin windows with dummy windows with inserts, mounting of a fast temperature probe, etc. The aircraft modifications required approval by the Dutch CAA leading to a Supplemental Type Certificate. Other challenges were design and aircraft integration of a beam steering system enabling the laser beam to be directed into the flight direction of the aircraft whatever its attitude. Key to success was finally finding enough turbulence encounters. This was realized in cooperation with European meteorological organizations Meteo France and ICM from Poland forecasting promising areas and time slots in European airspace. \r\nIn total about 40 hours of flight testing were executed in European airspace in which events of clear air turbulence were encountered. This enabled the team to demonstrate the working principle of the system. Further analysis of collected data is to confirm that LIDAR technology can indeed detect clear air turbulence kilometres ahead of the aircraft.
Henk P. J. Veerman - One of the best experts on this subject based on the ideXlab platform.
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Flight testing delicat – A promise for medium-range clear air turbulence protection
European 46th SETP and 25th SFTE Symposium 15-18 June 2014, 2015Co-Authors: Henk P. J. Veerman, Patrick Vrancken, Laurent LombardAbstract:Atmospheric turbulence encounters are a major cause of injuries to passengers and flight crew \r\nin non-fatal airline accidents. A whole class of turbulence, representing 40% of turbulence \r\naccidents and designated as Clear Air Turbulence, cannot be detected by any existing airborne equipment, including state-of-the-art weather radar. Also the number of turbulence accidents has been growing since 1980, 3 times faster than the increase of air traffic. \r\nFlight operational concepts for protection against turbulence hazards include: \r\n• Short range (50 m to 300 m) measurement of air speed ahead of the aircraft and action on the aircraft flight controls to mitigate the effect of turbulence \r\n• Medium range (10 km to 30 km) detection of turbulence and securing of passengers and crew members by seat belts fasten or other mitigation \r\nBoth concepts could be supported by UV LIDAR techno\r\nlogy. The objective of DELICAT \r\nwas to validate the concept of LIDAR-based medium-range turbulence detection. \r\nWithin the EC FP7 project DELICAT a UV LIDAR system was designed and manufactured for application in airborne environment by a European consortium consisting of industrial partners, research institutes and universities. Fir\r\nst the LIDAR was laboratory tested and ground tested scanning the atmosphere. Subsequently, it was installed in NLR’s Cessna Citation research aircraft and flight tested in atmospheric conditions from non-turbulence up to medium-turbulent level. During the flight tests the atmosphere was analysed by the UV LIDAR in combination with aircraft on-board sensors. The collected data from aircraft sensors vs. LIDAR were compared after the flight. The correspondence between LIDAR backscattered energy fluctuations and turbulence experienced by the aircraft, for a given atmosphere volume was evaluated. The paper will discuss the flight test techniques needed for the project, i.e. a description of the instrument evaluated, installation of the instrumentation in the aircraft, the flight test plan, the execution of the flight t\r\nest campaign, the measurement results and the flight test lessons learnt. \r\nDuring the project challenges of various kinds were met. A heavy, powerful laser had to be installed into the aircraft cabin without compromising cabin and airspace safety. Also aircraft external modifications were made, such as vanes attached to a nose boom measuring airflow, \r\na fairing enabling guidance of the laser beam from \r\ncabin into airspace ahead of the aircraft, exchange of standard cabin windows with dummy windows with inserts, mounting of a fast temperature probe, etc. The aircraft modifications required approval by the Dutch CAA leading to a Supplemental Type Certificate. Other challenges were design and aircraft integration of a beam steering system enabling the laser beam to be directed into the flight direction of the aircraft whatever its attitude. Key to success was finally finding enough turbulence encounters. This was realized in cooperation with European meteorological organizations Meteo France and ICM from Poland forecasting promising areas and time slots in European airspace. \r\nIn total about 40 hours of flight testing were executed in European airspace in which events of clear air turbulence were encountered. This enabled the team to demonstrate the working principle of the system. Further analysis of collected data is to confirm that LIDAR technology can indeed detect clear air turbulence kilometres ahead of the aircraft.
Stanley Fisher - One of the best experts on this subject based on the ideXlab platform.
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Use of Sensor Pods with Commercial Derivative Aircraft
U.S. Air Force T&E Days 2009, 2009Co-Authors: Naras Alksninis, Stanley FisherAbstract:Nomenclature ACO = Aircraft Certification Office COTS = Commercial Off The Shelf CONOPS = Concept of Operations CDL = Communications/Computer Data Link CG = Center of Gravity DOD = Department of Defense DER = Designated Engineering Representative EO/IR = Electro Optical/Infrared EGI = Embedded GPS Inertial FAA = Federal Aviation Administration FSDO = Flight Standards District Office GPS = Global Positioning System IMU = Inertial Measuring Unit ISR = Intelligence Surveillance & Reconnaissance NASA = National Air and Space Administration MAU = Munitions Adapter Unit MCO = Military Certification Office MCDA = Military Commercial Derivative Aircraft OEM = Original Equipment Manufacturer RF = Radio Frequency SAR = Synthetic Aperture Radar SIGINT = Signals Intelligence STC = Supplemental Type Certificate USAF = United States Air Force UAV = Unmanned Aerial Vehicle UAVSAR = Unmanned Air Vehicle Synthetic Aperture Radar
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Use of Modified Business Jets in Test Programs
2008 U.S. Air Force T&E Days, 2008Co-Authors: Stanley FisherAbstract:ACO = Aircraft Certification Office COTS = Commercial Off The Shelf CDR = Critical Design Review CONUS = Continental United States DOD = Department of Defense DER = Designated Engineering Representative ERB = Engineering Review Board FAA = Federal Aviation Administration FRR = Flight Readiness Review FSDO = Flight Standards District Office NASA = National Air and Space Administration MAU = Munitions Adapter Unit MCO = Military Certification Office MCDA = Military Commercial Derivative Aircraft NOAA = National Oceanic and Atmospheric Administration OEM = Original Equipment Manufacturer PDR = Preliminary Design Review PSCP = Project Specific Certification Plan SAR = Synthetic Aperture Radar STC = Supplemental Type Certificate USAF = United States Air Force UAVSAR = Unmanned Air Vehicle Synthetic Aperture Radar
R Elayarasan - One of the best experts on this subject based on the ideXlab platform.
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Ethanol content concerns in motor gasoline (mogas) in aviation in comparison to aviation gasoline (avgas)
IOP Conference Series: Materials Science and Engineering, 2018Co-Authors: K Thanikasalam, M Rahmat, A G Mohammad Fahmi, A M Zulkifli, N Noor Shawal, K Ilanchelvi, M Ananth, R ElayarasanAbstract:Mogas has been an alternative to leaded fuel since 1964 when Experimental Aircraft Association (EAA) began testing on it. However, in order for mogas to be used in aircraft engines and air frame modification, approval via the Supplemental Type Certificate (STC) authorization from Federal Aviation Administration (FAA) is mandatory. Cessna on 01.06.2010 evaluated alternative fuels with ethanol based fuels approved by FAA STCs for use in some single engine airplanes. However, Cessna's tests discovered that ethanol based gasoline cannot be viewed as an option to 100LL avgas. The test likewise proposed that operational safety might be in jeopardy if usage of these fuels containing ethanol is continued. Cessna outlined a few problems in MOGAS; MOGAS needs fuel flow increase of 40% compared to AVGAS, MOGAS fuel is incompatible with some fuel system components, possible hazardous influence of electric fuel pumps by adding internal wear causing unexpected spark generation, MOGAS is incompatible with some fuel gauging systems and cause be able to incorrect fuel amount signs on the indicator, dissolve large amounts of water at conditions down to -77°F, impeding detection and removal of water from the fuel system, possible blockage of fuel filters and fuel flow and possible heavy losses from evaporation. This paper reviews concerns when using MOGAS in aircraft.
Patrick Vrancken - One of the best experts on this subject based on the ideXlab platform.
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Flight testing delicat – A promise for medium-range clear air turbulence protection
European 46th SETP and 25th SFTE Symposium 15-18 June 2014, 2015Co-Authors: Henk P. J. Veerman, Patrick Vrancken, Laurent LombardAbstract:Atmospheric turbulence encounters are a major cause of injuries to passengers and flight crew \r\nin non-fatal airline accidents. A whole class of turbulence, representing 40% of turbulence \r\naccidents and designated as Clear Air Turbulence, cannot be detected by any existing airborne equipment, including state-of-the-art weather radar. Also the number of turbulence accidents has been growing since 1980, 3 times faster than the increase of air traffic. \r\nFlight operational concepts for protection against turbulence hazards include: \r\n• Short range (50 m to 300 m) measurement of air speed ahead of the aircraft and action on the aircraft flight controls to mitigate the effect of turbulence \r\n• Medium range (10 km to 30 km) detection of turbulence and securing of passengers and crew members by seat belts fasten or other mitigation \r\nBoth concepts could be supported by UV LIDAR techno\r\nlogy. The objective of DELICAT \r\nwas to validate the concept of LIDAR-based medium-range turbulence detection. \r\nWithin the EC FP7 project DELICAT a UV LIDAR system was designed and manufactured for application in airborne environment by a European consortium consisting of industrial partners, research institutes and universities. Fir\r\nst the LIDAR was laboratory tested and ground tested scanning the atmosphere. Subsequently, it was installed in NLR’s Cessna Citation research aircraft and flight tested in atmospheric conditions from non-turbulence up to medium-turbulent level. During the flight tests the atmosphere was analysed by the UV LIDAR in combination with aircraft on-board sensors. The collected data from aircraft sensors vs. LIDAR were compared after the flight. The correspondence between LIDAR backscattered energy fluctuations and turbulence experienced by the aircraft, for a given atmosphere volume was evaluated. The paper will discuss the flight test techniques needed for the project, i.e. a description of the instrument evaluated, installation of the instrumentation in the aircraft, the flight test plan, the execution of the flight t\r\nest campaign, the measurement results and the flight test lessons learnt. \r\nDuring the project challenges of various kinds were met. A heavy, powerful laser had to be installed into the aircraft cabin without compromising cabin and airspace safety. Also aircraft external modifications were made, such as vanes attached to a nose boom measuring airflow, \r\na fairing enabling guidance of the laser beam from \r\ncabin into airspace ahead of the aircraft, exchange of standard cabin windows with dummy windows with inserts, mounting of a fast temperature probe, etc. The aircraft modifications required approval by the Dutch CAA leading to a Supplemental Type Certificate. Other challenges were design and aircraft integration of a beam steering system enabling the laser beam to be directed into the flight direction of the aircraft whatever its attitude. Key to success was finally finding enough turbulence encounters. This was realized in cooperation with European meteorological organizations Meteo France and ICM from Poland forecasting promising areas and time slots in European airspace. \r\nIn total about 40 hours of flight testing were executed in European airspace in which events of clear air turbulence were encountered. This enabled the team to demonstrate the working principle of the system. Further analysis of collected data is to confirm that LIDAR technology can indeed detect clear air turbulence kilometres ahead of the aircraft.