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Applications of Sensors to Physical Measurements
Published in Robert B. Northrop, Introduction to Instrumentation and Measurements, 2018
There are many applications where it is important to know information about the attitude of a vehicle in inertial space. In the case of aircraft, instrumentation of roll, pitch, and yaw is critical for the design of robust, closed-loop, fly-by-wire autopilots and flight stabilization systems. Similar knowledge is important for the control of high-speed hydrofoils, hovercraft, submarines, and unmanned autonomous vehicles (UAVs). Drone surveillance aircraft, guided missiles, and smart bombs also require feedback on their roll, pitch, and yaw to perform their tasks effectively. In addition to vehicle stabilization and guidance, the measurement of angular acceleration, velocity, and position is also important in the design of constrained mechanical systems that face variable loads and inputs, for example, automobile and truck suspension systems.
Adaptation in Sociotechnical Systems
Published in Philip J. Smith, Robert R. Hoffman, Cognitive Systems Engineering, 2018
Shawn A. Weil, Jean MacMillan, Daniel Serfaty
A series of laboratory experiments with undergraduate participants demonstrated that the direction of organizational change can affect the levels of performance that can be achieved after a change occurs (Hollenbeck et al. 1999a,b; Moon et al. 2000). The experiments used a simulated command and control task in which participants needed to enforce a demilitarized zone that was traversed by both enemy and friendly aircraft and ground vehicles. The participants’ task was to identify the nature of the aircraft and vehicles and attack enemy targets without damaging friendly vehicles and aircraft. Resources under the control of the decision makers included jet aircraft, AWACS surveillance aircraft, helicopters, and tanks. Each type of resource had its strengths and weaknesses, for example, tanks moved slowly, had little surveillance capability, and were ineffective against high-speed aircraft, but were an effective means of attacking enemy ground vehicles. Organizational structure was created in the experiments by giving decision makers control over different types of assets.
Straight-level flight
Published in Mohammad H. Sadraey, Aircraft Performance, 2017
The Scaled Composites Virgin Atlantic GlobalFlyer [9] is an aircraft designed by Burt Rutan in which Steve Fossett flew a solo non-stop airplane flight around the world in a time of 67 h 1 min from February 28, 2005, until March 3, 2005 (world record). The flight speed of 319 knot broke the Absolute World Record for the fastest non-stop unrefueled circumnavigation set by the previous Voyager aircraft at 9 days 3 min and an average speed of 100 knot. Another long-endurance jet aircraft is Northrop Grumman RQ-4 Global Hawk [8], an UAV with a mass of 11,600 kg and a wing area of 50.2 m2, is equipped with a turbofan engine with a maximum thrust of 31.4 kN. This surveillance aircraft has an endurance of 28 h. According to General Atomics, the newly improved unmanned aircraft Gray Eagle can stay in the air for 50 h and is capable of surveillance over 24 h per mission while carrying 1000 lb.
Experimental and numerical study of turbulent flow around a Fanwings profile
Published in Engineering Applications of Computational Fluid Mechanics, 2019
Slimane Benferhat, Tayeb Yahiaoui, Bachir Imine, Omar Ladjedel, Ondřej Šikula
It follows from the curves of the drag coefficient of Figure 7(b) that the drag force generated by the profile increases with the Reynolds number and decreases with the rotation of the fan, until it becomes propulsion. This brings us to the goal we are seeking a low Reynolds surveillance aircraft. They show that the profile with niche has more resistance to air than that without a niche, therefore produces more drag than propulsion. This is attributed to the geometry of the fan cavity as claims Mazur (1984), it is the most important parameter. The drag coefficient decreases with the Reynolds number, while the drag force itself increases in the same way as the lift. (c) Pressure coefficient
Enterprise systems’ life cycle in pursuit of resilient smart factory for emerging aircraft industry: a synthesis of Critical Success Factors’(CSFs), theory, knowledge gaps, and implications
Published in Enterprise Information Systems, 2018
Asif Rashid, Tariq Masood, John Ahmet Erkoyuncu, Benny Tjahjono, Nawar Khan, Muiz-ud-din Shami
In order to bridge the gap between theory and practice, two focus group sessions were conducted for life cycle assessment of each CSF. Initially a presentation was made to group of experts in a focus group setting, at Aerospace-OEM of Lockheed Martin, Turkey. The Turkish OEM was involved in manufacturing, MRO of various aircraft including, Lockheed Martin F-16 Systems, based on standards like MIL-PRF-83495, MIL-STD-1808, MIL-STD-38784, ATA100, ATA2200, and ASD S1000D. The OEM-MRO had established a modern aerospace facility and successfully realised the co-production of F-16, CN-235 light transport/maritime patrol/surveillance aircraft, SF-260 trainers and Cougar AS-532 general-purpose helicopters. The experts were briefed about ERP failure issues in aircraft sector, which not only provided stakeholders views in an international setting but also fetched the information to improve the instrument-design and constructs. After 6 months of consultation with academia of NUST, Istanbul Technical University (ITU), Middle East Technical University (METU), and Canfield-University, dimensions of instruments were optimised for second focus group session. The second Focus group was conducted at an Avionics MRO in Pakistan followed by personal structured interview with 31-Aircraft Industry Experts for ranking CSFs across life cycle.
Consequence analyses of collision-damaged ships — damage stability, structural adequacy and oil spills
Published in Ships and Offshore Structures, 2023
Artjoms Kuznecovs, Jonas W. Ringsberg, Anirudh Mallaya Ullal, Pavan Janardhana Bangera, Erland Johnson
In the case of oil spillage, the SCG must intervene with the pollution response operation to recover the spilled oil at sea and prevent its deposition on the shore to minimise the environmental impact and oil clean-up costs. In the pollution response operation, all surface vessels with oil recovery capabilities based at the coast station are involved, i.e. the KBV001 combination and the KBV010 environmental protection vessels (see Table 7). The pollution response operation time tpr is obtained through an incremental calculation procedure in which each vessel i is assumed to perform as many oil recovery trips as required until all spilled oil of volume Voil is cleaned up. Every recovery trip consists of (i) travelling to the location of oil spillage, (ii) oil recovery at the site, (iii) return to the coast station, and (iv) discharge of the recovered oil. The times for oil intake and discharge are assumed to be the same and depend on the oil recovery capacity qor and recovered oil tank capacity Vot of the respective vessel i. Travel times are found in a manner similar to that of the SAR operation, and the cost for every recovery trip Crt is given by Equation (12). Moreover, the total time tpr includes the awareness time taware. In addition to oil recovery vessels, the surveillance aircraft is deployed during the operation. Therefore, the total pollution response cost Cpr is defined as the sum of the costs for every recovery trip and the airborne surveillance cost during the total pollution response operation time tpr, Equation (13).