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2017 | Buch

In-Flight Simulators and Fly-by-Wire/Light Demonstrators

A Historical Account of International Aeronautical Research

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This book offers the first complete account of more than sixty years of international research on In-Flight Simulation and related development of electronic and electro-optic flight control system technologies (“Fly-by-Wire” and “Fly-by-Light”). They have provided a versatile and experimental procedure that is of particular importance for verification, optimization, and evaluation of flying qualities and flight safety of manned or unmanned aircraft systems. Extensive coverage is given in the book to both fundamental information related to flight testing and state-of-the-art advances in the design and implementation of electronic and electro-optic flight control systems, which have made In-Flight Simulation possible.

Written by experts, the respective chapters clearly show the interdependence between various aeronautical disciplines and in-flight simulation methods. Taken together, they form a truly multidisciplinary book that addresses the needs of not just flight test engineers, but also other aeronautical scientists, engineers and project managers and historians as well. Students with a general interest in aeronautics as well as researchers in countries with growing aeronautical ambitions will also find the book useful.

The omission of mathematical equations and in-depth theoretical discussions in favor of fresh discussions on innovative experiments, together with the inclusion of anecdotes and fascinating photos, make this book not only an enjoyable read, but also an important incentive to future research. The book, translated from the German by Ravindra Jategaonkar, is an extended and revised English edition of the book Fliegende Simulatoren und Technologieträger , edited by Peter Hamel and published by Appelhans in 2014.

Inhaltsverzeichnis

Frontmatter
Chapter 1. Introduction
Abstract
During the past five decades, sensor, actuator and image information systems (displays), in conjunction with control laws, provided important technologies to improve the flight performance and characteristics of aircraft and spacecraft. As a prerequisite for this, the revolution in the digital technology that took place in parallel led to an explosive increase in the computing power, which in turn enabled significant progress in the enhancements of features to improve flying qualities, automation, and monitoring for improved flight performance and safety.
Peter G. Hamel
Chapter 2. Flying Qualities—Some History
Abstract
Anyone who has ever watched a seagull, gliding effortlessly over the lake in the upwind along the bluff, is full of admiration of the ease and elegance with which he flies. The fine movements of wings and tail to correct the flight are not discernible. The bird is in an absolute balance with the wind, gravity, and lift. Thereby he conveys an impression of a perfect flier to the observer.
Bernd Krag, Bernd Gmelin
Chapter 3. Modeling and Simulation—Basics and Benefits
Abstract
When we speak of a “simulation”, it implies replication of a process on a computer using mathematical models. Here, the term ‘Process’ implies everything that can be analyzed nowadays in simulations, for example production procedures in factories, worldwide financial transactions, transport by rail and road, and many more. All simulations are based on a mathematical model of the process being investigated. Simulation allows a detailed study of the object before it is realized. The parameters of the mathematical model can be varied to examine various aspects of the process. Model parameters can also be so adjusted that the simulation yields replication of the reality as accurately as possible. The simulation is also a mechanism by which future developments can be predicted or evaluated. Simulation plays a key role in successfully preparing and carrying out a flight test program. The more precisely the mathematical model maps the reality, the more realistic is the simulation and the more meaningful are the results.
Bernd Krag
Chapter 4. Predecessors in Germany
Abstract
In the mid nineteen forties, gradual rethinking occurred in aircraft design. New requirements were made on the flight performance, flying qualities, and flight safety; for example, at higher airspeeds approaching the speed of sound compressibility effects were encountered, which led to previously unknown flight instabilities with reduced controllability. At the same time, a question of how to cope with the high forces acting on elevator and rudder with increasing size of aircraft and increased airspeeds had to be addressed. At that time the possible hydraulic or electric transmission for pilot assistance were discarded due to “a dangerous dependence of the operational reliability of such additional equipment” [1].
Peter G. Hamel
Chapter 5. Variable Stability Aircraft and In-Flight Simulators
Abstract
Especially in the light of innovative aircraft configurations with sweptback and delta wings, and without tail planes (tailless aircraft), that encountered compressibility effects in the transonic range, the question was raised, what kind of flying qualities can be expected of such an aircraft and how can they be improved, if the need arises. The pilot judgments were here especially called for, which demanded progressively new standards for the flying qualities guidelines. To generate the databases necessary for this, aircraft were needed whose stability properties could be varied through structural or flight control measures in a such way that a wide spectrum of flying qualities, as optimal as possible, could be evaluated for different flight tasks such as takeoff and landing or target tracking.
Peter G. Hamel
Chapter 6. Fly-by-Wire/Light Demonstrators
Abstract
In the case of conventional aircraft, the pilot control commands from the control devices in the cockpit are transmitted directly to the aerodynamic control surfaces such as elevator, aileron, and rudder via mechanical connections consisting of cables and rods, or by means intermediary boosters. For very large aircraft with high control forces and large structural deformations, rotary shafts (torsion bars) are also employed.
Peter G. Hamel
Chapter 7. In-Flight Simulator HFB 320 FLISI
Abstract
During the early nineteen sixties, variable stability aircraft were developed and used intensively, especially in the USA, to investigate flying qualities. Based on the positive experiences with these aircraft, during the mid-nineteen sixties the need was recognized for the development of such a device in Germany too.
Knut Wilhelm
Chapter 8. Helicopter In-Flight Simulator Bo 105 ATTHeS
Abstract
The early phase of helicopter development, until about the end of Second World War, was characterized by the technical realization of individual components (for example, rotor, flight control, engine), by developing theoretical fundamentals (such as aerodynamics, rotor dynamics), and by the search for suitable configurations of the new flying device. The rapid further developments during the following decades led to higher speeds, improved maneuverability, enhanced efficiency, and at the same time to numerous ideas of exploiting the versatile applicability of this flying device. It became more difficult for pilots to fly the mostly unstable helicopter since the desire for better flying qualities was often subordinated to the demands for higher flight performance and more complex missions. This was particularly evident during instrument flying under poor visual and adverse weather conditions.
Bernd Gmelin
Chapter 9. In-Flight Simulator VFW 614 ATTAS
Abstract
As discussed in Chap. 7, the overall experience with the in-flight simulator HFB 320 operation was very positive. However, some limitations were encountered in its operation, mainly due to low payload, limited space for test equipment and crew, limited power supply, and high engine noise.
Dietrich Hanke, Klaus-Uwe Hahn
Chapter 10. Helicopter In-Flight Simulator EC 135 FHS
Abstract
The helicopter in-flight simulator Bo 105 ATTHeS, described in Chap. 8, was operated by DLR from 1982 to 1995. In 1993, it was decided to replace ATTHeS with a new airborne simulator. The definition, selection, and development of the new simulator, based on an EC 135 as the host vehicle, are described in detail in this chapter. Further on, some selected results from typical utilization programs are presented.
Jürgen Kaletka
Chapter 11. “DLR Project Cancelled”
Abstract
The term “Project Cancelled” acquired a special meaning in British aviation history during the postwar period. In a critical documentation (see Fig. 11.1), the British doyen of investigative aviation journalism, Derek Wood vividly portrayed how the wrong political decisions ushered the downfall of the once leading British aeronautical industry.
Peter G. Hamel
Chapter 12. International Cooperation
Abstract
Scientific and technical evaluations of the DLR Institute of Flight Systems is carried out regularly at intervals of about five years by national and internationally renowned experts. These evaluations confirmed the institute’s outstanding and unique system competence in Europe in the field of in-flight simulation and related disciplines such as system identification, flight dynamics, and flight control systems. It was, therefore, but natural that the institute evolved into an internationally recognized cooperation partner.
Peter G. Hamel
Chapter 13. Quo Vadis?
Abstract
Aircraft controllability and flying qualities investigations have been focal points in aeronautics since the first flight by Wright brothers more than a century back. With the evolution of aerodynamically efficient aircraft configurations and modern Fly-by-Wire/Light technology, with associated advances in computer, sensor, measurement, and information technology, these issues have not only become even more important, but they have also become more complex.
Peter G. Hamel
Erratum to: In-Flight Simulator VFW 614 ATTAS
Dietrich Hanke, Klaus-Uwe Hahn
Backmatter
Metadaten
Titel
In-Flight Simulators and Fly-by-Wire/Light Demonstrators
herausgegeben von
Peter G. Hamel
Copyright-Jahr
2017
Electronic ISBN
978-3-319-53997-3
Print ISBN
978-3-319-53996-6
DOI
https://doi.org/10.1007/978-3-319-53997-3

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