Journal articles: 'Flight Landing'

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Jebáček, Ivo, and Marek Horák. "Measuring of a Nose Landing Gear Load during Take-Off and Landing." Applied Mechanics and Materials 821 (January 2016): 325–30. http://dx.doi.org/10.4028/www.scientific.net/amm.821.325.

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This article provides information about in-flight measurement of a small sport aircraft. The strain gauges were used as sensors for load monitoring on the nose landing gear structure. To obtain overall forces it was necessary to do the calibration procedure. After the calculation of strain gauge coefficients the equations for calculating of total force, total force direction and individual force components were determined. During test flights the data acquisition system was installed into the aircraft. The data from strain gauges were collected together with other flight parameters like speed, altitude and data from inertial measurement unit which determined the exact movements of the aircraft before landing. The data recorded during fifty-six flights were analysed to obtain loads acting in the aircraft structure. These results were compared with calculated values.

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Sartor, P., K. Worden, R. K. Schmidt, and D. A. Bond. "Bayesian sensitivity analysis of flight parameters that affect main landing gear yield locations." Aeronautical Journal 118, no. 1210 (December 2014): 1481–97. http://dx.doi.org/10.1017/s0001924000010150.

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Abstract An aircraft and landing gear loads model was developed to assess the Margin of Safety (MS) in main landing gear components such as the main fitting, sliding tube and shock absorber upper diaphragm tube. Using a technique of Bayesian sensitivity analysis, a number of flight parameters were varied in the aircraft and landing gear loads model to gain an understanding of the sensitivity of the MS of the main landing gear components to the individual flight parameters in symmetric two-point landings. The significant flight parameters to the main fitting MS, sliding tube bending moment MS and shock absorber upper diaphragm tube MS include: longitudinal tyre-runway friction coefficient, aircraft vertical descent velocity, aircraft Euler pitch angle and aircraft mass. It was also shown that shock absorber servicing state and tyre pressure do not contribute significantly to the MS.

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Schallhorn, Craig S. "Vigilance Aid Use and Aircraft Carrier Landing Performance in Pilots of Tactical Aircraft." Aerospace Medicine and Human Performance 91, no. 6 (June 1, 2020): 518–24. http://dx.doi.org/10.3357/amhp.5532.2020.

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BACKGROUND: Fatigue is a well-known hazard in aviation. In military fighter communities, policies have evolved to allow for in-flight use of pharmacological vigilance aids to counteract the negative effects of fatigue. With limited objective evidence supporting the role of these medications in continuous flight operations, the present study seeks to evaluate whether use of modafinil is associated with pilot aircraft carrier landing performance.METHODS: A retrospective, observational study was completed following carrier-based flight operations in support of Operation Inherent Resolve. All graded landing passes were included in the analysis. Mixed-effect multivariate linear regression analysis was utilized for the primary outcome of landing signal officer grade of landing performance following combat sorties for events with reported in-flight use of modafinil.RESULTS: A total of 1122 sorties were flown by 79 different pilots with an average landing pass grade of 3.86. The primary outcome of modafinil use in-flight was not generally associated with landing performance. In a subset analysis of more senior ranked aviators, modafinil use appeared to offer a relative performance improvement back to baseline (+0.19). Secondary outcome analysis revealed landing performance was associated with advanced landing technologies (+0.25), sorties later in deployment (+0.05 per 30 d), total career carrier landings (+0.03 per 100 traps), and longer mission duration (-0.04 per hour).DISCUSSION: In the context of evidence supporting subjective benefits of vigilance aid use by aircrew, the results of this study provide ample objective support to the controlled use of modafinil in the operational environment.Schallhorn CS. Vigilance aid use and aircraft carrier landing performance in pilots of tactical aircraft. Aerosp Med Hum Perform. 2020; 91(6):518–524.

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Feng, Xiao Rong, Xing Jie Feng, and Dong Liu. "The Application of Ant Colony Optimization Algorithm in the Flight Landing Scheduling Problem." Applied Mechanics and Materials 411-414 (September 2013): 2698–703. http://dx.doi.org/10.4028/www.scientific.net/amm.411-414.2698.

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Flights landing scheduling problem is an NP-hard problem, the article presents an Ant colony optimization algorithm based on dynamic calculation of the heuristic information to solve a single runway flights landing scheduling problem. The algorithm has better global search ability and relatively fast convergence rate. The experimental results show that compared with traditional first come first serve, genetic algorithm and particle swarm algorithm, this method can quickly give the better flight approach and landing order to help controllers make efficient aircraft scheduling policy and reduce flight delays. Keywords:Heuristic Information entropy Ant colony optimization Global search

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Muijres, Florian T., Coby van Dooremalen, Martin Lankheet, Heleen Lugt, Lana J. de Vries, and Frank Van Langevelde. "Varroa destructor infestation impairs the improvement of landing performance in foraging honeybees." Royal Society Open Science 7, no. 9 (September 2020): 201222. http://dx.doi.org/10.1098/rsos.201222.

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The parasitic mite Varroa destructor is an important contributor to the high losses of western honeybees. Forager bees from Varroa -infested colonies show reduced homing and flight capacity; it is not known whether flight manoeuvrability and related learning capability are also affected. Here, we test how honeybees from Varroa -infested and control colonies fly in an environment that is unfamiliar at the beginning of each experimental day. Using stereoscopic high-speed videography, we analysed 555 landing manoeuvres recorded during 12 days of approximately 5 h in length. From this, we quantified landing success as percentage of successful landings, and assessed how this changed over time. We found that the forager workforce of Varroa -infested colonies did not improve their landing success over time, while for control bees landing success improved with approximately 10% each hour. Analysis of the landing trajectories showed that control bees improved landing success by increasing the ratio between in-flight aerodynamic braking and braking at impact on the landing platform; bees from Varroa -infested colonies did not increase this ratio over time. The Varroa -induced detriment to this landing skill-learning capability might limit forager bees from Varroa -infested colonies to adapt to new or challenging conditions; this might consequently contribute to Varroa -induced mortality of honeybee colonies.

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Green, P. R., and P. Cheng. "Variation in kinematics and dynamics of the landing flights of pigeons on a novel perch." Journal of Experimental Biology 201, no. 24 (December 15, 1998): 3309–16. http://dx.doi.org/10.1242/jeb.201.24.3309.

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Pigeons made 10 flights to a novel perch. Kinematic measurements of these flights were obtained from video recordings, and the forces exerted on the perch on each landing were measured. There was wide variation(20-fold range) in the kinetic energy of the pigeons just before landing,arising almost entirely from variation in horizontal velocity. The maximum force exerted on the perch varied in magnitude from approximately twice to eight times the pigeons' body weight, and in direction from 40 to 90 below the horizontal. In landings with high final kinetic energy, the maximum force exerted on the perch was larger and was applied at a shallower angle than in those with low final kinetic energy. Landing flights with high final kinetic energy showed straighter trajectories and a larger peak deceleration during the last 300 ms of approach flight than those with low final kinetic energy, which had downward-curving trajectories and a more prolonged and steady pattern of deceleration. Mean final kinetic energy was lower in the first two landings made on the perch than in subsequent landings, indicating that pigeons are more likely to adopt a slow,downward-curving approach to a novel perch and a fast, straight approach to a familiar one.

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Afanas’ev, V. A., G. L. Degtyarev, A. S. Meshchanov, and R. T. Sirazetdinov. "Landing of flight vehicles without the landing gear." Russian Aeronautics (Iz VUZ) 57, no. 4 (October 2014): 339–43. http://dx.doi.org/10.3103/s1068799814040035.

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Motoda, Toshikazu, Yoshikazu Miyazawa, Kazutoshi Ishikawa, and Tatsushi Izumi. "Automatic landing flight experiment flight simulation analysis and flight testing." Journal of Spacecraft and Rockets 36, no. 4 (July 1999): 554–60. http://dx.doi.org/10.2514/3.27199.

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Öznalbant, Zafer, and Mehmet Ş. Kavsaoğlu. "Flight control and flight experiments of a tilt-propeller VTOL UAV." Transactions of the Institute of Measurement and Control 40, no. 8 (February 26, 2018): 2454–65. http://dx.doi.org/10.1177/0142331218754618.

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The purpose of this work is to present a study on the stability and control of an unmanned, fixed wing, vertical take-off and landing aerial vehicle. This airplane is driven by a fixed-pitch tilt-propeller system with the capability of vertical take-off and landing as well as conventional flight. The novelty of the vehicle is the use of a fixed-pitch propeller system instead of variable-pitch tilt-rotors. There are three flight modes: vertical, transitional and conventional flight modes. Each flight mode has different dynamic characteristics. Therefore, these modes each need dedicated flight control methods. In this paper, the equations of motion are generated by modelling the aerodynamic and propulsion forces and moments. After performing trim condition calculations, longitudinal stability characteristics are investigated for each flight mode. The control methods are described for vertical, transitional and conventional flight modes. Stability augmentation systems, which consist of proportional and proportional/integral controller, are applied. A number of flight tests, including vertical, transitional and conventional flights, have been successfully performed with a prototype aircraft.

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Gregory, Kevin B., Rhiannon N. Soriano-Smith, Amanda C. M. Lamp, Cassie J. Hilditch, Michael J. Rempe, Erin E. Flynn-Evans, and Gregory L. Belenky. "Flight Crew Alertness and Sleep Relative to Timing of In-Flight Rest Periods in Long-Haul Flights." Aerospace Medicine and Human Performance 92, no. 2 (February 1, 2021): 83–91. http://dx.doi.org/10.3357/amhp.5672.2021.

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BACKGROUND: In-flight breaks are used during augmented long-haul flight operations, allowing pilots a sleep opportunity. The U.S. Federal Aviation Administration duty and rest regulations restrict the pilot flying the landing to using the third rest break. It is unclear how effective these restrictions are on pilots ability to obtain sleep. We hypothesized there would be no difference in self-reported sleep, alertness, and fatigue between pilots taking the second vs. third rest breaks.METHODS: Pilots flying augmented operations in two U.S.-based commercial airlines were eligible for the study. Volunteers completed a survey at top-of-descent (TOD), including self-reported in-flight sleep duration, and Samn-Perelli fatigue and Karolinska Sleepiness Scale ratings. We compared the second to third rest break using noninferiority analysis. The influence of time of day (home-base time; HBT) was evaluated in 4-h blocks using repeated measures ANOVA.RESULTS: From 787 flights 500 pilots provided complete data. The second rest break was noninferior to the third break for self-reported sleep duration (1.5 0.7 h vs. 1.4 0.7 h), fatigue (2.0 1.0 vs. 2.9 1.3), and sleepiness (2.6 1.4 vs. 3.8 1.8) at TOD for landing pilots. Measures of sleep duration, fatigue, and sleepiness were influenced by HBT circadian time of day.DISCUSSION: We conclude that self-reported in-flight sleep, fatigue, and sleepiness from landing pilots taking the second in-flight rest break are equivalent to or better than pilots taking the third break. Our findings support providing pilots with choice in taking the second or third in-flight rest break during augmented operations.Gregory KB, Soriano-Smith RN, Lamp ACM, Hilditch CJ, Rempe MJ, Flynn-Evans EE, Belenky GL. Flight crew alertness and sleep relative to timing of in-flight rest periods in long-haul flights. Aerosp Med Hum Perform. 2021; 92(2):8391.

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Ochi, Y. "Flight Control System Design for Propulsion-Controlled Aircraft." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 219, no. 4 (April 1, 2005): 329–40. http://dx.doi.org/10.1243/095441005x30289.

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The loss of an aircraft's primary flight controls can lead to a fatal accident. However, if the engine thrust is available, controllability and safety can be retained. This article describes flight control using engine thrust only when an aircraft has lost all primary flight controls. This is a kind of flight control reconfiguration. For safe return, the aircraft must first descend to a landing area, decelerate to a landing speed, and then be capable of precise flight control for approach and landing. For these purposes, two kinds of controllers are required: a controller for descent and deceleration and a controller for approach and landing. The former controller is designed for longitudinal motion using a model-following control method, based on a linear quadratic regulator. The latter is designed by an H∞ state-feedback control method for both longitudinal and lateral-directional motions. Computer simulation is conducted using linear models of the Boeing 747. The results indicate that flight path control, including approach and landing, is possible using thrust only; however, speed control proves more difficult. However, if the horizontal stabilizer is available, the airspeed can be reduced to a safe landing speed.

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Sun, Ruishan, and Chongfeng Li. "A Risk Prediction Model of Hard Landing Based on Random Forest Algorithm." E3S Web of Conferences 257 (2021): 02080. http://dx.doi.org/10.1051/e3sconf/202125702080.

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Landing safety is a hot issue in civil aviation safety management. In order to fully mine the influence factors of hard landing in flight data and effectively predict the risk of hard landing, the random forest algorithm was introduced. Firstly, this paper qualitatively analyzed the influence factors of hard landing, and chose the features of the model based on the flight data. Secondly, this paper gives a quantitative analysis method of the importance of features based on Gini index. Finally, for the dataset of hard landing was class-imbalanced, the model was training based on SMOTE method. Then, the random forests classifier was built and verified by real flight data. The results showed that the recall rate of the model was 85.50%. The model can not only effectively prevent the occurrence of hard landing, but also provide a method reference for airlines to apply data mining to improve the ability of flight events management.

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Miwa, Masafumi, and Tsuneo Ushiroda. "Precision Flight Drones with RTK-GNSS." Journal of Robotics and Mechatronics 33, no. 2 (April 20, 2021): 371–78. http://dx.doi.org/10.20965/jrm.2021.p0371.

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An RTK-GNSS was introduced to realize the precision flight of a drone system for transporting harvested loquats and spraying pesticides to suppress the rotting of fruits. Transportation and spraying experiments were conducted. Precision automatic navigation flights were realized in transportation experiments. In addition, precision landing was performed within approximately 10 cm of the target position. Sufficient spraying flights were performed during the spraying experiment.

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Stepnova, Elena I., and Sergei K. Kiselev. "АДАПТАЦИЯ ОТОБРАЖЕНИЯ ПИЛОТАЖНО-НАВИГАЦИОННОЙ ИНФОРМАЦИИ В СИСТЕМЕ ЭЛЕКТРОННОЙ ИНДИКАЦИИ ВОЗДУШНОГО СУДНА." Автоматизация Процессов Управления 61, no. 3 (2020): 13–20. http://dx.doi.org/10.35752/1991-2927-2020-3-61-13-20.

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The problem of flight safety continues to be of great importance in civil aviation, despite today aviation is the safest mode of transport. Particular attention is paid to the human factor, since it has a significant impact on safety. The article analyzes the impact of eye strain caused by displayed flight navigation data on a pilot during landing and discusses how to reduce it. It considers how the pilot interacts with aircraft equipment. The flight data, increasing eye strain, but having no affects on successful landing of the aircraft is specified. The article substantiates the necessity of adaptive display of flight data on the screen during landing. The proposed adaptive method for displaying flight navigation data is supposed to reduce the pilot’s eye strain, which contributes to improved quality of piloting and ensures flight safety.

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Jenkins, S. F. N. "Landing Gear Design and Development." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 203, no. 1 (January 1989): 67–73. http://dx.doi.org/10.1243/pime_proc_1989_203_055_01.

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This paper discusses design requirements and the compatability of shock absorbers to satisfy the performance required. The effect on landing gear design of trends to use the latest materials, particularly ultra-high-tensile steels, also test methods to confirm stress analysis calculations and flight-by-flight fatigue testing.

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Murrieta-Mendoza, A., and R. M. Botez. "New method to compute the missed approach fuel consumption and its emissions." Aeronautical Journal 120, no. 1228 (May 10, 2016): 910–29. http://dx.doi.org/10.1017/aer.2016.37.

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ABSTRACTThe aeronautical industry has set for itself important environmental goals, creating the need of improved tools for measuring the polluting emissions generated by fuel burn. This paper describes a new method to estimate the fuel burn and the pollution generated by a landing approach and also for a missed approach procedure. Fuel emission estimations can be used to compare the costs of different routes. The method developed in this paper uses the Emissions Guide Book developed by the European Environment Agency as the needed database for the computations. This method gives estimations of the fuel burn and emissions, including the amounts of CO, NOx, HC, EICO, EINOx and EIHC for a given flight as its output. The flight computation is divided into two sections: one section for the aircraft's travelled distance and a second section for the time an aircraft flies under certain flight modes. Since this method computes the missed approach fuel and emissions contribution, it computes the burn for a given descent approach for a successful landing, as well as for the same descent approach with a missed approach procedure followed by a successful landing. These two landings are verified in a complete flight to study the missed approach contribution for a conventional mid-range flight. The results show that a descent with the missed approach procedure requires 5.7 times more fuel than a normal, successful descent. This extra fuel burn increases the pollution released to the atmosphere and would impact the airlines’ profit margin due to the added fuel costs and longer flight times, as well as any future economic measures imposed on the increased air and noise pollution.

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Manzanera, R. A. Jiménez, and SH Smith. "Flight in nature II: How animal flyers land." Aeronautical Journal 119, no. 1213 (March 2015): 281–99. http://dx.doi.org/10.1017/s0001924000010484.

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AbstractIn this review paper, different landing strategies of diverse species of animal flyers and gliders, both extinct and extant, are analysed. These methods vary depending on the animal group and the sensory system used by the animal to detect its landing site. In almost all species the use of delayed stall during the landing manoeuvre was observed. Sometimes wing flapping was used to aid in deceleration. With respect to guidance and navigation, most insect, bird and mammal gliders use their vision to guide them to landing via optical flow or motion parallax. Bats, which are nocturnal creatures, rely on their auditory system as they use echolocation to find their nesting site. Some butterfly and moth species guide themselves to landing using their olfactory sense as they follow pheromone trails. The information presented here can be used as a source of information for novel bio-inspired unmanned aircraft design.

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Fujimori, Atsushi, Munerou Kurozumi, Peter N. Nikiforuk, and Madan M. Gupta. "Flight Control Design of an Automatic Landing Flight Experiment Vehicle." Journal of Guidance, Control, and Dynamics 23, no. 2 (March 2000): 373–76. http://dx.doi.org/10.2514/2.4536.

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Ohno, Masahiro, Yasuhiro Yamaguchi, Takashi Hata, Morio Takahama, Yoshikazu Miyazawa, and Tatsushi Izumi. "Robust Flight Control Law Design for Automatic Landing Flight Experiment." IFAC Proceedings Volumes 31, no. 21 (August 1998): 265–70. http://dx.doi.org/10.1016/s1474-6670(17)41088-3.

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Moberg, Bengt, Anders Johansson, Johan Rignér, and Per Näsman. "Operational noise optimization of aircraft approaches - Initial findings." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 6 (August 1, 2021): 499–507. http://dx.doi.org/10.3397/in-2021-1494.

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As the pilots slow the aircraft down and extend flaps and landing gear in preparation for landing the characteristics of the aircraft as a noise source changes. In the OPNOP project, the possibility to use this variation in noise generation to minimize noise at a specified location is examined. Such analysis requires an increased understanding about aircraft noise generation as the aircraft changes configuration and speed during the approach, where theoretical models available can be overly simplistic and of little use for this purpose. Using flight data from 113 actual Airbus A321 flights, and corresponding noise measurements on the ground, this study reports on the initial findings forming the foundation on which further analysis will be conducted. Intermediary findings relate to: a comparison between models and actual measurements, the distance variability to the runway for various flap selections and extension of the landing gear as well as a comparison between flight data and on-ground noise measurements. Captured data suggest that it should be possible to use speed and configuration recommendations to reduce noise over selected approach areas. Future research will include scenario generation and incorporate flight data from an earlier study to increase validity.

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Salih, Ahmad Abbas Al-Ameen, Amzari Zhahir, and Omar Kassim Ariff. "Comparative Study on Aircraft Landing Instruments: Accuracies and Limitations." Applied Mechanics and Materials 225 (November 2012): 549–54. http://dx.doi.org/10.4028/www.scientific.net/amm.225.549.

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A normal aircraft flight includes taxi, takeoff, climb, cruise, descent, precision approach and finally landing. This study focuses on landing where the aircraft returns to the ground safely. In low visibility conditions, when pilots are unable to see the runway, the aircraft can always be diverted to another airport. However, low visibility can also affect all airports in the vicinity, forcing aircrafts to land in low visibility conditions depending on Instrument Flight Rules (IFR). Many countries have employed the landing systems because of inaccuracy, unreliability and dependency of Visual Flight Rules (VFR). In this paper, aircraft landing systems accuracies and limitations will be studied and compared for the purpose of assessing the best possible system currently available that can be achieved and implemented.

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Geder, Jason D., Ravi Ramamurti, Dan Edwards, Trent Young, and Marius Pruessner. "Development of an Unmanned Hybrid Vehicle Using Artificial Pectoral Fins." Marine Technology Society Journal 51, no. 5 (September 1, 2017): 56–70. http://dx.doi.org/10.4031/mtsj.51.5.4.

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AbstractAn unmanned vehicle has been developed for dual use as both an aircraft and a submersible. To achieve long-range emplacement of a highly maneuverable underwater asset to a target environment, the Flimmer (Flying-Swimmer) vehicle is designed for both high-speed flight and low-speed swimming. Building on previous research in bioinspired propulsion and control systems, the vehicle employs a unique set of artificial flapping fins for underwater maneuvering, which must be considered when evaluating the flight and water landing capabilities. This paper describes the computational analysis and experimental results for all three phases of vehicle operation—flight, landing, and swimming. Computational fluid dynamics simulation results predict aero- and hydrodynamic characteristics and demonstrate landing loads on and trajectory of the vehicle. Experimental data demonstrate flight and swimming performance and validate the computational results, and experimental testing of water landing provides a comparison with computations. Results and analyses of the Flimmer vehicle performance demonstrate the operational capabilities of an unmanned hybrid vehicle for long-range flight and low-speed swimming.

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Tingting, Yang, Li Aijun, Muhammad Taimoor, and Rooh ul Amin. "High AOA short landing robust control for an aircraft." Aircraft Engineering and Aerospace Technology 91, no. 1 (January 7, 2018): 38–49. http://dx.doi.org/10.1108/aeat-05-2017-0134.

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Purpose The purpose of this paper is to propose a high angle of attack short landing model for switched polytopic systems as well as to derive an equation for fluidic thrust vector deflection angle based on pressure to reduce the velocity during the landing phase of flight. Design/methodology/approach In this paper, robust control algorithm is proposed for a non-linear high angle of attack aircraft under the effects of non-linearities, tottering hysteresis, irregular and wing rock atmosphere. High angle of attack short landing flight under asynchronous switching is attained by using the robust controller method. Lyapunov function and the average dwell time scheme is used for obtaining the switched polytopic scheme. The asynchronous switching and loss of data are controlled asymptotically. The velocity of aircraft has been lucratively reduced during the landing phase of flight by using the robust controller technique. Findings The proposed algorithm based on robust controller including the effects of non-linearities guarantee the successful reduction of velocity for high angle of attack switched polytopic systems. Practical implications As the landing phase of an aircraft is one of the complicated stage, this algorithm plays a vital role in stable and short landing under the condition of high angle of attack (AOA). Originality/value In this paper, not only the velocity of flight has been reduced, but also the high angle of attack has been attained during the landing phase, because of which the duration of landing has been reduced as well, while in most of the previous research, it is based on low angle of attack and long landing duration.

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Yom, Jae P., Kathy J. Simpson, Scott W. Arnett, and Cathleen N. Brown. "The Effects of a Lateral In-flight Perturbation on Lower Extremity Biomechanics During Drop Landings." Journal of Applied Biomechanics 30, no. 5 (October 2014): 655–62. http://dx.doi.org/10.1123/jab.2013-0331.

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One potential ACL injury situation is due to contact with another person or object during the flight phase, thereby causing the person to land improperly. Conversely, athletes often have flight-phase collisions but do land safely. Therefore, to better understand ACL injury causation and methods by which people typically land safely, the purpose of this study was to determine the effects of an in-flight perturbation on the lower extremity biomechanics displayed by females during typical drop landings. Seventeen collegiate female recreational athletes performed baseline landings, followed by either unexpected laterally-directed perturbation or sham (nonperturbation) drop landings. We compared baseline and perturbation trials using paired-samplesttests (P< .05) and 95% confidence intervals for lower-extremity joint kinematics and kinetics and GRF. The results demonstrated that perturbation landings compared with baseline landings exhibited more extended joint positions of the lower extremity at initial contact; and, during landing, greater magnitudes for knee abduction and hip adduction displacements; peak magnitudes of vertical and medial GRF; and maximum moments of ankle extensors, knee extensors, and adductor and hip adductors. We conclude that a lateral in-flight perturbation leads to abnormal GRF and angular motions and joint moments of the lower extremity.

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Green, Patrick R., Mark N. O. Davies, and Paul H. Thorpe. "Head orientation in pigeons during landing flight." Vision Research 32, no. 12 (December 1992): 2229–34. http://dx.doi.org/10.1016/0042-6989(92)90087-y.

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Nguyen, Man, Vyacheslav Kostiukov, and Cap Tran. "EFFECT OF AN IN-FLIGHT VERTICAL ACCELEROMETER CALIBRATION ON LANDING ACCURACY AFTER BARO-INERTIAL SYSTEM FAILURE." Aviation 24, no. 2 (July 8, 2020): 80–89. http://dx.doi.org/10.3846/aviation.2020.12424.

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An issue of improving flight safety during landing with an inertial navigation system (INS) and a failed barometric altimeter is considered. In this paper, we propose a specific algorithm for in-flight calibration of the vertical channel of INS. Accordingly, the baro-inertial integration algorithm using a discrete five-state Kalman filter will be performed during a particular flight maneuver before landing. As a result, it is possible to estimate not only the bias of vertical accelerometer but also its scale factor, which is too small to be defined by a usual in-flight calibration algorithm. After applying the proposed algorithm, the flight management system can provide a safe landing with a standalone INS. The algorithm’s performance is assessed by simulating complete mathematical models of aircraft motion and control systems. The impact of calibrated bias and scale factor of vertical accelerometer on the altitude estimation error is provided through an analysis.

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Ohno, Masahiro, Yasuhiro Yamaguchi, Takashi Hata, Morio Takahama, Yoshikazu Miyazawa, and Tatsushi Izumi. "Robust flight control law design for an automatic landing flight experiment." Control Engineering Practice 7, no. 9 (September 1999): 1143–51. http://dx.doi.org/10.1016/s0967-0661(99)00085-4.

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Dattel, Andrew R., Francis T. Durso, and Raynald Bédard. "Procedural or Conceptual Training: Which is Better for Teaching Novice Pilots Landings and Traffic Patterns?" Proceedings of the Human Factors and Ergonomics Society Annual Meeting 53, no. 26 (October 2009): 1964–68. http://dx.doi.org/10.1177/154193120905302618.

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Forty-eight student pilots and recently licensed private pilots were randomly assigned to one of three training groups: procedural, conceptual, and control. Participants in the procedural group spent approximately two hours reading text and watching videos specific to the step-by-step procedures of how to fly traffic patterns and land an airplane. Participants in the conceptual group spent approximately two hours reading reasoning explanations, everyday metaphors to aviation, and viewing diagrams of traffic patterns and landings. Participants in the control group spent approximately two hours watching aviation-themed videos and reading aviation-themed text, but unrelated to traffic patterns, landings, or any other flight task. During training, participants answered questions specific to the material they were reading or watching. At the conclusion of the training participants were tested on typical and atypical traffic pattern performance, typical and atypical landing performance, and routine and non routine situations for 20 minutes in a medium fidelity flight simulator. Conceptual training was best for traffic pattern performance and atypical landings. Additionally, the conceptual group had better situation awareness than the procedural and control groups for landing situations and non routine traffic pattern situations. Finally, the procedural group did not show better performance than the control group on any test.

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Abd Rahman, Yasir Ashraf, Mohammad Taghi Hajibeigy, Abdulkareem Shafiq Mahdi Al-Obaidi, and Kean How Cheah. "Design and Fabrication of Small Vertical-Take-Off-Landing Unmanned Aerial Vehicle." MATEC Web of Conferences 152 (2018): 02023. http://dx.doi.org/10.1051/matecconf/201815202023.

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Modern UAVs available in the market have well-developed to cater to the countless field of application. UAVs have their own limitations in terms of flight range and manoeuvrability. The traditional fixed-wing UAVs can fly for long distance but require runways or wide-open spaces for take-off and landing. On the other hand, the more trending multirotor UAVs are extremely manoeuvrable but cannot be used for long-distance flights because of their slower speeds and relatively higher consumption of energy. This study proposed the implementation of hybrid VTOL UAV which has the manoeuvring advantage of a multirotor UAV while having the ability to travel fast to reach a further distance. The design methodology and fabrication method are discussed extensively which would be followed by a number of flight tests to prove the concept. The proposed UAV would be equipped with quadcopter motors and a horizontal thrust motor for vertical and horizontal flight modes respectively.

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Kim, Young-Sam, and Min-Jea Tahk. "Auto-landing guidance for unmanned aerial vehicle with engine flame-out." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 13 (February 21, 2019): 4864–78. http://dx.doi.org/10.1177/0954410019831501.

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Landing is the most dangerous phase of the entire flight phases. If the total loss of thrust occurs during flight, a powered aircraft converts to a glider, which can use kinetic and potential energy only. For this reason, a proper scheme is needed for safe landing in cases of the total loss of thrust. This paper presents three-dimensional unpowered auto-landing guidance based on trajectory generation, expanding the concept of the energy-to-range ratio. We develop the terminal velocity estimation method for a horizontal plane applied to three-dimensional space; this method is based on the previously suggested terminal velocity estimation method for a vertical plane. Then, we show trajectory generation for landing guidance combining vertical with horizontal waypoints. The proposed auto-landing guidance with trajectory generation is evaluated by numerical simulation.

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Xu, Kai Jun. "A Novel Architecture for Civil Aviation Aircraft Intelligent Landing Using Dual Fuzzy Neural Network." Applied Mechanics and Materials 313-314 (March 2013): 1385–88. http://dx.doi.org/10.4028/www.scientific.net/amm.313-314.1385.

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This paper presents a novel architecture of intelligent landing control of an airplane using dual fuzzy neural networks, including roll control, pitch control and altitude hold control. The neural network control has been implemented in MATLAB and the data for training have been taken from Flight Gear Simulator. The flight performance has been shown in the Flight Gear Simulator. The objective is to improve the performance of conventional landing, roll, pitch and altitude hold controllers. Simulated results show that control for different flight phases is successful and the neural network controllers provide the robustness to system parameter variation.

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Lee, Seung Yong, Paul Bates, Patrick Murray, and Wayne Martin. "Training Flight Accidents." Aviation Psychology and Applied Human Factors 7, no. 2 (September 2017): 107–13. http://dx.doi.org/10.1027/2192-0923/a000121.

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Abstract. Civil aviation is broadly categorized into two sectors: air transportation and general aviation. While the former sector is considered to be ultrasafe the latter requires a stronger focus on safety improvement. There has been considerable research examining the causes of general aviation accidents with a view to improving safety. However, there has been very limited research specifically focused on accidents involving training flights and associated causal factors. A total of 293 training flight accident reports, comprising 111 fatal and 182 nonfatal accidents were reviewed and analyzed to identify causes of training-flight accidents. The study found that based on the odds ratio, if a fatal accident involving training flights occurred it was 4.05 times more likely to be a dual training flight. Other findings included that most accidents occurred during the landing phase and the majority of accidents related to skill deficiency (e.g., an improper/inadequate flare). This was a major causal factor in nonfatal accidents in both dual and solo training flights. However, on dual training flights there were more fatal accidents involving decision deficiencies and mechanical malfunctions (e.g., loss of engine power). A previous study suggested that lack of supervision of student pilots by flight instructors was found to be a main causal factor and thus flight instructor training and recurrency requirements need to be reviewed.

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Meck, Janice V., Wendy W. Waters, Michael G. Ziegler, Heidi F. deBlock, Paul J. Mills, David Robertson, and Paul L. Huang. "Mechanisms of postspaceflight orthostatic hypotension: low α1-adrenergic receptor responses before flight and central autonomic dysregulation postflight." American Journal of Physiology-Heart and Circulatory Physiology 286, no. 4 (April 2004): H1486—H1495. http://dx.doi.org/10.1152/ajpheart.00740.2003.

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Although all astronauts experience symptoms of orthostatic intolerance after short-duration spaceflight, only ∼20% actually experience presyncope during upright posture on landing day. The presyncopal group is characterized by low vascular resistance before and after flight and low norepinephrine release during orthostatic stress on landing day. Our purpose was to determine the mechanisms of the differences between presyncopal and nonpresyncopal groups. We studied 23 astronauts 10 days before launch, on landing day, and 3 days after landing. We measured pressor responses to phenylephrine injections; norepinephrine release with tyramine injections; plasma volumes; resting plasma levels of chromogranin A (a marker of sympathetic nerve terminal release), endothelin, dihydroxyphenylglycol (DHPG, an intracellular metabolite of norepinephrine); and lymphocyte β2-adrenergic receptors. We then measured hemodynamic and neurohumoral responses to upright tilt. Astronauts were separated into two groups according to their ability to complete 10 min of upright tilt on landing day. Compared with astronauts who were not presyncopal on landing day, presyncopal astronauts had 1) significantly smaller pressor responses to phenylephrine both before and after flight; 2) significantly smaller baseline norepinephrine, but significantly greater DHPG levels, on landing day; 3) significantly greater norepinephrine release with tyramine on landing day; and 4) significantly smaller norepinephrine release, but significantly greater epinephrine and arginine vasopressin release, with upright tilt on landing day. These data suggest that the etiology of orthostatic hypotension and presyncope after spaceflight includes low α1-adrenergic receptor responsiveness before flight and a remodeling of the central nervous system during spaceflight such that sympathetic responses to baroreceptor input become impaired.

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Glaser-Opitz, Henrich, Ján Labun, Kristína Budajová, and Leonard Glaser-Opitz. "DESCENT TRAJECTORY MODELLING FOR THE LANDING SYSTEM PROTOTYPE." Transport 35, no. 2 (April 3, 2020): 133–42. http://dx.doi.org/10.3846/transport.2020.12231.

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This paper gives another view on a method used for aircraft approach and landing phase of flight that enables replacement of standard glideslope. Proposed Landing System is based on Terrain Reference Navigation (TRN) using own created terrain elevation database, based on Radar Altimeter (RA) measurements compared to the overflown terrain. Simulations were performed on a chosen airport (KSC – Košice Airport) and aircraft (Boeing 737-800), where descend procedures was designed based on real airline data in compliance with Initial 4D Trajectory (i4D). Descend trajectory was modelled with EUROCONTROL Base of Aircraft DAta (BADA) performance model as a Continuous Descent Approach (CDA) from proposed merging point to the KSC RunWaY (RWY) threshold. This method was proposed to enhance pilot situational awareness in situations when standard Instrument Landing System (ILS) information could be lost or misleading and without the need of any ground station for successful navigation and guidance to the RWY threshold. Landing System prototype flight test were performed on full mission flight simulator.

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Eiras, Alvaro E., and Paul C. Jepson. "Host location by Aedes aegypti (Diptera: Culicidae): a wind tunnel study of chemical cues." Bulletin of Entomological Research 81, no. 2 (June 1991): 151–60. http://dx.doi.org/10.1017/s0007485300051221.

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AbstractLactic acid, carbon dioxide and human sweat stimuli were presented singly and in combination to female Aedes aegypti (Linnaeus) within a wind-tunnel system. The take-off, flight, landing and probing responses of the mosquitoes were recorded using direct observation and video techniques. The analyses determined the nature of the response to different stimuli and the concentration ranges within which specific behaviours occurred. A threshold carbon dioxide concentration for taking-off of approximately 0.03% above ambient was detected. Lactic acid and human sweat samples did not elicit take-off when presented alone, however, when they were combined with elevated carbon dioxide, take-off rate was enhanced in most of the combinations tested. Flight activity was positively correlated with carbon dioxide level and some evidence for synergism with lactic acid was found within a narrow window of blend concentrations. The factors eliciting landing were more subtle. There was a positive correlation between landing rate and carbon dioxide concentration. At the lowest carbon dioxide concentration tested, landing occurred only in the presence of lactic acid. Within a window of low to intermediate concentrations, landing rate was enhanced by this combination. At the highest carbon dioxide concentration, landing was however inhibited by the presence of lactic acid. The sweat extract elicited landings in the absence of elevated carbon dioxide. This indicated the presence of chemical stimuli, other than lactic acid, active in the short range. Probing occurred only at low carbon dioxide concentrations and there was no probing when lactic acid alone was tested. There was however probing in the presence of combined stimuli, the level of response seemed to be positively correlated with the ratio of carbon dioxide and lactic acid concentrations.

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Yu, Jing Wei, Xiao Feng Liu, Hai Long Wang, and Yu Jian Wei. "Dynamic Characteristics of Aircraft Landing Gear." Applied Mechanics and Materials 543-547 (March 2014): 118–21. http://dx.doi.org/10.4028/www.scientific.net/amm.543-547.118.

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Aircraft landing gear can absorb the energy generated and consumed in aircraft landing, taxiing process, thus weakening the vibration of the aircraft, flight safety plays a vital role. This paper established a landing gear dynamics modeling, its mechanical analysis, and through trial and simulation of the dynamic characteristics of the landing gear were studied, with some practical significance.

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Gao, Zhen Xing, and Zheng Qiang Li. "Predictive Controller for Aircraft Landing under Wind Shear." Applied Mechanics and Materials 587-589 (July 2014): 2030–35. http://dx.doi.org/10.4028/www.scientific.net/amm.587-589.2030.

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Low altitude wind shear badly threatens aircrafts’ flight safety. Since flight states change rapidly during flying through wind shear, it is deficient to design an optimization controller by off-line analyse. A ring-vortex microburst wind shear model and B747 aircraft flight dynamics model were built. For glide slope tracking under wind shear, an off-line controller was designed by linear quadratic method. Furthermore, a model predictive controller with sequential optimization was designed. Simulation results show the on-line sequential optimization controller possess better tracking performance.

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Bykov, V. A., S. M. Velikovskiy, A. E. Parnenkov, and S. M. Shulgin. "Approach to forming of assessment of probability of making a landing of the unmanned aerial vehicle of helicopter type on the runway platform of the ship taking into account different operational modes." Radio industry (Russia) 31, no. 2 (July 7, 2021): 7–14. http://dx.doi.org/10.21778/2413-9599-2021-31-2-7-14.

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Problem statement. Now taking-off and landings of human powered helicopters to runway site of the ship, provides the Palubnik-1 complex interacting with other systems of the ship. At the same time creation of system of take off and landing of unmanned aerial vehicles of helicopter type should be made about use of regular aerotechnical means of the ship. In article proposed options of use of the automatic and automated landing system as for piloted, and unmanned aerial vehicles of helicopter type in different operational modes.Objective. To offer approach to forming of technique of assessment of probability of making a landing of the unmanned aerial vehicle of helicopter type depending on its technical appearance that will allow to lower development costs and carrying out natural tests.Results. On the basis of proposed options of ensuring landing the analysis of several appearances of unmanned aerial vehicles of helicopter type is carried out, some of their parameters are provided and also landing probability depending on the angle of rolling motion is evaluated.Practical implications. The offered approach allows to evaluate making a landing probability depending on the made technical solutions and also at set of enough statistical data to make adaptation of these decisions on other flight vehicles.

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Wicks, Frank. "A Model Mission." Mechanical Engineering 126, no. 12 (December 1, 2004): 44–46. http://dx.doi.org/10.1115/1.2004-dec-5.

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This article illustrates details of Maynard Hill, an experimenter, who sent a man in the air on a 600-pound flying machine. He continued to build models throughout high school, during his World War II Navy aviation service, and during his years at Penn State, where he received degrees in metallurgy in 1950 and 1951. Vacuum tube radio made flight control complicated. Hill said he struggled for two years before he achieved a marginally successful flight with a descending glider by means of stepping the rudder position. Hill's plan was to begin the flight under manual radio control, transfer to autopilot for the ocean portion, and then back to radio control for landing by another team waiting in Ireland. The autopilot weighed only a few ounces. It was developed by team member Joe Foster. A challenge was performing a smooth transition from manual to autonomous control and then back to manual for landing. The first attempted flight started successfully on radio control, but failed to stabilize when Joe Foster sent the radio signal to transfer control to autonomous flight. They suspected that the airplane was too far out of trim for the transition. He expertly transferred the airplane to his radio control, cut the engine, and guided it to a dead-stick landing near the monument that marks the 1919 landing spot of John Alcock and Arthur Brown.

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Zhou, Ji He. "Kinematical Analysis of Dismount of Double Salto Backwards Stretched with 2/1 Twists." Applied Mechanics and Materials 312 (February 2013): 210–14. http://dx.doi.org/10.4028/www.scientific.net/amm.312.210.

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The aim of this study was to revealed the top-notch gymnast Kai Zous dismount of double salto backwards stretched with 2/1 twist. The findings showed that (1) at flight phase, (a) kinematics parameters had slightly different at off-bar moment in 2011 and 2012, (b) flight posture fitted with gymnastic rules, (2) at landing phase, (a) the lower limbs of Kai Zou didnt stretch, it was unfavorable for the following buffering, (b) his hip joint angle was smaller and knee joint angle was larger after landing in 2012, and these were favorable for the finish of buffering element, it will increase the horizontal distance of C.G. and improve stability of landing, (c) mean hip joint angle was 117.9o at landing, the buffering time was 0.215s.

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Guo, An, Zhou Zhou, Xiaoping Zhu, and Fan Bai. "Aircraft Take-off and Landing Performance Calculation Method Based on Flight Simulation." Xibei Gongye Daxue Xuebao/Journal of Northwestern Polytechnical University 37, no. 3 (June 2019): 433–42. http://dx.doi.org/10.1051/jnwpu/20193730433.

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In order to comply with the existing standard requirements or specifications, a new computational method for aircraft take-off and landing performance, which deals with the characteristics of the high precision of parameters in the process of take-off and landing based on flight simulation technique. The simulation model for a twin-engine normal layout aircraft is constructed in detail, including nonlinear motion equation, aerodynamic, engine, landing gear and dynamical mass model. According to performance calculation standard and pilot control specification for different take-off modes and landing stages, the simulation process for one engine inoperative(OEI) take-off, angle of attack(AoA) hold take-off, standard take-off, reject take-off and landing are designed, and corresponding performance computer software is developed to achieve the goal of accuracy as well as full parameters calculation. Compared with the existing methods, the computational complexity of this method is increased, the process is detailed, the parameters are increased, and more influencing factors can be analyzed quantitatively. Results show that OEI take-off distance is the longest, standard take-off is suitable for light aircraft, angle of attack hold take-off is appropriate in plateau or limited thrust. Landing distance is related to glide angle. Therefore, light aircraft landing can reduce the approach speed and increase the glide angle.

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Liu, Mao Han, Chun Tao Li, and Yi Wang. "UAV Automatic Landing Control Law." Advanced Materials Research 383-390 (November 2011): 1452–57. http://dx.doi.org/10.4028/www.scientific.net/amr.383-390.1452.

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Landing is the most important stage of the Flight of UAV, the study of automatic landing of UAVs has important engineering significance. In this paper, the UAV landing trajectory is divided into approach phase, steep glide phase and flare phase; a cascade control structure controller of height tracking was applied and the landing control law was designed. The digital simulation was done in the MATLAB / simulink environment. The results of simulation indicated that UAV can track the designed landing trajectory very well under the control law of automatic landing and safe landing can be achieved.

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Suharevs, Artūrs, Pjotrs Trifonovs-Bogdanovs, Vladimirs Šestakovs, and Konstantin Mamay. "Dynamic Model of Aircraft Landing." Transport and Aerospace Engineering 3, no. 1 (December 1, 2016): 38–43. http://dx.doi.org/10.1515/tae-2016-0005.

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Abstract This manuscript presents a research method that will be used in the development process of avionics equipment. A special device predicting braking and take-off distances will help pilots and provide a complex increase of flight safety and decrease of some types of charges.

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Reising, John M., Kristen K. Liggett, Todd W. Kustra, Michael P. Snow, David C. Hartsock, and Timothy P. Barry. "Evaluation of Pathway Symbology Used to Land from Curved Approaches with Varying Visibility Conditions." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 42, no. 1 (October 1998): 1–5. http://dx.doi.org/10.1177/154193129804200102.

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Global Positioning System technology has the potential to revolutionize both commercial and military aircraft landing procedures. It will enable pilots to fly complex, curved approaches rather than the more simple straight-in approaches necessitated by the Instrument Landing System used at most large airports. To complement this technology, Head-Up Display pathway symbology was developed for use in the aircraft to help pilots stay on course during these complex landings. Thirteen Air Force pilots used this pathway symbology in a simulator to land under Visual Meteorological, Partial Instrument Meteorological and Full Instrument Meteorological visibility conditions. Deviations from commanded flight path, as well as lateral and longitudinal deviations from a desired runway touchdown point, were measured. Results indicated that landing performance was acceptable for all pilots and functionally equivalent in all weather conditions. Results of this study suggest that pathway symbology could provide the cues necessary to successfully fly complex, curved approaches to landing. In addition, the merits of using Equivalency Analysis, rather than traditional Analysis of Variance in testing for performance differences is discussed.

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Yanagihara, Masaaki, Masashi Shigemi, and Takanobu Suito. "Estimating Aerodynamic Characteristics of Automatic Landing Flight Experiment Vehicle Using Flight Data." Journal of Aircraft 36, no. 6 (November 1999): 926–33. http://dx.doi.org/10.2514/2.2553.

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Liu, Wei, Cheng Kun Liu, Da Min Zhuang, Zhong Qi Liu, and Xiu Gan Yuan. "Comparison of Expert and Novice Eye Movement Behaviors during Landing Flight." Advanced Materials Research 383-390 (November 2011): 2556–60. http://dx.doi.org/10.4028/www.scientific.net/amr.383-390.2556.

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Objective To study expert and novice eye movement pattern during simulated landing flight for providing references to evaluate flight performance and training of pilots. Methods The subjects were divided in to two group s of expert and novice according to their flight simulation experience. Eye movement data were recorded when they were performing landing task. Comparison of expert and novice flight performance data and eye movement data was made. Results It was found that the differences between expert and novice lay not only in flight performance but also in eye movement pattern. Performance of expert was better than novice. Expert had shorter fixation time, more fixation points, faster scan velocity, greater scan frequency and wider scan area than novice. It was also found that eye movement pattern of expert bring lower mental workload than novice. Conclusion Flight performance is related to eye movement pattern. Effective eye movement pattern is related to good flight performance. The analysis of eye movement indices can evaluate pilots’ flight performance and provide reference for flight training.

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Tang, Ke, Wei Wang, Yue Meng, and Mingyan Zhang. "Flight control and airwake suppression algorithm for carrier landing based on model predictive control." Transactions of the Institute of Measurement and Control 41, no. 8 (July 19, 2018): 2205–13. http://dx.doi.org/10.1177/0142331218780962.

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Carrier airwake will cause aircraft landing trajectory deviation from the reference glide path during the final precision approach and landing stage, hence exacerbating the operation load of pilots and increasing the risk of carrier landing. To address this issue, a flight control algorithm that employed state space model predictive control (MPC) to suppress the effect of airwake was presented for aircraft landing on the carrier in this article. The MPC controller was built on the basis of the small-disturbance motion equation of a carrier-based aircraft under the landing status. Meanwhile, in particular, the airwake model was introduced in MPC controller so that its influence could be mitigated promptly. The computer simulation experiments demonstrated that the proposed method could effectively reduce the trajectory deviation caused by airwake and improve the success rate of carrier landing.

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Radforth, M. A. "Military Flight Checking of Navigation and Landing Aids." Journal of Navigation 40, no. 1 (January 1987): 132–37. http://dx.doi.org/10.1017/s0373463300000357.

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Civil airways route structures are constructed around en-route and terminal navigation aids such as VOR, DME and ILS. Radio navaids do not always provide accurate information to aircraft and their performance can be seriously degraded by system drift, electronic interference and unrelated changes to the local environment such as man-made obstructions erected in the beam forming area. To ensure efficient and safe operation of air traffic control, ground-based aids must be commissioned and maintained to stringent specifications at all times. Consequently, regular airborne performance checks of all radio/radar navigation aids are essential, and since the most critical time of any flight is the approach and landing phase, the precision aids (PAR and ILS) are checked at regular intervals and with a greater positional accuracy than the general navigation aids.

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Lintern, Gavan, Stanley N. Roscoe, Jefferson M. Koonce, and Leon D. Segal. "Transfer of Landing Skills in Beginning Flight Training." Human Factors: The Journal of the Human Factors and Ergonomics Society 32, no. 3 (June 1990): 319–27. http://dx.doi.org/10.1177/001872089003200305.

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Berninger, D. J. "Flight safety performance of the microwave landing system." IEEE Aerospace and Electronic Systems Magazine 5, no. 5 (May 1990): 3–8. http://dx.doi.org/10.1109/62.54618.

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Journal articles on the topic 'Flight Landing'

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