Relevant bibliographies by topics / High altitude flying

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'High altitude flying'

Author: Grafiati
Published: 4 June 2021
Last updated: 7 February 2022

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Journal articles on the topic "High altitude flying"

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HIRAKI, Koju, Ryosuke TAKEI, and Reo MURAHASHI. "Kite-Flying in High Altitude." Proceedings of the International Conference on Motion and Vibration Control 2020.15 (2020): 10109. http://dx.doi.org/10.1299/jsmeintmovic.2020.15.10109.

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Yusoff, A. R., N. Darwin, Z. Majid, M. F. M. Ariff, and K. M. Idris. "COMPREHENSIVE ANALYSIS OF FLYING ALTITUDE FOR HIGH RESOLUTION SLOPE MAPPING USING UAV TECHNOLOGY." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLII-3/W4 (March 6, 2018): 583–89. http://dx.doi.org/10.5194/isprs-archives-xlii-3-w4-583-2018.

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<p><strong>Abstract.</strong> Unmanned Aerial Vehicle (UAV) is one of the geoinformation data acquisition technologies that popularly used for slope mapping. UAV is capable to produce high resolution imageries in a short period. In order to obtained suitable results in slope mapping, specific UAV mapping factors have to be followed and the selection of the optimum Ground Control Point (GCP) and the UAV flying altitude become the most important factors. This paper presents the production of high resolution slope map using UAV technology. The research involved with the following steps, (i) preparation of field work (i.e. determination of the number of GCPs and flying altitude) and the flight mission; (ii) processing and evaluating of UAV images, and (iii) production of slope map. The research was successfully conducted at Kulim, Kedah, Malaysia as the condition of slope in that area is prone to the landslide incidences. A micro rotary wing UAV system known as DJI Phantom 4 was used for collecting the high resolution images with various flying altitudes. Due to the un-accessibility of the slope area, all the GCPs are measured from the point cloud data that was acquired from the Pheonix AL-32 LiDAR system. The analysis shows that the coordinates (X, Y and Z) accuracy is influenced by the flying altitude. As the flying altitude increases, the coordinate’s accuracy also increased. Furthermore, the results also show that the coverage slope area and number of tie point increases when the flying altitude increases. This practical study contributed to the slope work activities where the specific requirements for flying altitudes have been clearly stated.</p>
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Melita, Carmelo Donato, Dario Calogero Guastella, Luciano Cantelli, Giuseppe Di Marco, Irene Minio, and Giovanni Muscato. "Low-Altitude Terrain-Following Flight Planning for Multirotors." Drones 4, no. 2 (June 25, 2020): 26. http://dx.doi.org/10.3390/drones4020026.

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Surveying with unmanned aerial vehicles flying close to the terrain is crucial for the collection of details that are not visible when flying at higher altitudes. This type of missions can be applied in several scenarios such as search and rescue, precision agriculture, and environmental monitoring, to name a few. We present a strategy for the generation of low-altitude trajectories for terrain following. The trajectory is generated taking into account the morphology of the area of interest, represented as a georeferenced Digital Surface Model (DSM), while ensuring a safe separation from any obstacle. The surface model of the scenario is created by using a UAV-based photogrammetry software, which processes the images acquired during a preliminary mission at high altitude. The solution was developed, tested, and verified both in simulation and in real scenarios with a multirotor equipped with low-cost sensing. The experimental results proved the validity of the generation of trajectories at altitudes lower than most of the works available in the literature. The images acquired during the low-altitude mission were processed to obtain a high-resolution reconstruction of the area as a representative application result.
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Alsahlani, Ahmad Abdulkarim, and Thurai Rahulan. "Aerofoil Design for Unmanned High-Altitude Aft-Swept Flying Wings." Journal of Aerospace Technology and Management 9, no. 3 (August 3, 2017): 335–45. http://dx.doi.org/10.5028/jatm.v9i3.838.

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Mingireanu, F. "HIGH ALTITUDE FLYING WING UAV FOR AUTOMATIC PAYLOAD RECOVERY AND HIGH ALTITUDE TESTS OF NOVEL PROPULSION UNITS." International Conference on Applied Mechanics and Mechanical Engineering 17, no. 17 (April 1, 2016): 1. http://dx.doi.org/10.21608/amme.2016.35173.

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Nazarali, Samir, Henry Liu, Maleeha Syed, Terry Wood, Samuel Asanad, Alfredo A. Sadun, and Rustum Karanjia. "Aircraft Cabin Pressurization and Concern for Non-Arteritic Anterior Ischemic Optic Neuropathy." Aerospace Medicine and Human Performance 91, no. 9 (September 1, 2020): 715–19. http://dx.doi.org/10.3357/amhp.5498.2020.

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BACKGROUND: Cabin pressurization is the process by which aircraft maintain a comfortable and safe environment for passengers flying at high altitudes. At high altitudes, most patients can tolerate changes in pressurization; however, passengers at high risk of hypoxia may experience ischemic events. The purpose of this study was to evaluate variations in pressurization of commercial aircraft at cruising altitude and describe its relevance in relation to patients with non-arteritic anterior ischemic optic neuropathy (NAION).METHODS: Altimeters were used to measure altitude and cabin altitude at cruising altitude aboard 113 commercial flights, including 53 narrow-body and 60 wide-body aircraft.RESULTS: Cabin altitude ranged from 4232 ft to 7956 ft at cruising altitudes ranging from 30,000 ft to 41,000 ft. The mean cabin altitude for all flights was 6309 876 ft. Narrow-body aircraft had a significantly higher mean cabin altitude (6739 829 ft) compared to wide-body aircraft (5929 733 ft). For all flights, the mean cruising altitude was 35,369 2881 ft with narrow-body aircraft cruising at a lower altitude of 34,238 2389 ft compared to wide-body aircraft at 36,369 2925 ft. Newer generation aircraft had a mean cabin altitude of 6066 837 ft, which was lower than the mean cabin altitude of older aircraft (6616 835 ft).DISCUSSION: Innovation in flight design has offered the ability for aircraft to fly at greater altitudes while maintaining lower cabin altitude. Those at high risk of hypoxia-induced complications may consider aircraft type when air travel is required.Nazarali S, Liu H, Syed M, Wood T, Asanad S, Sadun AA, Karanjia R. Aircraft cabin pressurization and concern for non-arteritic anterior ischemic optic neuropathy. Aerosp Med Hum Perform. 2020; 91(9):715719.
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Su, Li Chao, Zhen Xia Liu, and Ya Guo Lu. "Performance Research on the High-Altitude Valve of an Aero-Engine Ventilation System." Applied Mechanics and Materials 138-139 (November 2011): 540–47. http://dx.doi.org/10.4028/www.scientific.net/amm.138-139.540.

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For aero-engines, high-altitude valve is a key component, which is important to the high-altitude performance of ventilation system. However, theoretical researches or experimental tests of high-altitude valve are rare. To define whether the high-altitude valve can work normally during the whole flight envelope and to offer relational information for the improve design, this article focuses on the operation process and characteristic computation of high-altitude valve. Based on operational principle and structural analysis, using mechanics method, the high-altitude characteristic computation of high-altitude valve was done and the flight height where the valve closes was identified. In the same way, we analysed the static characteristic, getting the inner-cavity pressure in high-altitude flying state. Compared with the experimental results, the analytical methods and calculated values are validated to be accurate. The characteristic curves obtained can be directly used in the check and acceptance or further design of high-altitude valve.
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Xue, Fei, Gu Yunsong, Yuchao Wang, and Han Qin. "Research on control effectiveness of fluidic thrust vectoring." Science Progress 104, no. 1 (January 2021): 003685042199813. http://dx.doi.org/10.1177/0036850421998137.

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In view of the control effects of fluidic thrust vector technology for low-speed aircraft at high altitude/low density and low altitude/high density are studied. The S-A model of FLUENT software is used to simulate the flow field inside and outside the nozzle with variable control surface parameters, and the relationship between the area of control surface and the deflection effect of main flow at different altitudes is obtained. It is found that the fluidic thrust vectoring nozzle can effectively control the internal flow in the ground state and the high altitude/low density state. and the mainstream deflection angle can be continuously adjusted. The maximum deflection angle of the flow in the ground state is 21.86°, and the maximum deviation angle of the 20 km high altitude/low density state is 18.80°. The deflecting of the inner flow of the nozzle is beneficial to provide more lateral force and lateral torque for the aircraft. The high altitude/low density state is taken as an example. When the internal flow deflects 18.80°, the lateral force is 0.32 times the main thrust. For aircraft with high altitude and low density, sufficient lateral and lateral torque can make the flying aircraft more flexible, which can make up the shortcomings of the conventional rudder failure and even replace the conventional rudder surface.
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HORIGUCHI, Seiji, and Kinya OGAWA. "High altitude wind power generation system by means of a flying kite." Proceedings of the Symposium on Environmental Engineering 2004.14 (2004): 391–93. http://dx.doi.org/10.1299/jsmeenv.2004.14.391.

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Ceran, Elif Tugce, Tugce Erkilic, Elif Uysal-Biyikoglu, Tolga Girici, and Kemal Leblebicioglu. "Optimal energy allocation policies for a high altitude flying wireless access point." Transactions on Emerging Telecommunications Technologies 28, no. 4 (March 17, 2016): e3034. http://dx.doi.org/10.1002/ett.3034.

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Dissertations / Theses on the topic "High altitude flying"

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Kirby, Christopher E. "An Analysis of Helicopter Pilot Scan Techniques While Flying at Low Altitudes and High Speed." Thesis, Monterey, California. Naval Postgraduate School, 2012. http://hdl.handle.net/10945/17387.

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This study compared how non-experienced and experienced pilots reacted in terms of their scan patterns during a simulated high speed low level flight. The focus of this study was specifically on the flight regimes encountered by helicopter pilots. Information obtained from this research may aid training effectiveness specific to helicopter aviation. Methods There were 17 military officers, all active-duty Navy helicopter pilots, who all had different levels of flight experience based on their total flight times. Each pilot was asked to successfully fly and navigate a course through a simulated southern Californian desert in a fixed-based helicopter simulator modeled after the U.S. Navys MH-60S. The location of their scan was tracked by an eye-tracking system in order to determine scan rate and locations while they flew the course. All of the flight parameters, such as airspeed and altitude, were recorded by the simulators recording system. Results Analysis of the results obtained from the eye tracking system indicated a decreasing relationship between scan rate and pilot experience, indicating that the scan rate decreases as a pilot becomes more experienced. The analysis uses altitude variance as a measure of performance. Results indicate that higher scan rates correlate with higher degrees of variance in the altitude, indicating that a quicker scan does not necessarily result in better performance. The higher experienced pilots show a lower altitude variance overall (they were more consistent in maintaining a constant altitude above the ground), yet those pilots all exhibited slower scan rates. Discussion The integration of the eye tracking technology with a simulator representing an aircraft currently in service was a success. Although none of the null hypotheses presented were rejected, trends were evident in scan rates when compared with pilot experience. The relatively small sample size was identified as the major causal factor for the lack of significance.
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Kincová, Daniela. "Zavedení a provoz supersonického business jetu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232021.

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Tato práce se zabývá problematikou zavedení a provozu nadzvukových business jetů. V dnešní době se v civilní letecké přepravě, po ukončení provozu Concordu, žádná nadzvuková letadla nevyskytují. V dnešní době existuje mnoho projektů a organizací, které se zabývají znovuzavedením nadzvukových letounů do civilního letectví a soustředí se převážně na business jety. Hlavní otázkou je, zda je vůbec vhodné, či rozumné se k tomu typu dopravy znovu vracet. Existuje hodně problémů, které toto komplikují. Tyto letouny způsobují příliš velký hluk, mají obrovskou spotřebu paliva a musí řešit nadměrné emise, létají ve vysokých výškách ve kterých může docházet k problémům s přetlakováním kabiny, navigací, radioaktivním zářením apod. Navíc zákaz supersonických letů nad pevninou letové cesty omezuje a prodlužuje. Současně vznikající projekty navíc nedosahují tak velkého doletu jako klasické moderní bussjety, což způsobuje, že se nadzvukové business jety se na delších tratích stávají neefektivní. I přes tyto problémy, je víceméně jisté, že k zavedení nadzvukových business jetů dojde během následujících 10 - 15 let, i kdyby to měla být jen otázka jisté prestiže velmi bohatých lidí.
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Wu, Nelson, and 吳乃燊. "High Altitude Flying Objects Detection and Tracking." Thesis, 2003. http://ndltd.ncl.edu.tw/handle/68884818847267256471.

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碩士
國立中央大學
資訊工程研究所
91
Recently, abundant researches relating to unsupervised surveillance systems have been presented which can be applied to security systems and traffic control systems. The composing elements and procedures of these systems are different due to the differences in monitoring environments and application purposes. However, the ultimate consideration is the successful detection and tracking of targets. In most intelligent surveillance systems, the targets that they handle are mainly pedestrians walking and vehicles driving in the ground. In this thesis, we plan to extend the system further to the sky to strengthen the air defense systems by developing a high altitude flying object detection and tracking system. In the proposed system, we firstly detect whether flying objects appear in the surveillance field according to the intensity difference of the pixels in contiguous frames. In this step, some processes need to be performed to remove noises caused by lighting variations or other accidental events. Then, watershed transformation is adopted to segment target images. Next, useful information of targets are extracted from the segmented areas where the targets locate. In the tracking phase, Kalman filter is first employed to predict the possible locations of targets. Then, watershed transformation is applied to the predicting positions to segment the regions. Precise target information can be extracted from the segmented images. Perform the steps repeatedly, we can accomplish the goal of continuous tracking. Experiments were conducted on several image sequences with small targets (aircrafts). Experimental results reveal the feasibility and validity of our proposed system in detecting and tracking high-altitude aircrafts.
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LEE, HOW-WEI, and 李浩維. "Balance Control for Quadrotor UAVs Flying through High and Low Drops at Low-altitude via Fuzzy Backstepping Control." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/5wbf87.

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Books on the topic "High altitude flying"

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Reynolds, Don R., and Jason W. Chapman. Long-range migration and orientation behavior. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780198797500.003.0007.

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The dramatic long-distance flights of butterflies and other large insects, occurring near the ground, have long been regarded as migratory. In contrast, high-altitude wind-borne movements of small insects have often been viewed differently, as uncontrolled or even accidental displacements. This chapter shows how an individual-based behavioral definition provides a unifying framework for these, and other modes of migration in insects and other terrestrial arthropods, and how it can distinguish migration from other types of movement. The chapter highlights some remarkable behavioral phenomena revealed by radar, including sophisticated flight orientations shown by high-flying migrants. Migration behavior is always supported by a suite of morphological, physiological and life-history traits—together forming a ‘migration syndrome’, itself one interacting component of a ‘migration system’. These traits steer the migrants along a ‘population pathway’ through space and time, while natural selection acts contemporaneously, continually modifying behavior and other aspects of the syndrome.
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Martin, Graham R. Birds’ Eye Views. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780199694532.003.0001.

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From views taken at high altitudes, to the videos recorded by cameras mounted on a flying eagle, so-called birds’ eye views are commonplace. But are they really what a bird sees? What really is a bird’s world? The Greek philosopher Epicurus argued that each animal experiences a different world, leading him to question the basis of human reality; in turn this led to Scepticism and the scientific method. Modern techniques of sensory ecology applied to birds show how correct Epicurus was. Sensory information in birds is uniquely and finely tuned to the ecology and behaviours of each species. Different sensory information is tradedoff, and specific knowledge of places and situations are necessary to cope with natural conditions when environmental information is sparse or lacking. The worlds in which birds live are as diverse as their species and are essential to their description and to our understanding of their behaviours.
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Book chapters on the topic "High altitude flying"

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McCracken, Gary F., Ya-Fu Lee, Erin H. Gillam, Winifred Frick, and Jennifer Krauel. "Bats Flying at High Altitudes." In 50 Years of Bat Research, 189–205. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-54727-1_12.

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Scott, Graham R., and Neal J. Dawson. "Flying High: The Unique Physiology of Birds that Fly at High Altitudes." In The Biology of the Avian Respiratory System, 113–28. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-44153-5_4.

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Lumb, Andrew B. "High altitude and flying." In Nunn's Applied Respiratory Physiology, 279–92. Elsevier, 2010. http://dx.doi.org/10.1016/b978-0-7020-2996-7.00017-9.

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Lumb, Andrew B. "High Altitude and Flying." In Nunn's Applied Respiratory Physiology, 245–58. Elsevier, 2017. http://dx.doi.org/10.1016/b978-0-7020-6294-0.00015-0.

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Robinson, Terry, and Jane Scullion. "Flying, altitude, and diving." In Oxford Handbook of Respiratory Nursing, 593–608. Oxford University Press, 2021. http://dx.doi.org/10.1093/med/9780198831815.003.0028.

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Up to an altitude of approximately 30,000 feet, the composition of the gas in the air we breathe remains almost constant. Atmospheric pressure decreases exponentially with altitude. This means that although the gas composition at high altitude remains the same, the air is less dense, resulting in less available oxygen for gaseous exchange. Hypobaric hypoxia therefore develops as a result of low atmospheric atmosphere. This chapter discusses the effects of flying, high altitudes, and diving on respiration. It starts by describing atmospheric pressure and altitude, the then-acute mountain sickness (AMS) and its management. Flying with lung disease is covered, alongside fitness to fly, the use of in-flight oxygen, and general precautions to take. Diving, diving-related illnesses, and practising the sport with pre-existing lung conditions are also included.
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Robinson, Chapman. "Extreme environments—flying, altitude, diving." In Oxford Handbook of Respiratory Medicine, edited by Stephen J. Chapman, Grace V. Robinson, Rahul Shrimanker, Chris D. Turnbull, and John M. Wrightson, 297–304. Oxford University Press, 2021. http://dx.doi.org/10.1093/med/9780198837114.003.0028.

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Flying presents potential physiological challenges: modest hypoxia, gas expansion/ contraction with ascent/ descent, recirculation of air with increased risk of air-borne infection. Hypoxia of high altitude may lead to high altitude illness, comprising acute mountain sickness, which is generally minor and self-limiting, and high altitude pulmonary or cerebral oedema, which are serious and even life threatening. Increased recreational diving has raised the awareness of respiratory problems at depth. These can essentially be divided into five: barotrauma, e.g. ruptured bullae and pneumothorax, worsening of pre-existing disorder whilst at depth, e.g. asthma, nitrogen gas evolved from solution in body fluids (the ‘bends’), breath-hold diving and ascent hypoxia, pulmonary oedema.
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Brody, David L. "When Is It Safe to Fly or Travel to High Altitude?" In Concussion Care Manual, edited by David L. Brody, 175. Oxford University Press, 2019. http://dx.doi.org/10.1093/med/9780190054793.003.0031.

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Most commercial airplanes are pressurized to the equivalent of about 7000 to 8000 feet. U.S. Air Force researchers have shown that uninjured people experience very little change in cognitive function or symptoms at this altitude, but that this is not the case after concussion. Symptoms and deficits that had resolved can come back at altitude, most notably headaches, slowing of cognitive performance, and impaired balance. Inform the patient and family about this risk and then let them make their own decisions about whether it is worth it. No evidence of permanent harm from flying or traveling to moderate altitude in concussion patients exists, but it has not been carefully studied.
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Brody, David L. "When Is It Safe to Fly or Travel to High Altitude?" In Concussion Care Manual, 121–22. Oxford University Press, 2014. http://dx.doi.org/10.1093/med/9780199383863.003.0030.

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Most commercial airplanes are pressurized to the equivalent of about 7,000–8,000 feet. United States Air Force researchers have shown that uninjured people have very little change in cognitive function or symptoms at this altitude, but that this is not the case after concussion. Symptoms and deficits that had resolved can come back at altitude, most notably headaches, slowing of cognitive performance, and impaired balance. Inform the patient and family about this risk and then let them make their own decisions about whether it is worth it. There is no evidence of permanent harm from flying or traveling to moderate altitude in concussion patients, but it has not been carefully studied.
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Lynch, David K., and Kenneth Sassen. "Subvisual Cirrus." In Cirrus. Oxford University Press, 2002. http://dx.doi.org/10.1093/oso/9780195130720.003.0016.

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Starting during World War II, pilots flying high over the tropics reported “a thin layer of cirrus 500ft above us”. Yet as they ascended, they still observed more thin cirrus above them, leading to the colloquialism “cirrus evadus.” With the coming of lidar in the early 1960s, rumors and unqualified reports of subvisual cirrus were replaced with validated detections, in situ sampling, and the first systematic studies (Uthe 1977; Barnes 1980, 1982). Heymsfield (1986) described observations over Kwajalein Atoll in the western tropical Pacific Ocean, where pilots and lidars could clearly see the cloud but DMSP (U.S. Defense Meteorological Satellite Program) radiance measurements and ground observers could not. The term “subvisual” is a relatively recent appellation. Prior terminology included cirrus haze, semitransparent cirrus, subvisible cirrus veils, low density clouds, fields of ice aerosols, cirrus, anvil cirrus, and high altitude tropical (HAT) cirrus. Subvisual cirrus clouds (SVC) are widespread (Winker and Trepte 1998; see chapter 12, this volume) and virtually undetectable with existing passive sensors. Orbiting solar limb occupation systems such as the Stratospheric Aerosol and Gas Experiment (SAGE) can detect these clouds, but only by looking at them horizontally where the optical depths are significant. SVC appear to affect climate primarily by heating the planet, though to what extent this may happen is unknown. Much of what we know is based on work by Heymsfield (1986), Platt et al. (1987), Sassen et al. (1989, 1992), Flatau et al. (1990), Liou et al. (1990), Hutchinson et al. (1991, 1993), Dalcher (1992), Sassen and Cho (1992), Takano et al. (1992), Lynch (1993), Schmidt et al. (1993), Schmidt and Lynch (1995), and Winker and Trepte (1998). SVC are defined as any high clouds composed primarily of ice (WMO 1975) and whose vertical visible optical depth is 0.03 or less (Sassen and Cho 1992). Such clouds are usually found near the tropopause and are less than about 1 km thick vertically. SVC do not appear to be fundamentally different from ordinary, optically thicker cirrus. They do, however, differ from average cirrus by being colder (-50-90°C), thinner (<0.03 optical depths at 0.694 μm), and having smaller particles (typically about <50μm diameter).
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Conference papers on the topic "High altitude flying"

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Krieg, Emma, Emma Lenz, James Flaten, Jordan Bartlett, and Ryan Bowers. "Flying “Mock CubeSats” on Stratospheric Balloon Missions." In 2019 Academic High Altitude Conference. Iowa State University Digital Press, 2020. http://dx.doi.org/10.31274/ahac.240.

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Komerath, Narayanan, Shravan Hariharan, Dhwanil Shukla, Sahaj Patel, Vishnu Rajendran, and Emily Hale. "The Flying Carpet: Aerodynamic High-Altitude Solar Reflector Design Study." In AeroTech Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2017. http://dx.doi.org/10.4271/2017-01-2026.

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Xu, Liang, and Yuanli Cai. "High altitude aero-optic imaging deviation prediction for a hypersonic flying vehicle." In 2011 IEEE International Conference on Imaging Systems and Techniques (IST). IEEE, 2011. http://dx.doi.org/10.1109/ist.2011.5962219.

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Imura, Tadatsugu, Masaki Fuchiwaki, and Kazuhiro Tanaka. "Control of Flight Altitude of a Small Flapping Robot by Wing Flapping Frequencies." In ASME-JSME-KSME 2011 Joint Fluids Engineering Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/ajk2011-15032.

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The purpose of this paper is clarifying the effect of wing motion for the flight of small flying robot without having tail wing. Specifically, we measured the body angle and flight velocity of flying small flying robot at different flapping frequency in range from 7.5 [Hz] to 10.5 [Hz], and clarified the effect of body angle for flight velocity in flights as flapping frequency changes. The small flying robot has large body angle in flight at high flapping frequency. The spatial vertical velocity increases because the body angle increases linearly despite of little change of flight velocity from viewpoint of robot as increasing flapping frequency. Moreover, for this flying robot, flying at larger body angle than body angle of 16 [deg.] is necessary condition for increasing spatial vertical velocity as flapping frequency changes. It indicates that the flight altitude of micro flapping robot is controllable by its flapping frequency.
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Alsahlani, A. A., L. J. Johnston, and P. A. Atcliffe. "Design of a high altitude long endurance flying-wing solar-powered unmanned air vehicle." In Progress in Flight Physics, edited by D. Knight, Y. Bondar, I. Lipatov, and P. Reijasse. Les Ulis, France: EDP Sciences, 2017. http://dx.doi.org/10.1051/eucass/201609003.

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Rodgers, C. "High Pressure Ratio Intercooled Turboprop Study." In ASME 1992 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1992. http://dx.doi.org/10.1115/92-gt-405.

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High altitude long endurance unmanned aircraft impose unique contraints on candidate engine propulsion systems and types. Piston, rotary and gas turbine engines have been proposed for such special applications. Of prime importance is the requirement for maximum thermal efficiency (minimum specific fuel consumption) with minimum waste heat rejection. Engine weight, although secondary to fuel economy, must be evaluated when comparing various engine candidates. Weight can be minimized by either high degrees of turbocharging with the piston and rotary engines, or by the high power density capabilities of the gas turbine. The design characteristics and features of a conceptual high pressure ratio intercooled turboprop are discussed. The intended application would be for long endurance aircraft flying at an altitude of 60,000 ft. (18,300 m). It is estimated that such a turboprop would be capable of thermal efficiencies exceeding 40% with current state-of-the-art component efficiency levels and an overall compressor pressure ratio of 66.0. Projected Power (at altitude) to weight ratio is comparable to that of competitive piston and rotary engines.
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Temel, Samil, and Ilker Bekmezci. "On the performance of Flying Ad Hoc Networks (FANETs) utilizing near space high altitude platforms (HAPs)." In 2013 6th International Conference on Recent Advances in Space Technologies (RAST). IEEE, 2013. http://dx.doi.org/10.1109/rast.2013.6581252.

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Dong-Hoon Choi, Tae-Sik Kang, and Tae-Gun Jeong. "An optimum design of the subambient pressure shaped rail slider on flying characteristics considering the high altitude condition." In IEEE International Magnetics Conference. IEEE, 1999. http://dx.doi.org/10.1109/intmag.1999.837592.

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Jurak, Tomas, Josef Bajer, Adolf Jilek, Martin Bares, Karel Silinger, and Tomas Sedlacek. "Pros and Cons Analysis of a Flying-wing and a Canard Conceptions for a Special Purpose UAV in High Altitude." In 2019 4th Technology Innovation Management and Engineering Science International Conference (TIMES-iCON). IEEE, 2019. http://dx.doi.org/10.1109/times-icon47539.2019.9024504.

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Shan, Peng, Yicheng Zhou, and Dexuan Zhu. "Mathematical Model of Two-Stage Turbocharging Gasoline Engine Propeller Propulsion System and Analysis of Its Flying Characteristic." In ASME Turbo Expo 2014: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/gt2014-25193.

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A flying characteristic simulation method is studied for two-stage turbocharging Compression Ignition engine propeller propulsion system, intended for medium/high altitude low-speed long-endurance multi-role UAV systems at 10 ∼ 20 kilometers high, with cruising speed 100 ∼ 250 km/h. Introducing the simulation method for gas turbine engine with component models, based upon component maps or algebraic equations, this method solves joint-working equations of the propulsion system by Newton iteration method to obtain cooperation points of the system. A full-power holding requirement and turbocharger-engine collaboration condition are stated. The regulating rules in both full-power holding mode and power lapse mode are analyzed. The influences of regulating rules on turbocharger operating lines are placed. Finally, the altitude-velocity characteristics of the propulsion system and components are investigated. The research shows three results. This method converges rapidly that usually it needs only 5–6 iterations to obtain one operating point. The regulation scheme of two gas-bypass valves can not only meet the design objectives, but also allow an effective adjusting to the operating points of the turbochargers. This method can be extended conveniently to the simulations of more complex multi-stage turbocharging systems.
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Reports on the topic "High altitude flying"

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Zhang, Yangjun. Unsettled Topics Concerning Flying Cars for Urban Air Mobility. SAE International, May 2021. http://dx.doi.org/10.4271/epr2021011.

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Flying cars—as a new type of vehicle for urban air mobility (UAM)—have become an important development trend for the transborder integration of automotive and aeronautical technologies and industries. This article introduces the 100-year history of flying cars, examines the current research status for UAM air buses and air taxis, and discusses the future development trend of intelligent transportation and air-to-land amphibious vehicles. Unsettled Topics Concerning Flying Cars for Urban Air Mobility identifies the major bottlenecks and impediments confronting the development of flying cars, such as high power density electric propulsion, high lift-to-drag ratio and lightweight body structures, and low-altitude intelligent flight. Furthermore, it proposes three phased goals and visions for the development of flying cars in China, suggesting the development of a flying vehicle technology innovation system that integrates automotive and aeronautic industries.
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