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The vertical deviation is one of the important stages in commercial aircraft flights because indications of malfunction can be detected faster by the pilot rather than in other flight phases. The purpose of this study is to investigate whether the PK-LQP airplane experienced unusual altitude movements during the vertical deviation phase since the airplane taking off from Seattle (Boeing Manufacture's home base) until the airplane crash. The airplane, which is of the type B737 MAX8, had operated for 83 days, during which it completed 438 flights using a total of 107 flight codes, and it travelled to 36 airports. According to the findings of an investigation of the data, we found that only 69 (39%) were included in tier 1, which had an ADS-B data update interval message below 10 seconds, complying with ICAO and FAA-AVN standards. With this class 1 and tier 1 dataset, we conducted an EDA to find the data insight, which revealed that there was a disturbance in the speed and altitude indications on the airplane instrumentation, causing a misperception for the pilot and causing the airplane to drastically drop in altitude (more than 100 feet). [ABSTRACT FROM AUTHOR]

Purpose: Unmanned aerial vehicles (UAV) with remote and/or automated flight and mission controls have replaced airplanes with pilots in many important roles. This study aims to deal with computational fluid dynamics (CFD) analysis and development of the aerodynamic configuration of a multi-purpose UAV for low and medium altitudes. The main aerodynamic requirement was the application of the tandem wing (TW) concept, where both wings generate a positive lift and act as primary lifting devices. Design/methodology/approach: Initial design analyses of the UAV's aerodynamic configuration were performed using ANSYS Fluent. In previous work in Fluent, the authors established a calculation model that has been verified by experiments and, with minor adjustments, could be applied for subsonic, transonic and supersonic flow analyses. Findings: The design evolved through eight development configurations, where the latest V8 satisfied all the posted longitudinal aerodynamic requirements. Both wings generate a substantial amount of positive lift, whereas the initial stall occurs first on the front wing, generating a natural nose-down stall recovery tendency. In the cruising flight regime, this configuration has the desired range of longitudinal static stability and its centre of pressure is in close proximity to the centre of gravity. Practical implications: The intermediate development version V8 with proper longitudinal aerodynamic characteristics presents a good starting point for future development steps that will involve the optimization of lateral-directional aerodynamics. Originality/value: Using contemporary CFD tools, a novel and original TW aerodynamic configuration have evolved within eight development stages, not being based on or derived from any existing designs. [ABSTRACT FROM AUTHOR]

We study a strong clear air turbulence (CAT) event experienced by the German High‐Altitude Long‐Range research aircraft (HALO) during the Southern Hemisphere Transport, Dynamics, and Chemistry campaign. HALO encountered CAT leeward of the southern Andes Mountains, where tropospheric airflow favored vertically propagating mountain waves that were refracted southeastward into the core of tropopause jet. Turbulence is quantified using spectral quantities and structure functions computed from in situ 100 Hz flight level data. The detected CAT region exhibits strong patchiness, characterized by separated bursts in turbulent kinetic energy and energy dissipation rate. The high resolution in situ observations reveal different turbulent scaling within each patch, in both spectra and structure functions, and following Monin and Yaglom's conversion law. One patch follows power laws with exponents −1.71 ± 0.06, −1.771 ± 0.006, and −1.56 ± 0.05 for the velocity components w, v, and u, respectively, while another patch has exponents −2.17 ± 0.12, −2.50 ± 0.08, and −1.92 ± 0.09. These patches are mediated by a third patch with less clear scaling. While the patches can deviate from Kolmogorov scaling due to the anisotropy of the airflow, they still display evidence of CAT with enhanced energy dissipation rates. Plain Language Summary: Clear air turbulence (CAT) is a common phenomenon in upper layers of the atmosphere, often triggered by the instability of internal gravity waves or by strong wind shear. CAT can be disruptive for airplanes and uncomfortable for pilots and passengers. Nevertheless, the relationship between CAT formation and the resulting strength of bumpiness experienced by an aircraft is not fully understood. Most of these turbulent regions are patchy and exhibit sudden inhomogeneous bursts of velocity and temperature variations. However, CAT is often quantified using spectral quantities assuming isotropic and homogeneous turbulence. Here, we present a case study of a CAT event observed in the lowermost stratosphere during a research flight in the lee of the Andes Mountains near the Drake Passage in South America. The unique 100 Hz high resolution in situ observations allow the study of individual patches within the turbulent event. Their statistical properties can deviate significantly from those of homogeneous and isotropic turbulence, indicating thermal stratification as an important parameter determining the spectral response. Key Points: Moderate‐to‐severe clear air turbulence (CAT) over the Southern Andes is analyzed using 100 Hz in situ data obtained during a flight of the Southern Hemisphere Transport, Dynamics, and Chemistry campaignVertical propagation of mountain waves in the lee of the Southern Andes is recognized as the main source for the turbulence observedAnisotropy due to thermal stratification results in turbulent patches within the CAT region with non‐Kolmogorov turbulence scaling [ABSTRACT FROM AUTHOR]

BACKGROUND: Vestibular illusions (spatial disorientation, or SD) can occur in flight when the pilot misperceives airplane movements or accelerations. These illusions can lead to inappropriate control actions (or failures to act), and subsequently a safety event (airplane upset or accident). While there is a well-established record of vestibular illusions leading to safety events in military jets (e.g., Stott, 2013), there was a common belief that these illusions do not afflict pilots of slower and less-maneuverable large commercial transports. However, we believe there is strong evidence that these vestibular illusions occur in transport airplanes, as well, and that these events and their causes need to be better understood. OVERVIEW: A review of transport airplane accidents and incidents identified, on average, about one SD-related safety event per year for the last 20 years (Mumaw et al., 2015). These safety events were responsible for 1126 fatalities. This review of 20 transport airplane safety events suggests that 11 of the 20 events were likely the result of a somatogravic illusion. Nine of those 11 somatogravic events resulted in an airplane crash and fatalities; these events produced 512 fatalities. Seven of these 11 somatogravic events were preceded by a go-around maneuver. This paper will describe those events to understand the factors that may contribute to the onset of the somatogravic illusion. DISCUSSION: Reduced go-around thrust was considered as a potential mitigation for reducing somatogravic-related events. Other factors that might make this illusion more likely, according to existing vestibular models, are vertical acceleration, longitudinal acceleration, and perhaps pitch rate and maximum pitch angle. In this presentation, I will review the "somatogravic" accidents and incidents to determine whether these flight parameters were outside the expected range of a large set of "normal" go-arounds (go-arounds with no safety event). Further, I will discuss other forms of vestibular illusions in commercial transports. Analysis of the events that did not appear to be the result of a somatogravic illusion suggested two other vestibular illusions that might play a role in transport airplane accidents: the somatogyral illusion and the sub-threshold roll illusion. I will also provide examples of these events. Learning Objectives 1. The audience will learn about the influence of vestibular illusions on safety events in large commercial transport airplanes. 2. The audience will learn how well these vestibular illusions are linked to the characteristics of the go-around maneuver. [ABSTRACT FROM AUTHOR]

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This work uses new materialist perspectives (Barad 2007; Lenz Taguchi 2014; Rautio in Children's Geographies, 11(4), 394–408, 2013) to examine an exploration of concepts as agents and the question how intra-action of human and non-human bodies lead to the investigation of scientific concepts, relying on an article by de Freitas and Palmer (Cultural Studies of Science Education, 11(4), 1201–1222, 2016). Through an analysis of video stills of a case study, a focus on classroom assemblages shows how the intra-actions of human and non-human bodies (one 5-year-old boy, a piece of paper that becomes a paper plane and the concepts of force and flight) lead to an intertwining and intersecting of play, learning, and becoming. Video recordings were used to qualitatively analyze three questions, which emerged through and resulted from the intra-action of researcher and data. This paper aims at addressing a prevalent gap in the research literature on science learning from a materialist view. Findings of the analysis show that human and non-human bodies together become through and for another to jointly and agentically intra-act in exploring and learning about science. Implications for learning and teaching science are that teachers could attempt to focus on setting up the learning environment differently, so that children have time and access to materials that matter to them and that, as "Hultman (2011) claims [...] 'whisper, answer, demand and offer'" (Areljung forthcoming, p. 77) themselves to children in the learning and teaching environment. [ABSTRACT FROM AUTHOR]

Updates to the military rotorcraft handling qualities specification are currently being considered that address the highspeed flight regime envisioned for the Future Vertical Lift platform of the U.S. Army. A team that features industry and academia has developed and evaluated a set of mission task elements (MTEs) that are defined to address vertical takeoff and landing (VTOL) high-speed handling qualities. Following the mission-oriented approach upon which ADS-33E-PRF is based, the MTEs were designed to meet different levels of precision and aggressiveness. Tracking MTEs based on a sum-of-sines (SOS) command signal were defined for precision, aggressive, and precision, nonaggressive applications. The command signals were derived from fixed-wing analogs that have long been used to evaluate aircraft handling qualities. While the precision, aggressive SOS tracking tasks, the primary subject of this paper, are surrogates for air-to-air tracking and nap-of-the-earth tracking, the known forcing function allows for complete open- and closed-loop pilot--vehicle system identification. The MTE objectives, descriptions, and performance criteria were assessed and refined via several checkout piloted simulation sessions. Formal evaluations were then conducted by Army test pilots at four simulator facilities, each featuring a unique high-speed platform including a generic winged-compound helicopter, two tiltrotor configurations, and a compound helicopter with coaxial rotors. To aid in theMTE evaluation process, baseline VTOL configurations were varied to achieve different handling qualities levels. Quantitative measures based on task performance and qualitative measures based on pilot ratings, comments, and debrief questionnaires were used to assess MTE effectiveness. The piloted simulation results demonstrated that the SOS tracking MTEs provided an effective means to discern precision, aggressive handling qualities in high-speed flight. [ABSTRACT FROM AUTHOR]

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Flight training is a complex and responsible training process for pilot and requires experienced specialists, good organization and quality control of flight activity. Its main purpose is to create highly qualified personnel with long-term professional skills in the techniques of piloting, aircraft flying and the combat use of aircraft. Assessment is an important part of the training process for young cadets. It determines the extent to which trainees have been able to perceive, learn and comprehend their new flying activity and their ability to apply the acquired knowledge in tense conditions. Assessment is directly related to the quality of the flight training, and the it should show the trainees the mistakes they have made and encourage them to upgrade their knowledge and skills. The trainees should be well versed in the assessment methodology and understand its purpose, otherwise the grades obtained will not be an indicator of their ability. [ABSTRACT FROM AUTHOR]

Copyright of Electronics & Control Systems is the property of National Aviation University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Purpose This paper aims to present the analysis of introduction of single engine turbo-prop aeroplane class in terms of certification specifications and flight crew licensing regulations.Design/methodology/approach Following the results of flight testing and additional performance and sizing calculations, the proposed class was placed among the existing aeroplane taxonomy in terms of performance, flight loads, mass penalty, fuel economy and several other factors. Concerning small air transport initiative, the new class was tried to be placed as a starting point in commercial pilot career.Findings The paper points the potential market for single engine turbopropeller aeroplanes and lists today obstacles in wider introduction. Therefore, remarks about required change of regulations and requirements for design process, as well as for crew licensing, are underlined.Practical implications The results of the study would be helpful in preliminary design of a new low-power turboprop aeroplane, as well as during tailoring the certification specifications.Originality/value The approach presented in this paper is a detailed extension of an original idea presented by author for the first time during Clean Sky/small air transport workshop. [ABSTRACT FROM AUTHOR]

Copyright of Electronics & Control Systems is the property of National Aviation University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Electronics & Control Systems is the property of National Aviation University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)