Browse Topic: Thrust reversers

Items (122)

Custom Flexible Shafts

TBMG-3336212/1/2018

S.S. White Technologies St. Petersburg, FL 727-626-2800

Tech Briefs: October 2018

18AERP1010/1/2018

Detecting Drones with Doppler-Based Radar Digital Transformation for a Connected Enterprise Using Electromagnetic Brakes to Keep Thrust Reversers in Place Thermostatic Solutions for Temperature Control Applications Bringing RF into the Embedded World: It's Time Compact Power Amplifier Solution for Electronic Warfare Burner Rig Testing of A500® C/SiC Test method simulates, in a laboratory environment, the service conditions ceramic-matrix composite material would experience in turbine engine exhaust applications. Space Debris Orbit and Attitude Prediction for Enhanced and Efficient Space Situational Awareness Developing accurate models to predict the behavior of manmade debris in space could be the key to preventing collisions with satellites. Maintaining Enterprise Resiliency Via Kaleidoscopic Adaption and Transformation of Software Services (MEERKATS) Implementing new technologies to create a more resilient, secure cloud computing environment. Fundamental Aspects of Single Molecule and Zeptomole Electroanalysis Using the principles of electro-analytical chemistry to detect target molecules at very low concentration with high specificity, simplicity, and low power.

Using Electromagnetic Brakes to Keep Thrust Reversers IN PLACE

TBMG-3301810/1/2018

Applying reverse thrust redirecting engine power to oppose the direction of travel is a standard technique for decelerating aircraft after touchdown. The approach saves wear on the brakes of the landing gear wheels and reduces stopping distance. Although accidental deployment of the thrust reverser cowl could and did happen, it was assumed for decades that this would only present a hazard in the moments around takeoff and landing. With changes to engine design and aircraft aerodynamics, this assumption no longer held, as demonstrated by the catastrophic loss of Lauda Air Flight 004.

Guidelines for Time-Limited-Dispatch (TLD) Analysis for Electronic Engine Control Systems

ARP5107C (Current)9/4/2018

This SAE Aerospace Recommended Practice (ARP) provides methodologies and approaches which have been used for conducting and documenting the analyses associated with the application of Time Limited Dispatch (TLD) to the thrust control reliability of Full Authority Digital Engine Control (FADEC) systems. The TLD concept is one wherein a fault-tolerant system is allowed to operate for a predetermined length of time with faults present in the redundant elements of the system, before repairs are required. This document includes the background of the development of TLD, the structure of TLD that was developed and implemented on present generation commercial transports, and the analysis methods used to validate the application of TLD on present day FADEC equipped aircraft. Although this document is specific to TLD analyses (for FADEC systems) of the loss of thrust control, the techniques and processes discussed in this document are considered applicable to other FADEC system failure effects or other systems, such as: thrust reverser, and propeller control systems, and overspeed protection systems.

E-36 Electronic Engine Controls Committee

AIR6064 (Current)5/7/2018

Propulsion measurements and thrust methods presented in the current published versions of AIR1703 and AIR5450 place a primary focus on the engine reactionary force (thrust) acting to propel an aircraft in the forward direction. In contrast, this document addresses the use of the engine reactionary force in the opposite direction (reverse thrust) to supplement aircraft deceleration. This document’s application spans commercial and military transport turbofan engine applications for various engine and reverse thrust configurations. The discussion and examples primarily focus on separate flow exhaust turbofan engines. Piston and turboprop variable-pitch propeller blade applications are not covered. Although reverse thrust has been utilized for in-flight deceleration, primarily for short takeoff and landing aircraft and military fighter applications, this application of reverse thrust is only covered in a cursory manner.

E-33 In Flight Propulsion Measurement Committee

Simulation-Driven Methodology for the Requirements Verification and Safety Assessment of Innovative Flight Control Systems

2015-01-24789/15/2015

The paradigm shift to focus on an enhancement of existing aircraft systems raises the question which of the many possible incremental improvements results in an advantageous solution still considering all existing requirements. Hence, new methodologies for aircraft system design are a prerequisite to cope with such huge and complex design spaces. In the case of flight control system optimization, major design variables are the control surface configuration and actuation as well as their functional allocation. Possible architecture topologies have to be verified inter alia with respect to system safety requirements. In this context, flight dynamic characteristics and handling qualities of the fully operational as well as of several degraded system states of each topology have to be evaluated and checked against common specifications. A model-based verification of the requirements is favorable, resulting in a rapid reduction of the design space. Safety objectives for valid configurations are derived and serve as an input for a subsequent safety assessment. This two-step methodology, a simulation-driven verification of handling quality requirements and a corresponding safety assessment, is presented in this paper. The methodology is intended to support the design engineer in the early concept phase of the system architecture development process. The handling quality analysis is based on a generic flight simulation environment. Using parametric library components, various aircraft and system configurations can be modelled and automatically evaluated via an associated tool suite. Furthermore, an in-house developed analysis tool for system safety is used to carry out the safety assessment based on reliability block diagrams of the flight control architectures. To validate the proposed methodology, an existing, conventional hydraulic-powered flight control system of a single-aisle short-range aircraft is evaluated with respect to its design and safety margins.

Kreitz, Tobias, Bornholdt, Riko, Krings, Matthias, Henning, Karsten, Thielecke, Frank

Composites Design Optimization for Automated Fiber Placement Process

2014-01-22619/16/2014

Today, the design and optimization of complex 3D composites structures is managed by taking into account engineering and manufacturing constraints. If the manufacturing process is automated, especially using a robot, these constraints are particularly complex and a difficult compromise needs to be reached. Most of the technology available on the market, dedicated to automated processes offline programming, neglects some of these constraints, or can only highlight the manufacturing defects without any automatic or manual tools to solve the tape course programming issues. A new innovative approach has been developed to include engineering, material and process specifications, to help designers and NC programmers to optimize the final layup program in terms of structural properties and productivity rate. An aerospace case study using the automated fiber placement (AFP) process will be presented to highlights these offline programming capabilities.

Blanchard, Yvan

Power Electronic and Powerplant Environment

2013-01-20819/17/2013

The power plant is the area in an aircraft where they are a lot of power conversion. The power plant is the core of the aircraft from energy point of view. The engines allow to take off but not only, it also provides energy to the aircraft from many different manners. They are electrical, hydraulic, mechanical, …. The power plant is definitively a power generator but also a power consumer. Since now some years, the power electronic technology is spread into the aircraft. One can say that some pedigree has been collected with this technology embedded to the aircraft. For the power plant domain, it is different. This technology is really not usual for use. Our environment is really not friendly and even if the integration of the power converters has been improved over the last years, there is not a lot of space around the engines. These are probably the mains reason of the low deployment of the power electronic in this domain but not only. The reliability of the thrust function is expected to be very high; of course, for safety point of view but also for cost point of view. However, the emergence of this technology for some functions close to the engine can be observed. In some areas, the hydraulic technology is replaced by the electrical one. The most outstanding one is probably the thrust reverser. This paper will provide the description of some powerplant functions that are now, or could be, supported by the power electronic technology. Weight, temperature, reliability, integration will be addressed. The future? To get the technologies that will allow to substantially reduce the fuel consumption.

Ambroise, Richard

Small Airplane Considerations for the Guidelines for Development of Civil Aircraft and Systems

2013-01-22339/17/2013

On September 30, 2011, certification authorities released Advisory Circular 20-174[1], Development of Civil Aircraft and Systems, which recognizes the Society of Automotive Engineers (SAE) Aerospace Recommended Practice (ARP) 4754A and the European equivalent ED-79A [2], in order to address “the concern of possible development errors due to the ever increasing complexity of modern aircraft and systems.” ARP4754A/ED-79A describes a process of development assurance which helps reduce the risk of design errors in the development of aircraft systems. This process is necessary for complex systems not easily comprehended by deterministic analyses or tests. This ARP was developed “in the context of Title 14 of the Code of Federal Regulations (14 CFR) part 25,” a category which includes complex systems such as full fly-by-wire flight controls. However, this paper shows that such systems are the exception to most, recent civil airplane designs. Of new airplanes designed in the last 10 years, most implement systems which are simple and easily comprehended. Many of these simpler aircraft are in the part 23 category, which the AC also associates to this ARP. This paper shows that the ARP, as written, does not consider simple systems and may unnecessarily burden the development of such systems through this lack of recognition. This paper reviews the current diversity of system complexity, discusses the regulatory and technical drivers for this diversity, and provides recommendations for incorporating such considerations in the ARP while preserving its original intent.

Voros, Robert E.

Automatic Braking System (ABS)

ARP4102/2A (Current)7/31/2012

This document recommends design criteria for an Automatic Braking System. The ABS shall enhance braking performance under most aircraft configurations and all runway conditions.

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Determination of the Operational Environment of the Propeller Blades on Beech 1900D Aircraft

2008-01-22268/19/2008

Data obtained from digital flight data recorders are used to assess the actual operational environment of propellers on a fleet of Beech 1900D aircraft in commuter role. Information is given on various aerodynamic parameters as well as those pertaining to engine and propeller usage. The takeoff rotation has been identified as the most demanding phase of flight in terms of unsteady loads exerted on the propeller blades. Special attention is paid to ground operations.

Dorfling, J., Kliment, L. K., Rokhsaz, K., DeFiore, T., Nguyen, C., Turnberg, J. E.

Design Objectives for Handling Qualities of Transport Aircraft

ARP4104 (Current)7/11/2007

This document specifies the requirements for the design objectives for handling qualities applicable to transport aircraft operating in the subsonic, transonic, and supersonic speed range. These objectives are not necessarily applicable to rotor or VTOL aircraft.

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Electronic Displays

ARP4102/7 (Current)7/10/2007

This document recommends criteria for electronic displays on the flight deck of transport aircraft. Electronic displays include electronic flight instruments, alert displays, aircraft system displays and control/display units for flight management and radio management systems.

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Appendix C Electronic Display Symbology for Engine Displays

ARP4102/7_APXC (Current)7/10/2007

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Guidelines for Time-Limited-Dispatch (TLD) Analysis for Electronic Engine Control Systems

ARP5107A (Historical)1/28/2005

This SAE Aerospace Recommended Practice (ARP) provides methodologies and approaches which have been used for conducting and documenting the analyses associated with the application of Time Limited Dispatch (TLD) to the thrust control reliability of Full Authority Digital Electronic Control (FADEC) systems. The TLD concept is one wherein a redundant system is allowed to operate for a predetermined length of time with faults present in the redundant elements of the system, before repairs are required. This document includes the background of the development of TLD, the structure of TLD that was developed and implemented on present generation commercial transports, and the analysis methods used to validate the application of TLD on present day FADEC equipped aircraft. Although this document is specific to TLD analyses (for FADEC systems) of the loss of thrust control, the techniques and processes discussed in this document are considered applicable to other FADEC system failure effects or other systems, such as, thrust reverser, and propeller control systems, and overspeed protection systems.

E-36 Electronic Engine Controls Committee

Study of Lightning Effects in Aircraft

2004-01-323611/16/2004

Lightning is a high voltage and high current phenomenon and it originates by build up of electrical charge in the air or, more commonly, in clouds. It is constituted of an electric current peak of short duration (0,5 ms) and high intensity (200 kA), followed by a low intensity (400 A) but high duration (1s) periods. The lightning effects in aircraft can be divided in two groups: direct effects (physical effects such as melting, rupture, damage of surfaces and structures due to conduction of lightning current or high power magnetic force) and indirect effects (electromagnetic fields generating levels of transient voltage and current on interconnecting wiring and cable leads within the equipment circuits eventually damaging internal components). The objective of this work is present and discuss the lightning effects and, subsequently, possible lightning protection applied to aircrafts by establishing adequate conductive paths for lightning current to flow through the aircraft structure and skin, without cause catastrophic damage, between possible lightning entry and exit points and control of all of the effects due to electromagnetic fields with no hazard to flight safety and operational reliability.

Baldacim, Sandro Aparecido, Cristofani, Nivaldo, Santos, Carlos do Nascimento, Lautenschlager, José Rui

Automatic Braking System (ABS)

ARP4102/2 (Historical)6/23/2004

This document recommends design criteria for an Automatic Braking System. The ABS shall enhance braking performance under most aircraft configurations and all runway conditions.

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Monolithic Structure Affordability: 737 Classic Versus Next Generation

2003-01-29099/8/2003

One recent evolution in commercial transport structure has been the emergence of monolithic structure applications. Monolithic structure reduces the number of parts that must be managed, eliminates sub-assembly operations and contributes strongly to determinant assembly practices. The cost of three components from the Boeing 737-200 and their counterparts on the Boeing 737-600 will be compared. The mid 1960's 737-200 components were assembled from sheet metal details. The mid 1990's 737-600 components are monolithic designs and utilize superplastic forming, casting and NC machining technologies. The built-up solutions and the monolithic solutions are compared based on cost infrastructures from the 1960's and the 1990's.

Weber, Gary R., Morgan, Jeffrey D.

Applicability of System Safety Processes and Operational Risk Management Training for Future Pilots

2001-01-26369/11/2001

System safety is taught as a discipline in some aeronautical programs. Such a course maybe designed to prepare career-minded aviation students with a solid background to face the technical intricacies of the commercial flight arena. Over the course of the past decade, the complexity of large modern transport category aircraft has grown, and along with that growth the command and control functions built into the avionics and flight control systems have become automatic. Most new pilots entering into the cockpits of these aircraft require an understanding of how to manage these new systems in light of the basic design principles used. One excellent method of providing education for students in aeronautical studies is through courses in system safety and operational risk management (ORM). The advantage of doing this is to provide an aircrew member sufficient understanding of the logic processes and analysis inherent in system safety to permit him to quickly learn how to handle issues and emergencies that arise in the actual operation of the aircraft. This paper brings to the forefront one methodology in which system safety training is fundamentally helpful for aircrew piloting complex systems.

Reynolds, Randolph S.

A Paradigm for Developing Operational Decision-Making (ODM) Training

2001-01-30279/11/2001

The views and opinions expressed in this paper are solely those of the authors. They do not necessarily represent the positions or policies of any private, public or governmental organizations. Over the past 8 years, the authors have been developing a training-oriented paradigm for operational decision-making in the cockpit. While our emphasis has been on the civil aviation side, the model can easily adapted for the business aviation venue. The paradigm began to form at an aeronautical decision-making workshop in 1992 (Lofaro, Adams and Adams; 1992) around an expanding set of interrelated concepts. The set expansion resulted from the authors continuing to wrestle with identifying and explicating the critical components and processes for real-time operational decision-making, as well as the relationships among decision-making, crew resource management (CRM) and situation awareness (SA). The first paradigm component was the “rising risk continuum” (Lofaro and Smith, 1993), as embedded in event sets for LOFT. Later, the concepts/components of “critical mission impact areas” and the “critical mission factors” (Lofaro and Smith, 1998) that composed these mission critical areas were added. The final components are the operational envelope, cumulative risk and risk location in the ops envelope (Smith and Lofaro, 2001). In the model, the “pilot as risk manager” (Smith and Hastie, 1992; Lofaro and Smith, 1998; 1999) was the both the overlay and glue for the components Recently, one author found the details of a real-life example of a Part 121 carrier approach/landing. This will used to, first, show how the model can be used in real-time and, second, contrast the decisions that would have been reached using the model with those actually reached by the Captain and, the results of the Captain’s decisions.

Smith, Kevin M., Lofaro, Ronald John

Solution of an Engine Inlet Compatibility Problem During C-17 Low Cost N/EAT Nacelle Thrust Reverser Development

2000-01-557910/10/2000

The C-17 transport aircraft is established in military service with unique capabilities to ground maneuver using thrust reversers. Recently, the C-17 has undergone fan thrust reverser re-design to reduce cost. The new Nacelle/Engine Affordability Team (N/EAT) nacelles are now fully qualified but had, during the flight test program, revealed an engine inlet compatibility problem. Flight tests, engineering analyses and practical applications that led to a successful N/EAT fan reverser cascade design modification are discussed. Fabrication methods that enabled timely implementation of the solution and flight test results showing successful resolution of the problem are presented.

Johns, Christopher J.

Defining the Operational Structural Loading of Commercial Transport Systems by Airborne Data Monitoring

The application of individual airplane structures and systems tracking to commercial transports has been slow. This paper discusses a procedure by which data collected on a representative sample of a commercial transport fleet can be used to understand aircraft loading cycles on systems and structures.

Barnes, Terence J., Hempe, David W.

Guidelines for Time-Limited-Dispatch (TLD) Analysis for Electronic Engine Control Systems

ARP5107 (Historical)6/1/1997

This SAE Aerospace Recommended Practice (ARP) provides methodologies and approaches which have been used for conducting and documenting the analyses associated with the application of Time Limited Dispatch (TLD) to the thrust control reliability of Full Authority Digital Electronic Control (FADEC) systems. The TLD concept is one wherein a redundant system is allowed to operate for a predetermined length of time with faults present in the redundant elements of the system, before repairs are required. This document includes the background of the development of TLD, the structure of TLD that was developed and implemented on present generation commercial transports, and the analysis methods used to validate the application of TLD on present day FADEC equipped aircraft. Although this document is specific to TLD analyses (for FADEC systems) of the loss of thrust control, the techniques and processes discussed in this document are considered applicable to other FADEC system failure effects or other redundant systems, such as, thrust reverser, and propeller control systems, and overspeed protection systems.

E-36 Electronic Engine Controls Committee

Hydraulic System Simulator Model For Boeing 777

96560610/1/1996

To optimize the hydraulic system design and evaluate the system performance at the airplane level, a complete dynamic integrated hydraulic model is needed. This paper describes the development and usage of a dynamic model for the Boeing 777 hydraulic system. This model dynamically simulates the hydraulic power available as a function of the airplane events. This not only allows the designers to test their design prior to building the hardware but it also serves as a tool to evaluate the hydraulic system performance at the airplane level.

Condition Monitoring and Diagnostics Increase Safety and Reduce Operating Costs

96560310/1/1996

Accurate information derived from monitoring the contamination level of the hydraulic fluid in an aircraft allows the development of a diagnostic system. Using this approach, maintenance can be based on actual condition of the aircraft's Fluid Power System. Servicing the system and its components based on known condition rather than on arbitrary service, or time intervals reduces unscheduled maintenance and has a major impact on reducing operating costs. Safety, reliability, and predictable availability of the aircraft are significant benefits of this approach to maintenance.

Juhasz, Charles, Bybee, Jim

Development of the McDonnell Douglas MD-90

Douglas developed the MD-90, an IAE V2500-powered derivative of the MD-80, to satisfy a customer need for a more environmentally - friendly 150-seat, short/medium range jet transport. The program was launched in late 1989 with requirements to: significantly reduce community noise and engine emissions improve aircraft fuel efficiency make other technical improvements where cost effective for the customer. The aircraft was certificated in November 1994 and entered airline service in April 1995. The MD-90 meets all of its technical requirements.

Kressly, Arthur E., Parker, Anthony C.

Pilot and Controller Communications: Incidents Reported to the NASA Aviation Safety Reporting System

94213710/1/1994

The NASA Aviation Safety Reporting System (ASRS) receives voluntarily submitted aviation incident reports from pilots, air traffic controllers, and other participants within the National Airspace System. The incident reports are evaluated and categorized into categories describing the incident event. One of the many areas that are evaluated in these reports is communication or information transfer issues. Information transfer issues represent one of the largest categories of problems contained in these reports. The present paper describes ASRS 1993 data on eleven communication problems areas. The communication problem areas of Readback/Hearback and Phraseology were further evaluated for (1) the types of reported incident anomalies associated with these problems, (2) the evaluation of who was the original reporter, (3) who attributed to the primary problem, and (4) the phase of flight where the incident occurred.

Connell, Linda J.

High Bypass Separate Flow Exhaust System Improved Thrust Efficiency By Modifying the Aft Centerbody

Scale model data indicated a performance dip in nozzle thrust efficiency at the cruise design conditions for a high bypass separate flow derivative exhaust system. A performance improvement program was implemented to determine the cause of the reduction in thrust efficiency and to identify viable redesigns. Data analysis indicated the performance loss to be a result of high Mach number fan and core exhaust interactions adversely affecting the pressure force on the exhaust system centerbody. Scale model testing confirmed the cause of performance loss and demonstrated that modifying the aft centerbody to reduce the plume Mach number recovers the loss in exhaust system thrust efficiency.

Nacelle Automatic Riveting

92241910/1/1992

Increasing world competition is forcing U.S. industry to find new ways to not only survive, but excel, in the rapidly expanding global economy. The production side of manufacturing currently faces pressure to keep down cost and, at the same time, improve quality. The use of increasingly powerful, yet flexible, part-handling/positioning systems, along with their associated automatic riveting machines, can help. A semirobotic part-positioning system and elevated automatic riveter used for the assembly of aircraft engine nacelles and extremely contoured panels including control schemes, applications, and implementation are discussed.

A Study of Decision Making and Performance in Rejected Takeoffs

A study was conducted in a B-737 full flight simulator at the Boeing Customer Training facility to evaluate pilot decision making and performance under various situations in which decisions on whether or not to reject a take off had to be made and executed. A total of eight (8) situations were defined in which Go/NoGo decisions had to be made near V1 speed. Subjects included 24 Boeing instructor pilots and 24 line pilots from five different airlines. The sequence in which pilots encountered the situations was carefully balanced across subjects to control for learning effects. The results of the study are reported as quantitative data on RTO decisions, stopping performance, and procedure accomplishment plus a summary of data derived from post-run debriefings of the airline pilots. Lessons learned, conclusions, and recommendations for RTO training are presented.

Roberson, William C., Shontz, William D.

Results and Lessons Learned from the STOL & Maneuver Demonstration Program

The STOL and Maneuver Technology Demonstrator (S/MTD) Program has validated a set of technologies that give a supersonic fighter all-weather Short Takeoff and Landing (STOL) performance while also enhancing up-and-away maneuverability. Significant reductions in both takeoff and landing distances, compared with the unmodified F-15, have been measured. The additional pitch control power of thrust vectoring has been demonstrated up to 30° angle of attack. The effectiveness of up-and-away reversing has been identified. First, major flight test results are presented and then lessons learned from this integration program are discussed.

Moorhouse, David J., Laughrey, James A.

The C-17: Modern Airlift Technology

Three SAE technical papers in recent years have addressed the C-17 program: “C-17 Technical Description” by Robert van't Riet, presented 8 March 1989, and “C-17 Flight Control System” by Alex Brown, and “Meeting the C-17 Reverse Thrust Requirements” by Frank Junkermann, both presented 3 October 1988. This paper provides an update of these previous presentations by members of the McDonnell Douglas C-17 team. The paper discusses technology adapted from commercial aircraft for military airlift; the military requirement to move large cargo items long distances and land on short runways, which drove C-17 design; and significant design alternatives and the solutions selected.

Tavernetti, Leonard R.

Use of Thrust Vectoring and Reversing on the S/MTD

A main objective of the STOL and Maneuver Technology Demonstrator, (S/MTD) Program was to evaluate the operability and performance of its unique engine/nozzle configuration which can deliver thrust in three different modes; conventional, vectored and through variable vanes which give the option of going from forward to reverse thrust. The two-dimensional nozzle and the modified engine were extensively tested during sea level and altitude testing to satisfy all flight clearance requirements. This paper concentrates on the flight test results of the various modes of vectoring and reversing ending with a compilation of the actual usage of the propulsive controls that could be used by designers of similar advanced propulsion systems.

Laughrey, J. A.

Factors Affecting Pilot Decision-Making in Rejected Takeoffs

90234412/1/1990

Runway overruns following high speed rejected takeoffs (RTOs) have resulted and continue to result in airplane incidents and accidents. Although most high speed RTOs are executed without incident, the potential for an incident or an accident remains high. Since 1988 for example, four high speed RTO incidents and accidents occurred, two of which resulted in destroyed airplanes and one of those, fatalities. In response to the RTO incidents and accidents, the National Transportation Safety Board issued a Special Investigation Report which examined training and procedures used in the recognition of the need for and the execution of high speed RTOs. This report examines the pilot decision-making aspects of initiating and executing an RTO that were found in the Special Investigation. It discusses the deficiencies found in pilot training and procedures as well as recommendations offered to address those deficiencies.

Advanced Materials and the Pivoting Door Reverser

HUREL-DUBOIS patented a new concept of thrust reverser in 1981 known as “the door forward reverser”. It gives numerous advantages over the conventional cascade reverser, and in particular is inherently lighter. The extensive use of advanced materials has allowed a highly competitive weight to be achieved. This paper describes the work currently under way for the pivoting door reverser for the ROLLS-ROYCE Trent engine and covers: Thrust Reverser door structure predominantly in composite. Acoustic treatment with composite sandwich. IFS design with carbon bismaleimide material This reverser will be used on MD11 and Airbus A330 aircraft.

Fourrier, Alain, Jouan, Jean-Alain

Carbon Epoxy Perforated Skin for Nacelle Acoustic Treatment

The acoustic treatment requirement for jet engine nacelle inner flowpath leads to using perforated skin. Formerly in light alloy these skins are now composite and new techniques have been developped to achieve the perforation. After reviewing different possible techniques (mandrel tool, abrasion, stamping, mechanical drilling,…) one process is chosen and described in terms of skin mechanical properties, cost, and production facilities.

Hersen, R., Vigneron, D.

Fire Barrier Coatings and Their Uses

Fire barrier coatings are being used to protect nacelle and cowling components by insulating the surfaces from excessive heat exposure during normal flight operations and to provide a fire barrier in the event of an engine fire. Design criteria, formulating, considerations, application methods, and typical performance characteristics for such systems will be discussed.

Brannfors, J. E.

The Ergonomie Integrated Flight Deck

89261212/1/1989

A coordinated flight deck design concept is presented, which takes into account human capabilities and limitations such as fit and function, seating, internal and external vision, reach, and safety. In addition to incorporating operational requirements, the concept covers amenities such as coffee cup holders, footrests, provisions for food service, storage of personal items such as suitcases and clothing, and maps, flight manuals, and charts. The design is brought together with computer-aided drafting procedures as well as sophisticated human modeling techniques, enabling a step-by-step assessment of the resulting configuration.

Propulsion Integration for Military Aircraft

ABSTRACT The transonic aerodynamic characteristics for high-performance aircraft are significantly affected by shock induced flow interactions as well as other local flow interference effects which usually occur at transonic speeds. These adverse interactions can not only cause high drag, but can cause unusual aerodynamic loadings and/or severe stability and control problems. Many new programs are underway to develop methods for reducing the adverse effects, as well as to develop an understanding of the basic flow conditions which are the primary contributors. It is anticipated that these new programs will result in technologies which can reduce the aircraft cruise drag through improved integration as well as increased aircraft maneuverability through the application of thrust vectoring. This paper will identify some of the primary propulsion integration problems for high performance aircraft at transonic speeds, and demonstrate several methods for reducing or eliminating the undesirable characteristics, while enhancing configuration effectiveness.

Henderson, William P.

A Status Report on the FAA Low Visibility Simulation

2/1/1988

Oliver, Joseph G.

RB211 Developments

87240911/13/1987

This paper examines briefly the growth prospects of long haul civil air transportation in the Pacific basin and the contribution made by the RB211-524 in the Boeing 747. The development of the latest committed version of this engine giving over 60,0001b static thrust is described as well as the design of the proposed 65,0.001b static thrust RB211-524L powerplant. Finally the prospects for new Ultra High Bypass Ratio cowled turbofans for long haul operation in the next century are reviewed.

Pickerell, D. J.

Commercial Supersonic Operations - Ten Years of Experience With Concorde

10/1/1986

This paper is intended to give a brief overview of Concorde development and in-service operations to date. It identifies the features peculiar to Concorde as a supersonic transport and the various problems and major incidents encountered during development and service flying. Finally it covers in-service experience and identifies the most troublesome items.

Swadling, S.J.

Faulty Cockpit Communication as a Factor in the Failure of Flight 90

10/14/1985

Through transcript analysis of Air Florida's flight 90 it was determined the crash might have been prevented if proper flight deck procedures had been followed. This paper examines various facets that come into play when cockpit communications break down or become inefficient for the task at hand. Aspects dealt with include: casualness on the flight deck; lack of decisive command; improper implementation of problem solving strategies; and the concept of role differentiation, specifically as it relates to the captain acting as copilot when the first officer is handling the controls. Complacency as a result of cockpit automation, and diminishing vigilance due to technological advances are considered as problem areas. The increase in safety and reduction of operational complexity, as a result of technological innovations, is offered as a potential area of concern for flight crew alertness. A conclusion drawn from research indicates the need exists for more effective crew training in the area of group interaction and within cockpit communication.

Couchman, Darlene A.

STOL and Maneuver Technology

7/1/1985

This paper describes the Short Takeoff and Landing (STOL) and Maneuver Technology Demonstrator. It relates government requirements for performance and for specific technology to be developed. The two-dimensional, thrust vectoring and reversing engine exhaust nozzle and its integration with the control system are described. The use of modern control system design techniques to meet evolving criteria for aircraft handling during the STOL task is discussed. Use of on-board sensors to substitute for ground-based approach aids used in weather is outlined. Expected performance improvements in takeoff and landing and in maneuvering flight are related to the technology being demonstrated. The paper closes with a discussion of the potential tactical and strategic impact of the technology.

Borowski, Richard A.

Circulation Control Technology Applied to Propulsive High Lift Systems

84149710/1/1984

Technology developed for the Circulation Control Wing high-lift system has been extended to augment lift by entraining and redirecting engine thrust. Ejecting a thin jet sheet tangentially over a small curved deflecting surface adjacent to the slipstream of a turbofan engine causes the slipstream to flow around that deflecting surface. The angle of deflection is controlled pneumatically by varying the momentum of the thin jet sheet. The downward momentum of the slipstream enhances wing lift. This concept of pneumatically deflecting the slipstream has been applied to an upper surface blowing high-lift system and to a thrust deflecting system. The capability of the pneumatic upper surface blowing system was demonstrated in a series of investigations using a wind tunnel model and the NASA Quiet Short-haul Research Aircraft (QSRA). Full-scale thrust deflections greater than 90 deg were achieved. This mechanically simple system can provide increased maneuverability, heavy lift or overload capability, or short takeoff and landing performance.

Englar, Robert J., Nichols, James H., Harris, Michael J., Eppel, Joseph C., Shovlin, Michael D.

Propulsion Control Experience Used in the Highly Integrated Digital Electronic Control (HIDEC) Program

84155310/1/1984

The highly integrated digital electronic control (HIDEC) program will integrate the propulsion and flight control systems on an F-15 airplane at NASA Ames Research Center's Dryden Flight Research Facility. Ames-Dryden has conducted several propulsion control programs that have contributed to the HIDEC program. The digital electronic engine control (DEEC) flight evaluation investigated the performance and operability of the F100 engine equipped with a full-authority digital electronic control system. Investigations of nozzle instability, fault detection and accommodation, and augmentor transient capability provided important information for the HIDEC program. The F100 engine model derivative (EMD) was also flown in the F-15 airplane, and airplane performance was significantly improved. A throttle response problem was found and solved with a software fix to the control logic, For the HIDEC program, the F100 EMD engines equipped with DEEC controls will be integrated with the digital flight control system. The control modes to be implemented are an integrated flightpath management mode and an integrated adaptive engine control system mode. This paper discusses the engine control experience that will be used in the HIDEC program.

Myers, Lawrence P., Burcham, Frank W.

Integration of the PW2037 Engine Electronic Control System in the Boeing 757 Airplane

84155410/1/1984

A full authority, dual channel, digital electronic control system on the PW2037 engine has been integrated into the 757 airplane that is scheduled for delivery late in 1984. The system allows optimizing engine performance without sacrificing engine stability and also integrates with the digital avionics system in the airplane, permitting simplified propulsion system operation and unprecedented availability of operating and maintenance information to the flight and ground crews.

Kuhlberg, J.F., Newirth, D.M., Kniat, J.

The Boeing 767 Hydraulic System

83148810/3/1983

The hydraulic system for the new Boeing 767 twin-jet transport operates the fully powered flight control surfaces, secondary control surfaces for high lift, and utility actuation systems. The use of three independent distribution systems provides safety and reliability exceeding the latest Federal requirements. The system design enhances customer affordability of the airplane by utilizing major components that are common with those on other commercial airplanes and qualified for long life expectancy. System operation is controlled to respond to on-demand requirements for flow and isolate utilities during cruise to minimize prime power extraction. The effectiveness of the system has been proven by extensive flight testing that demonstrated compliance with all design requirements proving the system to rate the distinction as a design model for the future.

Waterman, A. W.

STOL and Maneuver Technology Program

83142510/3/1983

The STOL and Maneuver Technology Program, formally titled the “STOL Fighter Technology Program” has as its objective to demonstrate through flight test a short takeoff and landing capability on a supersonic fighter while enhancing its performance capability in all other segments of the air-to-air mission. Specific task is to takeoff and land on a 1500 by 50 foot runway at night and during ad verse weather conditions. To accomplish this task without sacrificing performance requires the integration of advanced technologies into the aircraft. The technologies included in this effort are: a two dimensional thrust vectoring/reversing exhaust nozzle; integrated flight/propulsion control; cockpit displays and controls for all weather STOL operations; and rough/soft field landing gear. As presently structured, the program will modify an existing fighter like the F-15, F-16, or F-18. A contract will be awarded in late summer of 1983 and first flight is scheduled for the fall of 1987. This technology thrust is directed at one possible solution to the runway interdiction problem facing our main operating bases in Europe. The program is structured to provide technology options in the design of the next generation fighter but could have derivative applications to current fighters.

Selegan, David R.

Applications of Advanced Upper Surface Blowing Propulsive-Lift Technology

The National Aeronautics and Space Administration has conducted research on propulsive-lift techniques for more than 30 years. The success of the flight research program conducted with the Quiet Short-Haul Research Aircraft led to studies of this technology for a business jet and a Short-Haul Transport application. The studies showed that the Short-Haul Transport could operate from a 2500-ft (762.0 m) runway with 95 passengers at low noise levels. Design range was 500 n. mi. but with maximum fuel load the runway length is only increased to 2900 ft (883.9 m) while the range is increased to more than 1000 n. mi. Two business jet designs were studied; one design was based on a 1500-ft (457.2-m) field length and the other was designed for a 2500-ft (762.0-m) field length. As with the Short-Haul Transport, the business jet designed for a 1500-ft (457.2-m) field length can be loaded to maximum fuel capacity. In this case the range increases from 500 n. mi. to 1400 n. mi. while the runway length increases from 1500 ft (457.2 m) to 2075 ft (632.5 m). The business jet studies showed that the application of advanced propulsive-lift technology to this class aircraft can result in payload-range-speed performance comparable to current aircraft with about one-half the runway length requirement.

Cochrane, John A., Riddle, Dennis W.

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