Investigation of cosmic rays and their secondaries at aircraft altitudes

A very extensive study of the radiation field at aircraft altitudes has been carried out over the last few years. These investigations formed part of a European wide collaboration involving several laboratories with extensive experience in cosmic ray research and/or dosimetry. Among the main topics investigated were the charge spectra, LET spectra, anisotropy and dose values. The measurements were performed on subsonic and supersonic flights covering a wide range of altitudes and latitudes. Several active and passive instruments were employed in these studies and some results obtained with nuclear track detectors are described here. Comparisons are made with the results of other experiments and theoretical estimates using computer codes.     

Wind identification along a flight trajectory,part 3: 2D-dynamic approach

This paper deals with the identification of the wind profile along a flight trajectory by means of a two-dimensional dynamic approach. In this approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile as well as the nominal thrust, drag, and lift profiles are obtained from the available DFDR measurements. The actual values of the thrust, drag, and lift are assumed to be proportional to the respective nominal values via multiplicative parameters, called the thrust, drag, and lift factors. The thrust, drag, and lift factors plus the inertial velocity components at impact are determined by matching the flight trajectory computed from DFDR data with the flight trajectory available from ATCR data. This leads to a least-square problem which is solved analytically under the additional requirement of closeness of the multiplicative factors to unity. Application of the 2D-dynamic approach to the case of Flight Delta 191 shows that, with reference to the last 180 sec before impact, the values of the multiplicative factors were 1.09, 0.84, and 0.89; this implies that the actual values of the thrust, drag, and lift were 9% above, 16% below, and 11% below their respective nominal values. For the last 60 sec before impact, the aircraft was subject to severe windshear, characterized by a horizontal wind velocity difference of 123 fps and a vertical wind velocity difference of 80 fps. The 2D-dynamic approach is applicable to the analysis of windshear accidents in take-off or landing, especially for the case of older-generation, shorter-range aircraft which do not carry the extensive instrumentation of newer-generation, longer-range aircraft. The same methodology can be extended to the investigation of aircraft accidents originating from causes other than windshear (e.g., icing, incorrect flap position, engine malfunction), above all if its precision is further increased by combining the 2D-dynamic approach and the 2D-kinematic approach.     

考虑噪声烦恼度的机场飞机噪声收费模型和 应用研究

随着我国民航运输业的飞速发展,机场噪声影响问题日趋严重。通过向航空公司或旅客收取噪声费来筹集机场噪声治理资金是民航发达国家的通用做法。本文提出了基于飞机噪声特性、噪声烦恼度、噪声治理投入费用和资金回收周期等因素的机场噪声收费模型。飞机噪声特性根据ACI的机场噪声分类确定,噪声烦恼度借助Mamdani模型构建。应用表明,该收费模型关键因素考虑全面,计算方法先进简洁,费率合理,符合国际民航组织倡导的以支定收原则,有助于形成航空公司/旅客减噪激励机制同时又不致抑制机场航空业务增长。     

可变形儒可夫斯基翼型非定常气动力的研究

对于翼面变形法向运动速度远小于来流速度的儒可夫斯基机翼,将解析解和离散涡方法相结合计算变形机翼的流场及非定常气动力,较详细地分析了变形机翼升力系数的准定常计算方法的误差来源,并给出修正方法.计算结果显示脱落涡尾迹对升力系数和机翼绕流环量的影响很小,变形机翼升力系数准定常计算方法的误差丰要来源于流体非定常运动引起的虚拟质量力,该非定常附加升力仅与当前时刻飞行姿态及翼犁形状和变形速率有关,与具体的变形历史过程无关,变形机翼的升力近似等于准定常计算结果叠加上相应的虚拟质量力.     

基于优先级的进离港航班排序优化问题研究

研究机场终端区进离港航班排序优化问题,对于提高跑道利用率以及降低航班延误损失具有重要意义。本文首先考虑航班运行方式(降落和起飞)、飞机类型以及航班的重要程度(航程是否连续)的不同所造成延误损失的不同,设计三维优先级表反映调度优先等级,并将其转化为延误成本系数。其次,为实现调度的公平性和减轻管制人员的工作负荷,设置允许延误的航班架次约束、邻边约束以及最大限制位置约束。再次,以最小化航班总延误成本为目标建立模型,提出相应的改进蚁群算法(GJAC)进行求解。最后通过数值实验验证所提算法在考虑调度优先等级及上述约束条件的同时能有效减少进离港航班队列的总延误成本。     

基于灭点理论的飞机着陆段姿态角测量

为了更好地解决目前飞行试验中飞机着陆时姿态角参数精确测量问题,基于灭点理论,根据飞机降落过程中机载摄像机所获取到的跑道面影像,提出利用跑道平行线解算飞机姿态角参数的新方法。论述了灭点与摄像机外方位角元素的函数关系,建立了基于灭点几何与直线几何约束条件进行姿态角参数解算的数学模型。试验结果表明,该方法切实可行,能够获得精确可靠的飞机着陆过程中姿态角数据。     

三维机翼表面水滴撞击特性计算

系统研究机翼结冰计算中水滴轨迹和撞击特性的计算方法,将网格扇形分区和单元拓扑结构思想应用于水滴轨迹计算,引入欧拉法、预估-校正、四步Runge-Kutta法离散求解水滴运动方程.基于三维NACA 0012机翼模型,讨论水滴所在位置判断、速度插值和表面收集系数的计算方法,分析方程离散格式、水滴释放位置对计算结果的影响.采用三维机翼计算收集系数分布,并与试验结果进行对比,分析水滴直径对收集系数的影响;最后,将水滴计算模块DROP3D集成于结冰软件计算平台,计算不同工况参数下,机翼表面的气流流场和水滴撞击特性及结冰冰形,进-步验证程序的运行性能.     

极区飞行法向量惯性导航算法原理

为克服经典力学编排方案在高纬度地区无法定位定向的问题,提出了以地球坐标系为导航坐标系的法向量惯性导航力学编排方案。该方案采用法向量代替传统的经纬度坐标表示水平位置,适合于全球范围内进行导航。推导了法向量导航误差方程,可用于组合导航算法设计,从而对惯导误差进行校正,满足全天候长航时的导航要求。通过仿真验证了法向量导航算法误差特性,证明了该方案可以满足飞机在极区飞行时的需要,解释了飞跃极点时导航定位误差跳变的原因。     

Aerodynamic force evaluation for ice shedding phenomenon using vortex in cell scheme,penalisation and level set approaches

In this work, we propose a formulation to evaluate aerodynamic forces for flow solutions based on Cartesian grids, penalisation and level set functions. The formulation enables the evaluation of forces on closed bodies moving at different velocities. The use of Cartesian grids bypasses the meshing issues, and penalisation is an efficient alternative to explicitly impose boundary conditions so that the body fitted meshes can be avoided. Penalisation enables ice shedding simulations that take into account ice piece effects on the flow. Level set functions describe the geometry in a non-parametric way so that geometrical and topological changes resulting from physics, and particularly shed ice pieces, are straightforward to follow. The results obtained with the present force formulation are validated against other numerical formulations for circular and square cylinder in laminar flow. The capabilities of the proposed formulation are demonstrated on ice trajectory calculations for highly separated flow behind a bluff body, representative of inflight aircraft ice shedding.     

复杂全机外形跨音速绕流欧拉方程数值计算

发展了一种快速抛物型方程贴体及与边界正交网格生成技术。生成了某歼击机全机真实外形三维O-C型计算网格,并应用于跨音速流场欧拉方程数值计算。成功地模拟了绕全机的复杂流场。计算压力分布与实验吻合良好。