In this paper, the identification of a time domain model of a helicopter main rotor lead-lag damper is discussed. Previous studies have shown that lead-lag dampers have a significant contribution to the overall aircraft dynamics, therefore an accurate damper model is essential to predict complex phenomena such as instabilities, limit cycles, etc. Due to the inherently nonlinear dynamics and the complex internal architecture of these components, the model identification can be a challenging task. In this paper, a hybrid physical/machine-learning-based approach has been used to identify a damper model based on experimental test data. The model, called grey box, consists of a combination of a white box, i.e. a physical model described by differential equations, and a black box, i.e. regression numerical model. The white box approximates the core physical behaviour of the damper while the black box improves the overall accuracy by capturing the complex dynamic not included in the white box. The paper shows that, at room temperature, the grey box is able to predict the damper force when either a multi-frequency harmonic or a random input displacement is imposed. The model is validated up to 20Hz and for the entire damper dynamic stroke.

Since the 1980s National Flying Laboratory Centre has used the Jetstream family of aircraft as a flying classroom, providing university students and developing professionals with real-world exposure to theoretical concepts in the form of practical flight test instruction. Recently the Jetstream was replaced with a newer Saab-340B. The work in this paper presents an experimental analysis of instruction using the Jetstream, compared with known best practices, to inform its replacement process. Flight activities were observed, and participating students (n = 60) were surveyed at four set intervals to establish their mood and interest towards the module. A pen and paper test, comparing what participants learned compared to a controlled group was also administered. While the module was still able to excite, motivate and re-contextualise previously taught information to students, upgrades to the aging technology suite, specifically to support data analysis and briefing was one of the greatest needs from the newer aircraft.

The advancement of technology on the modern commercial flight deck has allowed flight crew members to utilise multiple sources of information to maintain the safety of their flight. Having multiple sources of flight deck information, capable of displaying the same type of information, can lead to a situation in which a pilot encounters conflicting information. Understanding how a pilot makes a decision when faced with an information conflict on the flight deck is important to ensure appropriate design of flight-deck information systems and effective pilot training. This effort utilised data collected from 25 airline pilots who experienced information conflicts on a simulated B-737 flight deck, in conjunction with a theoretical review of how information conflicts impact decision making, to develop a theoretical model of pilot decision-making in the presence of an information conflict. This manuscript describes the model, along with the theory-driven and data-driven approaches utilised to develop the model.

Problem: Why did the pilots do that? Human error is a reasonably common retrospective assignment of responsibility tied to undesirable aeronautical safety occurrences. Although retributive justice has long been accepted in aviation, its effectiveness in preventing recurrence is minimal. Airmen tend to decide based on their best knowledge with the available resources in intrinsically fallible systems in the ultra-safe high-risk aviation industry.

Method and Results: This paper sheds light on Safety as Capacity under the vanguardist Safety-II perspective and examines procedures as static tools incapable of sustaining safety. It discusses the prejudice in non-critical adherence to procedural compliance beyond creating bureaucratic work environments permissible to sanction workers against regulations. Disputing the safety gain in a retrospective analysis of mishaps, the paper instils the airmen as solution elements to sustain safety at the management of context, a fundamental aspect of Safety-II.

Impact on Industry: A systemic deficiency in civilian pilot training is exposed, and an independent organisational Safety Capacity assessment tool to air operations is provided. The main debate is the synergetic interaction between aircrew’s aeronautical decision-making skills and organisational Safety-II as safety capacity. The pilot’s preparedness to analyse, create and evaluate outside forecasted protocols in modern aviation environments is discussed. These dynamics are revised in their inter-reliability known as Safety as Capacity.

Modern low-altitude unmanned aircraft (UA) detection and surveillance systems mostly adopt the multi-sensor fusion technology scheme of radar, visible light, infrared, acoustic and radio detection. Firstly, this paper summarises the latest research progress of UA and bird target detection and recognition technology based on radar, and provides an effective way of detection and recognition from the aspects of echo modeling and micro motion characteristic cognition, manoeuver feature enhancement and extraction, motion trajectory difference, deep learning intelligent classification, etc. Furthermore, this paper also analyses the target feature extraction and recognition algorithms represented by deep learning for other kinds of sensor data. Finally, after a comparison of the detection ability of various detection technologies, a technical scheme for low-altitude UA surveillance system based on four types of sensors is proposed, with a detailed description of its main performance indicators.

The physics behind the transitions of natural Samaras, or the bio-inspired counterparts, to steady autorotation has been unclear. Theoretical and experimental investigations explore the inertial and aerodynamic characteristics required to guarantee stable transitions of an artificial Samara-like decelerator from chaotic tumbling motions to azimuthal autorotation. A non-dimensional inertial criterion is proposed, which is in accord with experiments.

The present work provides an advancement in the prediction of delta wing flow and an improved understanding of various flow physical phenomena which occur over the wing in transonic conditions. Scale-resolving simulations of the vortex-dominated flow around a sharp leading-edge VFE-2 wing have been performed using the SA-based IDDES model. The complex leading-edge vortex pattern with embedded shocks and subsequent shock-vortex interaction is investigated. A promising accuracy has been achieved using the high-fidelity flow field data provided by the scale-resolving simulation results. Besides the assessment of sensitivity to spatial and temporal resolution, physical aspects are presented, which are not accessible in experimental data in such detail and require scale-resolving simulation approaches. This includes the observation of the vortex system and the shocks in the fully three-dimensional flow field data. Finally, turbulence-related quantities such as eddy viscosity and resolved Reynolds-stresses and their behaviour during the vortex formation and sustaining process are analysed.

The high-frequency and high-amplitude pyroshock environment during the service of the spacecraft will cause damage to the equipment. Here, we develop a shock test device based on air cannon to simulate the above pyroshock environment. Then, a finite element model was established by explicit dynamic software ANSYS/LS-DYNA, and the simulation results were proved to be consistent with the test data. Based on the theory of Shock Response Spectrum (SRS), the effects of device parameters such as pressure, bullet material and resonant plate material on SRS were investigated via numerical simulation and shock test. This study shows that the amplitude of SRS increases with the increase of pressure in the range of 0.15–0.60 MPa, and the break frequency amplitude has a square root function relationship with the pressure. Additionally, the high-frequency amplitude of SRS was affected by the energy transfer efficiency of the bullet.

In the early era of aviation, Frederick Lanchester was both an inventor and a theoretician driven by the need for a theory of flight that would reduce the guesswork in designing new aircraft. His book Aerodynamics in 1907 laid down the early foundations of such a theory. The theory with contributions from others, notably Ludwig Prandtl, was refined to become the basis for the sleek designs of WWII aircraft brought about with little guesswork. New technology changed aircraft design radically with the increased speed of jet propulsion reaching into the transonic range with nonlinear aerodynamics. In the late 1940s and early 1950s substantial guesswork returned to aircraft design. The legacy of Lanchester et al., however, lived on with the development of computational fluid dynamics (CFD) that could guide designers through nonlinear transonic effects. This article presents a historical sketch of how CFD developed, illustrated with examples explaining some of the difficulties overcome in the design of the first-generation swept-wing transonic fighters. The historical study is forensic CFD in search for the likely explanation of the designer’s choice for the wing shape that went into production a long time ago. The capability of current CFD applied to the aerodynamics of aircraft with slender wings is surveyed. The cases discussed involve flow patterns with coherent vortices over hybrid wings and wings of moderate sweep. Vortex-flow aerodynamics pertains to understanding the interaction of concentrated vortices with aircraft components. Modern Reynolds-Averaged Navier-Stokes (RANS) technology is useful to predict attached flow. But vortex interaction with other vortices and breakdown lead to unsteady, largely separated flow which has been found out of scope for RANS. Direct simulation of the Navier-Stokes equations is out of computational reach in the foreseeable future, and the need for better physical modeling is evident. Both cruise performance and stalling characteristics are influenced by strong interactions. Two important aspects of wing-flow physics are discussed: separation from a smooth surface that creates a vortex, and vortex bursting, the abrupt breakdown of a vortex with a subsequent loss of lift. Vortex aerodynamics of not-so-slender wings encounter particularly challenging problems, and it is shown how the design of early-generation operational aircraft surmounted these difficulties. Through use of forensic CFD, the article concludes with two case studies of aerodynamic design: how the Saab J29A wing maintains control authority near stall, and how the Saab J32 mitigates pitch-up instability at high incidence.

We review the development of the contra-rotating propellers from the origins to the present. Initially, these systems were proposed to increase speed, then to increase propulsive efficiency, and thus reduce fuel burn. Ultimately, they hit another environmental limit: too much noise. Acoustics has been in fact the main focus of the development in the past 30 years. Pioneering work done across countries demonstrated several unique features of this propulsor. Various embodiments are available, namely contra-rotating, counter-rotating, co-axial, tandem, open rotor and prop-fans, collectively named contra-rotating propellers. This review only considers concepts that have been applied to real aircraft, prototypes that are known to have been flight tested (about 70 vehicles), or representative laboratory models. Five classifications are proposed: pioneers (before 1940), golden years (1940–1950), Western airplanes (1950s onwards), Soviet-Russian airplanes (1950s onwards) and modern developments (1980s onwards). Selected experimental aircraft and laboratory concepts are mentioned, where these appear to advance the state-of-the-art. Power plants evolved from internal combustion engines to the modern gas turbine engines requiring new solutions. Engine layouts and propulsion configurations are analysed where appropriate. It is concluded that propulsive efficiency can only be achieved at a cost of multiple engineering problems, some of which remain unsolved.

This study addresses orbit design and optimisation for the situation of satellite interception in which the target spacecraft is capable of manoeuvring using continuous magnitude restricted thrust. For the purpose of designing a long-range continuous thrust interception orbit, the orbit motion equations of two satellites with J2 perturbation are constructed. This problem is assumed to be a typical pursuit-evasion problem in differential game theory; using boundary constraint conditions and a performance index function that includes time and fuel consumption, the saddle point solution corresponding to the bilateral optimal is derived, and then this pursuit-evasion problem is transformed into a two-point boundary value problem. A hybrid optimisation method using a genetic algorithm (GA) and sequential quadratic programming (SQP) is derived to obtain the optimal control strategy. The proposed model and algorithm are proved to be feasible for the given simulation cases.

To meet the increasing communication demands, the satellites need to be equipped with the high-accuracy and large-aperture antennas. One of the effective methods to construct the modular antennas with ultra-high accuracy and ultra-large aperture is on-orbit assembly technology. During the on-orbit assembly missions, the assembly error is a key factor to affect the surface accuracy of the modular antennas. This paper studies the node design of each module and the assembly error analysis of the modular antennas. A design method of the module nodes is presented with consideration of the assembly gap between two modules. Meanwhile, a soft connection mechanism is designed to ensure the mobility among the assembly modules. To investigate the transmission law of the assembly errors, an analytical model of assembly error is derived based on the exponential product method. In order to establish the deformation surface with rotation and displacement assembly errors, an error ball concept is proposed by the analytical model. To decrease the assembly errors, the actuators are installed among some modules. Moreover, an adjustment method is proposed to obtain the adjustment amounts of actuators. Finally, the correctness of analytical model and the effectiveness of the adjustment method are demonstrated by the numerical simulations.

The objective of this paper is to present the movement mechanisms of transport aircraft response to severe clear-air turbulence to obtain the loss of control prevention for pilot training in IATA – Loss of Control In-flight (LOC-I) program. The transport aircraft in transonic flight is subjected to severe clear-air turbulence, resulting in a sudden plunging motion with the abrupt change in flight attitude and gravitational acceleration. The comparative analyses of the flight environment and aircraft response to severe clear-air turbulence for two four-jet aircraft are studied. The one with a larger dropped-off altitude during the plunging motion will be chosen to construct the movement mechanism. The nonlinear unsteady aerodynamic model of the chosen transport is established through flight data mining and the fuzzy-logic modeling of artificial intelligence technique based on post-flight data. The crosswind before the turbulence encounter will easily induce a rolling motion and then the sudden plunging motion during the turbulence encounter. The influences of the varying vertical wind and crosswind on loss of control are presented. To formulate preventive actions, the situation awareness of varying crosswind encountering for the operational pilot will be studied further in the future. The present study is initiated to examine the possible mitigation concepts of accident prevention for the pilot training course of IATA – Loss of Control In-flight (LOC-I) program.

Lift alleviation by a mini-spoiler on aerofoils, unswept and swept wings encountering an isolated counter-clockwise vortical gust was investigated by means of force and velocity measurements. The flow separation region behind the spoiler remains little affected during the gust encounter. The maximum lift reduction is found for the static stall angle of attack. The change in the maximum lift during the gust encounter is approximately equal to that in steady freestream. The comparison with plunging aerofoils reveals that, for the same maximum gust and plunge velocity, the effectiveness of the mini-spoiler is much better in travelling gusts. This reveals the importance of the streamwise length scale of the incident gust. For the unswept wing, there is some three-dimensionality of the flow separation induced by the mini-spoiler near the wing tip. The magnitude of the lift reduction can be estimated using the aerofoil data and by making an aspect ratio correction for the reduced effective angle of attack. For the swept wing, the mini-spoiler can disrupt the formation of a leading-edge vortex induced by the incident vortex on the clean wing and can still reduce the maximum lift.

There has been a renewed interest in developing environmentally friendly, economically viable, and technologically feasible supersonic transport aircraft and reduced order modeling methods can play an important contribution in accelerating the design process of these future aircraft. This paper reviews the use of the vortex lattice method (VLM) in modeling the general aerodynamics of subsonic and supersonic aircraft. The historical overview of the vortex lattice method is reviewed which indicates the use of this method for over a century for development and advancements in the aerodynamic analysis of subsonic and supersonic aircraft. The preference of VLM over other potential flow-solvers is because of its low order highly efficient computational analysis which is quick and efficient. Developments in VLM covering steady, unsteady state, linear and non-linear aerodynamic characteristics for different wing planform for the purpose of several different types of design optimisation is reviewed. For over a decade classical vortex lattice method has been used for multi-objective optimisation studies for commercial aircraft and unmanned aerial vehicle’s aerodynamic performance optimisation. VLM was one of the major potential flow solvers for studying the aerodynamic and aeroelastic characteristics of many wings and aircraft for NASA’s supersonic transport mission (SST). VLM is a preferred means for solving large numbers of computational design parameters in less time, more efficiently, and cheaper when compared to conventional CFD analysis which lends itself more to detailed study and solving the more challenging configuration and aerodynamic features of civil supersonic transport.

Defence Science and Technology Group (DSTG) is currently preparing for the launch of the Buccaneer Main Mission (BMM) satellite, the successor to the Buccaneer Risk Mitigation Mission (BRMM). BMM hosts a high-frequency (HF) antenna and receiver to contribute to the calibration of the Jindalee Operational Radar Network (JORN). Verification of the successful deployment and stability of the large HF antenna is critical to the success of the mission. A bespoke deployable optics payload has been developed by DSTG to fulfil the dual purpose of direct verification of the deployed state of the HF antenna and capturing images of the Earth through a rotatable, dual-surfaced mirror and a variable-focus liquid lens. The payload advances research at DSTG in several fields of space engineering, including deployable mechanisms, precision actuation devices, radiation-tolerant electronics, advanced metal polishing and optical metrology. This paper discusses the payload design, material selection, trade-offs considered for the deployable optics payload and preliminary test results.

This work investigates the role of flexibility and resonant excitation on the deformation mechanism and aerodynamic performance of flapping wings. A hummingbird-inspired wing (HIW) is considered and designed to have a bone-like stiffener made of carbon fibre/epoxy (CF/E) composite attached to a membrane made of carbon nanotubes/polypropylene (CNTs/PP) nanocomposite representing the flexible part of the natural wing. The designed HIW model is analysed through fluid-structure interaction simulations performed at frequencies near and at resonant frequency. It is found that HIW generates desired bending and twisting deformations that are coupled. These deformation mechanisms are studied in detail with the help of time-varying deflections and bending-twisting angles. Further, the simultaneous effect of these parameters on the aerodynamic performance of the wing is also investigated. It is observed that the coupled nature of bending and twisting deformations is critical in enhancing the aerodynamic performance of flapping wings. In addition to that, the resonance generates higher amplitude of desired structural deformations that further enhances thrust as well as lift generation capability of the wing. The underlying mechanism for this is also explained by studying the flow around the deflected surface of the wing. Compared to off-resonant frequencies, vorticity and pressures are substantially higher for the wing at resonance. A physical model of HIW is realised using CNTs/PP and CF/E composites to perform experimental wing motion analysis and to validate the computational results. In conclusion, the present study provides a basis to design efficient biomimetic flapping wings for micro aerial vehicles (MAVs) by exploring flexibility and resonant excitation.

Adverse meteorological conditions often contribute to the formation of ice on aircraft wing section, engine nacelle and other parts leading to the loss of lift coefficient and increase in drag coefficient affecting aircraft control and stability. This paper addresses the problem of in-flight icing on an asymmetric aerofoil under three different ambient and cloud conditions. The study involves prediction of the leading-edge ice thickness using a numerical model developed from the mass and energy conservation law and Messinger freezing fraction model at the same Reynolds number. Later on, degradation in the aerodynamic performance of the iced aerofoil was also investigated using the computational fluid dynamics (CFD) technique, taking the flow field around a 2D aerofoil geometry into account. The aerodynamic study indicates that cumulus clouds embedded with stratified clouds contribute to the formation of mixed ice on aerofoil leading edge and causes the worst icing scenario reducing the lift coefficient to 90% and increasing the drag coefficient to 800% for the same ambient conditions.