SUPRA Simulation of Upset Recovery in Aviation by gdf57j


Simulation of Upset Recovery in Aviation

Eric Groen, Human Factors, TNO, Soesterberg, the Netherlands
Scientific Coordinator

Lars Fucke, Safety R&D, Boeing R & T Europe, Madrid, Spain
Dissemination and Exploitation Lead

  RTD-AERODAYS, Madrid, 2011
 SUPRA – Project Information

Call                  AAT-2008-RTD-1
Budget                € 4.9M / EC: 3.7M
Duration              3 years, Oct 2009 – Sep 2012

  (NL)     TNO        NLR       Desdemona
  (RU) TsAGI          GFRI      CSTS “Dinamika”
  (UK) DeMontfort University
  (AT)     AMST
  (DE) Max Planck Institute for Biological Cybernetics
  (ES) BR&TE

External Expert Group
  Test and airline pilots, flight control and modeling experts

   RTD-AERODAYS, Madrid, 2011                                    2

• Loss of control in flight (LOC-I) leading cause of fatal accidents
• Unsuccessful upset recovery often contributing factor

                                    Boeing Commercial Airplanes,
                                    Statistical Summary of Commercial
                                    Jet Airplane Accidents, Worldwide
                                    Operations 2000 – 2009

  RTD-AERODAYS, Madrid, 2011                                            3
What is an Upset?


             Stall           Unusual attitude             Speed/g-load


                                                    V                     МD




RTD-AERODAYS, Madrid, 2011                                                          4
Upset Recovery training

 • Recognized need for training

 • Upset scenarios in GA-type aircraft
    • Early exposure has positive effects
    • However: transfer to commercial jets?

 • Simulator training cost-effective and safe
    • Industry Airplane Upset Recovery Training Aid
    • Academics and simulator exercises

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 Full-Flight Simulators

Technological shortfalls of FFS
• Limited envelope of aerodynamic models
    • Applies to normal, linear flight envelope
    • LOC-I events exceed wind tunnel data

• Very limited motion capabilities
   • Only onset cueing
   • No sustained G-loads / rates

SUPRA Challenges
• Develop new simulator capabilities
   • Extension of aerodynamic envelope
   • New motion cueing solutions

   RTD-AERODAYS, Madrid, 2011                     6
Aerodynamic modeling

• Extend model with non-linear aerodynamics at high angle-of-attack
    • e.g. Dynamic hysteresis
• Generic geometry (from FP-6 New Aircraft Concepts Research NACRE)
• Reconfigurable

 RTD-AERODAYS, Madrid, 2011                                           7
  Aerodynamic modeling

  Unique combination of:
  • Wind tunnel data (TsAGI)
  • Computational Fluid Dynamics, CFD (NLR)
  • Phenomenological modeling (DMU)

Wind tunnel data                CFD Predictions                 NACRE

                                              Cdyn =            ∆C (α )
                                                       τs + 1

      Flight test data (GFRI)              Phenomenological model
   RTD-AERODAYS, Madrid, 2011                                             8
Aerodynamic modeling

Real-time model
• Delivered in March 2011
• Matlab Simulink®
• Evaluation by experts from NASA & Boeing:

    “Cutting edge technology!”

 RTD-AERODAYS, Madrid, 2011                   9
Motion cueing

    Mathematical filters that confine the motion space of the
    simulator, while still providing the relevant motion cues

                                     Washout filters

                             1 km3                     0.000000001 km3

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 SUPRA flight simulator hardware

Conventional hexapod type
   • GRACE (NLR)
   • PSPK-102 (TsAGI)
• Benchmark

New-generation motion base
• All-attitude maneuvering
• G-cueing

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DESDEMONA simulator

•   DESorientation DEMONstrator Amst
•   Reconfigurable cabine
•   Out-the-window visual 120 deg
•   Motion capabilities
     • All attitude maneuvering
     • G-cueing (3g)

    RTD-AERODAYS, Madrid, 2011         12
In conclusion

SUPRA technological breakthroughs in flight simulation
• Advanced aerodynamic model of generic transport aircraft
• Unique engineering approach
• New motion cueing technologies

End result (Sep 2012)
• New simulator capabilities to expose pilots to multiple phenomena
  which are possible at stall/post-stall flight conditions during upset
• Validation by test pilots, and airline pilots


 RTD-AERODAYS, Madrid, 2011                                               13

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