Aeronautical Technologies for the Twenty-First Century (1992) / Chapter Skim
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10 Avionics and Controls
10 Avionics and Controls
Pages 221-242
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From page 221... ...
and better integration of systems. , enhanced functionality, This is particularly true for systems that reduce the burden on the crew of flying the aircraft and systems that allow for increased capacity of He global air traffic management (ATM)
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From page 222... ...
Panoramic pictorial presentations of the aircraft flight situation, voice-interactive communications with automated systems, and tactile augmentation for control manipulators are examples of expected advances over the next generation in pilot/vehicle interfaces. These advances in capability will be brought about through advances in integration and fusion of multi spectral sensors; large, flat-panel, color displays; miniature optics and related multiple laser projection arrays; and continued growth in computationaVimage processing power.
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From page 223... ...
Similarly, the simulator and/or experimental flight validation (V) designation implies that NASA should be heavily involved, again in conjunction with industry and others, in providing the experimental ground facilities and flight test aircraft to prove the utility of specific technological concepts.
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From page 224... ...
Figure 10-1 shows the complexity and scope of the integration task; Figure 10-2 summarizes air traffic automation aids being pioneered in NASA research that could realize major benefits by the 2010-2020 era. TECHNOLOGY NEEDED Integration of individual communication elements in such a way as V, TA to ensure optimal operational capability and overall system fault tolerance (e.g., use of GPS and airborne downlink data to aid in air traffic control surveillance and traffic management)
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From page 225... ...
TECHNOLOGY NEEDED Airborne navigational capabilities that integrate elements in such a way as to ensure optimal operational capability and overall system fault tolerance (e.g., airborne downlink data to aid in air traffic control surveillance and traffic management NASA ROLE V, TA (specifically for autoland as well as navigation)
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From page 226... ...
Precision runway guidance required to ensure that aircraft have the capability for autonomous operation as a backup to ground-based systems Precision runway guidance sensors, integrated with on-board landing guidance system and data base of landing site information, to enable accurate synthetic vision displays Integration of fuel optimization flight path with ATM metering system Automatic aircraft flight path monitoring (on board) versus aircraft V, TA configuration for takeoff and landing Parallel Runway Management NASA ROLE (cont'd)
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From page 227... ...
radio communications and V, TA satellite communications with automatic link establishment transparent to crew Satellite communications and/or data link for transmission of in-flight diagnostics to ground-based maintenance facility Integrated antenna and radio frequency signal processing for radio- TA communications, satellite communications, GPS, distancemeasunng equipment, and air traffic control transponder System integration V Collision Avoidance NASA ROLE Integrated Ground/A~r-Based Collision Avoidance Systems with Appropriate On-board Situational Displays. Collision avoidance will become a more cndcal issue if air traffic density increases as forecast.
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From page 228... ...
TECHNOLOGY NEEDED l Integration of airport ground traffic control data by using V, TA surveillance radar arid aircraft runway steering sensors Integration of onboard differential GPS/inertial position/velocity reports for ground traffic surveillance data and for automatic threat resolution Bad Weather Detection and Avoidance NASA ROLE SD&I, V, TA Airborne and Ground-Based, Real-T'me, Weather Threat Displays and Alerting Systems. The promise of microwave landing systems, coupled with the forecast traffic increase, underlines the need for accurate detection and charting of weather threats to avoid excessive flight delays.
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From page 229... ...
The Committee has idendfi~ simulation, cockpit display and control technologies, and synthetic vision/virtual reality as key to providing this capability. A truly integrated cocl~it with intelligent automation is evolving, but significant steps must still be taken and many emerging technologies must be considered and exploited properly.
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From page 230... ...
TECHNOLOGY NEEDED NASA ROLE Wide Wield-of-view optics allowing single-panel panoramic SD&I, V Instrument panels and synthetic vision windows Improved clarity of field of view of head-up display symbology SD&I, V through color, contrast, perspective, and enhanced effective optical focus at infinity, as well as use of the windscreen as the combining glass Helmet-mounted display hardware improvement allowing light SD&T, V weight, and full field of view Eye and head packing technology Direct writing on the retina SD&T, V R SD&T, V Virtual auditory systems Hat provide sound orientation to the SD&l,V airplane and the external environment Enhanced voice synthesis techniques with advances in R
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From page 231... ...
Aircraft sensor data will require enhanced capabilities from those sensors. Sensor suites not only will create a visual telepresence but will provide weather detection, clear-air turbulence detection, obstacle avoidance, wake vortex avoidance, and reduced veshbular and visual illusions due to cloud decks, window reflections, and ground lights.
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From page 232... ...
Introduction of new devices and components can improve performance and reduce cost; paIalle! processing can provide the computing power to take advantage of new capabilities; software design techniques can reduce software errors and improve performance; proper use of fault tolerance techniques can improve reliability and safety; and verification and validation methods can ensure that system designs meet their performance and reliability requirements and also improve the certification process.
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From page 233... ...
Although anticipated commercial avionics applications can be accommodated with a state-of-the-art single processor system, the fault tolerance required by flight-cmcial systems adds substantial overhead that significantly reduces the effective throughput of avionics computers. Parallel processing is a promising technique to provide the necessary computing power to accommodate fault tolerance overhead.
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From page 234... ...
Effective utilization of parallel machines demands major advances in recognition of parallelism in algorithms, partitioning schemes, compiler technology, and operating systems. TECHNOLOGY NEEDED Distributed operating systems; partitioning techniques NASA ROLE R Expert Systems.
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From page 235... ...
SD&I To increase the functional capability of the mechanisms by which aircraft flight is condoned, the Committee has identified controllability and maneuverability, load alleviation and ride conuol, engine control, aerodynamic flow control, and noise reduction as areas In which NASA must play a significant role. The following sections describe in detail how NASA research, development, and validation can play a part in bringing specific key technologies to fruition.
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From page 236... ...
SD&I and architectures to accommodate sensor, actuator, structure, surface, and processor failures or damage Adaptive control design methods for real-time application Real-time mul~variable system optimization techniques R SD&I, V R Condom law partitioning methods for decentralized architectures R
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From page 237... ...
with active flight controls allows the use of lighter structures and higher aspect ratios or more highly swept wings. Control surfaces are deflected to reduce aircraft response to atmospheric disturbances, redistribute lift to reduce critical structural loading, or damp wing and body structural modes.
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From page 238... ...
TECHNOLOGY NEEDED High-frequency sensors and actuators with associated signal SD&I processing Rotating stall detection and suppression with associated signal R processing NASA ROLE Active Turbine Clearance Control. Active control of turbine blade tip clearance based on real-time measurements of blade clearances, rather than open-Ioop scheduling would allow engine running with tightest practical clearances in the compressor and turbine, achieving the maximum available efficiency.
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From page 239... ...
Laminar flow is maintained by sucking air out of the boundary layer through slots or perforations in the wing surface. Total aircraft drag reductions on the order of 20 percent are possible with extensive use of laminar flow control.
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From page 240... ...
TECHNOLOGY NEEDED NASA ROLE Durable, high-power, compact, efficient acoustic sources and R SD&I drivers Fast, adaptive control algorithms for broadband and random noise R cancellation with an uncertain plant and complex noise field Improved numerical and analytical models characterizing noise R propagation and structural/acoustic coupling for control, detection, arid secondary source design Control techniques for minimizing radiated three-dimensional noise R fields Individual rotor blade condor systems to achieve higher harmonic control for vibration and noise reduction AIRCRAFT POWER AND ACTUATION R
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From page 241... ...
On a typical twin engine this transport system weighs approximately 2,500 pounds. These systems are also a leading cause of commercial aircraft dispatch delay because of their mechanics complexity and consequent low reliability.
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From page 242... ...
2~ I ~ D^~ hinge Une Won conga ROSA R0 TA
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