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This new paper aims to combine the recent new contributions about direct data driven control and other safety property to form an innovative direct data driven safety control for aircraft flight system. More specifically, within the framework of direct data driven strategy, the collected data are dealt with to get the identified plant and designed controller. After reviewing some priori information about aircraft flight system, a closed loop system with the unknown plant and controller simultaneously is considered. Data driven estimation is proposed to identify the plant and controller only through the ratios of two correlation functions, computed from the collected data. To achieve the dual missions about perfect tracking and safety property, a new notion about safety controller is introduced. To design this safety controller, direct data driven safety controller is proposed to solve one constrain optimization problem. Then the authors apply the Karush–Kuhn–Tucker (KKT) optimality conditions to derive the explicit safety controller.

First, consider one closed loop system corresponding to aircraft flight system with the unknown plant and feed forward controller, data driven estimation is used to identify the plant and feed forward controller. This identification process means nonparametric estimation. Second, to achieve the perfect tracking one given transfer function and guarantee the closed loop output response within one limited range simultaneously, safety property is introduced. Then direct data driven safety control is proposed to design the safety controller, while satisfying the dual goals. Third, as the data driven estimation and direct data driven safety control are all formulated as one constrain optimization problem, the KKT optimality conditions are applied to obtain the explicit safety controller.

Some aircraft system identification and aircraft flight controller design can be reformulated as their corresponding constrain optimization problems. Then through solving these constrain optimization problems, the optimal estimation and controller are yielded, while satisfying our own priori goals. First, data driven estimation is proposed to get the rough estimation about the plant and controller. Second, data driven safety control is proposed to get one safety controller before our mentioned safety concept.

To the best of the authors’ knowledge, some existing theories about nonparametric estimation and tube model predictive control are very mature, but few contributions are applied in practice, such as aircraft system identification and aircraft flight controller design. This new paper shows the new theories about data driven estimation and data driven safety control on aircraft, being corresponded to the classical nonparametric estimation and tube model predictive control. Specifically, data driven estimation gives the rough estimations for the aircraft and its feed forward controller. Furthermore, after introducing the safety concept, data driven safety control is introduced to achieve the desired dual missions with the combination of KKT optimality conditions.

It was a good Farnborough Show … for those who went to see the flying displays and the weather was a great consolation. But it was an unusual Farnborough in some respects, first because of the good weather and this does bear repetition, and it does make such a difference to setting up the Show to its progress through the week and to the mood of the people there.

THIS paper is based on the 16th R. J. Mitchell Memorial Lecture presented to the Southampton Branch of the Royal Aeronautical Society at Southampton University on March 5, 1969, by the author.

This paper aims to analyze the viability of a solar power system as a supplemental power source for commercial and business aircraft.

First, a model is established to estimate the potential available power from suitable aircraft surfaces for various meteorological conditions, ground and flight mission characteristics. A proposed aircraft system architecture and an associated parametric conceptual sizing model are presented. This supplemental solar power system sizing model is integrated into an aircraft multidisciplinary design optimization environment to evaluate the aircraft-level impact on mission fuel burn. A parametric study for a business jet aircraft is performed to analyze various solar cell types and power densities for converters. Trade-off studies are performed between efficiency and weight.

Considering today’s efficiency and power-to-weight ratio of the system components, overall fuel burn reduction can be achieved. Therefore, the technology development work can start now to target short to mid-term applications. In addition, promising system integration scenarios are identified, such as the use of solar power for autonomous operation of the air conditioning system on ground, which yield potential further benefit. In conclusion, a supplemental solar power system seems a promising candidate for more efficient aircraft operation.

The presented novel supplemental solar power system architecture concept and its foreseen aircraft integration show potential benefits for near term applications. The results show that the break even for this technology is already reached and therefore build the foundation to further investigate the technology integration challenges. Clear directions for future research and development are outlined enabling the advancement of the technology readiness level.

The purpose of this paper is to overview the systems and their elements developing for supporting the less-skilled pi-lots.

Several European (like EPATS, SAT-Rdmp, Pplane, Esposa, Clean Sky2) and national projects (NASA SATS, Hungarian SafeFly) develop the personal/small aircraft and personal/small aircraft transportation systems. The projects had analysed the safety aspects, too, and they underlined the aircraft will be controlled by so-called less-skilled pilots (owners, renters), having less experiences. The paper defines the cross-connected controls, introduces the methods of subjective analysis in pilot decision processes, improves the pilot workload model, defines the possible workload management and describes the developing pilot decision support system.

Analysing the personal/small aircraft safety aspects, a unique and important safety problem induced by less-skilled pilots has been identified. The considerable simplification of the air-craft control system, supporting the pilot subjective decisions and introducing the pilot work-load management, may eliminate this problem.

Only the system elements have been used in concept validation tests.

The developing pilot supporting system in its general form has on - board and ground sub-systems, too, except a series of elements integrated into the pilot cockpit environment and control system. Several system elements (sensors, integrated controls, etc.) might be implement now, but the total system need further studies. The subjective decision process needs further development of the methodology and concept validation.

The system may catalyse the society acceptance of the personal aircraft and their safer piloting, applicability.

The paper introduces an original supporting system for less-skilled pilots.

IN the two years since the last Farnborough Air Show was held by the Society of British Aerospace Companies the aircraft industry has achieved an almost complete metamorphosis from the body blows in the form of major programme cancellations that almost felled it in 1965 to the very healthy position that it holds today.

This aircraft, or more exactly this integrated weapons system, is undoubtedly of major importance to both the British aircraft industry and the Royal Air Force. It is beyond question the most exacting project which the British industry has undertaken and as such has demanded adoption of the latest techniques, materials, equipment and management procedures as well as pursuit of research and development programmes on an unprecedented scale. In terms of air power, this system represents a substantial advance on any comparable aircraft or system currently in service and will give the Royal Air Force a strike and reconnaissance capability at high and low level which is possibly unmatched by any other air force in the world. The design philosophy of the TSR‐2 as it applies to an aircraft designed primarily for the high‐speed, low‐level strike/reconnaissance role was described in detail in the December 1963 issue of Aircraft Engineering (Ref. 1) but since that initial appraisal of the TSR‐2 was written some eleven months ago, there has been a gradual release of further information concerning the aircraft, its systems, power plant and equipment. It is the purpose of this article to bring the story up to date in that particular context, although it should be emphasized that the TSR‐2 is still subject to the strictest security embargo and it will be many years before a detailed study of the complete weapons system can be published. It is not intended to cover the same ground as the earlier article (Ref. 1) attempted but, before proceeding to detailed consideration of the systems, a brief overall description of the aircraft is given for the sake of completeness.

This paper explains the development of a dispatch reliability prediction method for passenger aircraft. The method provides an objective means of assessing the delay rate for aircraft systems in the very early stages of aircraft design, leading to the minimisation of subsequent corrective actions, and thus reducing operating cost. The method encompasses two models: one each for short‐haul and long‐haul aircraft. It uses delay rate data and design/performance parameters to derive statistical equations, one set for each aircraft system. These equations relate the delay rate for a particular system to selected design/performance parameters. The models give high predictability and can be applied at the conceptual design phase, using the minimum amount of input data.

This study presents an image processing algorithm capable of calculating selected flight parameters requested by flight control systems to guide aircraft along the horizontal projection of the landing trajectory. The parameters identified based on the basics of the image of the Calvert light system appearing in the on-board video system are used by flight control algorithms that imitate the pilot’s schematics of control. Controls were generated using a fuzzy logic expert system. This study aims to analyse an alternative to classical solutions that can be applied to some specific cases.

The paper uses theoretical discussions and breakdowns to create the basics for the development of structures for both image processing algorithms and control algorithms. An analytical discussion on the first stage was transformed into laboratory rig tests using a real autopilot unit. The results of this research were verified in a series of software-in-the-loop computer simulations.

The image processing method extracts the most crucial parameters defining the relative position of the aircraft to the runway, as well as the control algorithm that uses it.

In flight control systems that do not use any dedicated ground or satellite infrastructure to land the aircraft.

This paper presents the original approach of the author to aircraft control in cases where visual signals are used to determine the flight trajectory of the aircraft.

THE 28th International Air and Space Show at Le Bourget will be the largest yet held. One hundred and twenty‐five British companies will be taking part and this number represents well over 90 per cent of the British aerospace industry's production and research capacity. The theme of British participants will be ‘Aerospace through the Seventies’ and displays will include illustrations of projects for the next decade, as well as current products and research programmes. The Salon has been organized so that each day will be devoted to emphasizing a particular aspect of aeronautical activity: 29th May Press Preview; 30th May Official Opening Day; 31st May Philatelists Day and Aerospace Orientation Day; 1st June General and Business Aviation; 2nd June Aeromedical Aviation; 3rd June Electronics Industry; 4th June Equipment Industry; 5th June Rotary Wing Industry and Special Steel Studies; 6th June Foreign Missions Day; 1th June International Flying Display; 8th June International Air Display. The Show will be open to the public every day from 9.30 a.m. to 6.30 p.m., except on Friday 6th June which will be Foreign Missions Day and admission will then be by invitation only.