1,720,974 research outputs found
A dispersed airworthiness management system - the model of the British Microlight Aircraft Association
No full textThe BMAA is presented with an unusual problem of managing the continued airworthiness of a fleet of about 3,100 aircraft, of about 150 types, dispersed across several countries. This paper describes the problems faced in managing this task, whilst maintaining both low operating costs and an acceptable safety record
The weightshift-controlled microlight aeroplane
No full textMicrolight aircraft are increasingly becoming the most popular segment of private aviation. In the United Kingdom the majority (about 2500 of a total fleet of 3500) of these aircraft are of the weightshift class, also known as flexwings or trikes. This paper introduces the main issues involved in the design and operation of this class of aeroplane
The 'tumble' departure mode in weightshift-controlled microlight aircraft
No full textThe cost of private or recreational flying is high for most conventional aircraft types. During the last 25 years, however, an alternative has become available in the form of the microlight aircraft. It has a relatively low cost of ownership and has opened up flying to a greater audience.However, there have been a number of accidents, usually fatal, to this class of aircraft, which could not be explained through any conventional understanding. The reason for these accidents, which involve a departure from controlled flight followed by aircraft structural failure (generally including mechanical failure of the basebar, wingtips and leading edge), has become known as the 'tumble', owing to the basic motion of the aircraft. This paper analyses the tumble mode, from its initiation through to the steady rotation condition. History has shown that the tumble mode has always resulted in the destruction of an aircraft. In consequence, it is the authors' opinion that consideration of the tumble during the approval of new designs should concentrate upon avoidance, since there is no identifiable recovery mechanism from the established mode without the use of an external safety device.A programme of research into this phenomenon was initiated in 1997. The peculiar nature of the tumble motion has required the aerodynamic modelling to address the effects of a high pitch rate, which has led to the introduction of unsteady aerodynamic effects.This paper sets out to describe and explain the mode, leading to a model that might reasonably be developed to produce relatively tumble resistant aircraft. Finally, the methods of possible entry are explained; it is intended that this information may be used in pilot training to ensure the avoidance of the tumble instability
A theoretical and experimental appraisal of airworthiness evaluation techniques for small light aeroplanes
No full textThis thesis was submitted for the degree of Doctor of Philosophy and awarded by the University of Southampton.A thorough evaluation of the airworthiness of a manned aircraft is vitally important, regardless of the size or function of the aircraft. However, the methods used in light and particularly microlight aircraft certification were largely based upon rules of thumb or methods better suited to larger, higher energy, aircraft programmes.
A programme of research has been carried out to develop means by which microlight aircraft certification could be carried out appropriately to this class of aircraft.
The stall and immediately post-stall behaviour of an aircraft are shown to be a function of the deceleration rate prior to the stall; therefore it is necessary to use a representative deceleration rate when determining the acceptability of stall and post-stall handling qualities. This research has found means by which the range of deceleration rates likely to be seen in a particular type can be estimated, so that flight test programmes can ensure these rates are included, and thus aircraft are confirmed to have acceptable stalling characteristics.
Weightshift controlled microlight aeroplanes, using a Rogallo type wing, rarely show a conventional (square law) relationship between stalling speed and loading; the reason being identified as aeroelastic deformation of the wing with loading. A means by which stalling speed may be estimated for such aircraft at a variety of loadings has been developed. This will allow designers the maximum flexibility in determining operating limits and shows how the stall speed at various flight conditions may be predicted in aircraft operating documentation.
The spin is a serious and potentially fatal mode of flight; a spinning evaluation, even for non-aerobatic aeroplanes, is therefore essential. A best practice has been developed and tested for the spin-resistance or spinning evaluation of microlight aeroplanes, including equipment, aircraft and crew preparation, and reporting. The developed methodology is shown to be successful, using the results of certification flight test programmes, and the in-service safety record of aircraft which had been evaluated using these methods.
The tumble mode is a little known mode of departure from controlled flight experienced by weightshift controlled microlight aeroplanes. It has been a very significant factor in fatal accident records, being non-recoverable without the use of external safety devices. The mode consists of a nose-down autorotation at a rate of up to 400°/s. The tumble entry mechanism is explained, and advice to operators developed which should prevent tumble entry. Evidence is shown of the nature of the developed tumble – both modelled and through wind tunnel results, which explain how the autorotation occurs. It is also shown how this theory may be applied during testing of an aircraft to develop a tumble resistant aircraft
Take-off performance of a single engine battery-electric aeroplane
No full textThis paper investigates the take-off performance of a single engine battery-electric aeroplane, using the example of the 300kg Sherwood eKub. It shows analysis of take-off performance of such an aeroplane must include as a minimum two new parameters not normally considered: time at full throttle and state of charge. It was shown in both ground and flight test that the state of available power reduces both as the throttle is fully open, and as battery charge is consumed, although recovers partially when power is reduced for a period. It is possible to schedule take-off performance as a function of the usual parameters plus state of charge. Because of the reducing climb performance with use of state of charge, and the requirement in airworthiness standards for minimum climb performance being available, it becomes necessary to introduce the concept of minimum-indicated state of charge for take-off, SoCiMTO; means to calculate that are shown for compliance with both microlight aeroplane standards and larger aeroplane standards, and the calculations are demonstrated for the eKub. Conclusions are also drawn about the use of commercial products SkyDemon and Google Earth for recording and analysing aeroplane performance data
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