Wind identification along a flight trajectory, part 3: 2D-dynamic approach View Full Text


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Article Info

DATE

1993-04

AUTHORS

A. Miele, T. Wang, C. Y. Tzeng, W. W. Melvin

ABSTRACT

This paper deals with the identification of the wind profile along a flight trajectory by means of a two-dimensional dynamic approach. In this approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile as well as the nominal thrust, drag, and lift profiles are obtained from the available DFDR measurements. The actual values of the thrust, drag, and lift are assumed to be proportional to the respective nominal values via multiplicative parameters, called the thrust, drag, and lift factors. The thrust, drag, and lift factors plus the inertial velocity components at impact are determined by matching the flight trajectory computed from DFDR data with the flight trajectory available from ATCR data. This leads to a least-square problem which is solved analytically under the additional requirement of closeness of the multiplicative factors to unity.Application of the 2D-dynamic approach to the case of Flight Delta 191 shows that, with reference to the last 180 sec before impact, the values of the multiplicative factors were 1.09, 0.84, and 0.89; this implies that the actual values of the thrust, drag, and lift were 9% above, 16% below, and 11% below their respective nominal values. For the last 60 sec before impact, the aircraft was subject to severe windshear, characterized by a horizontal wind velocity difference of 123 fps and a vertical wind velocity difference of 80 fps.The 2D-dynamic approach is applicable to the analysis of windshear accidents in take-off or landing, especially for the case of older-generation, shorter-range aircraft which do not carry the extensive instrumentation of newer-generation, longer-range aircraft. The same methodology can be extended to the investigation of aircraft accidents originating from causes other than windshear (e.g., icing, incorrect flap position, engine malfunction), above all if its precision is further increased by combining the 2D-dynamic approach and the 2D-kinematic approach. More... »

PAGES

1-29

References to SciGraph publications

  • 1992-10. Wind identification along a flight trajectory, part 1: 3D-kinematic approach in JOURNAL OF OPTIMIZATION THEORY AND APPLICATIONS
  • 1993-01. Wind identification along a flight trajectory, part 2: 2D-kinematic approach in JOURNAL OF OPTIMIZATION THEORY AND APPLICATIONS
  • 1978. A Practical Guide to Splines in NONE
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    http://scigraph.springernature.com/pub.10.1007/bf00940777

    DOI

    http://dx.doi.org/10.1007/bf00940777

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