By Christopher Edwards, Thomas Lombaerts, Hafid Smaili
The ecu Flight Mechanics motion crew FM-AG(16) on Fault Tolerant keep watch over, demonstrated in 2004 and concluded in 2008, represented a collaboration related to 13 eu companions from undefined, universities and study institutions below the auspices of the gang for Aeronautical study and expertise in Europe (GARTEUR) application. The publication contains 5 components. half I comprises the advent and motivation of this examine undertaking and a state of the art evaluation in Fault Tolerant Flight regulate (FTC). half II contains the outline of the benchmark problem, together with info of the benchmark simulation version and the evaluate standards used to judge the functionality of the Fault Tolerant Controllers. half III covers all of the diverse FDI/FTC layout tools that have been utilized to the benchmark simulation version. There are diverse evaluate tools for those FDI/FTC designs, particularly an off-line review utilizing the evaluate standards within the benchmark simulation version in Matlab, and an online overview on Delft’s SIMONA examine Simulator. The off-line reviews are defined within the person chapters partially III, while the latter is handled largely partly IV the place the genuine time exams at the SIMONA learn Simulator are brought and mentioned. eventually half V specializes in a evaluate of the utilized equipment from an commercial point of view including a few concluding remarks.
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Extra resources for Fault Tolerant Flight Control: A Benchmark Challenge
After experiencing the limping behaviour of the crippled aircraft, the crew decided to return to the airport. In an attempt to make an emergency landing, the aircraft flew several right-hand circuits in order to lose altitude and to line up with runway 27. During the second line-up, the aircraft entered an unrecoverable rolldive. As a result, the aircraft crashed, 13 km east of the airport, into an eleven-floor apartment building in the Bijlmermeer, a suburb of Amsterdam. The trajectory of the aircraft is shown in fig.
2 fan disk. Finally, fig. 24(b) shows a picture of the stabilizer on the re-assembled wreckage after the crash. This is a top view, the structure on the top left is the tail engine housing. It is clear where the No. 2 fan disk is located in that housing, since the skin is completely missing there. With regard to the stabilizer, it is clear that the inner part was damaged to a significantly larger extent than the outer one. Since the aircraft was swinging through a gradual right turn at the airway intersection at the moment the tail-mounted engine disintegrated, its ‘frozen’ control surfaces left it with the tendency to continue the turn.
The direct evidence provided by the parameters would also have permitted an analysis of the flight control system and engine function. Consequently, the data proved insufficient to establish why the plane suddenly went into the fatal dive. The NTSB did not rule out the possibilities of a malfunction of the rudder PCU servo (possibly causing a rudder reverse) and the effect that powerful rotor winds coming off the Rocky Mountains might have had, but there simply was not enough evidence to judge the expected cause.