WO1994015832A1 - Systemes de capteurs de pression aerodynamique - Google Patents

Systemes de capteurs de pression aerodynamique Download PDF

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Publication number
WO1994015832A1
WO1994015832A1 PCT/GB1994/000016 GB9400016W WO9415832A1 WO 1994015832 A1 WO1994015832 A1 WO 1994015832A1 GB 9400016 W GB9400016 W GB 9400016W WO 9415832 A1 WO9415832 A1 WO 9415832A1
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WO
WIPO (PCT)
Prior art keywords
component
aerodynamic
aircraft
predetermined
elements
Prior art date
Application number
PCT/GB1994/000016
Other languages
English (en)
Inventor
Ajoy Kumar Kundu
Original Assignee
Short Brothers Plc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Short Brothers Plc filed Critical Short Brothers Plc
Priority to CA002131638A priority Critical patent/CA2131638A1/fr
Priority to AU58365/94A priority patent/AU5836594A/en
Priority to EP94904225A priority patent/EP0629166A1/fr
Priority to BR9403464A priority patent/BR9403464A/pt
Priority to JP6515801A priority patent/JPH07507144A/ja
Publication of WO1994015832A1 publication Critical patent/WO1994015832A1/fr

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Classifications

    • GPHYSICS
    • G01MEASURING; TESTING
    • G01PMEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/14Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01PMEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P13/00Indicating or recording presence, absence, or direction, of movement
    • G01P13/02Indicating direction only, e.g. by weather vane
    • G01P13/025Indicating direction only, e.g. by weather vane indicating air data, i.e. flight variables of an aircraft, e.g. angle of attack, side slip, shear, yaw

Definitions

  • the present invention relates to aerodynamic pressure sensor systems for sensing aerodynamic pressures applied to a component movable relative to a surrounding gaseous medium and is particularly although not exclusively concerned with sensor systems for use on control surface components of an aircraft such as wing and fin structures where the aerodynamic pressures thereon vary over the surface in response to predetermined variations in one or more aerodynamic states of the component in relation to the medium.
  • a pitot head is a hollow tube that projects forward into the incident airflow and measures the total pressure of the airflow. Because it protudes from the surface it causes additional drag and is liable to damage, particularly on the ground. It is relatively cumbersome to integrate with an overall airdata system, and it requires rigorous maintenance and a separate installation for redundancy.
  • a separate sensing system consisting of a vane mounted on a protruding rod measures the aircraft angle of incidence, ⁇ , and its time rate of change, ⁇ . It is however also prone to accidental damage and causes additional drag.
  • V E is the equivalent airspeed and p. is the air density at sea level
  • a. is the free stream speed of sound
  • y is the adiabatic index of air
  • the equivalent airspeed V E is derived as a function of the total pressure P ⁇ and the static pressure P s .
  • P ⁇ is measured by a pitot head on the aircraft and P s by a static source on the aircraft.
  • P ⁇ and P s may be in error due to local variations in flow around the aircraft. This error, the so called Position Error, is derived by flight test calibration.
  • a component movable relative to a surrounding gaseous medium to produce over a predetermined face region thereof aerodynamic pressures thereon which vary in a predetermined manner in response to predetermined variations in an aerodynamic state or states of the component in relation to the medium
  • the component includes an aerodynamic pressure sensor system comprising a sensor array of pressure sensitive elements which occupy predetermined locations in the face region and each of which generates an output signal representative of the aerodynamic pressure at the location and signal generating means responsive to the output signals to generate by reference to the aerodynamic pressures which the output signals represent a condition signal representing variations in the aerodynamic state or one or more of the aerodynamic states of the component in relation to the medium.
  • the component has a leading edge profile formed by a frontal profile surface which extends outwardly and rearwardly from a predetermined reference plane and the predetermined face region occupied by the sensor array lies in the frontal profile surface.
  • the sensor array so extends over the frontal profile surface as to provide pressure sensitive elements on the frontal profile surface on each side of the reference plane.
  • control surface components such as wing and fin structures of an aircraft
  • stagnation pressures are developed on the components and that the positions of these pressures are subject to variation over the surface of the component in response to variations in one or more of the aerodynamic states of the aircraft or component in relation to the medium.
  • the component has a frontal profile surface which is such as to create on the surface an aerodynamic stagnation pressure, the position of which is subject to variation over the surface in response to variations in the aerodynamic state or states of the component in relation to the medium and the sensor array is arranged so to extend over the frontal profile surface that the pressure sensitive elements are responsive to variations in pressures arising from variations in the position of the stagnation pressure.
  • the pressure sensitive elements of the array are so located as to form a column of pressure sensitive elements in the face region.
  • the pressure sensitive elements of the array are such as to form one or more further columns of pressure sensitive elements in the face region.
  • each element of the first column of elements forms with each corresponding element of the other column or each of the other columns of elements a row of elements extending over the face region in a direction transverse to the columns of elements.
  • the sensor array comprises pressure sensitive elements so arranged as to form a multiplicity of columns of elements and a multiplicity of rows of elements. The columns may conveniently be juxtaposed in the array and the elements juxtaposed in the or each column.
  • the sensor array is so positioned over the frontal profile surface that the pressure sensitive elements of the or each column of elements extend over the frontal profile surface on each side of the reference plane .
  • the signal generating means generates in response to the output signals a condition signal representing the speed of the component relative to the medium by reference to the aerodynamic pressures over the frontal profile surface represented by the output signals.
  • the component has a component profile which includes the leading edge profile and a trailing edge profile
  • the predetermined reference plane passes through the centres of curvature of the leading edge profile and the trailing edge profile and the component profile is such as to generate lift for predetermined angles of incidence of the reference plane to the direction of advance movement of the component with respect to the medium.
  • the component is a main supporting surface component such as a wing structure and the signal generating means generates in response to the output signals from the pressure sensitive elements an incidence signal representing the angle of incidence of the component as measured between the reference plane and the direction of advance movement of the component relative to the medium.
  • the signal generating means may be arranged to generate in response to the output signals an angle of incidence rate signal representing a time rate of change of the angle of incidence of the component with respect to the medium.
  • the component may alternatively be a vertically arranged aircraft control surface component providing directional stability of the aircraft, such as a vertical tail fin, the component having a component profile which includes the leading edge profile and a trailing edge profile, with the predetermined reference plane passing through the centres of curvature of the leading edge profile and the trailing edge profile and the component profile being such as to generate stabilising side thrust for predetermined angles of incidence of the reference plane to the direction of advance movement of the component with respect to the medium.
  • the signal generating means may then be arranged to generate in response to the output signals an angle of sideslip signal representing the angle of sideslip of the component as measured between the reference plane and the direction of advance movement of the component relative to the medium.
  • the component is an elongate component which extends in a direction transverse to the direction of advance movement of the component relative to the medium and which is so shaped as to produce under predetermined load conditions and during relative advance movement with respect to the medium angles of incidence which vary along the transverse direction.
  • the sensor array may then comprise a first sensor sub-array which extends over the frontal profile surface of the component at a predetermined first location thereof and a second sensor sub-array which extends over the frontal profile surface at a location spaced in the transverse direction from the first predetermined location and the signal generating means may then generate in response to the output signals from the pressure sensitive elements of the two sub- arrays incidence signals representing the angle of incidence of the component at each of the locations, whereby an angle of twist signal can be generated to represent the angle of twist of the component between the two locations.
  • the first sensor sub-array may be located in a root region of the component and the second sub-array may be located in a tip region of the component.
  • an aircraft including one or more components according to the first aspect of the invention.
  • two of the components according to the first aspect of the invention are port and starboard wing structures and another of the components according to the first aspect of the invention is a vertically arranged tail fin structure.
  • the pressure sensitive elements may conveniently take the form of magnetic tapes for accurately sensing aerodynamic pressures or pressure sensitive piezo elecric cells arranged to form the sensor array.
  • the pressure sensitive elements are flush mounted in the component and as a consequence eliminate the drag which would arise from the use of pitot-head and ⁇ -vanes .
  • Fig 1 is a schematic perspective view of an aircraft with control surface wing and fin structures embodying aerodynamic pressure sensor arrays according to the invention
  • Fig 2 is a profile section of the port wing structure of the aircraft shown in Fig 1, taken on the line II-II in Fig 1 and showing one of the sensor arrays.
  • Fig 3 is a scrap perspective view drawn to an enlarged scale of the port wing structure of the aircraft shown in Fig 1, illustrating the sensor array shown in Fig 2
  • Fig 4 is a schematic graphical representation illustrating the change of local pressure coefficient over the leading edge profile of the port wing structure of the aircraft illustrated in Fig l as measured by the array of pressure sensitive elements provided in the leading edge profile,
  • Fig 5 is a profile section of the vertical tail fin structure of the aircraft shown in Fig 1, taken on the line V-V in Fig 1
  • Fig 6 is a scrap perspective' view drawn to an enlarged scale of the vertical tail fin structure of the aircraft shown in Fig 1, illustrating one of the sensor arrays embodied in the structure
  • Fig 7 is a flowchart of an airdata handling system for operating on outputs from the pressure sensitive elements of sensor arrays provided on the aircraft illustrated in Fig 1 to produce output displays or output signals representing principal aerodynamic states of the aircraft or of its control surface components.
  • an aircraft 11 includes a fuselage body 12, port and starboard main supporting surface wing structures 13 and 14 with engines 15 and 16 and a tail unit 17 including a vertically arranged control surface fin structure 18 and port and starboard control surface elevator structures 19 and 20.
  • the port wing structure 13 is shown in section in Fig 2. It has an aerofoil profile 21 and includes a leading edge profile 22 and a trailing edge profile 23. A chord line 24 is shown in chain dot line. It is as conventionally defined the straight line through the centres of curvature of the leading and trailing edge profiles 23 and is the reference line from which angles of incidence ⁇ are measured.
  • the leading edge profile 22 of the wing structure 13 includes a sensor array 25 which as best seen in Fig 3 comprises pressure sensitive elements 26 arranged in a multiplicity of columns 27 and rows 28.
  • the columns 27 of elements 26 extend as shown over the leading edge profile 22 on each side of the chord line 24, with the columns 27 extending further over the leading edge profile on the underside of the wing structure than on the upper side of the structure.
  • the rows 28 of elements 26 extend spanwise along the leading edge profile 22 as shown.
  • the pressure sensitive elements 26 of the array 25 are, as shown, flush mounted in the leading edge profile 22 of the wing structure 13 and comprise magnetic tape sensors which can acurately produce in association with an output circuit signals representative of the local aerodynamic pressures applied to the element.
  • the elements 26 may, if desired, be protected by retractable shielding to guard against external impacts on the ground and heating arrangements may also be provided to protect the elements from the problems of icing.
  • the pressure sensitive elements 26 of the sensor array 25 occupy juxtaposed locations on the leading edge profile 22 in both the chordwi ⁇ e and spanwise directions of the profile. As a result, they become subject during flight of the aircraft 11 to local aerodynamic pressures which have magnitudes which are dependent on their location in the region covered by the array. Furthermore, the local aerodynamic pressures vary in dependence upon the angle of incidence of the wing structure during flight.
  • Fig 4 Such variations in aerodynamic pressure over the region covered by the sensor array 25 is graphically represented in Fig 4 in which the local pressure coefficient at each pressure sensitive element location 26' is plotted for successive columns 27 of the elements 26.
  • the maximum local pressure coefficient occurs at a predetermined stagnation point for each column 27 of the array 25 at a position on the leading edge profile between two of the pressure sensitive elements and that the pressure coefficient falls off on each side of the stagnation point progressively over the upper and lower surfaces of the leading edge profile.
  • the local pressure coefficients In addition to the variation in the local pressure coefficients over the leading edge profile covered by the sensor array 25, the local pressure coefficients also vary over the leading edge profile as the angle of incidence of the wing structure change during flight, insofar as the stagnation pressure changes its location and provides a maxiumum aerodynamic pressure at another or other locations of the elements 26 of the array 25.
  • the pressure sensitive elements 26 can be arranged to generate output signals representative of the local aerodynamic pressures at the locations which they occupy on the leading edge profile 22 to provide pressure distribution information which includes the stagnation pressure at the stagnation point and which can be utilised to generate as hereinafter to be described outputs representative of the indicated or equivalent airspeed, the angle of incidence of the wing structure and if desired the time rate of change of the incidence angle.
  • Static pressures are sensed at conventional static ports by sensors producing electrical output signals.
  • the port wing structure 13 includes a further sensor array 29 in the tip section of the structure 13, which is composed of pressure sensitive elements in columns and rows in the same manner as the sensor array 25, with the columns and rows extending chordwise and spanwise over the leading edge profile 22 in the tip region in the same manner and by the same amount as the columns and rows 27 and 28 of the array 25, the ' pressure sensitive elements providing output signals representative of the aerodynamic pressures at the locations of the elements in the same manner as the elements 26 of the array 25.
  • the output signals from the pressure sensitive elements 26 of the two arrays 25 and 29 can be used simply to generate an output representing the indicated airspeed of the aircraft for example by averaging the outputs from the two arrays.
  • the output signals can be used to produce an output representing the angle of incidence of the wing structure 13 also by averaging the output signals from the two arrays. More importantly, however, the output signals can with advantage be used to generate an output representing the angle of twist of the wing structure 13 as measured by the difference between the angle of incidence at the array 25 and the angle of incidence at the array 29.
  • the starboard wing structure 14 also includes two further spaced sensor arrays one of which (not shown) is arranged in the root section of the wing structure 14 at a position corresponding to that of the array 25 on the wing structure 13 and an array 30 located at the tip section of the wing structure 14 and corresponding to the array 29 on the tip section of the structure 13.
  • the sensor arrays provided on the wing structures 13 and 14 may simply provide for accurate measurement of indicated airspeed and where desired the incidence angle and, if also desired, the time rate of change of the incidence angle and the angles of twist of the wing structures.
  • a sensor array 31 is embodied in the fin structure 18 in the root region thereof and a further sensor array 32 is embodied in the structure 18 at the tip section of the structure.
  • the fin . structure 18 is shown in section in Fig 5. It has a low drag profile 33 and includes a leading edge profile 34 and a trailing edge profile 35.
  • a chord line 36 is shown in chain-dot line. It is, as conventionally defined, the straight line through the centres of curvature of the leading and trailing edge profiles 34 and 35 and is the reference line from which angles of sideslip are measured.
  • the low drag profile 33 differs from the aerofoil profile 21 shown in Fig 2 insofar as it is symmetrical with respect to the chord line 36.
  • the sensor array 31 including in the leading edge profile 34 of the fin structure 18 is best seen in Fig 6. It comprises pressure sensitive elements 26 arranged in a multiplicity of columns 27 and rows 28.
  • the columns .27 extend as shown over the leading edge profile 34 on each side of the chord line 36 and by equal amounts on each side of the fin structure 18.
  • the rows 28 extend as shown spanwise along the leading edge profile.
  • the pressure sensitive elements 26 of the array 31 are, as shown, flush mounted in the leading edge profile 34 and conveniently comprise magnetic tape sensors which can accurately produce in association with an output circuit signals representative of the local aerodynamic pressures applied to the element.
  • the elements 26 of the array 31 may also if desired be protected by retractable shielding to guard against external impacts on the ground and heating arrangements may also be provided to protect the elements from the problems of icing.
  • the pressure sensitive elements 26 of the sensor array 31 occupy juxtaposed locations on the leading edge profile 34 of the fin structure 18 both in the chordwise and vertical direction of the profile. As a result, they become subject during flight of the aircraft to local aerodynamic pressures which have magnitudes which are dependent upon the location of the element in the region covered by the array. Furthermore, these local aerodynamic pressures vary in dependence upon the angle of sideslip of the fin structure 18 during flight.
  • the local aerodynamic pressures also vary over the leading edge profile as the angle of sideslip of the fin structure 18 changes during flight, insofar that the stagnation pressure changes its location and provides a maximum local aerodynamic pressure at anorher or other locations of the elements 26 of the array 31 in dependence upon the angle of sideslip of the aircraft.
  • the pressure sensitive elements 26 of the array 31 are arranged to generate output signals representative of the local aerodynamic pressures at the locations which they occupy on the leading edge profile 34 of the fin structure 18 to provide pressure distribution information which identifies the stagnation pressure at the stagnation point on the leading edge profile and which can then be utilised to generate an output representative of the angle of sideslip of the fin structure 18 with respect to the direction of movement of the aircraft through the air.
  • the information can of course also if desired by used alternatively or additionally to generate outputs representative of the indicated or equivalent airspeed of the aircraft.
  • the fin structure 18 includes a further sensor array 32 in the tip section of the structure, which is composed of pressure sensitive elements in columns and rows in the same manner as the sensor array 31, with the columns and rows extending chordwise and vertically over the leading edge profile 34 in the tip section in the same manner and as the columns 27 and rows 28 of the array 31, the pressure sensitive elements providing output signals representative of the aerodynamic pressures at the locations of these elements in the same manner as the elements 26 of the array 31.
  • the output signals from the pressure sensitive elements of the two arrays 31 and 32 can be used simply to generate an output representing the indicated or equivalent airspeed of the aircraft.
  • the output signals are used to produce an output representing the angle of sideslip of the fin structure 18 by averaging the output signals from the two arrays.
  • the output signals can be used in special circumstances which demand it to generate an output representing the angle of twist as measured by the difference between the angle of sideslip as measured at the array 31 and the angle of sideslip as measured at the array 32.
  • the positions of the sensor arrays provided on the wing structures 13 and 14 and the fin structure 18 are carefully selected so that the elements 26 are responsive to local variations of pressure near to and including the stagnation point.
  • the output signals generated by the pressure sensitive elements then provide aerodynamic pressure distribution information which can be processed by an air-data system to produce outputs representative of one or more selected aerodynamic states of the aircraft, such as airspeed, incidence, sideslip angle and wing twist and along with data from inertial-navigation and global position systems, attitude angles and ground speed.
  • FIG. 7 A typical generalised air-data handling system is schematically illustrated in Fig 7 in flowchart form. Inputs transmitted to and outputs produced by the system are represented by abbreviations which are conventionally accepted but which are for convenience set out in the following table of symbols:-
  • a central processor 37 is provided with inputs 38 to 41 and produces outputs 42 to 44.
  • the inputs 38 include the output signals from the arrays provided on the wing structures 13 and 14 and the fin structure 18, which are computed in the processor 37 to generate total aerodynamic pressures P ⁇ .
  • Input signals from one or more static ports which are provided by sensors producing electrical signal outputs represent the static pressure P s .
  • the inputs 39 comprise data stored in memory and representing position error, instrument errors, compressibility and air density changes.
  • the inputs 40 comprise stagnation pressure position values for given angles of inclination a and sideslip angles ⁇ .
  • Input 41 provides information as to the fuel used.
  • output 42 includes displays of (P ⁇ -P s ) , CAS, IAS, EAS, and TAS.
  • the outputs 43 also in display form, comprise a , a and ⁇ computed by the processor 37 from the inputs 38 and stored data 40.
  • the outputs 44 include wing deformation presented as an angle of twist and is computed from the inputs to the processor.
  • the outputs 44 further include ground speed, wind speed and aircraft attitude also computed by the processor 37 from the inputs to the processor as well as data provided by the Inertial Navigation and Global Position systems 45, which are also supplied with output from the processor 37 for application to the electronic flight control system 46.
  • the sensor arrays are deployed on the aircraft to measure aerodynamic surface pressure distribution over small regions in several carefully selected aircraft locations, and to feed their output signals to the processor 37 already stored with the necessary correction factors and geometric details required to compute accurate speeds (IAS/CAS/EAS/TAS) , , a , sideslip angle, and aircraft attitude.
  • the final choice of parameters presented depends on the degree of sophistication desired in the system.
  • the invention furthermore eliminates surface protrusion and combines speed and incidence measuring systems into one integrated new system.
  • the local overall aircraft incidence can be determined. Also by comparing relative values of incidence at the wing-tip and wing- root arrays with corresponding calibrated data for the unloaded wing, the degree of structural wing twist can be determined.
  • the sideslip angle of the aircraft can be derived in a similar manner from the position of the stagnation point on the fin structure 18 derived from the appropriate sensor arrays.
  • the use of a number of columns of elements for the sensor array in each region, each giving the stagnation pressure and position, provides a more accurate average value of the quantities, and also ensures that failure of one or more columns will not affect the system adversely.
  • the sensor arrays can be installed at any place on the surface where local flow field information is required.
  • the total weight of the sensor system is less than that of a conventional pitot-head static-port system for the reasons (i) that the relatively heavy pitot-head tube is replaced by light pressure sensor arrays, and (ii) that the conventional pressure tubes from the pitot head and static port systems to the cockpit instruments are replaced by electrical cables, the weight of which may be decreased further by using multiplex data transmission.
  • strain gauges and vacuum tubes are unlikely to surpass the capabilities offered by the elements referred to above.
  • Stagnation pressures encountered at high subsonic speeds typically vary from 3.1 lb/in 2 at sea level (360 knots airspeed) to 0.4 lb/in 2 at 50000ft altitude (around 0.4 Mach) . Away from stagnation, as velocity increases, there could be about 50% reduction in the level of pressure head readings. This is well within the range of capability offered by the system hereinbefore described. For high performance military aircraft the low end of the range is of the order of 0.2 lb/in 2 .
  • the invention provides a system for obtaining data on an aircraft in flight for the determination of aerodynamic states such as speed, incidence, attitude and the like. Compared with the conventional pitot-tube/ ⁇ -vane system it has the following advantages: (i) Reduction in drag.
  • Position System. (ix) could be used to supply data to an in-flight trimming system to improve cruise efficiency.
  • the flush-mounted sensor arrays are installed at several chosen locations on an aircraft to measure the local variation of pressure near to and including the stagnation point.
  • the electrical outputs from the arrays are processed by the air-data system to give airspeed, incidence, sideslip angle and wing twist, and, along with data from an inertial navigation and Global Position System to give attitude angles and ground speed.
  • a great advantage of the proposed system is that all sensor array output signals are electronic, and storage of the corrections in on-board computers enables corrected airspeeds and other aerodynamic states of the aircraft to be calculated automatically and displayed on cockpit instruments.
  • the invention offers a simpler method of integration to the system by the very nature of having electrical signals at the source.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Indicating Or Recording The Presence, Absence, Or Direction Of Movement (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

Elément (13) structurel d'avion qui, en vol, produit sur une zone (22) frontale prédéterminée de l'avion des pressions aérodynamiques qui varient de manière prédéterminée en réponse à des variations prédéterminées d'un ou de plusieurs états aérodynamiques de l'avion, comprenant un système de capteur de pression aérodynamique formé d'un réseau (25) de capteurs constitué d'éléments (26) sensibles à la pression qui occupent des emplacements prédéterminés dans la zone frontale et qui génèrent chacun un signal de sortie représentant la pression aérodynamique au niveau de leur emplacement respectif; et d'un système générant des signaux qui réagit aux signaux de sortie afin de générer, en se fondant sur les pressions aérodynamiques que les signaux de sortie représentent, un signal ou plusieurs signaux de condition représentant les variations de l'état aérodynamique ou d'au moins un des états aérodynamiques de l'avion. Les systèmes de capteurs sont incorporés dans les structures d'ailes et de plan fixe de queue.
PCT/GB1994/000016 1993-01-08 1994-01-05 Systemes de capteurs de pression aerodynamique WO1994015832A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CA002131638A CA2131638A1 (fr) 1993-01-08 1994-01-05 Systemes de capteurs de pression aerodynamique
AU58365/94A AU5836594A (en) 1993-01-08 1994-01-05 Aerodynamic pressure sensor systems
EP94904225A EP0629166A1 (fr) 1993-01-08 1994-01-05 Systemes de capteurs de pression aerodynamique
BR9403464A BR9403464A (pt) 1993-01-08 1994-01-05 Componente móvel em relação a um meio gasoso circundante para produzir sobre uma região de face predeterminada do mesmo pressões aerodinámicas aeronave e componente de aeronave
JP6515801A JPH07507144A (ja) 1993-01-08 1994-01-05 空気力学的圧力センサシステム

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9300305.1 1993-01-08
GB939300305A GB9300305D0 (en) 1993-01-08 1993-01-08 Aerodynamic pressure sensor systems

Publications (1)

Publication Number Publication Date
WO1994015832A1 true WO1994015832A1 (fr) 1994-07-21

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PCT/GB1994/000016 WO1994015832A1 (fr) 1993-01-08 1994-01-05 Systemes de capteurs de pression aerodynamique

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EP (1) EP0629166A1 (fr)
JP (1) JPH07507144A (fr)
AU (1) AU5836594A (fr)
BR (1) BR9403464A (fr)
CA (1) CA2131638A1 (fr)
GB (2) GB9300305D0 (fr)
WO (1) WO1994015832A1 (fr)

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CN103547930A (zh) * 2011-03-10 2014-01-29 空中客车德国运营有限责任公司 飞行器结构上的构件布置和构件安装到飞行器结构的方法
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DE102010052905B4 (de) * 2010-12-01 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Sensoreneinrichtung zur Messung einer Anströmrichtung und Auswerteeinrichtung dafür
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DE10001813C2 (de) * 2000-01-18 2003-10-30 Eads Deutschland Gmbh Meßsystem zur Ermittlung von Luftdaten eines Luftfahrzeuges sowie ein Verfahren zur Bestimmung der Luftdaten
CN103547930A (zh) * 2011-03-10 2014-01-29 空中客车德国运营有限责任公司 飞行器结构上的构件布置和构件安装到飞行器结构的方法
US9493247B2 (en) 2011-03-10 2016-11-15 Airbus Operations Gmbh Component arrangement on an aircraft structure, and a method for the installation of a component into an aircraft structure
FR3074298A1 (fr) * 2017-11-30 2019-05-31 Airbus Operations Ensemble comprenant un profil aerodynamique et un systeme pour la determination de caracteristiques d'un ecoulement d'air incident sur un bord d'attaque du profil aerodynamique
EP3492927A1 (fr) * 2017-11-30 2019-06-05 Airbus Operations SAS Voilier comprenant un profil aerodynamique et un systeme pour la determination de caracteristiques d'un ecoulement d'air incident sur un bord d'attaque du profil aerodynamique
US11029323B2 (en) 2017-11-30 2021-06-08 Airbus Operations Sas Sailing ship comprising an aerodynamic profile and a system for determining characteristics of an airflow incident on a leading edge of the aerodynamic profile
CN111323161A (zh) * 2018-12-14 2020-06-23 罗斯蒙特航天公司 集成光学压力的大气数据探针

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BR9403464A (pt) 1999-06-01
CA2131638A1 (fr) 1994-07-21
GB9400065D0 (en) 1994-03-02
AU5836594A (en) 1994-08-15
GB2274170A (en) 1994-07-13
EP0629166A1 (fr) 1994-12-21
GB9300305D0 (en) 1993-03-10

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