Time Space Position information is all about accurate referencing. Especially nowadays that high precision is critical for various air operations, either manner, unmanned, or testing of systems, TSPI is of paramount importance. Sensors employed in TSPI include theodolites, radars, GPS, IMU, RF sensors, optical techniques and others. Through sensor fusion multiple sensors can be combined for accuracy that comes down to few cm’s of position uncertainty. One of the basic problems associated with this process is that the aircraft coordinate system is different than the TSPI coordinate system. Transformation and post processing is not as simple as it might initially seem when looking for higher order accuracy where earth model concepts of world geodetic system (WGS-84) and geoidal separation have to be taken into consideration. Working with JM at the moment to develop some complete notes on the subject.
Great time spent at 45th International SFTE Symposium at Dayton Ohio. Among other things had the chance to visit the places where the Wright brothers worked, lived and tested some of their aircraft.
The symposium’s banquet took place at the National Museum of the USAF next to an YF-22 and some other aviation’s technological marvels. Notice the Greek flag among the other attending nations.
The setup of the IADS control room was complete. The control room is capable of supporting multiple users and test disciplines where an existing telemetry pre-processor exists or an IADS standard data source protocol is supplied.
The control room consists of an Caching Data Server, an Operator Console and multiple fully configurable real-time display Clients. This system can be used to archive and display both Raw and EU data. Exactly the same software and setup is used by major aircraft manufacturers (Boeing, Lockheed Martin, Cessna, etc.) and military test establishments (Edwards AFB, NASA Ames, PAX NAWCAD, etc.).
The present configuration currently coupled to an X-plane simulator for training purposes can be very easily transformed to support actual flying aircraft, with the current plan aiming towards UAV real-time monitoring in the near future.
This completes all the objectives of the present phase. Thanks to DC for his help in resolving network issues.
Time for well deserved summer vacations in Greece :-)
New anti-g suits were received and somebody had to test their compatibility and functionality. Nough’ said. Jumped in the L-39 with Bjarni and pulled some g’s. Suits worked as a charm and had great fun, even if sometimes I didn’t enjoy the pressure on my stomach (photo below). Look out for the inflating parts, as well as the flow over the wing.
A short report was written on the evaluation of the G-suits including operational recommendations.
Peripheral vision is an important factor for the perception of movement in 3D space. Using low-cost solutions, the field of view of an engineering flight simulator was extended from 50 to ~140 deg improving drastically the pilot’s flight perception. Next step could be a cylinder or dome projection, but not in the near future.
Towards the request of a supersonic corridor over South Ontario, a supersonic footprint over lake Huron had to be generated in order to contribute towards the granting of permission from the authorities. The intended mission profile would be a Mig-23 accelerating from subsonic flight to Mach 2 at FL400, maintaining the speed for less than 1 minute and decelerating back to subsonic in a straight line.
The sonic boom pressure contours in psf were produced within an approximation acceptable for the purpose and the available time. The results were found in qualitative agreement with footprints of other aircraft (e.g. T-38, F-14) showing significant overpressures below the flight path, with the footprint expanding more than 30km on each side. After that point cutoff is expected due to refraction.
Transforming the psf to dB is a single simple step, but you don’t want to show those dB values to the authorities, unless they ask for them…