The Global Positioning System (GPS) is already being used for certain aviation applications and some safety critical air traffic services will be based on GPS. These air traffic services must achieve allowable levels of safety before they can be accepted. For this to occur, GPS based navigation systems must achieve a defined level of performance specified in terms of accuracy, integrity, continuity and availability. This must be determined by various analysis techniques including failure mode and effects analysis (FMEA) and integrity assessment. Because of the high percentile requirements placed on integrity (as the parameter most directly related safety), it is unfeasible to measure system performance by demonstration (field trial). Realistic simulation informed by some field experience is usually employed. However, the current simulation-based approaches for receiver autonomous integrity monitoring (RAIM) performance assessment have a number of weaknesses including the use of coarse (large) spatial and temporal sampling intervals, loose definitions of error and geometric correlations, a lack of sampling of all geometries and the inability to account for critical points due to uncorrelated factors.

This paper proposes a dynamic sampling method that takes account of these weaknesses, identifying dynamically only the required points for integrity performance assessment. Comprehensive simulations carried out to test the proposed approach for a single point, an area, and a non-precise approach (NPA) flight path to Gatwick airport in the United Kingdom show that the method can be effective in capturing all the points enabling a robust and reliable assessment of system integrity.

A ‘two dimensional’ air intake comprising a wedge followed by an isentropic compression has been tested in the Cranfield Gun Tunnel at Mach 8·2. These tests were performed to investigate qualitatively the intake flow starting process. The effects of cowl position, Reynolds number, boundary-layer trip and introduction of a small restriction in the intake duct were investigated. Schlieren pictures of the flow on the compression surface and around the intake entrance were taken. Results showed that the intake would operate over the Reynolds number range tested.

Tests with a laminar boundary layer demonstrated the principal influence of the Reynolds number on the boundary-layer growth and consequently on the flow structure in the intake entrance. In contrast boundary layer tripping produced little variation in flow pattern over the Reynolds number range tested. The cowl lip position appeared to have a strong effect on the intake performance. The only parameter which prevented the intake from starting was the introduction of a restriction in the intake duct.

The experimental data obtained were in good qualitative agreement with the CFD predictions. Finally, these experimental results indicated a good intake flow starting process over multiple changes of parameters.

The purpose of this paper is to discuss the future of adaptive structures leading towards the concept of a fully morphing aircraft configuration. First, examples are shown to illustrate the potential system-level mission benefits of morphing wing geometry. The challenges of design integration are discussed along with the question of how to address the optimisation of such a system. This leads to a suggestion that non-traditional methods need to be developed. It is suggested that an integrated approach to defining the work to be done and the energy to be used is the solution. This approach is introduced and then some challenges are examined in more detail. First, concepts of mechanisation are discussed as ways to achieve optimum geometries. Then there are discussions of non-linearities that could be important. Finally, the flight control design challenge is considered in terms of the rate of change of the morphing geometry. The paper concludes with recommendations for future work.

The use of unmanned aerial vehicles (UAVs) in various military and civil applications is the subject of much current attention. With recent developments in personal computer technology, and the availability at affordable cost of peripherals, and electronic and optical sensors, UAVs for long endurance missions, with flight autonomy beyond the visual range, have become an attractive challenge for study in universities and research institutes. This paper describes the development of a target-lock-on optical remote sensing system to be used as a payload in a university-class UAV. To accomplish autonomous way-point navigation for the conduct of optical sensing surveillance, a gimbaled-platform with servo control and an Attitude and Heading Reference System (AHRS) navigation system for UAV position and attitude measurements have been developed. The UAV also utilises a Global Position System (GPS) receiver, a pressure altimeter, gyroscopes and an electric compass. A novel mathematical model is proposed to calculate the optimal parameters for orientating the CCD camera line of sight with a ground target, designated in real time from a ground control station. Both ground and flight test results have demonstrated the feasibility of the navigation control scheme and the UAV’s ability to conduct ground target acquisition and image transmission.

Presented in this paper are the prerequisite steps in a methodology for the identification and assessment of unit cost drivers for use in the development of a new design-oriented unit cost estimation methodology for large commercial jet aircraft with minimum seating capacity of 100 passengers. The work presented here focuses on unit cost, which is a significant element of the total aircraft cost and for the initial aircraft design process in particular. The methodology aims to investigate how aircraft design properties could influence cost. Cost estimation relationships, containing a wide range of the most highly correlated parameters, are retrieved from detailed regression analysis conducted on two different aircraft generation categories. Since the methodology is based on actual cost and technical data, it is accurate both in terms of predicting the aircraft unit cost or conducting cost-comparative studies between different aircraft concepts. The emphasis in this paper is mainly on the development approach and parameter assessments, adopted towards the final unit cost estimation methodology.

In this paper, a mechanism of compressive fracture for elastic and elastic-plastic composite materials with interfacial adhesion defects is investigated. A classification of different approaches in modelling compressive response of layered materials is given. The analysis finds the upper and the lower bounds for the critical load. In order to achieve this, the problem of the internal fibre (layer) instability is considered within the scope of the exact statement based on the application of the model of a piecewise-homogeneous medium and the equations of the three-dimensional (3D) stability theory. The solution of the 3D problem is found for the most general case accounting for the bi-axiality of compressive loads. The characteristic determinants are derived for the first four fibre instability (microbuckling) modes, which are more commonly observed. Special attention is given to the calculation of critical loads for practical elastic and elastic-plastic layered materials.