By Fritz Boden, Nicholas Lawson, Henk W. Jentink, Jürgen Kompenhans
The publication offers a synopsis of the most effects completed through the three 12 months EU-project "Advanced Inflight dimension options (AIM)" which utilized complicated photograph established size strategies to commercial flight checking out. The e-book is meant to be not just an outline at the target actions but additionally a consultant at the software of complex optical dimension suggestions for destiny flight trying out. in addition it's a necessary advisor for engineers within the box of experimental tools and flight checking out who face the problem of a destiny requirement for the advance of hugely actual non-intrusive in-flight dimension innovations.
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Additional resources for Advanced In-Flight Measurement Techniques
The displacements grow smoothly towards the wing tip. Also the torsion is clearly visible: the highest deflection values are obtained at the wing tip leading edge. 36◦ torsion relative to the reference. From these measurements under various load conditions all coefficients of the Metro’s wing deflection model (see Eq. 1) could be obtained by least square fit: Fig. 5 shows the heave at the tip and the torsion at the wing tip both as a function of load. 05◦ . Calculating the wing deflection for each wing grid point using the obtained model and subtracting these from the measured local grid point deflection values leaves the measurements residues.
J. Veerman et al. vertical deflection was measured at the reference point. 1 mm error bound in agreement with micrometer based measurements. 2 Simultaneous Measurements by Both Cameras During Taxi During taxiing chaotic, highly dynamic vibrations of the wing were observed, caused by repeated receipt of stimuli from the taxiway surface. It was considered very interesting to collect a simultaneous image sequence of these motions using both installed cameras and compare the obtained local displacement results.
Afterwards, it was possible to generate a deformation-time signal for the interrogation window at the sensor positions. For the second step the measured acceleration and the deformation determined by IPCT must be transformed to the same physical units. Due to the requirement of a time resolved transformation, an integration of the acceleration signal was not possible. Hence it was chosen to calculate the second derivation of the deformation which equals the acceleration. This calculation was done in Matlab, where a 2nd derivative filter was designed.