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OverviewAs spinning is still involved in around 60% of all aircraft accidents (BFU, 1985 and Belcastro, 2009), this aerodynamic phenomenon is still not fully understood. As U.S. and European Certification Specifications do not require recoveries from fully developed spins of Normal Category aeroplanes, certification test flights will not discover aeroplane mass and centre of gravity combinations which may result in unrecoverable spins. This book aims to contribute to a better understanding of the spin phenomenon through investigating the spin regime for normal, utility and aerobatic aircraft, and to explain what happens to the aircraft in terms of the aerodynamics, flight mechanics and the aircraft stability. The approach used is to vary the main geometric parameters such as the centre of gravity position and the aeroplane’s mass across the flight envelope, and to investigate the subsequent effect on the main spin characteristic parameters such as the angle of attack, pitch angle, sideslip angle, rotational rates, and recovery time. First of all, a literature review sums up the range of technical aspects that affect the problem of spinning. It reviews the experimental measurement techniques used, theoretical methods developed and flight test results obtained by previous researchers. The published results have been studied to extract the effect on spinning of aircraft geometry, control surface effectiveness, flight operational parameters and atmospheric effects. Consideration is also made of the influence on human performance of spinning, the current spin regulations and the available training material for pilots. A conventional-geometry, single-engine low-wing aeroplane, the basic trainer Fuji FA-200-160, has been instrumented with a proven digital flight measurement system and 27 spins have been systematically conducted inside and outside the certified flight envelope. The accuracy of the flight measurements is ensured through effective calibration, and the choice of sensors has varied through the study, with earlier sensors suffering from more drift than the current sensors (Belcastro, 2009 and Schrader, 2013). In-flight parameter data collected includes left and right wing α and β-angles, roll-pitch-yaw angles and corresponding rates, all control surface deflections, vertical speeds, altitude losses and the aeroplane’s accelerations in all three directions. Such data have been statistically analysed. The pitch behaviour has been mathematically modelled on the basis of the gathered flight test data. Nine observations have been proposed. These mainly cover the effects of centre of gravity and aircraft mass variations on spin characteristic behaviour. They have all been proven as true through the results of this thesis. The final observation concerns the generalisation of the Fuji results, to the spin behaviour of other aircraft in the same category. These observations can be used to improve flight test programmes, aircraft design processes, flight training materials and hence contribute strongly to better flight safety. Full Product DetailsAuthor: Steffen Haakon SchraderPublisher: Springer Fachmedien Wiesbaden Imprint: Springer Vieweg Edition: 1st ed. 2023 Weight: 0.571kg ISBN: 9783662632178ISBN 10: 3662632179 Pages: 266 Publication Date: 07 March 2023 Audience: Professional and scholarly , Professional & Vocational Format: Paperback Publisher's Status: Active Availability: Manufactured on demand  We will order this item for you from a manufactured on demand supplier. Table of ContentsI. Declaration xxiiII. Abstract xxiii III. Acknowledgements xxv 1. Introduction 1.1 The problem with spinning 1 1.2 Scope of the research 5 1.3 Reasoning for the research and its relevance 5 1.4 Aim of the study 6 1.5 Research questions and subsequent observations 7 1.6 Preparation for the Flight Testing 8 1.7 Structure of the Thesis 8 1.8 Contribution to state of the art / research 11 2. Literature review 13 2.1 Introduction into the literature review 13 2.2 Civil and military spin training material 14 2.3 The phases of a spin 15 2.4 Measurement techniques for spinning 15 2.4.1 Experimental measurements 15 2.4.2 Theoretical models 18 2.4.2.1 Forces and moment models 18 2.4.2.2 Area models for spin safety 19 2.4.2.3 Computational programmes for modelling high angle of attack cases 20 2.4.3 Flight Tests 20 2.4.3.1 Low wing aircraft 21 2.4.3.2 High wing aircraft 23 2.5 Effect of Aeroplane shape on spin behaviour 24 2.5.1 Wing leading edge changes 24 2.5.2 Control surface effectiveness 24 2.5.3 Tail effects 25 2.6 Spin parameters 25 2.7 Spin Accident statistics / Safety 27 2.8 Spin related regulations 28 2.9 Sources of human factors during spinning 29 2.10 Conclusions of the literature review 30 3. Measurement system for spin test data acquisition 31 3.1 Introduction 31 3.2 System Requirements 31 3.2.1 What needs to be measured? 31 3.2.2 What precision is needed for the parameters of interest? 32 3.2.3 What ranges are needed for the parameters of interest? 33 3.2.4 What resolution is needed for the parameters of interest? 33 3.3 The Measurement System 34 3.4 Data acquisition 39 3.5 Installation of the measurement system in the research aeroplane 40 3.5.1 Installation of displacement sensor systems 41 3.5.2 Installation of the Inertial Measurement Unit (IMU) 41 3.5.3 Installation of the wing booms and wind vanes 42 3.5.4 Installation of the data acquisition computer, pressure sensors and Uninterrupted Power Supply (UPS) 42 3.5.5 Wiring of the measurement system 42 3.6 Calibration and data validation of the sensor systems 44 3.6.1 IMU data calibration 44 3.6.2 Wind vane sensor calibration 44 3.6.3 Static pressure sensor calibration 46 3.6.4 Calibration of fuel gauges 47 3.7 Conclusions 48 4. Preparation of the aeroplane and the spin trials 49 4.1 Introduction 49 4.2 Modification and inspection of the utilized aeroplane 49 4.3 Suction system modification 49 4.4 Wing spar inspection 51 4.5 Choice of relevant and investigated parameters 52 4.6 Flight envelope determination regarding masses and Centre of Gravity positions, limit of the tests and choice of the test points within the defined flight envelope 54 4.7 Legal basis for test flights 59 4.8 Flight trial procedures and conditions 61 4.9 Conclusions 64 5. Spin description 71 5.1 Introduction 71 5.2 Spin description on the basis of the measured flight test data 72 5.3 Example of a spin entry 72 5.4 Example of a developed spin 81 5.4.1 Angle-of-Attack and Angle-of-Sideslip behaviour 82 5.4.2 Acceleration behaviour around all three axes 85 5.4.3 Aeroplane’s attitude and turn rate behaviour (Φ with p, Θ with q, Ψ with r) 91 5.5 Example of a spin recovery 98 5.6 High frequency data fluctuation 99 5.7 Conclusion of the spin description 101 6. Mathematical spin test data analysis 102 6.1 Introduction into the mathematical spin test data analysis 102 6.2 Evaluation and processing of the θ-Values 103 6.3 Pitch Angle data analysis 109 6.4 Observation 1: The second minimum value of the pitch down (ln_Theta) function always produces the highest negative value 113 6.5 Observation 2: Independent of the aeroplane’s mass and CG position, the pitch angle (ln_Theta) approximates to a characteristic value 120 6.6 Observation 3: Maximum Yaw rate (ln_r) changes with CG position and mass 129 6.7 Observation 4: The yaw rate (ln_r) oscillation changes with CG position or mass 135 6.8 Observation 5: Maximum difference in angle of attack values between left and right wings lead to maximum in roll rates (alpha_le_c – alpha_ri_c; ln_p) 147 6.9 Observation 6: Rate of roll (ln_p) changes with CG Position and aeroplane’s mass 154 6.10 Observation 7: Total Angular Velocity Ω changes with CG position 159 6.11 Observation 8: Recovery time becomes shorter with CG moving backwards 165 6.12 Observation 9: The spin behaviour of the Fuji FA 200 – 160 can be generalised for single-engine low-wing aeroplanes 167 6.13 Conclusion of the spin test data analysis 173 6.13.1 Conclusion of the observations 174 7. Flight test data comparison 176 7.1 Introduction 176 7.2 Comparison of Angle-of-Attack at Centre of Gravity 178 7.3 Comparison of Angle-of-Sideslip at Centre of Gravity 179 7.4 Comparison of Pitch Rate 180 7.5 Comparison of Yaw Rate 182 7.6 Comparison of Roll Rate 182 7.7 Conclusion 187 8. Conclusion 188 8.1 Main conclusions, contributions and impact 189 8.1.1 Observation 1: The second minimum value of the pitch down (θ) function always produces the highest negative value 189 8.1.2 Observation 2: Independent of the aeroplane’s mass and CG position, the pitch angle (θ) approximates to a characteristic value 190 8.1.3 Observation 3: Maximum Yaw rate (ln_r) changes with CG position and mass 191 8.1.4 Observation 4: The yaw rate (ln_r) oscillation changes with CG position and mass 192 8.1.5 Observation 5: Maximum difference in angle of attack values between left and right wings leads to a maximum in roll rates (alpha_le_c – alpha_ri_c; ln_p) 193 8.1.6 Observation 6: Rate of roll (ln_p) changes with CG Position and aeroplanes’s mass 194 8.1.7 Observation 7: Total Angular Velocity Ω changes with CG position and mass 195 8.1.8 Observation 8: Recovery time becomes shorter with CG moving backwards 196 8.1.9. Observation 9: The spin behaviour of the Fuji FA 200 – 160 can be generalised for single-engine low-wing aeroplanes 197 8.2 Publications 198 9. Recommendations for further work 199 10. References and Bibliography 200 10.1 References 200 10.2 Bibliography 207ReviewsAuthor InformationSteffen H. Schrader is Associate Professor for Flight Test and Polar Aviation at ‘The Arctic University of Norway’ in Tromsø, he teaches at the ‘Empire Test Pilots’ School’ (ETPS) in Boscombe Down (UK) and he is Leader of an Aerospace Technology Degree Programme at the Osnabrueck University of Applied Sciences in close collaboration with the University of the West of England (Bristol) where he completed his PhD. He studied Aerospace Technology at the Technical University of Braunschweig and the Coventry University (UK). He is Test Pilot according to EASA regulations since 2003, Airline Transport Pilot and Flying Instructor since more than 25 years. 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