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Zhukovsky, Russia

M. M. Gromov Flight Research Institute or LII for short is an important Russian aircraft test base, scientific research center located in Zhukovsky, 40 km south-east of Moscow.It has one of the longest runways in Europe at 5,403 m. LII's concrete surfacing covers the area of 2.5 million square meters.LII was used as the backup landing site for the Shuttle Buran test program and also as a test base for a Buran's aerodynamic prototypes. LII periodically holds the MAKS event, the International Air Show .At present, LII is also used as a cargo airport.The airfield is also known as Zhukovsky Air Base or Ramenskoye Air Base Wikipedia.

Petrov A.N.,Gromov Flight Research Institute
29th Congress of the International Council of the Aeronautical Sciences, ICAS 2014 | Year: 2014

Development of Instructions for continuing airworthiness (ICA) for an aircraft is a long-term requirement of the standards of International Civil Aviation Organization and national aviation regulations. ICA is a necessary basis for aircraft operators to be used when developing their own maintenance programs vital to the aircraft effective operations and sustainment. Alternatively, military aviation community traditionally uses logistic support analysis (LSA) as a process for maintenance scheduling and support planning to achieve aircraft high supportability. Internationally recognized approach to ICA development outlined in the known ATA MSG-3 document. However, this approach already old enough and cannot be effectively used in modern technologies for the integrated product life-cycle management (PLCM) including LSA as an example. Proposed methodology integrates ICA development as part of LSA and, finally, as part of PLCM for the new types of aircraft. It allows to eliminate existing methodical deficiencies of current methods and accomplish effective ICA development using the LSA common data base and electronic definition of an aircraft. Source

Filatyev A.S.,Central Aerohydrodynamic institute TsAGI | Yanova O.V.,Central Aerohydrodynamic institute TsAGI | Ryabukha N.N.,Gromov Flight Research Institute
29th Congress of the International Council of the Aeronautical Sciences, ICAS 2014 | Year: 2014

The Pontryagin maximum principle serves the basis for through optimization of the reusable aerospace system (RASS) with recoverable winged booster (RWB) trajectory. This approach accounts for control and trajectory constraints throughout the RASS and RWB flight phases. Comparison is made of the RASS and RWB basic and alternative concepts, which differ in RWB landing site (the base airfield in the launch area against a recovery airfield available along the power-off re-entry path). 'Through' landing footprints are constructed with regard to both maneuverability of the RWB at autonomous reentry, and RASS maneuverability at launch. The RWB flight trials and transportation peculiarities are analyzed for the alternative RASS concept. Source

Korsun O.N.,Moscow Aviation Institute | Poplavsky B.K.,Gromov Flight Research Institute
29th Congress of the International Council of the Aeronautical Sciences, ICAS 2014 | Year: 2014

The report presents an example of identification techniques , which proved to be effective in processing of considerable quantities of flight test data within the admissible range of flight parameters. The techniques have been successfully applied to the aerodynamic parameter identification of a number of aircrafts in the process of flight tests. Source

Orlov A.E.,Sukhoi Civil Aircraft Company SCAC | Paryshev S.E.,Central Aerohydrodynamic Institute Na Prof Nye Zhukovsky Tsagi | Shalaev S.V.,Central Aerohydrodynamic Institute Na Prof Nye Zhukovsky Tsagi | Kalabuchov S.I.,Gromov Flight Research Institute
International Forum on Aeroelasticity and Structural Dynamics, IFASD 2015 | Year: 2015

Ensuring the safety of aircraft from adverse aeroelasticity phenomena and, in particular, flutter plays an important role in creating a new aircraft. The problem is especially relevant nowadays, because intense competition in the global market requires the creation of a modern aircraft with high weight perfection. This results in minimizing the structural weight of an airframe, and, therefore, in reducing its stiffness thus decreasing flutter speed. This paper shows the methods of research into SSJ100 aircraft flutter and steps based on the analysis of research results, which have been taken to increase the critical speed of the determining flutter mode to ensure the required flutter speed margins. Source

Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: AAT.2008.3.3.4.;AAT.2008.3.4.5. | Award Amount: 4.93M | Year: 2009

The aim of this research project is to investigate the usefulness of advanced flight simulator concepts for teaching pilots to detect and recover from flight upsets. The term flight upset indicates a situation when an aircraft in flight unintentionally exceeds the parameters normally experienced in line operations or training. Loss of control due to unsuccessful upset recovery is considered an important factor in civil aviation accidents. There is a clear need for the simulation of unusual flight attitudes, as a means to train pilots recovery procedures. Exercising these conditions in the real world is unsafe, expensive and, if performed in smaller aircraft, not representative of the situation in transport aircraft. Therefore, ground-based simulation of these extreme conditions is the only viable option for pilot instruction. However, at present, hexapod-based flight simulators used for pilot training are not equipped for this purpose, due to limitations of the mathematical aircraft models, and restricted simulator motion capabilities. We believe that ground-based simulation of upset recovery is feasible when innovations in different research areas will be adequately combined. To demonstrate this, real flight tests will be performed with transport aircraft in unusual attitudes. The recorded motion profiles will serve to extend mathematical aircraft models with engineering tools. In addition, current motion cueing software will be innovated to reproduce the high G-loads and extreme attitudes representative to upset recovery. Then the simulator concept will be evaluated on a new generation flight simulator (DESDEMONA) with advanced motion capabilities, and compared to hexapod-based flight simulators. The final outcome will be a set of requirements for successful ground-based simulation of upset recovery, which will contribute to better pilot training to identify and recover from flight upsets. Hence, this project contributes directly aircraft safety.

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