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.

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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.

Akhrameev V.I.,Gromov Flight Research Institute | Shoulepov D.V.,Federal State Unitary Enterprise
International Journal of Applied Engineering Research | Year: 2016

The article presents a brief analysis of flight accident statistics that confirms the relevance of the problem of automating crew emergency rescue in the take-off and landing modes and with low-altitude flights. We distinguished the main groups of special situations that can occur during operation and require the automation of the decision-making process and the issue of an automatic command to the forced emergency escape (if an ejector is available) or forced activation of an emergency rescue parachute system (if available). We offered the main development principles of the emergencies detection algorithms, in which forced ejection or activation of the parachute rescue system is required (if one or the other type of survival equipment is available on board). Current availability of economic ejection systems for light aircraft that provide pilot rescue in the whole operating range of speeds and altitudes on the free market, as well as parachute rescue systems of the MVEN company (Russia), Junkers Magnum 601 LSA et al., designed for the maximum take-off weight of the aircraft of up to 600 kg and providing rescue of a crew together with the aircraft up to a maximum speed of 280 km/h, opens up possibilities for the rescue automation not only in the military aviation, but in the general aviation as well. The given published article (report) is prepared using the data of the applied research carried out by ZAO “Techaviacomplex” with financial support of the state represented by the Ministry of Education and Science of the Russian Federation under the Agreement No. 14.579.21.0051 dated September 16, 2014. A unique identifier of applied research is RFMEFI57914X0051. © Research India Publications.

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.

Orlov A.E.,Sukhoi Civil Aircraft Corporation 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.

Korsun O.N.,Gromov Flight Research Institute | Poplavskii B.K.,Gromov Flight Research Institute
Journal of Computer and Systems Sciences International | Year: 2011

A method for estimation of systematic errors of onboard measurement of angle of attack and sliding angle of an aircraft in the course of flight tests using high precision velocity measurements performed by a satellite navigation system is proposed. The main specific feature of the proposed method is that for providing compatibility of measurements of angle of attack and sliding angle sensors and data of the satellite navigation system the identification of wind velocity on the processed leg is used. The operation of the proposed method and the correctness of applied assumptions are proved by processing large amounts of experimental data obtained in the course of flight tests. © 2011 Pleiades Publishing, Ltd.

Korsun O.N.,Gromov Flight Research Institute | Nikolaev S.V.,Gromov Flight Research Institute | Pushkov S.G.,Gromov Flight Research Institute
Journal of Computer and Systems Sciences International | Year: 2016

An identification algorithm for systematic measurement errors of air velocity and the aerodynamic angles of a flight vehicle in the course of flight testing, which uses high precision velocity measurements performed by a satellite navigation system, is proposed. A specific feature of the considered method is that a wide set of flight maneuvers, along with the specialized test regimes used in the practice of flight testing, can be used for solving the problem. The performance of the method and the legitimacy of the assumptions made are proved by processing large volumes of the experimental data obtained in the course of flight testing. © 2016, Pleiades Publishing, Ltd.

Grigoryev M.A.,Gromov Flight Research Institute | Rogozin V.V.,Gromov Flight Research Institute
28th Congress of the International Council of the Aeronautical Sciences 2012, ICAS 2012 | Year: 2012

Both national, and foreign experience of investigation of aviation incidents shows, that rather big number of civil aircraft accidents is related to upset positions occurrence (for the different reasons) and the subsequent wrong actions of crew. Presented in the report is short description of the results of flight research on the problems of the large transport aircraft upset recovery techniques and of the System of Information Support of Crew conducted by testpilots and specialists of the Federal State Unitary Enterprise the "M.M. Gromov Flight Research Institute" (GFRI). Test flights were carried out in the frame of national scientific research activities and of the project "Simulation of UPset Recovery in Aviation" (SUPRA) funded under 7-th Framework Program of the European Commission.

Mironov A.D.,Gromov Flight Research Institute | Nakvasin A.Y.,Gromov Flight Research Institute
29th Congress of the International Council of the Aeronautical Sciences, ICAS 2014 | Year: 2014

Systems continuously monitoring crew member psychophysiological status implemented in the advanced aircraft avionics suit will become effective measure of flight safety promotion, as more than 70% flight accidents are connected to "human factor". Standard recording equipment on modern aircraft records up to several hundred different indexes for monitoring flight parameters and on-board equipment technical state, but the status of the key element in accidents prevention - pilot is still beyond the scope of standard recording. It is connected to high processing complexity of implementing polygraphic methods of pilot psychophysiological status continuous monitoring on board the aircraft, as generally they were developing as laboratory research methods. During experiment preparation and realization these methods assume special conditions provision and direct involvement of highly-qualified specialists, which does not allow transfer of the primary methodology without deep adaptation to production aircraft cockpit for mainstream use. The given report considers some aspects of development and flight tests in Flight Research Institute of non-intrusive airborne system of pilot psychophysiological status monitoring, that allows to conduct monitoring independently without the necessity of sensor installation on pilot's body and outfit and without introduction of additional tasks for the pilot, as well as other non-specific, not connected to common working load impacts.

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.

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.

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