4488 Using MIS, David M. Kroenke 6696 Ce II Cooking for Kids, Isabel Toyos 4454 On Transforming Africa, Kofi Buenor Hadjor 7705 The Emperor's New Mind - Concerning Computers, Minds and the Laws of Physics, Roger Penrose. Compare Cloud FastPath vs. Improvado using this comparison chart. Compare price, features, and reviews of the software side-by-side to make the best choice for your business.
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.Hafner, D.2015-09-01The application of ground-based boresight sources for calibration and testing of tracking antennas usually entails various difficulties, mostly due to unwanted ground effects. To avoid this problem, DLR MORABA developed a small, lightweight, frequency-adjustable S-band boresight source, mounted on a small remote-controlled multirotor aircraft. Highly accurate GPS-supported, position and altitude control functions allow both, very steady positioning of the aircraft in mid-air, and precise waypoint-based, semi-autonomous flights. In contrast to fixed near-ground boresight sources this flying setup enables to avoid obstructions in the Fresnel zone between source and antenna. Further, it minimizes ground reflections and other multipath effects which can affect antenna calibration.
In addition, the large operating range of a flying boresight simplifies measurements in the far field of the antenna and permits undisturbed antenna pattern tests. A unique application is the realistic simulation of sophisticated flight paths, including overhead tracking and demanding trajectories of fast objects such as sounding rockets. Likewise, dynamic tracking tests are feasible which provide crucial information about the antenna pedestal performance — particularly at high elevations — and reveal weaknesses in the autotrack control loop of tracking antenna systems. During acceptance tests of MORABA's new tracking antennas, a manned aircraft was never used, since the Flying Boresight surpassed all expectations regarding usability, efficiency, and precision.
Hence, it became an integral part of MORABA's standard antenna setup and calibration procedures.Blaser, Nicole; Guskov, Sergei I.; Meskenaite, Virginia; Kanevskyi, Valerii A.; Lipp, Hans-Peter2013-01-01The mechanisms of pigeon homing are still not understood, in particular how they determine their position at unfamiliar locations. The “gravity vector” theory holds that pigeons memorize the gravity vector at their home loft and deduct home direction and distance from the angular difference between memorized and actual gravity vector. However, the gravity vector is tilted by different densities in the earth crust leading to gravity anomalies. We predicted that pigeons reared on different gravity anomalies would show different initial orientation and also show changes in their flight path when crossing a gravity anomaly. We reared one group of pigeons in a strong gravity anomaly with a north-to-south gravity gradient, and the other group of pigeons in a normal area but on a spot with a strong local anomaly with a west-to-east gravity gradient. After training over shorter distances, pigeons were released from a gravitationally and geomagnetically normal site 50 km north in the same direction for both home lofts. As expected by the theory, the two groups of pigeons showed divergent initial orientation.
![Fastpath Fastpath](/uploads/1/2/4/7/124766000/117843310.png)
In addition, some of the GPS- tracked pigeons also showed changes in their flight paths when crossing gravity anomalies. We conclude that even small local gravity anomalies at the birth place of pigeons may have the potential to bias the map sense of pigeons, while reactivity to gravity gradients during flight was variable and appeared to depend on individual navigational strategies and frequency of position updates. PMID:24194860.Blaser, Nicole; Guskov, Sergei I; Meskenaite, Virginia; Kanevskyi, Valerii A; Lipp, Hans-Peter2013-01-01The mechanisms of pigeon homing are still not understood, in particular how they determine their position at unfamiliar locations.
The 'gravity vector' theory holds that pigeons memorize the gravity vector at their home loft and deduct home direction and distance from the angular difference between memorized and actual gravity vector. However, the gravity vector is tilted by different densities in the earth crust leading to gravity anomalies. We predicted that pigeons reared on different gravity anomalies would show different initial orientation and also show changes in their flight path when crossing a gravity anomaly. We reared one group of pigeons in a strong gravity anomaly with a north-to-south gravity gradient, and the other group of pigeons in a normal area but on a spot with a strong local anomaly with a west-to-east gravity gradient.
After training over shorter distances, pigeons were released from a gravitationally and geomagnetically normal site 50 km north in the same direction for both home lofts. As expected by the theory, the two groups of pigeons showed divergent initial orientation. In addition, some of the GPS- tracked pigeons also showed changes in their flight paths when crossing gravity anomalies. We conclude that even small local gravity anomalies at the birth place of pigeons may have the potential to bias the map sense of pigeons, while reactivity to gravity gradients during flight was variable and appeared to depend on individual navigational strategies and frequency of position updates.2009-02-12small numbers of deactivated squadrons were reactivated.
In general, the Flight Path maintains the four squadron framework of OMG with an additional.MC fill all but two. Vast differences in rank and promotion rates further bias the AFMS to a non-DOPMA corps led entity. The Flight Path has done.Aeromedical Squadron (AMDS) can combine into an Aeromedical Dental Squadron ( ADOS ) or can reside as flights under the Medical Operations Squadron.Burn, Melissa; Carey, Jeffrey; Czech, Joseph; Wingrove, Earl R., III1997-01-01To meet its objective of assisting the U.S. Aviation industry with the technological challenges of the future, NASA must identify research areas that have the greatest potential for improving the operation of the air transportation system.
To accomplish this, NASA is building an Aviation System Analysis Capability (ASAC). The Flight Track Noise Impact Model (FTNIM) has been developed as part of the ASAC.
![Fastpath Fastpath](/uploads/1/2/4/7/124766000/537824345.jpg)
Its primary purpose is to enable users to examine the impact that quieter aircraft technologies and/or operations might have on air carrier operating efficiency at any one of 8 selected U.S. The analyst selects an airport and case year for study, chooses a set of flight tracks for use in the case, and has the option of reducing the noise of the aircraft by 3, 6, or 10 decibels. Two sets of flight tracks are available for each airport: one that represents actual current conditions, including noise abatement tracks, which avoid flying over noise-sensitive areas; and a second set that offers more efficient routing. FTNIM computes the resultant noise impact and the time and distance saved for each operation on the more efficient, alternate tracks. Noise impact is characterized in three ways: the size of the noise contour footprint, the number of people living within the contours, and the number of homes located in the same contours.
Distance and time savings are calculated by comparing the noise abatement flight path length to the more efficient alternate routing.Wolek, ArturUnderwater gliders are robust and long endurance ocean sampling platforms that are increasingly being deployed in coastal regions. This new environment is characterized by shallow waters and significant currents that can challenge the mobility of these efficient (but traditionally slow moving) vehicles. This dissertation aims to improve the performance of shallow water underwater gliders through path planning. The path planning problem is formulated for a dynamic particle (or 'kinematic car') model. The objective is to identify the path which satisfies specified boundary conditions and minimizes a particular cost.
Several cost functions are considered. The problem is addressed using optimal control theory. The length scales of interest for path planning are within a few turn radii. First, an approach is developed for planning minimum-time paths, for a fixed speed glider, that are sub-optimal but are guaranteed to be feasible in the presence of unknown time-varying currents. Next the minimum-time problem for a glider with speed controls, that may vary between the stall speed and the maximum speed, is solved.
Last, optimal paths that minimize change in depth (equivalently, maximize range) are investigated. Recognizing that path planning alone cannot overcome all of the challenges associated with significant currents and shallow waters, the design of a novel underwater glider with improved capabilities is explored. A glider with a pneumatic buoyancy engine (allowing large, rapid buoyancy changes) and a cylindrical moving mass mechanism (generating large pitch and roll moments) is designed, manufactured, and tested to demonstrate potential improvements in speed and maneuverability.Hanisch, B.; Ernst, H.; Johnston, R.1981-01-01The results of a piloted simulation experiment to evaluate the effect of integrating flight path angle information into a typical transport electronic attitude director indicator display format for flight director instrument landing system approaches are presented. Three electronic display formats are evaluated during 3 deg straight-in approaches with wind shear and turbulence conditions.
Flight path tracking data and pilot subjective comments are analyzed with regard to the pilot's tracking performance and workload for all three display formats.Paik, D S; Beaulieu, C F; Jeffrey, R B; Rubin, G D; Napel, S1998-05-01In this paper, a novel technique for rapid and automatic computation of flight paths for guiding virtual endoscopic exploration of three-dimensional medical images is described. While manually planning flight paths is a tedious and time consuming task, our algorithm is automated and fast. Our method for positioning the virtual camera is based on the medial axis transform but is much more computationally efficient.
By iteratively correcting a path toward the medial axis, the necessity of evaluating simple point criteria during morphological thinning is eliminated. The virtual camera is also oriented in a stable viewing direction, avoiding sudden twists and turns. We tested our algorithm on volumetric data sets of eight colons, one aorta and one bronchial tree. The algorithm computed the flight paths in several minutes per volume on an inexpensive workstation with minimal computation time added for multiple paths through branching structures (10%-13% per extra path). The results of our algorithm are smooth, centralized paths that aid in the task of navigation in virtual endoscopic exploration of three-dimensional medical images.Lambregts, Antonius A. (Inventor)1983-01-01Disclosed is a vertical flight path angle steering system for aircraft, utilizing a digital flight control computer which processes pilot control inputs and aircraft response parameters into suitable elevator commands and control information for display to the pilot on a cathode ray tube.
The system yields desirable airplane control handling qualities and responses as well as improvements in pilot workload and safety during airplane operation in the terminal area and under windshear conditions.Kulczycki, Eric; Elfes, Alberto; Sharma, Shivanjli2009-01-01Algorithms for planning flight paths of autonomous aerobots (robotic blimps) to be deployed in scientific exploration of remote planets are undergoing development. These algorithms are also adaptable to terrestrial applications involving robotic submarines as well as aerobots and other autonomous aircraft used to acquire scientific data or to perform surveying or monitoring functions.2011-01-01.
14 Aeronautics and Space 1 2011-01-01 false En route flight paths. 25.123 Section 25.
AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.123 En route flight paths. (a) For the en route configuration, the flight paths prescribed in paragraph (b) and (c) of this section must.2010-01-01. 14 Aeronautics and Space 1 2010-01-01 false Takeoff flight path.
23.61 Section 23.61. STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows.2014-01-01. 14 Aeronautics and Space 1 2014-01-01 false En route flight paths. 25.123 Section 25.
AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.123 En route flight paths. (a) For the en route configuration, the flight paths prescribed in paragraph (b) and (c) of this section must.2011-01-01.
14 Aeronautics and Space 1 2011-01-01 false Takeoff flight path. 23.61 Section 23.61. STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows.2014-01-01. 14 Aeronautics and Space 1 2014-01-01 false Takeoff flight path.
25.115 Section 25.115. STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.115 Takeoff flight path. (a) The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff.2011-01-01. 14 Aeronautics and Space 1 2011-01-01 false Takeoff flight path. 25.115 Section 25.115.
STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.115 Takeoff flight path. (a) The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff.Miele, Angelo1955-01-01The climb of turbojet aircraft is analyzed and discussed including the accelerations. Three particular flight performances are examined: minimum time of climb, climb with minimum fuel consumption, and steepest climb. The theoretical results obtained from a previous study are put in a form that is suitable for application on the following simplifying assumptions: the Mach number is considered an independent variable instead of the velocity; the variations of the airplane mass due to fuel consumption are disregarded; the airplane polar is assumed to be parabolic; the path curvatures and the squares of the path angles are disregarded in the projection of the equation of motion on the normal to the path; lastly, an ideal turbojet with performance independent of the velocity is involved. The optimum Mach number for each flight condition is obtained from the solution of a sixth order equation in which the coefficients are functions of two fundamental parameters: the ratio of minimum drag in level flight to the thrust and the Mach number which represents the flight at constant altitude and maximum lift-drag ratio.Kemper, EdwardQuad-Rotor unmanned areal vehicles (UAVs) have been a popular area of research and development in the last decade, especially with the advent of affordable microcontrollers like the MSP 430 and the Raspberry Pi. Path-Energy Optimization is an area that is well developed for linear systems.
In this thesis, this idea of path-energy optimization is extended to the nonlinear model of the Quad-rotor UAV. The classical optimization technique is adapted to the nonlinear model that is derived for the problem at hand, coming up with a set of partial differential equations and boundary value conditions to solve these equations. Then, different techniques to implement energy optimization algorithms are tested using simulations in Python. First, a purely nonlinear approach is used. This method is shown to be computationally intensive, with no practical solution available in a reasonable amount of time.
Second, heuristic techniques to minimize the energy of the flight path are tested, using Ziegler-Nichols' proportional integral derivative (PID) controller tuning technique. Finally, a brute force look-up table based PID controller is used. Simulation results of the heuristic method show that both reliable control of the system and path-energy optimization are achieved in a reasonable amount of time.2014-01-01. 14 Aeronautics and Space 1 2014-01-01 false Takeoff flight path. 23.61 Section 23.61.
STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For normal, utility, and acrobatic category multiengine jets of more than 6,000 pounds.Szoboszlay, Zoltan P.; Hardy, Gordon H.; Welsh, Terence M.2004-01-01Two potential improvements to the flight path marker symbol were evaluated on a panel-mounted, synthetic vision, primary flight display in a rotorcraft simulation. One concept took advantage of the fact that synthetic vision systems have terrain height information available ahead of the aircraft. For this first concept, predicted altitude and ground track information was added to the flight path marker.
In the second concept, multiple copies of the flight path marker were displayed at 3, 4, and 5 second prediction times as compared to a single prediction time of 3 seconds. Objective and subjective data were collected for eight rotorcraft pilots.
The first concept produced significant improvements in pilot attitude control, ground track control, workload ratings, and preference ratings. The second concept did not produce significant differences in the objective or subjective measures.Zhang, XuefuThe production of the General Aviation industry has declined in the past 25 years. Ironically, however, the increasing demand for air travel as a fast, safe, and high-quality mode of transportation has been far from satisfied. Addressing this demand shortfall with personal air transportation necessitates advanced systems for navigation, guidance, control, flight management, and flight traffic control. Among them, an effective decoupling flight control system will not only improve flight quality, safety, and simplicity, and increase air space usage, but also reduce expenses on pilot initial and current training, and thus expand the current market and explore new markets.
Because of the formidable difficulties encountered in the actual decoupling of non-linear, time-variant, and highly coupled flight control systems through traditional approaches, a new approach, which essentially converts the decoupling problem into a real-time trajectory synthesis and tracking problem, is employed. Then, the converted problem is solved and a virtual decoupling effect is achieved. In this approach, a trajectory in inertial space can be predefined and dynamically modified based on the flight mission and the pilot's commands.
A feedforward-feedback control architecture is constructed to guide the airplane along the trajectory as precisely as possible. Through this approach, the pilot has much simpler, virtually decoupled control of the airplane in terms of speed, flight path angle and horizontal radius of curvature. To verify and evaluate this approach, extensive computer simulation is performed. A great deal of test cases are designed for the flight control under different flight conditions. The simulation results show that our decoupling strategy is satisfactory and promising, and therefore the research can serve as a consolidated foundation for future practical applications.Bayard, David S.; Kohen, Hamid1997-01-01This paper documents the application of genetic algorithms (GAs) to the problem of robust flight path determination for Mars precision landing. The robust flight path problem is defined here as the determination of the flight path which delivers a low-lift open-loop controlled vehicle to its desired final landing location while minimizing the effect of perturbations due to uncertainty in the atmospheric model and entry conditions. The genetic algorithm was capable of finding solutions which reduced the landing error from 111 km RMS radial (open-loop optimal) to 43 km RMS radial (optimized with respect to perturbations) using 200 hours of computation on an Ultra-SPARC workstation.