This master thesis includes a comprehensive review of four-seater sport and leisure aircraft with focus on their cockpit instruments. The description of the selected glass cockpits is listed. Thesis also includes design of instrument panel, which is designed according to the relevant regulations and standard configuration of existing aircrafts. There is also a brief overview of the regulations necessary for the installation of these systems in the aircrafts. At the end of the this work is failure mode and effects analysis, with calculation of probability malfunction for critical functions.

Aus der Einleitung: 'Am späten Nachmittag des 14. März 1931 versammelten sich in Groß-Kühnau bei Dessau zahlreiche deutsche und amerikanische Wissenschaftler, um einem spektakulären Ereignis beizuwohnen. Geladen hatten der ehemalige Junkers- Ingenieur Johannes Winkler und dessen Mäzen, der böhmische Hutfabrikant Hugo Hückel, denen vor den Augen eines staunenden Publikums der erste Start einer Flüssigkeitsrakete in Europa glückte. Der Flugkörper, eine Konstruktion von 70 Zentimetern Höhe und 30 Zentimetern Durchmesser, hob mit dumpfem Zischen vom Erdboden ab, stieg etwa 100 Meter in die Höhe und stürzte nach einer horizontalen Drehung wieder zu Boden. Nach diesem erfolgreichen Versuch überschlugen sich die Sensationsmeldungen in der Presse, die verkündete, dass der Vorstoß in den Weltraum nur noch eine Frage der Zeit sei. Denn nach dem Zweck seiner Rakete befragt gab Hückel an, sie solle in erster Linie der „Erschließung des luftleeren und luftverdünnten Raumes in der Stratosphäre dienen“. Zur gleichen Zeit, in der Winkler und Hückel den ersten erfolgreichen Start ihrer Rakete vollführten, arbeitete ein kleiner Stab von Ingenieuren in den nicht weit entfernten Junkerswerken in Dessau an dem streng geheimen Projekt eines Stratosphären-Flugzeugs, mit dem man ebenfalls anstrebte, in größte Höhen vorzudringen. Gerüchte über dieses Flugzeug kursierten schon seit längerer Zeit, doch hatte die Presse bis dahin vergeblich versucht, darüber Informationen von Junkers zu erhalten. Als dieser nun im Frühjahr 1931 auf das gesteigerte öffentliche Interesse reagierte und erste Details über seine Neuentwicklung preisgab, prognostizierten nicht wenige das Ende der noch jungen Raketen-Träume, schien doch mit der von Junkers gebauten Maschine nicht nur der bemannte, sondern vor allem der kontrollierte und somit sichere Flug in bis dahin unbekannte Höhen nun unmittelbar bevorzustehen.' [...]:Einleitung S. 3 Voraussetzungen und technische Probleme des Höhenfluges S. 5 Initiative der Gesellschaft für Höhenflugforschung S. 7 Atmosphärenforschung als Schwerpunkt der Notgemeinschaft S. 8 Kongruenz der Interessen: Junkers, Notgemeinschaft und Luftrüstungskartell S. 11 Entwicklung des Stratosphärenflugzeugs Ju 49 S. 17 Zusammenfassung S. 21

Die globale Erwärmung als auch neue Regularien und Richtlinien zwingen die Flugzeughersteller und die Fluggesellschaften ihre Emissionen über den kompletten Life-Cycle einen Flugzeuges zu reduzieren. Über den Life-Cycle eines Flugzeuges gesehen, fallen während der Nutzungsphase eines Flugzeuges mit 98% CO2 die meisten Emissionen an (Airbus Operations GmbH 2009). Dementsprechend stellt die Nutzungsphase den größten Hebel dar, um eine deutliche Senkung der Emissionen umzusetzen. Nach dem Advisory Council for Aeronautics in Europe (ACARE) lässt sich eine Reduktion der Emissionen während der Nutzungsphase vorzugsweise durch aerodynamische Verbesserungen, eine Gewichtsreduktion, neue Flugzeugkonzepte und eine erhöhte Kapazität innerhalb der Flugzeugkabine umsetzen (ACARE 2002). [... aus dem Text]

This thesis deals with the career and private life of a specific group of employees of Czechoslovak airlines - cockpit crew, especially pilots - during the years 1970-1989 with a slight overlap into the 60's and 70's as the context of the work requires. This thesis is based on the method of oral history. Recordings with all the narrators were combined into integrated blocks of data, that shows how these people became pilots of Czechoslovak airlines but also how they managed to deal with everyday contact with the wide abroad, how their career progressed, how they were affected by changes in the history of Czechoslovakia and Czechoslovak airlines during the era of "Normalization". The author of this thesis tried to provide an insight into the history of pilot profession in the mentioned period based on creating a brief history of Czechoslovak airlines, archive materials concerning the trends in aviation and testimonies and interpretations of the narrators.

In this thesis we develop methods that facilitate an aerial rendezvous between two air vehicles. The objective of this research is to produce a method that can be used to insert a miniature air vehicle behind a rendezvous vehicle and then track that vehicle to enable a visual rendezvous. For this research we assume the rendezvous vehicle is following a relatively stable and roughly elliptical orbit. Path planners and controllers have been developed that can be used to effectively intercept the rendezvous vehicle by inserting the MAV onto the orbit of interest. A method for planning and following time-optimal Dubins airplane interception paths between a miniature air vehicle and the rendezvous vehicle is presented. We demonstrate how a vector field path following a scheme can be used for navigation along these time-optimal Dubins airplane paths. A post-orbit insertion tracking method is also presented which can be used to track the target vehicle on an arbitrarily oriented elliptical orbit while maintaining a specified following distance. We also present controllers that can be used for disturbance rejection during the orbit-insertion and interception operations. All of these methods were implemented in simulation and with hardware. Results from these implementations are presented and analyzed.

Being able to fly has always been one of humanities greatest dreams, and today anyone can purchase a Radio-Controlled (RC) airplane or helicopter and learn how to fly. Experienced RC pilots perform stunts such as “prop hanging”. This is when an airplane flies vertically while maintaining its position with the propeller being the only motive force. In this thesis, the first steps towards converting a manually controlled hovering airplane to an autonomous one are taken by using one single accelerometer to measure differences in acceleration as input data for a height regulator. A built prototype with the height regulator implemented is tested in a test rig. The finished regulator is able to adjust and keep the airplane stable when exposed to small to medium disturbances. The regulator’s biggest weakness is the lack of input data regarding the velocity. Big disturbances result in a constant velocity, which gives zero acceleration input data, and an airplane flying away from its equilibrium position. / Att kunna flyga har alltid varit en av mänsklighetens största drömmar och idag kan vem som helst köpa ett radiostyrt flygplan eller helikopter och lära sig att flyga. Erfarna piloter som flyger radiostyrda flygplan utför konster som att ”hänga i propellern”, vilket innebär att flygplanet flyger vertikalt samtidigt som den behåller sin position där propellern är den enda drivkraften. I den här avhandlingen tas det första steget att konvertera ett manuellt styrt hovrande flygplan till ett autonomt genom att använda en enda accelerometer för att mäta skillnaden i acceleration som indata för en höjdregulator. Ett byggt prototypflygplan med höjdregulatorn implementerad testas i en testställning. Den färdiga regulatorn fungerar och kan justera och hålla flygplanet stabilt när den utsätts för små till medelmåttiga störningar. Regulatorns största svaghet är bristen på indata av hastigheten. Stora störningar resulterar i konstant hastighet, vilket ger noll acceleration som indata och ett flygplan som flyger ifrån sitt jämviktsläge.

Being able to fly has always been one of humanities greatestdreams, and today anyone can purchase a Radio-Controlled(RC) airplane or helicopter and learn how to fly. ExperiencedRC pilots perform stunts such as “prop hanging”.This is when an airplane flies vertically while maintainingits position with the propeller being the only motive force.In this thesis, the first steps towards converting a manuallycontrolled hovering airplane to an autonomous one aretaken by using one single accelerometer to measure differencesin acceleration as input data for a height regulator.A built prototype with the height regulator implementedis tested in a test rig. The finished regulator is able toadjust and keep the airplane stable when exposed to smallto medium disturbances. The regulator’s biggest weaknessis the lack of input data regarding the velocity. Big disturbancesresult in a constant velocity, which gives zeroacceleration input data, and an airplane flying away fromits equilibrium position. / Att kunna flyga har alltid varit en av mänsklighetens störstadrömmar och idag kan vem som helst köpa ett radiostyrtflygplan eller helikopter och lära sig att flyga. Erfarna pilotersom flyger radiostyrda flygplan utför konster som att”hänga i propellern”, vilket innebär att flygplanet flygervertikalt samtidigt som den behåller sin position där propellernär den enda drivkraften. I den här avhandlingen tasdet första steget att konvertera ett manuellt styrt hovrandeflygplan till ett autonomt genom att använda en endaaccelerometer för att mäta skillnaden i acceleration som indataför en höjdregulator. Ett byggt prototypflygplan medhöjdregulatorn implementerad testas i en testställning. Denfärdiga regulatorn fungerar och kan justera och hålla flygplanetstabilt när den utsätts för små till medelmåttigastörningar. Regulatorns största svaghet är bristen på indataav hastigheten. Stora störningar resulterar i konstanthastighet, vilket ger noll acceleration som indata och ettflygplan som flyger ifrån sitt jämviktsläge.

The major problem facing air transportation for the next decade is aircraft noise. The noise level due to the operation of large jet aircraft has created a very serious annoyance problem to the people living near of adjacent to jet airports. The noise problem has developed both for take-off and landing operations of these aircraft with take -off noise causing the greatest annoyance factor. A technique called Noise Exposure Forecast (NEF) has been developed to identify the annoyance factor of these noises to people and activities on the ground. With these NEF ratings or numbers, planners can better determine the type of buildings and activities to locate in the vicinity of airports. This paper presents a computer method for determining NEF areas or contours which eliminate the necessity of performing laborious hand calculations and iterations normally required to determine a given NEF locus about an airport. A land use compatibility table showing land use versus NEF numbers is given on page 3. A sample computer program is given on pages 21 through 25 of the appendix and a sample computer output page is given on page 26. The computer technique developed for this paper can be used for any airport.

Over the past few years, electric propulsion systems have been widely used in automotive applications. The next decade is likely to see the electrification of aerial vehicles. In the past 20 years, the passengers demand in the aviation industry has increased by roughly 5% annually. Drastic increment in the passengers demand leads to many problems such as emission, noise pollution, airports capacity shortage, and high fuel consumption. An electric airplane that can take off and land in an extremely short runway can solve all the mentioned problems. Also, an airplane that is smaller and lighter with the ability to take off and land from an extremely short runway can be used as a new transportation system in congested cities and solve the urban road traffic and compensate for people’s time wasted in traffic. With this in mind, in this thesis, the feasibility of converting a conventional fixed-wing direct-drive propeller airplane to an electric extremely short takeoff and landing airplane has been examined. An overview of the history of electric aerial vehicles and flying cars is conducted where some of these vehicles are still under development phase. The main aim of this thesis is to address the effect of takeoff and landing runway length on the electric motor main specifications, including power, torque, and speed. Also, the effect of cruising speed on the motor specifications are investigated, and it is observed that there is a considerable difference between the amount of required power for the cruising mode and takeoff mode. In the end, the impact of the braking system and airplane weight on the landing distance are examined, and It is found that for an airplane with a cruise-efficient propeller, usage of thrust reverser is not practical and hence it is not recommended. Although if the propeller is designed to have high efficiency at takeoff and landing, the thrust reverser can be a good solution to make the landing runway shorter. / Thesis / Master of Applied Science (MASc)

The interaction of vortices passing near free and solid surfaces has been examined using direct numerical simulation (DNS). A computer code was developed which solves the unsteady, three-dimensional Navier-Stokes equations for incompressible flow. A critical element of the numerical scheme is the efficient solution of Poisson's equation. A state of the art solver based on multigrid techniques was developed which gives excellent convergence rates. The result is a tool capable of modeling complex three-dimensional flows in a variety of configurations. Three different flow fields have been examined in order to determine some of the complex interactions involved between a vortex and a surface. The first concerns the two-dimensional interaction between a boundary layer and a convecting vortex. The size and height above the wall of the vortex are the same order of magnitude as the boundary layer thickness. A strong primary vortex creates a secondary vortex which causes the rebound of the primary, a response observed in many previous studies. However, weaker vortices as well do not follow the inviscid trajectory despite the absence of a secondary vortex. Rather than creating vorticity at the wall, a weaker vortex mainly redistributes the vorticity of the boundary layer. The redistributed vorticity alters the path of the vortex in ways not seen for vortex/wall interactions. / Ph. D.