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  • 1
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 50 (1986), S. 1-47 
    ISSN: 1573-2878
    Keywords: Guidance strategies ; gamma guidance ; theta guidance ; acceleration guidance ; flight mechanics ; take-off ; optimal trajectories ; optimal control ; feedback control ; windshear problems ; sequential gradient-restoration algorithm ; dual sequential gradient-restoration algorithm
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper is concerned with guidance strategies for near-optimum performance in a windshear. This is a wind characterized by sharp change in intensity and direction over a relatively small region of space. The take-off problem is considered with reference to flight in a vertical plane. First, trajectories for optimum performance in a windshear are determined for different windshear models and different windshear intensities. Use is made of the methods of optimal control theory in conjunction with the dual sequential gradient-restoration algorithm (DSGRA) for optimal control problems. In this approach, global information on the wind flow field is needed. Then, guidance strategies for near-optimum performance in a wind-shear are developed, starting from the optimal trajectories. Specifically, three guidance schemes are presented: (A) gamma guidance, based on the relative path inclination; (B) theta guidance, based on the pitch attitude angle; and (C) acceleration guidance, based on the relative acceleration. In this approach, local information on the wind flow field is needed. Next, several alternative schemes are investigated for the sake of completeness, more specifically: (D) constant alpha guidance; (E) constant velocity guidance; (F) constant theta guidance; (G) constant relative path inclination guidance; (H) constant absolute path inclination guidance; and (I) linear altitude distribution guidance. Numerical experiments show that guidance schemes (A)–(C) produce trajectories which are quite close to the optimum trajectories. In addition, the near-optimum trajectories associated with guidance schemes (A)–(C) are considerably superior to the trajectories arising from the alternative guidance schemes (D)–(I). An important characteristic of guidance schemes (A)–(C) is their simplicity. Indeed, these guidance schemes are implementable using available instrumentation and/or modification of available instrumentation.
    Type of Medium: Electronic Resource
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  • 2
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 51 (1986), S. 1-39 
    ISSN: 1573-2878
    Keywords: Ocean test structures ; offshore structures ; wave kinematics ; identification problems ; parameter identification problems ; wave parameter identification problems ; numerical methods ; computing methods ; mathematical programming ; minimization of functions ; quadratic functions ; linear equations ; least-square problems ; condition number ; Householder transformation ; decomposition techniques
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the solution of the ocean wave identification problem by means of decomposition techniques. A discrete formulation is assumed. An ocean test structure is considered, and wave elevation and velocities are assumed to be measured with a number of sensors. Within the frame of linear wave theory, a Fourier series model is chosen for the wave elevation and velocities. Then, the following problem is posed (Problem P): Find the amplitudes of the various wave components of specified frequency and direction, so that the assumed model of wave elevation and velocities provides the best fit to the measured data. Here, the term best fit is employed in the least-square sense over a given time interval. Problem P is numerically difficult because of its large size 2MN, whereM is the number of frequencies andN is the number of directions. Therefore, both the CPU time and the memory requirements are considerable (Refs. 7–12). In order to offset the above difficulties, decomposition techniques are employed in order to replace the solution of Problem P with the sequential solution of two groups of smaller subproblems. The first group (Problem F) involvesS subproblems, having size 2M, whereS is the number of sensors andM is the number of frequencies; theseS subproblems are least-square problems in the frequency domain. The second group (Problem D) involvesM subproblems, having size 2N, whereM is the number of frequencies andN is the number of directions; theseM subproblems are least-square problems in the direction domain. In the resulting algorithm, called the discrete formulation decomposition algorithm (DFDA, Ref. 2), the linear equations are solved with the help of the Householder transformation in both the frequency domain and the direction domain. By contrast, in the continuous formulation decomposition algorithm (CFDA, Ref. 1), the linear equations are solved with Gaussian elimination in the frequency domain and with the help of the Householder transformation in the direction domain. Mathematically speaking, there are three cases in which the solution of the decomposed problem and the solution of the original, undecomposed problem are identical: (a) the case where the number of sensors equals the number of directions; (b) the case where Problem P is characterized by a vanishing value of the functional being minimized; and (c) the case where the wave component periods are harmonically related to the sampling time. Numerical experiments concerning the OTS platform and the Hondo-A platform show that the decomposed scheme is considerably superior to the undecomposed scheme; that the discrete formulation is considerably superior to the continuous formulation; and that the accuracy can be improved by proper selection of the sampling time as well as by proper choice of the number and the location of the sensors. In particular, the choice of the sensor location for the Hondo-A platform is discussed.
    Type of Medium: Electronic Resource
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  • 3
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 44 (1984), S. 269-302 
    ISSN: 1573-2878
    Keywords: Ocean test structures ; offshore structures ; wave kinematics ; identification problems ; parameter identification problems ; wave parameter identification problems ; numerical methods ; computing methods ; mathematical programming ; minimization of functions ; quadratic functions ; linear equations ; least-square problems ; global or strong accuracy ; local or weak accuracy ; integral accuracy ; condition number
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the solution of the wave parameter identification problem for ocean test structure data. A continuous formulation is assumed. An ocean test structure is considered, and wave elevation and velocities are assumed to be measured with a number of sensors. Within the frame of linear wave theory, a Fourier series model is chosen for the wave elevation and velocities. Then, the following problem is posed: Find the amplitudes of the various wave components of specified frequency and direction, so that the assumed model of wave elevation and velocities provides the best fit to the measured data. Here, the term best fit is employed in the least-square sense over a given time interval. At each time instant, the wave representation involves three indexes (frequency, direction, instrument); hence, three-dimensional arrays are required. This formal difficulty can be avoided by switching to an alternative representation involving only two indexes (frequency-direction, instrument); hence, standard vector-matrix notation can be used. Within this frame, optimality conditions are derived for the amplitudes of the assumed wave model. Numerical results are presented. The effect of various system parameters (number of frequencies, number of directions, sampling time, number of sensors, and location of sensors) is investigated in connection with global or strong accuracy, local or weak accuracy, integral accuracy, and condition number of the system matrix. From the numerical experiments, it appears that the identification problem has a unique solution if the number of directions is smaller than or equal to the number of sensors; it has an infinite number of solutions otherwise. In the case where a unique solution exists, the condition number of the system matrix increases as the size of the system increases, and this has a detrimental effect on the accuracy. However, the accuracy can be improved by proper selection of the sampling time and by proper choice of the number and location of the sensors.
    Type of Medium: Electronic Resource
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  • 4
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 44 (1984), S. 453-484 
    ISSN: 1573-2878
    Keywords: Ocean test structures ; offshore structures ; wave kinematics ; identification problems ; parameter identification problems ; wave parameter identification problems ; numerical methods ; computing methods ; mathematical programming ; minimization of functions ; quadratic functions ; linear equations ; least-square problems ; Householder transformation ; global or strong accuracy ; local or weak accuracy ; integral accuracy ; condition number
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the solution of the wave parameter identification problem for ocean test structure data. A discrete formulation is assumed. An ocean test structure is considered, and wave elevation and velocities are assumed to be measured with a number of sensors. Within the frame of linear wave theory, a Fourier series model is chosen for the wave elevation and velocities. Then, the following problem is posed: Find the amplitudes of the various wave components of specified frequency and direction, so that the assumed model of wave elevation and velocities provides the best fit to the measured data. Here, the term best fit is employed in the least-square sense over a given time interval. At each time instant, the wave representation involves four indexes (frequency, direction, instrument, time); hence, four-dimensional arrays are required. This formal difficulty can be avoided by switching to an alternative representation involving only two indexes (frequency-direction, instrument-time); hence, standard vector-matrix notation can be used. Within this frame, optimality conditions are derived for the amplitudes of the assumed wave model. A characteristic of the wave parameter identification problem is that the condition number of the system matrix can be large. Therefore, the numerical solution is not an easy task and special procedures must be employed. Specifically, Gaussian elimination is avoided and advantageous use is made of the Householder transformation, in the light of the least-square nature of the problem and the discretized approach to the problem. Numerical results are presented. The effect of various system parameters (number of frequencies, number of directions, sampling time, number of sensors, and location of sensors) is investigated in connection with global or strong accuracy, local or weak accuracy, integral accuracy, and condition number of the system matrix. From the numerical experiments, it appears that the wave parameter identification problem has a unique solution if the number of directions is smaller than or equal to the number of sensors; it has an infinite number of solutions otherwise. In the case where a unique solution exists, the condition number of the system matrix increases as the size of the system increases, and this has a detrimental effect on the accuracy. However, the accuracy can be improved by proper selection of the sampling time and by proper choice of the number and location of the sensors. Generally speaking, the computations done for the discrete case exhibit better accuracy than the computations done for the continuous case (Ref. 5). This improved accuracy is a direct consequence of having used advantageously the Householder transformation and is obtained at the expense of increased memory requirements and increased CPU time.
    Type of Medium: Electronic Resource
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  • 5
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 53 (1987), S. 181-217 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; take-off ; windshear problems ; optimal trajectories ; guidance strategies ; piloting techniques ; feedback control ; gamma guidance ; simplified gamma guidance ; quick transition to horizontal flight
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper is concerned with guidance strategies and piloting techniques which ensure near-optimum performance and maximum survival capability in a severe windshear. The take-off problem is considered with reference to flight in a vertical plane. In addition to the horizontal shear, the presence of a downdraft is assumed. First, six particular guidance schemes are considered, namely: constant alpha guidance; maximum alpha guidance; constant velocity guidance; constant absolute path inclination guidance; constant rate of climb guidance; and constant pitch guidance. Among these, it is concluded that the best one is the constant pitch guidance. Next, in an effort to improve over the constant pitch guidance, three additional trajectories are considered: the optimal trajectory, which minimizes the maximum deviation of the absolute path inclination from a reference value, while employing global information on the wind flow field; the gamma guidance trajectory, which is based on the absolute path inclination and which approximates the behavior of the optimal trajectory, while employing local information on the windshear and the downdraft; and the simplified gamma guidance trajectory, which is the limiting case of the gamma guidance trajectory in a severe windshear and which does not require precise information on the windshear and the downdraft. The essence of the simplified gamma guidance trajectory is that it yields a quick transition to horizontal flight. Comparative numerical experiments show that the survival capability of the simplified gamma guidance trajectory is superior to that of the constant pitch trajectory and is close to that of the optimal trajectory. Next, with reference to the simplified gamma guidance trajectory, the effect of the feedback gain coefficient is studied. It is shown that larger values of the gain coefficient improve the survival capability in a severe windshear; however, excessive values of the gain coefficient are undesirable, because they result in larger altitude oscillations and lower average altitude. Finally, with reference to the simplified gamma guidance trajectory, the effect of time delays is studied, more specifically, the time delay τ1 in reacting to windshear onset and the time delay τ2 in reacting to windshear termination. While time delay τ2 has little effect on survival capability, time delay τ1 appears to be critical in the following sense: smaller values of τ1 correspond to better survival capability in a severe windshear, while larger values of τ1 are associated with a worsening of the survival capability in a severe windshear.
    Type of Medium: Electronic Resource
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  • 6
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 77 (1993), S. 1-29 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; windshear problems ; wind identification ; identification problems ; least-square problems ; aircraft accidents ; Flight Delta 191
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the identification of the wind profile along a flight trajectory by means of a two-dimensional dynamic approach. In this approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile as well as the nominal thrust, drag, and lift profiles are obtained from the available DFDR measurements. The actual values of the thrust, drag, and lift are assumed to be proportional to the respective nominal values via multiplicative parameters, called the thrust, drag, and lift factors. The thrust, drag, and lift factors plus the inertial velocity components at impact are determined by matching the flight trajectory computed from DFDR data with the flight trajectory available from ATCR data. This leads to a least-square problem which is solved analytically under the additional requirement of closeness of the multiplicative factors to unity. Application of the 2D-dynamic approach to the case of Flight Delta 191 shows that, with reference to the last 180 sec before impact, the values of the multiplicative factors were 1.09, 0.84, and 0.89; this implies that the actual values of the thrust, drag, and lift were 9% above, 16% below, and 11% below their respective nominal values. For the last 60 sec before impact, the aircraft was subject to severe windshear, characterized by a horizontal wind velocity difference of 123 fps and a vertical wind velocity difference of 80 fps. The 2D-dynamic approach is applicable to the analysis of windshear accidents in take-off or landing, especially for the case of older-generation, shorter-range aircraft which do not carry the extensive instrumentation of newer-generation, longer-range aircraft. The same methodology can be extended to the investigation of aircraft accidents originating from causes other than windshear (e.g., icing, incorrect flap position, engine malfunction), above all if its precision is further increased by combining the 2D-dynamic approach and the 2D-kinematic approach.
    Type of Medium: Electronic Resource
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  • 7
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 54 (1987), S. 203-240 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; take-off ; quasi-steady flight to quasisteady flight transition ; optimal trajectories ; optimal control ; guidance strategies ; feedback control ; windshear problems ; sequential gradient-restoration algorithm ; dual sequential gradient-restoration algorithm
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper is concerned with the near-optimum guidance of an aircraft from quasi-steady flight to quasi-steady flight in a windshear. The take-off problem is considered with reference to flight in a vertical plane. In addition to the horizontal shear, the presence of a downdraft is considered. It is assumed that the power setting is held at the maximum value and that the aircraft is controlled through the angle of attack. Inequality constraints are imposed on both the angle of attack and its time derivative. First, trajectory optimization is considered. The optimal transition problem is formulated as a Chebyshev problem of optimal control: the performance index being minimized is the peak value of the modulus of the difference between the absolute path inclination and a reference value, assumed constant. Two types of optimal trajectories are studied: type 1 is concerned with gamma recovery (recovery of the initial value of the relative path inclination); and type 2 is concerned with quasisteady flight recovery (recovery of the initial values of the relative velocity, the relative path inclination, and the relative angle of attack). The numerical results show that the type 1 trajectory and the type 2 trajectory are nearly the same in the shear portion, while they diverge to a considerable degree in the aftershear portion of the optimal trajectory. Next, trajectory guidance is considered. A guidance scheme is developed so as to achieve near-optimum quasi-steady flight recovery in a windshear. The guidance scheme for quasi-steady flight recovery includes three parts in sequence. The first part refers to the shear portion of the trajectory and is based on the result that this portion of the trajectory depends only mildly on the boundary conditions; therefore, any of the guidance schemes already developed for type 1 trajectories can be employed (for instance, variable gamma guidance). The second part (constant gamma guidance) refers to the initial aftershear portion of the trajectory and is designed to achieve almost velocity recovery. The third part (constant rate of climb guidance) refers to the final aftershear portion of the trajectory and is designed to achieve almost complete restoration of the initial quasi-steady state. While the shear guidance and the initial aftershear guidance employ constant gain coefficients, the final aftershear guidance employs a variable gain coefficient. This is done in order to obtain accuracy and prompt response, while avoiding oscillations and overshoots. The numerical results show that the guidance scheme for quasi-steady flight recovery yields a transition from quasi-steady flight to quasi-steady flight which is close to that of the optimal trajectory, ensures the restoration of the initial quasi-steady state, and has good stability properties.
    Type of Medium: Electronic Resource
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  • 8
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 75 (1992), S. 1-32 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; windshear problems ; wind identification ; identification problems ; least-square problems ; accelerometer biases ; aircraft accidents ; Flight Delta 191
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the identification of the wind profile along a flight trajectory by means of a three-dimensional kinematic approach. The approach is then applied to a recent aircraft accident, that of Flight Delta 191, which took place at Dallas-Fort Worth International Airport on August 2, 1985. In the 3D-kinematic approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile is obtained from flight measurements. The inertial velocity profile is obtained by integration of the measured inertial acceleration. The accelerometer biases and the impact values of the inertial velocity components are determined by matching the computed flight trajectory with the measured flight trajectory, available from the digital flight data recorder (DFDR) and air traffic control radar (ATCR). This leads to a least-square problem, which is solved analytically. Key to the precision of the identified wind profile is the correct identification of the accelerometer biases and the impact velocity components. In turn, this depends on the proper selection of the integration time. Because the measured data are noise-corrupted, unstable identification occurs if the integration time is too short. On the other hand, stable identification takes place if the integration time is properly chosen. Application of the method developed to the case of Flight Delta 191 shows that the identification problem has a stable solution if the integration time is larger than 180 sec. Numerical computation shows that, for Flight Delta 191, the maximum wind velocity difference determined with the 3D-kinematic approach was ΔW x =124 fps in the longitudinal direction, ΔW y =66 fps in the lateral direction, and ΔW h =71 fps in the vertical direction.
    Type of Medium: Electronic Resource
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  • 9
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 76 (1993), S. 33-55 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; windshear problems ; wind identification ; identification problems ; least-square problems ; accelerometer biases ; aircraft accidents ; Flight Delta 191
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper deals with the identification of the wind profile along a flight trajectory by means of a two-dimensional kinematic approach. In this approach, the wind velocity components are computed as the difference between the inertial velocity components and the airspeed components. The airspeed profile is obtained from flight measurements. The inertial velocity profile is obtained by integration of the measured inertial acceleration. The accelerometer biases and the impact values of the inertial velocity components are determined by matching the computed flight trajectory with the measured flight trajectory, available from the digital flight data recorder and air traffic control radar. This leads to a least-square problem, which is solved analytically for both the continuous formulation and the discrete formulation. Key to the precision of the identification process is the proper selection of the integration time. Because the measured data are noise-corrupted, unstable identification occurs if the integration time is too short. On the other hand, if the integration time is too long, the hypothesis of two-dimensional motion (flight trajectory nearly contained in a vertical plane) breaks down. Application of the 2D-kinematic approach to the case of Flight Delta 191 shows that stable identification takes place for integration times in the range τ = 120 to 180 sec before impact. The results of the 2D-kinematic approach are close to those of the 3D-kinematic approach (Ref. 1), particularly in terms of the inertial velocity components at impact (within 1 fps) and the maximum wind velocity differences (within 2 fps). The 2D-kinematic approach is applicable to the analysis of wind-shear accidents in take-off or landing, especially for the case of older-generation, shorter-range aircraft which do not carry the extensive instrumentation of newer-generation, longer-range aircraft.
    Type of Medium: Electronic Resource
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  • 10
    Electronic Resource
    Electronic Resource
    Springer
    Journal of optimization theory and applications 58 (1988), S. 165-207 
    ISSN: 1573-2878
    Keywords: Flight mechanics ; abort landing ; quasi-steady flight to quasi-steady flight transition ; optimal trajectories ; optimal control ; guidance strategies ; acceleration guidance ; gamma guidance ; feedback control ; windshear problems ; sequential gradient-restoration algorithm ; dual sequential gradient-restoration algorithm
    Source: Springer Online Journal Archives 1860-2000
    Topics: Mathematics
    Notes: Abstract This paper is concerned with the optimal transition and the near-optimum guidance of an aircraft from quasi-steady flight to quasi-steady flight in a windshear. The abort landing problem is considered with reference to flight in a vertical plane. In addition to the horizontal shear, the presence of a downdraft is considered. It is assumed that a transition from descending flight to ascending flight is desired; that the initial state corresponds to quasi-steady flight with absolute path inclination of −3.0 deg; and that the final path inclination corresponds to quasi-steady steepest climb. Also, it is assumed that, as soon as the shear is detected, the power setting is increased at a constant time rate until maximum power setting is reached; afterward, the power setting is held constant. Hence, the only control is the angle of attack. Inequality constraints are imposed on both the angle of attack and its time derivative. First, trajectory optimization is considered. The optimal transition problem is formulated as a Chebyshev problem of optimal control: the performance index being minimized is the peak value of the modulus of the difference between the instantaneous altitude and a reference value, assumed constant. By suitable transformations, the Chebyshev problem is converted into a Bolza problem. Then, the Bolza problem is solved employing the dual sequential gradient-restoration algorithm (DSGRA) for optimal control problems. Two types of optimal trajectories are studied, depending on the conditions desired at the final point. Type 1 is concerned with gamma recovery (recovery of the value of the relative path inclination corresponding to quasi-steady steepest climb). Type 2 is concerned with quasi-steady flight recovery (recovery of the values of the relative path inclination, the relative velocity, and the relative angle of attack corresponding to quasi-steady steepest climb). Both the Type 1 trajectory and the Type 2 trajectory include three branches: descending flight, nearly horizontal flight, and ascending flight. Also, for both the Type 1 trajectory and the Type 2 trajectory, descending flight takes place in the shear portion of the trajectory; horizontal flight takes place partly in the shear portion and partly in the aftershear portion of the trajectory; and ascending flight takes place in the aftershear portion of the trajectory. While the Type 1 trajectory and the Type 2 trajectory are nearly the same in the shear portion, they diverge to a considerable degree in the aftershear portion of the trajectory. Next, trajectory guidance is considered. Two guidance schemes are developed so as to achieve near-optimum transition from quasi-steady descending flight to quasi-steady ascending flight: acceleration guidance (based on the relative acceleration) and gamma guidance (based on the absolute path inclination). The guidance schemes for quasi-steady flight recovery in abort landing include two parts in sequence: shear guidance and aftershear guidance. The shear guidance is based on the result that the shear portion of the trajectory depends only mildly on the boundary conditions. Therefore, any of the guidance schemes already developed for Type 1 trajectories can be employed for Type 2 trajectories (descent guidance followed by recovery guidance). The aftershear guidance is based on the result that the aftershear portion of the trajectory depends strongly on the boundary conditions; therefore, the guidance schemes developed for Type 1 trajectories cannot be employed for Type 2 trajectories. For Type 2 trajectories, the aftershear guidance includes level flight guidance followed by ascent guidance. The level flight guidance is designed to achieve almost complete velocity recovery; the ascent guidance is designed to achieve the desired final quasi-steady state. The numerical results show that the guidance schemes for quasi-steady flight recovery yield a transition from quasi-steady flight to quasi-steady flight which is close to that of the optimal trajectory, allows the aircraft to achieve the final quasi-steady state, and has good stability properties.
    Type of Medium: Electronic Resource
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