Re omendações para Pesquisas F uturas - Método para a avaliação do ganho empregado pelo piloto

O método proposto ne essita ser exposto a uma variedade maior de pilotos e ae-

ronaves e, portanto, a a re omendação para que os programas futuros se utilizem

dessaté ni a. Infelizmente,não épossívelapli ardiretamenteométodo emdadospas-

sados, haja vista que a maioria dos ensaios não ontém manobras de identi ação de

parâmetros para que a planta possa ser devidamente sintonizada. Uma outra saída

seria desenvolver ferramentas de identi ação da planta que não fossem dependentes

de manobrasespe í as( omo a 3211 utilizada)e que pudessem determinaro modelo

da planta a partir de manobras omuns, omo urvase outras manobras opera ionais

que não sejam exe utadas em malha fe hada pelo piloto. Essa opção abriria enormes

possibilidades para a utilização do grande volume de pontos de ensaio já realizados.

Essapesquisa poderiautilizara versão maisnova dosoftwareSYSIDda EMBRAER.

Outrare omendaçãorelevanteéfazeruma omparação omresultadosobtidospor

meio do ál uloda freqüên ia de rossover(apresentadono apítulo4.1.1). A idéia de

Mit hell e Klyde

∗

é que se verique se os pontos de ensaio identi ados omo sendo

exe utados om baixo ganho pelo método proposto apresentam também algum tipo

de alteração na freqüên ia de rossover do piloto. Na visão deles, deverá haver uma

alteração,levando a freqüên iapara umpatamarinferior(menorbandwidth).

É ne essário testar a hipótese levantada no apítulo 7.2.2 sobre a inuên ia do

desbalan eamentodatarefasintéti anoresultado. Uma omparaçãodiretaentretarefas

∗

balan eadas edesbalan eadas seriaosu iente.

Autilizaçãodemodelobla k-boxparaaplantaé,semdúvida,umalimitaçãogrande

daimplementaçãoutilizadaeamigraçãoparaautilizaçãodeumsoftware apazdesfazer

a identi ação dasexplí itas das derivadasde estabilidade seria bastante ontribuinte

para o avanço da utilização do método proposto. A obtenção das derivadas de esta-

bilidade trazem robustez ao modelo, que pode ser utilizado om uma gama maior de

ondições(velo idades, altitudes,et .).

Comoalternativaaousodaentropiaestatísti apara ompararossinaisoriundosdos

ensaios em vo e aqueles produzidos pelas simulações, o ál ulo da orrelação poderia

serutilizado. Estapesquisapoderáutilizarosmesmosdadosjáobtidoseproduziruma

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Ex ertos FAR-25 e AC-25-7A

A.1 FAR 25

25.143 General. CONTROLLABI-

LITYANDMANEUVERABILITY

(a) The airplane must be safely on-

trollableandmaneuverableduring: (1)Ta-

keo; (2) Climb; (3) Level ight; (4) Des-

ent;and (5)Landing.

(b) It must be possible of making a

smooth transition from one ight ondi-

tion to any other ight ondition without

ex eptional piloting skill, alertness, or

strength, andwithout dangerofex eeding

the airplane limit-load fa tor under any

probable operating onditions, in luding

[... ℄

25.143 Geral. CONTROLABILI-

DADE EMANOBRABILIDADE

(a) A aeronave deverá ser ontrolável

emanobrável,demaneirasegura,durante:

(1) De olagem; (2) Subida; (3) Vo nive-

lado;(4) Des ida;e (5)Pouso.

(b) Deverá ser possível fazer a tran-

sição de uma para qualquer outra ondi-

çãode vo, sem habilidades ex ep ionais,

forçaex essivaoualertaex essivodopiloto

No documento Método para a avaliação do ganho empregado pelo piloto em ensaios de PIO (páginas 129-200)