Flying Qualities Criteria

Robert Stengel, Aircraft Flight Dynamics MAE 331, 2012 " MIL-F-8785C criteria! CAP, C*, and other longitudinal criteria" /, / , and other lateraldirectional criteria" Pilot-vehicle interactions" Flight control system design"
Copyright 2012 by Robert Stengel. All rights reserved. For educational use only. ! http://www.princeton.edu/~stengel/MAE331.html ! http://www.princeton.edu/~stengel/FlightDynamics.html !

Design for Satisfactory Flying Qualities"

Satisfy procurement requirement (e.g., Mil Standard)" Satisfy test pilots (e.g., Cooper-Harper ratings)" Avoid pilot-induced oscillations (PIO)" Minimize time-delay effects" Time- and frequency-domain criteria"

MIL-F-8785C Identies Satisfactory, Acceptable, and Unacceptable Response Characteristics "

Damping Ratio" Short-period angle-of-attack response to elevator input!

Longitudinal Criteria

Frequency Response"

Step Response"

Long-Period Flying Qualities Criteria Long-Period Flying Qualities Criteria

(MIL-F-8785C) !
Flight Phase!
A. B. C. Non-terminal ight requiring rapid maneuvering" Non-terminal ight requiring gradual maneuvering" Terminal ight" 1. 2. 3.

(MIL-F-8785C) !

Flight path stability [Phase C]"

1. (/V)SS < 0.06 deg/kt" 2. (/V)SS < 0.15 deg/kt" 3. (/V)SS < 0.24 deg/kt" Lecture 19"

Level of Performance!
Clearly adequate for the mission" Adequate to accomplish the mission, with some increase in workload" Aircraft can be controlled safely, but workload is excessive"

VSS = a ESS + ( 0 ) TSS + b FSS SS = c ESS + d TSS + e FSS

From 4th-order model"

Static speed stability"

No tendency for aperiodic divergence"
Phugoid oscillation -> 2 real roots, 1 that is unstable"

Stable control stick position and force gradients"

e.g., Increasing pull position and force with decreasing speed"

SS c = VSS a

(with appropriate scaling)

Long-Period Flying Qualities Criteria

(MIL-F-8785C) ! Phugoid stability"
1.Damping ratio 0.04" 2.Damping ratio 0" 3. Time to double , T2 55 sec"

Short Period Criteria "

Important parameters"
Short-period natural frequency" Damping ratio" Lift slope" Step response"
Over-/under-shoot" Rise time" Settling time" Pure time delay"
Space Shuttle Pitch-Response Criterion "

Time to Double!

T2 Ph = 0.693/ Ph n Ph

Pitch angle response" Normal load factor response" Flight path angle response (landing)"

Short-Period Approximation Transfer Functions"

Elevator to pitch rate"
Bode Plot! Nichols Chart! Bode Plot!

Short-Period Approximation Transfer Functions "

Elevator to pitch angle" Integral of prior example"
k q ( s zq ) ( s ) = 2 E ( s ) s ( s 2 + 2 SP nSP s + n ) SP

( + kq * s + 1 T2 , k q ( s zq ) q( s ) ) = 2 2 2 E ( s ) s + 2 SP nSP s + n s 2 + 2 SP nSP s + n SP SP

Nichols Chart!

Pure gain or phase change in feedback control cannot produce instability"

Root Locus!

Pure gain or phase change in feedback control cannot produce instability"

Root Locus!

Normal Load Factor "

nz = ( VN V %L L q ) = N ' + E E * ( g g & VN VN )
positive down!

Control Anticipation Parameter, CAP "

Inner ear senses angular acceleration about 3 axes" & ) M Initial Angular (0) = ( ME q LE +E SS Acceleration! VN + L ' * & ) M L M LE + & VN ) ( Desired VN * VN ' E VN n SS = qSS = ( + E SS Normal Load & ) g ' g* Factor! ( M q L + M + VN ' * Inner ear cue should aid pilot in anticipating commanded normal acceleration"
Control Anticipation Factor!

Therefore, with negligible LE (aft tail/canard effect)"

( % L ( ( s ) nz ( s ) 1 % ( s ) = ' L + L E * ' * E ( s ) g & E ( s ) ) & g ) E ( s )

positive up!

Elevator to angle of attack (LE = 0) "

k ( s ) 2 E ( s ) s 2 + 2 SP nSP s + n SP
http://www.youtube.com/watch?v=xFemVFgsJAw!

% ( M ' M E L E * M q L + M VN VN + L (0) q & ) = CAP = nSS ( L M E LE M ) g

with LE = 0!
CAP =

Mq

VN + M

L g

2 n SP

CAP!

nz /

n SP vs.

nz

Control Anticipation Parameter vs. Short-Period Damping Ratio" (MIL-F-8785C, Category A) "
M q L CAP =

MIL-F-8785C Short-Period Flying Qualities Criterion"

CAP = constant along Level Boundaries"

Level of Performance!
1. Clearly adequate for the mission" 2. Adequate to accomplish the mission, with some increase in workload" 3. Aircraft can be controlled safely, but workload is excessive"

VN L g

+ M

2 n SP nz /

C* Criterion"
Hypothesis"
C* blends normal load factor at pilot s location and pitch rate" Step response of C* should lie within acceptable envelope"

Gibson Dropback Criterion for Pitch Angle Control"

Step response of pitch rate should have overshoot for satisfactory pitch and ight path angle response!

C* = n pilot +

Vcrossover q g V + ncm ) + crossover q = (l pilot q g $ ' V V + N ( q )) + crossover q = &l pilot q g g % (

! Below Vcrossover, q is pilot s primary control objective" ! Above Vcrossover, npilot is the primary control objective"

$ 1 ' kq & &s + T ) ) q( s ) 2 ( % = 2 2 E ( s ) s + 2 SP nSP s + n SP $ ' kq & s + nSP ) SP ( % = 2 2 s + 2 SP nSP s + n SP

Criterion is satised when!

Fighter Aircraft: Vcrossover 125 m / s

zq

% ( 1 = ' nSP SP * & ) T2

Gibson, 1997!

Lateral-Directional Flying Qualities Parameters"

Lateral-Directional Criteria

Lateral Control Divergence Parameter, LCDP! / Effect" / Effect!

Lateral Control Divergence Parameter (LCDP) "

Aileron deection produces yawing as well as rolling moment"
Favorable yaw aids the turn command" Adverse yaw opposes it"

/d Effect!
Aileron-to-roll-angle transfer function "
2 k ( s 2 + 2 s + ) ( s ) = 2 A( s ) ( s S ) ( s R ) ( s 2 + 2 DR nDR s + n ) DR

Equilibrium response to constant aileron input "

% ( % ( Y Y ' N + N r V * L A ' L + Lr V * N A S & & N) N) = g AS L N Lr N ) VN ( r

Large-enough NA effect can reverse the sign of the response"
Can occur at high angle of attack " Can cause departure from controlled ight "

Lateral Control Divergence Parameter provides simplied criterion"

is the natural frequency of the complex zeros" d = nDR is the natural frequency of the Dutch roll mode"

(N )L

L N A

( )

L A

= N

N A L L A

LCDP Cn

Cn A Cl A

C l

Conditional instability may occur with closedloop control of roll angle, even with a perfect pilot "

/ Effect "
2 k ( s 2 + 2 s + ) ( s ) = 2 2 A( s ) ( s S ) ( s R ) ( s + 2 DR nDR s + n ) DR

/ Effect "
/ measures the degree of rolling response in the Dutch roll mode"
Large /: Dutch roll is primarily a rolling motion" Small /: Dutch roll is primarily a yawing motion"

As feedback gain increases, Dutch roll roots go to numerator zeros" If zeros are over poles, conditional instability results"

Eigenvectors, ei, indicate the degree of participation of the state component in the ith mode of motion"

det ( sI F ) = ( s 1 ) ( s 2 ) ...( s n )

( i I F ) ei = 0

Eigenvectors !
Eigenvectors, ei, are solutions to the equation"

/ Effect "
With i chosen as a complex root of the Dutch roll mode, the corresponding eigenvector is"
# % % =% % % $ # ( + er & % ( % ( + e ( =% ( ep ( % ( + % e ( ( + ' DR + % $ # AR e j j )r & % ( % AR e j j ) ( % ( =% j j ) p ( % AR e ( % j j ) ( ' DR + % AR e $

( i I F ) ei = 0,
or

i = 1, n

i ei = Fei , i = 1, n
For each eigenvalue, the corresponding eigenvector can be found (within an arbitrary constant) from"

e DR +

( ( ( (

) ) ) )

& ( ( ( ( ( ( ( ' DR +

Adj ( i I F ) =

( ae

1 i

a2 ei an ei

),

i = 1, n

/ is the magnitude of the ratio of the and eigenvectors"

MATLAB

(V,D) = eig (F)

V: Modal Matrix (i.e., Matrix of Eigenvectors) D: Diagonal Matrix of Corresponding Eigenvalues

( AR) ( AR)

2 / # VN &,# Y L & 2 1 = % (.% DR nDR + + ( + nDR 1 DR VN Lr ' 1 $ g '. -$ 0

/ Effect for the Business Jet Example !

# % % =% % % % % $ er & ( # 0.525 & e ( % ( 0.416 ( ( =% % 0.603 ( ep ( ( % 0.433 ( $ ' DR + e ( ( ' DR +

Early Lateral-Directional Flying Qualities Criteria !

e DR +

= 1.04

O Hara, via Etkin!

T1 = 0.693 / n
2

Ashkenas, via Etkin!

Roll/Sideslip Angle ratio in the Dutch roll mode!

v = VN

Time to Half!

Criteria for Lateral-Directional Modes (MIL-F-8785C) "

Maximum RollMode Time Constant"

Minimum Dutch Roll Natural Frequency and Damping (MIL-F-8785C) "

Minimum Spiral-Mode Time to Double"

YF-16!

Pilot-Induced Roll Oscillation "

Pilot Transfer Function! Aircraft Transfer Function!

2 $ K p / Tp ' . k s 2 + 2 s + ( s ) 0 =& 2 2 A( s ) pilot in loop % s + 1 / T p ) (0 / ( s S ) ( s R ) s + 2 DR nDR s + nDR

1 3 3 2

Pilot-Vehicle Interactions

Aileron-to-Roll Angle Root Locus!

Pilot-Aircraft Nichols Chart!

YF-17 Landing Approach Simulation"

Elevator-to-pitch angle Nichols chart (gain vs. phase angle) "
80 Phase Margin !

But Stability Margins Were Large How Could CHR = 10? "

Original design"
Low short-period natural frequency" Overdamped short period" Rapid roll-off of phase angle" PIO tendency, CHR = 10"

Alternative pilot transfer function: gain plus pure time delay"

13 dB Gain Margin !

H ( s ) pilot =

u ( s ) = K P e s ( s )

H ( j ) pilot = K P e j K P e j = K P ( K P e j ) = j
Gain = constant" Phase angle linear in frequency" As input frequency increases, () eventually > 180!

Revised DFCS design"

Higher short-period natural frequency" Lower short-period damping" Reduced time delay in DFCS" CHR = 2"

Gibson, 1997!

Input frequency, rad/s "

Yaw Angle"

Roll Angle"

Lateral-Stick Command "

Inverse Problem of Lateral Control!

Given a ight path, what is the control history that generates it? "
Necessary piloting actions " Control-law design"

Angle of attack () = 10 deg; ARI off"

= 30 deg; ARI off"

Flight Control System Design

Aileron-rudder interconnect (ARI) simplies pilot input"

= 30 deg; ARI on"

Grumman F-14 Tomcat!

Stengel, Broussard, 1978!

Control System Design Methods!

Linear-quadratic (LQ) regulator" Pole placement" Parametric optimization" Nonlinear inverse dynamics" Neural networks" Noisy, incomplete measurements"
State observer" Kalman lter (optimal estimator)"
Assume Gaussian errors" Combine with LQ regulator" LQG regulator"

Proportional Stability Augmentation with Command Input !

Full state feedback" Command = desired output"

r ( m) components" Cannot have more independent command inputs, yC(t), than independent control inputs, u(t)"
dim " # u ( t ) $ % = m 1; dim " # x ( t ) $ % = n 1 dim " # y C ( t ) $ % = r 1, r m dim [ C F ] = m r; dim [ C B ] = m n

Control at all points in ight envelope"

Robustness" Gain scheduling" Adaptive control"

u ( t ) = C F y C ( t ) C B x ( t )
Section 4.7, Flight Dynamics"

Proportional Stability Augmentation with Command Input !

Next Time: Maneuvering and Aeroelasticity

Dynamics and Control! Substitute Control in Dynamic Equation!

( t ) = Fx ( t ) + Gu ( t ) x y ( t ) = H x x ( t ); H u 0 u ( t ) = C F y C ( t ) C B x ( t )

( t ) = Fx ( t ) + G # x $C F y C ( t ) C B x ( t ) % & =# $ F GC B x ( t ) % & x ( t ) + GC F y C ( t ) = FCL x ( t ) + GCL y C ( t )

Eigenvalues" Root loci" Transfer functions" Bode plots" Nichols charts" ..."

Reading Flight Dynamics, 681-785 Virtual Textbook, Part 21

Satisfy ying qualities criteria by adjusting gains of the closed-loop command/stability augmentation system"
Section 4.7, Flight Dynamics"

Large Aircraft Flying Qualities "

High wing loading, W/S" Distance from pilot to rotational center" Slosh susceptibility of large tanks" High wing span -> short relative tail length"
Higher trim drag" Increased yaw due to roll, need for rudder coordination" Reduced rudder effect"

Supplemental Material

Altitude response during approach"

Increased non-minimum-phase delay in response to elevator" Potential improvement from canard"

Longitudinal dynamics"
Phugoid/short-period resonance"

Rolling response (e.g., time to bank)" Reduced static stability" Off-axis passenger comfort in BWB turns"

Criteria for Oscillations and Excursions (MIL-F-8785C) "

Criteria for Oscillations and Excursions

(MIL-F-8785C) !

Proportional-Integral Command and Stability Augmentation !

Full state feedback" Command = desired output"
r ( m) components"

Proportional-Integral Command and Stability Augmentation !

Dynamics and Control!

Integral compensation eliminates long-term (bias) errors"

( t ) = Fx ( t ) + Gu ( t ) x y ( t ) = H x x ( t ); H u 0 u ( t ) = C F y C ( t ) C I # $ y ( t ) y C ( t ) % & dt C B x ( t )

Substitute Control in Dynamic Equation!

( t ) = Fx ( t ) + G C F y C ( t ) + C I # x $ y ( t ) y C ( t ) % & dt C B x ( t )

u ( t ) = C F y C ( t ) C I # $ y ( t ) y C ( t ) % & dt C B x ( t )
Section 4.7, Flight Dynamics"

= [ F GC B ] x ( t ) + G C F y C ( t ) + C I # $ y C ( t ) H x x ( t ) % & dt

Section 4.7, Flight Dynamics"

Proportional-Integral Command and Stability Augmentation!

Dene integral state, (t)" dim[(t)] = dim[y(t)]"
y ( t ) = H x x ( t ); H u 0 ( t ) $ % y C ( t ) y ( t ) & ' dt = $ % y C ( t ) H x x ( t ) & ' dt
Dene augmented state vector"

Proportional-Integral Command and Stability Augmentation !

$ x ( t ) ( t ) & & ( t ) % ' ) ; dim $ % ( t ) ' ( = (n + r ) 1 ) (
Eigenvalues" Root loci" Transfer functions" Bode plots" Nichols charts" ..."

( t ) y ( t ) H x ( t ) C x
( t ) = FCL x ( t ) + GC F y C ( t ) + GC I ( t ) x
Augmented dynamic equation"

Standard form dynamic equation"

( t ) = FCL ' ( t ) + GCL ' y C ( t )

# x (t ) % % ( t ) $

& # F ( = % CL ( % Hx ' $

GC I & # x ( t ) (% 0 ( % ( t ) '$

& # G ( + % CL ( % I ' $

& ( y C ( t ) ( '

Satisfy ying qualities criteria by adjusting gains of the closed-loop command/stability augmentation system" New modes of motion in augmented system"

Section 4.7, Flight Dynamics"

Proportional-Filter Stability Augmentation with Command Input !

Flight Testing Videos !

http://www.youtube.com/watch?v=GXdJxjvQZW4! http://www.youtube.com/watch?v=t6DdlPoPOE4! http://www.youtube.com/watch?v=j85jlc1Zfk4!

u ( t ) = + # $C F y C ( t ) C B x ( t ) C I u ( t ) % & dt
Section 4.7, Flight Dynamics"