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Results for “STABILITY AUGMENTATION”

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At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Redundant actuator development study

Current and past supersonic transport configurations are reviewed to assess redundancy requirements for future airplane control systems. Secondary actuators used in stability augmentation systems will probably be the most critical actuator application and require the highest level of redundancy. Two methods of actuator redundancy mechanization have been recommended for further study. Math models of the recommended systems have been developed for use in future computer simulations. A long range plan has been formulated for actuator hardware development and testing in conjunction with the NASA Flight Simulator for Advanced Aircraft.

Ryder, D. R.↗
NASA NTRS1974

Computer-aided design of control systems to meet many requirements

A method is described for using nonlinear programing in the computer-aided design of airplane control systems. It is assumed that the quality of such systems depends on many criteria. These criteria are included in the constraints vector (instead of attempting to combine them into a single scalar criterion, as is usually done), and the design proceeds through a sequence of nonlinear programing solutions in which the designer varies the specification of sets of requirements levels. The method is applied to design of a lateral stability augmentation system (SAS) for a fighter airplane, in which the requirements vector is chosen from the official handling qualities specifications. Results are shown for several simple SAS configurations designed to obtain desirable handling qualities over all design flight conditions with minimum feedback gains. The choice of the final design for each case is not unique but depends on the designer's decision as to which achievable set of requirements levels represents the best for that system. Results indicate that it may be possible to design constant parameter SAS which can satisfy the most stringent handling qualities requirements for fighter airplanes in all flight conditions. The role of the designer as a decision maker, interacting with the computer program, is discussed. Advantages of this type of designer-computer interaction are emphasized. Desirable extensions of the method are indicated.

Schy, A. A.↗
NASA NTRS1974

High-transonic-speed transport aircraft study

An initial design study of high-transonic-speed transport aircraft has been completed. Five different design concepts were developed. These included fixed swept wing, variable-sweep wing, delta wing, double-fuselage yawed-wing, and single-fuselage yawed-wing aircraft. The boomless supersonic design objectives of range = 5560 km (3000 nmi), payload = 18,143 kg (40,000 lb), Mach = 1.2, and FAR Part 36 aircraft noise levels were achieved by the single-fuselage yawed-wing configuration with a gross weight of 211,828 kg (467,000 lb). A noise level of 15 EPNdB below FAR Part 36 requirements was obtained with a gross weight increase to 226,796 kg (500,000 lb). The off-design subsonic range capability for this configuration exceeded the Mach 1.2 design range by more than 20%. Although wing aeroelastic divergence was a primary design consideration for the yawed-wing concepts, the graphite-epoxy wings of this study were designed by critical gust and maneuver loads rather than by divergence requirements. The transonic nacelle drag is shown to be very sensitive to the nacelle installation. A six-degree-of-freedom dynamic stability analysis indicated that the control coordination and stability augmentation system would require more development than for a symmetrical airplane but is entirely feasible. A three-plane development plan is recommended to establish the full potential of the yawed-wing concept.

Kulfan, R. M.↗
NASA NTRS1974

Helicopter gust response characteristics including unsteady aerodynamic stall effects

The results of an analytical study to evaluate the general response characteristics of a helicopter subjected to various types of discrete gust encounters are presented. The analysis employed was a nonlinear coupled, multi-blade rotorfuselage analysis including the effects of blade flexibility and unsteady aerodynamic stall. Only the controls-fixed response of the basic aircraft without any aircraft stability augmentation was considered. A discussion of the basic differences between gust sensitivity of fixed and rotary wing aircraft is presented. The effects of several rotor configuration and aircraft operating parameters on initial gust-induced load factor and blade vibratory stress and pushrod loads are discussed.

Arcidiacono, P. J.↗
NASA NTRS1975

Analysis of longitudinal pilot-induced oscillation tendencies of YF-12 aircraft

Aircraft flight and ground tests and simulator studies were conducted to explore pilot-induced oscillation tendencies. Linear and nonlinear calculations of the integrated flight control system's characteristics were made to analyze and predict the system's performance and stability. The investigations showed that the small-amplitude PIO tendency was caused by the interaction of the pilot with a combination of the aircraft's short-period poles and the structural first bending mode zeros. It was found that the large-amplitude PIO's were triggered by abrupt corrective control actions by the pilot, which caused the stability augmentation system servo to position and rate limit. The saturation in turn caused additional phase lag, further increasing the tendency of the overall system to sustain a PIO.

Smith, J. W.↗
NASA NTRS1975

Fuel conservation possibilities for terminal area compatible aircraft

Design features and operational procedures are identified, which would reduce fuel consumption of future transport aircraft. The fuel-saving potential can be realized during the last decade of this century only if the necessary research and technology programs are implemented in the areas of composite primary structure, airfoil/wing design, and stability augmentation systems. The necessary individual R and T programs are defined. The sensitivity to fuel usage of several design parameters (wing geometry, cruise speed, propulsion) is investigated, and the results applied to a candidate 18, 140-kg (40,000-lb) payload, 5556-km (3000-nmi) transport design. Technical and economic comparisons are made with current commercial aircraft and other advanced designs.

Source record↗
NASA NTRS1975

Evaluation of active control technology for short haul aircraft

An evaluation of the economics of short-haul aircraft designed with active controls technology and low wing-loading to achieve short field performance with good ride quality is presented. Results indicate that for such a system incorporating gust load alleviation and augmented stability the direct operating cost is better than for aircraft without active controls.

Renshaw, J. H.↗
NASA NTRS1975

Stability and Control Harmony in Approach and Landing

A review of the factors which affect stability and control harmony in approach and landing is made to obtain a clearer understanding of the proper relationship, the trade-offs involved, and to show how limits in stability and control harmony are established for advanced aircraft. Factors which influence stability and control harmony include the longitudinal short period response of the aircraft and the level of several pitch control characteristics including control power, control sensitivity, and control feel. At low stability levels for advanced aircraft, less conventional control techniques such as DLC are needed to improve harmony and some form of stability augmentation must be provided to improve precession of flight path control and reduce pilot work load.

Anderson, S. B.↗
NASA NTRS1975

Potential benefits to short-haul transports through use of active controls

The potential applications of active controls are examined for improving the characteristics of transport type aircraft used in short-haul service ( 1,000-kilometer range capability). The types of aircraft to meet future needs (quiet operation, congestion alleviation, fuel conservation, operating economy, and traveler acceptance) are identified as helicopters for shorter stage lengths and fixed wing aircraft of reduced field-length capability for longer stage lengths. Likely uses for active controls for these aircraft are examined regarding payoffs which can be expected and problems and constraints which must be dealt with. Uses showing significant benefits include augmented stability and control, gust-load alleviation, and ride smoothing. Gust-load alleviation is particularly effective for low-wing-loading aircraft employing conventional lift. Ride-smoothing systems are indicated to be the furthest advanced and ready for production commitment for those applications where they can be shown to have payoff.

Conner, D. W.↗
NASA NTRS1974

A decision and control multi-axis pilot model based on an urgency for action concept

An all digital multiple axis, multiple input, multiple output pilot model flies five different tasks in aircraft of different classes while encountering turbulence represented by the Dryden spectral model. Six degree of freedom linearized aircraft equations of motion are used together with a generalized stability augmentation system. The pilot model consists of two parts: (1) a decision maker, and (2) a control action implementer. This decision maker selects the critical variable and predicts the error at action implementation. The control action implementer decides the magnitude of control to be applied and applies it. This system has been successfully compared with hybrid/analog man in the loop simulations of the F-5, A-7, T-33, and 707 aircraft, thus validating the all digital simulation and the decision and control pilot model.

Pollard, J. J.↗
NASA NTRS1974

Multilevel control optimization using subsystem relative performance index sensitivity

A method is presented for the design of optimal feedback controllers for large multivariable systems with subsystem sensitivity constraints. The weighted sum of subsystem and/or operational mode relative performance index sensitivities is defined as the overall performance index. The method is developed for linear systems with quadratic performance criteria and either full or partial state feedback. An example concerning the design of a stability augmentation system for a VTOL aircraft in the transition mode demonstrates the effectiveness of the design method.

Leininger, G. G.↗
NASA NTRS1976

Simulation and simulator development of a separate surface attitude command control system for light aircraft

A detailed description is presented of the simulation philosophy and process used in the development of a Separate Surface Attitude Command control system (SSAC) for a Beech Model 99 Airliner. The intent of this system is to provide complete three axes stability augmentation at low cost and without the need for system redundancy. The system, although aimed at the general aviation market, also has applications to certain military airplanes as well as to miniature submarines.

Roskam, J.↗
NASA NTRS1976

NASA advanced control technology: An overview

NASA's current and projected advanced control technology programs for future transport aircraft include the design and verification of full flight envelope autopilots, the development and flight test of all-digital fly by wire systems, the evolution of low cost innovative avionics concepts such as split surface stability augmentation systems, the evaluation of integrated propulsion control and cooperative autopilot/propulsion control systems, the application of active control systems to short haul and long haul transports, and the demonstration of reconfigured active control aircraft. Key technical features and anticipated contributions of these technologies are outlined.

Peter R Kurzhals↗
NASA NTRS1976

B-52 control configured vehicles: Flight test results

Recently completed B-52 Control Configured Vehicles (CCV) flight testing is summarized, and results are compared to analytical predictions. Results are presented for five CCV system concepts: ride control, maneuver load control, flutter mode control, augmented stability, and fatigue reduction. Test results confirm analytical predictions and show that CCV system concepts achieve performance goals when operated individually or collectively.

Arnold, J. I.↗
NASA NTRS1976

Design of a control configured tanker aircraft

The benefits that accrue from using control configured vehicle (CCV) concepts were examined along with the techniques for applying these concepts to an advanced tanker aircraft design. Reduced static stability (RSS) and flutter mode control (FMC) were the two primary CCV concepts used in the design. The CCV tanker was designed to the same mission requirements specified for a conventional tanker design. A seven degree of freedom mathematical model of the flexible aircraft was derived and used to synthesize a lateral stability augmentation system (SAS), a longitudinal control augmentation system (CAS), and a FMC system. Fatigue life and cost analyses followed the control system synthesis, after which a comparative evaluation of the CCV and conventional tankers was made. This comparison indicated that the CCV weight and cost were lower but that, for this design iteration, the CCV fatigue life was shorter. Also, the CCV crew station acceleration was lower, but the acceleration at the boom operator station was higher relative to the corresponding conventional tanker. Comparison of the design processes used in the CCV and conventional design studies revealed that they were basically the same.

Walker, S. A.↗
NASA NTRS1976

The F-12 series aircraft approach to design for control system reliability

The F-12 series aircraft control system design philosophy is reviewed as it pertains to functional reliability. The basic control system, i.e., cables, mixer, feel system, trim devices, and hydraulic systems are described and discussed. In addition, the implementation of the redundant stability augmentation system in the F-12 aircraft is described. Finally, the functional reliability record that has been achieved is presented.

Schenk, F. L.↗
NASA NTRS1976

An analytical method for ride quality of flexible airplanes

A new and easily used state variable method of aircraft ride quality analysis is developed and its use is illustrated by a numerical example using DC-8 airplane equations of motion. The method readily allows any type of stability augmentation system to be included for good handling qualities. As part of the ride quality analysis, a particularly powerful method of specifying and achieving all roots of a desired closed-loop characteristic equation by use of full state variable feedback is described and applied to the DC-8 example.

Swaim, R. L.↗