Flying Qualities Criteria

Robert Stengel, Aircraft Flight Dynamics

MAE 331, 2012
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
MIL-F-8785C criteria
CAP, C*, and other longitudinal
criteria
!/", #
!
/#

, and other lateral-

directional criteria
Pilot-vehicle interactions
Flight control system design
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
Step Response
Frequency Response
Short-period angle-of-attack
response to elevator input
Longitudinal Criteria
Long-Period Flying Qualities Criteria
(MIL-F-8785C)
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
A.# Non-terminal ight requiring rapid
maneuvering
B.# Non-terminal ight requiring gradual
maneuvering
C.# Terminal ight
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
Level of Performance Flight Phase
Long-Period Flying Qualities Criteria
(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
!V
SS
= a!"E
SS
+ 0 ( ) !"T
SS
+ b!"F
SS
!#
SS
= c!"E
SS
+ d!"T
SS
+ e!"F
SS
Lecture 19
!"
SS
!V
SS
=
c
a
(with appropriate scaling)
From 4
th
-order model
Long-Period Flying Qualities Criteria
(MIL-F-8785C)
Phugoid stability
1.#Damping ratio $ 0.04
2.#Damping ratio $ 0
3.#Time to double, T
2
$ 55 sec
!
T
2
Ph
= "0.693/#
Ph
$
n
Ph
Time to Double
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
Pitch angle response
Normal load factor response
Flight path angle response (landing)
Space Shuttle Pitch-Response Criterion
Short-Period Approximation
Transfer Functions
Elevator to pitch rate
!q(s)
!"E(s)
=
k
q
s # z
q ( )
s
2
+ 2$
SP
%
nSP
s +%
nSP
2
&
k
q
s +
1
T
'2
(
)
*
+
,
-
s
2
+ 2$
SP
%
nSP
s +%
nSP
2
Pure gain or phase change in feedback
control cannot produce instability
Bode Plot
Nichols Chart
Root Locus
Short-Period Approximation
Transfer Functions
Elevator to pitch angle
Integral of prior example
!"(s)
!#E(s)
=
k
q
s $ z
q ( )
s s
2
+ 2%
SP
&
nSP
s +&
nSP
2
( )
Pure gain or phase change in feedback
control cannot produce instability
Bode Plot
Nichols Chart
Root Locus
Normal Load Factor
Therefore, with negligible L
$E
(aft tail/canard effect)

!n
z
=
V
N
g
! ! " # !q ( ) = #
V
N
g
L
"
V
N
!" +
L
$E
V
N
!$E
%
&
'
(
)
*
!"n
z
(s)
!"#E(s)
=
1
g
L
$
!"$(s)
!"#E(s)
+ L
#E
%
&
'
(
)
*
+
L
$
g
%
&
'
(
)
*
!"$(s)
!"#E(s)
positive down
positive up
!"(s)
!#E(s)
$
k
"
s
2
+2%
SP
&
n
SP
s +&
n
SP
2
Elevator to angle of attack (L
$E
= 0)
http://www.youtube.com/watch?v=xFemVFgsJAw
Control
Anticipation
Parameter, CAP
Inner ear senses angular acceleration about 3 axes
!
" q (0) = M
#E
$
M
%
V
N
+ L
%
L
#E
&
'
(
)
*
+ "#E
SS
"n
SS
=
V
N
g
"q
SS
= $
V
N
g
&
'
(
)
*
+
M
#E
L
%
V
N
$ M
%
L
#E
V
N
&
'
(
)
*
+
M
q
L
%
V
N
+ M
%
&
'
(
)
*
+
"#E
SS

CAP =
!! q(0)
!n
SS
=
" M
#E
"
M
$
V
N
+ L
$
L
#E
%
&
'
(
)
* M
q
L
$
V
N
+ M
$ ( )
L
$
M
#E
" L
#E
M
$
( ) g
Inner ear cue should aid pilot in anticipating
commanded normal acceleration
Initial Angular
Acceleration
Desired
Normal Load
Factor
Control
Anticipation
Factor
MIL-F-8785C
Short-Period
Flying
Qualities
Criterion
CAP =
! M
q
L
"
V
N
+ M
" ( )
L
"
g
#
$
nSP
2
n
z
/ "
!
"
n
SP
vs.
n
z
#
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
Level of
Performance
with L
$E
= 0
CAP = constant
along Level
Boundaries
CAP
Control Anticipation Parameter vs.
Short-Period Damping Ratio
(MIL-F-8785C, Category A)
CAP =
! M
q
L
"
V
N
+ M
"
( )
L
"
g
#
$
n
SP
2
n
z
/ "
C* Criterion
! Below V
crossover
, !q is pilots primary control objective
! Above V
crossover
, !n
pilot
is the primary control objective

C* = !n
pilot
+
V
crossover
g
!q
= l
pilot
!! q+!n
cm ( )
+
V
crossover
g
!q
= l
pilot
!! q+
V
N
g
!q "! ! # ( )
$
%
&
'
(
)
+
V
crossover
g
!q
Fighter Aircraft: V
crossover
!125 m / s
Hypothesis
C* blends normal load factor at pilots 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
!q(s)
!"E(s)
=
k
q
s +
1
T
#
2
$
%
&
&
'
(
)
)
s
2
+2*
SP
+
n
SP
s ++
n
SP
2
=
k
q
s +
+
n
SP
*
SP
$
%
&
'
(
)
s
2
+2*
SP
+
n
SP
s ++
n
SP
2

z
q
! !
1
T
"
2
= !
#
n
SP
$
SP
%
&
'
(
)
*
Criterion is satised when
Gibson, 1997
Lateral-Directional Criteria
Lateral-Directional
Flying Qualities
Parameters
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
Equilibrium response to constant aileron input
!"
S
!#A
S
=
N
$
+ N
r
Y
$
V
N
%
&
'
(
)
*L
#A
+ L
$
+ L
r
Y
$
V
N
%
&
'
(
)
*N
#A
g
V
N
L
$
N
r
+ L
r
N
$ ( )
Large-enough N
$A
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
LCDP ! C
n
"
#
C
n
$A
C
l
$A
C
l
"
N
!
( )
L
" A
# L
!
( )
N
" A
L
" A
= N
!
#
N
" A
L
" A
L
!
#
%
/#
d
Effect
Aileron-to-roll-angle transfer function
!"(s)
!#A(s)
=
k
"
s
2
+ 2$
"
%
"
s +%
"
2
( )
s &'
S
( ) s &'
R
( ) s
2
+ 2$
DR
%
n
DR
s +%
n
DR
2
( )
#
!
is the natural frequency of the complex zeros
#
d
= #
nDR
is the natural frequency of the Dutch roll mode
Conditional instability may occur with closed-
loop control of roll angle, even with a perfect pilot
#
!
/#

Effect
As feedback gain increases, Dutch roll roots go to numerator zeros
If zeros are over poles, conditional instability results
!"(s)
!#A(s)
=
k
"
s
2
+ 2$
"
%
"
s +%
"
2
( )
s &'
S ( ) s &'
R ( ) s
2
+ 2$
DR
%
nDR
s +%
nDR
2
( )
!/" 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
Eigenvectors, e
i
, indicate the degree of participation
of the state component in the i
th
mode of motion
det sI ! F ( ) = s ! "
1
( ) s ! "
2
( )... s ! "
n
( )
"
i
I ! F ( )e
i
= 0
Eigenvectors
Eigenvectors, e
i
, are solutions to the equation
!
i
I " F ( )e
i
= 0, i = 1, n
or
!
i
e
i
= Fe
i
, i = 1, n
For each eigenvalue, the corresponding eigenvector
can be found (within an arbitrary constant) from

Adj !
i
I " F ( ) = a
1
e
i
a
2
e
i
a
n
e
i ( )
, i = 1, n
MATLAB
V, D ( ) = eig F ( )
V: Modal Matrix (i.e., Matrix of Eigenvectors)
D: Diagonal Matrix of Corresponding Eigenvalues
!/" Effect
With &
i
chosen as a complex root of the Dutch roll mode,
the corresponding eigenvector is
e
DR+
=
e
r
e
!
e
p
e
"
#
$
%
%
%
%
%
&
'
(
(
(
(
(
DR+
=
) + j* ( )
r
) + j* ( )
!
) + j* ( )
p
) + j* ( )
"
#
$
%
%
%
%
%
%
&
'
(
(
(
(
(
(
DR+
=
AR e
j"
( )
r
AR e
j"
( )
!
AR e
j"
( )
p
AR e
j"
( )
"
#
$
%
%
%
%
%
%
%
&
'
(
(
(
(
(
(
(
DR+
!/" is the magnitude of the ratio of the ! and " eigenvectors
!
"
=
AR ( )
!
AR ( )
"
=
V
N
g
#
$
%
&
'
(
)
DR
*
n
DR
+
Y
"
V
N
+
L
"
L
r
#
$
%
&
'
(
2
+ *
n
DR
1+)
DR
2
( )
,
-
.
.
/
0
1
1
1
2
!/" Effect for the Business
Jet Example
e
DR+
=
e
r
e
!
e
p
e
"
#
$
%
%
%
%
%
%
%
&
'
(
(
(
(
(
(
(
DR+
=
0.525
0.416
0.603
0.433
#
$
%
%
%
%
&
'
(
(
(
(
DR+
!
"
= 1.04
Roll/Sideslip Angle ratio in the Dutch roll mode
Early Lateral-Directional
Flying Qualities Criteria
T
1
2
= 0.693 / ! "
n
v = V
N
#
OHara, via Etkin
Ashkenas, via Etkin
Time to Half
Criteria for Lateral-Directional
Modes (MIL-F-8785C)
Maximum Roll-
Mode Time
Constant
Minimum
Spiral-Mode
Time to Double
Minimum Dutch Roll Natural
Frequency and Damping (MIL-F-8785C)
Pilot-Vehicle Interactions
Pilot-Induced Roll Oscillation
!"(s)
!#A(s)
pilot in loop
=
K
p
/ T
p
s + 1 / T
p
$
%
&
'
(
)
k
"
s
2
+ 2*
"
+
"
s + +
"
2
( )
s , -
S
( ) s , -
R
( ) s
2
+ 2*
DR
+
n
DR
s + +
n
DR
2
( )
.
/
0
0
1
2
3
3
Aileron-to-Roll Angle
Root Locus Pilot-Aircraft Nichols Chart
Pilot Transfer Function Aircraft Transfer Function
YF-16
YF-17 Landing
Approach Simulation
Original design
Low short-period natural
frequency
Overdamped short period
Rapid roll-off of phase angle
PIO tendency, CHR = 10
Elevator-to-pitch angle Nichols
chart (gain vs. phase angle)
80
Phase
Margin
Gibson, 1997
Revised DFCS design
Higher short-period natural
frequency
Lower short-period damping
Reduced time delay in DFCS
CHR = 2
Input frequency,
rad/s
13 dB
Gain
Margin
Alternative pilot transfer function:
gain plus pure time delay
H j! ( )
pilot
= K
P
e
" j!#
Gain = constant
Phase angle linear in frequency
As input frequency increases, !(#)
eventually > 180
But Stability Margins Were Large
How Could CHR = 10?
K
P
e
! j"#
= K
P

! K
P
e
! j"#
( )
= !j"#
H s ( )
pilot
=
!u s ( )
!" s ( )
= K
P
e
#$ s
Inverse
Problem of
Lateral Control
Given a ight path, what
is the control history that
generates it?
Necessary piloting
actions
Control-law design
Aileron-rudder
interconnect (ARI)
simplies pilot input
Grumman F-14 Tomcat
Yaw Angle Roll Angle
Lateral-Stick
Command
Angle of attack (') =
10 deg; ARI off
' = 30 deg; ARI off
' = 30 deg; ARI on
Stengel, Broussard, 1978
Flight Control System
Design
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
Control at all points in ight envelope
Robustness
Gain scheduling
Adaptive control
Proportional Stability Augmentation
with Command Input
!u t ( ) = C
F
!y
C
t ( ) " C
B
!x t ( )
Section 4.7, Flight Dynamics
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
Full state feedback
Command = desired output
r (% m) components
Cannot have more independent command inputs,
!y
C
(t), than independent control inputs, !u(t)
Proportional Stability Augmentation
with Command Input

!! x t ( ) = F!x t ( ) + G!u t ( )
!y t ( ) = H
x
!x t ( ); H
u
" 0
!u t ( ) = C
F
!y
C
t ( ) " C
B
!x t ( )

!! x t ( ) = F!x t ( ) + G C
F
!y
C
t ( ) " C
B
!x t ( ) #
$
%
&
= F " GC
B
!x t ( ) #
$
%
&
!x t ( ) + GC
F
!y
C
t ( )
= F
CL
!x t ( ) + G
CL
!y
C
t ( )
Satisfy ying qualities criteria by adjusting
gains of the closed-loop command/stability
augmentation system
Section 4.7, Flight Dynamics
Dynamics and Control Substitute Control in Dynamic Equation
Eigenvalues
Root loci
Transfer functions
Bode plots
Nichols charts
...
Next Time:
Maneuvering and Aeroelasticity

Reading
Flight Dynamics, 681-785
Virtual Textbook, Part 21
Supplemental
Material
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
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
!u t ( ) = C
F
!y
C
t ( ) " C
I
!y t ( ) " !y
C
t ( ) #
$
%
&
dt
'
" C
B
!x t ( )
Section 4.7, Flight Dynamics
Full state feedback
Command = desired output
r (% m) components
Integral compensation eliminates long-term (bias) errors
Proportional-Integral Command and
Stability Augmentation

!! x t ( ) = F!x t ( ) + G!u t ( )
!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 ( )

!! x t ( ) = F!x t ( ) + G C
F
!y
C
t ( ) + C
I
!y t ( ) " !y
C
t ( ) #
$
%
&
dt
'
" C
B
!x t ( ) { }
= 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
Dynamics and Control
Substitute Control in Dynamic Equation
Proportional-Integral
Command and Stability
Augmentation

!y t ( ) = H
x
!x t ( ); H
u
! 0
!" t ( ) ! !y
C
t ( ) # !y t ( ) $
%
&
'
dt
(
= !y
C
t ( ) # H
x
!x t ( ) $
%
&
'
dt
(

!
!
" t ( ) " !y
C
t ( ) # H
x
!x t ( )

!! x t ( ) = F
CL
!x t ( ) + GC
F
!y
C
t ( ) + GC
I
!" t ( )

!! x t ( )
!
!
" t ( )
#
$
%
%
&
'
(
(
=
F
CL
GC
I
)H
x
0
#
$
%
%
&
'
(
(
!x t ( )
!" t ( )
#
$
%
%
&
'
(
(
+
G
CL
I
#
$
%
%
&
'
(
(
!y
C
t ( )
Section 4.7, Flight Dynamics
Dene integral state, !#(t)
dim[!#(t)] = dim[!y(t)]
Augmented dynamic equation
Proportional-Integral
Command and Stability
Augmentation
Satisfy ying qualities criteria by adjusting gains of the
closed-loop command/stability augmentation system
New modes of motion in augmented system
Eigenvalues
Root loci
Transfer functions
Bode plots
Nichols charts
...

!" t ( ) !
!x t ( )
!# t ( )
$
%
&
&
'
(
)
)
; dim !" t ( ) $
%
'
(
= n + r ( ) *1

!! " t ( ) = F
CL
' !" t ( ) + G
CL
' !y
C
t ( )
Dene augmented
state vector
Standard form
dynamic equation
Proportional-Filter Stability
Augmentation with Command Input
!u t ( ) = + C
F
!y
C
t ( ) " C
B
!x t ( ) " "C
I
!u t ( ) #
$
%
&
dt
'
Section 4.7, Flight Dynamics
Flight Testing Videos
http://www.youtube.com/watch?v=GXdJxjvQZW4
http://www.youtube.com/watch?v=t6DdlPoPOE4
http://www.youtube.com/watch?v=j85jlc1Zfk4