Downloaded by IMPERIAL COLLEGE LONDON on October 31, 2016 | http://arc.aiaa.org | DOI: 10.2514/6.

1992-1037

AlAA 92-1037
DEVELOPMENT OF A MULTI-CQMPUTER
IN-FLIGHT DATA ACQUISITION AND
ANALYSIS SYSTEM FOR GENERAL
AVIATION AIRCRAFT
V. G. Chaney, K. R. Hall, F. M. Ingels,
J. K. Owens, D. L. Lawrence, T. L. Taylor
Raspet Flight Research Laboratory
Department of Aerospace Engineering
Mississippi State University
Mississippi State, M S

1992 Aerospace Design

Conference
For permission to copy or republish, contact the American I n s t i e of Aeronautics and Astronautics
370 L'Enfant Promenade,S.W., Washington, D.C. 20024

DEVELOPMENT OF A MULTI-COMPUTER IN-FLIGHT DATA

ACQUISITION AND ANALYSIS SYSTEM FOR GENERAL AVIATION AIRCRAFT

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Van G. Chaney', Kenneth Hall*, Frank InglesJohn K. Owens., David L. Lawrence', Terry L.Tay10r'
Raspet Flight Research Laboratory
Department of Aerospace Engineering
Mississippi State University
Mississippi State, Mississippi

Abstract.

Parameter identification techniques require

accurate measurements of pressure altitude, airspeed,
rate of climb, engine RPM, shaft horsepower, and
blade angle. A 690 Turbo Commander was equipped
with a state-of-the-art data acquisition system, including
precision Rosemount pressure transducers and other
sensors in a wing mounted boom to minimize
measurement errors. An AT-class personal computer
equipped with Metrabyte 16 bit AID cards was used to
acquire the sensor data, and a Sun 386i workstation was
installed to conduct the data analysis and to display the
results. The computers are networked together for data
transfer through an Ethernet card. The data channels
are scanned at an average rate of 2.047 scans/second.
Nomenclature
a
r
H,

H,,
AHx
K
P.

Horizontal Distance to the Boom Tip

Cylinder radius
Altitude measured with a theodolite
Data System Altitude measurement
Static Pressure Error
Sensitivity Coefficient
Ambient Pressure

' Research Engineer, Mississippi State University,

AIAA Member

Mach Number
Corrected Local Static Pressure
Uncorrected Local Static Pressure
Corrected Dynamic Pressure
Uncorrected Dynamic Pressure
Stagnation Pressure
Pressure Sea Level
Total Pressure
Local Pitot Pressure
Right Side Beta Port Pressure
Left Side Beta Port Pressure
Lower Alfa Port Pressure
Upper Alfa Port Pressure
Temperature Freestream
Dynamic Pressure
Equivalent Velocity
True Airspeed
Freestream Velocity
Velocity Component for Cylinder Streamlines
Dynamic Pressure Wind Tunnel Data
Static Pressure Wind Tunnel Data
Density Freestream
Density Sea Level
Streamline Distortion Angle
Angle of Attack
Angle of Sideslip
Introduction.

* Associate Professor, Mississippi State University

AIAA Member

. Professor,Mississippi State University

A multi-computer data acquisition and reduction

system has been developed for in flight data
reduction, storage and display of a precision
performance evaluation of the Aero Commander 690.
This system was designed to give the 690 flight crew

e Chief Test Pilot, Mississippi State University

' Graduate Student, Mississippi State University

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*I

This system was designed to give the 690 flight crew

the ability to monitor and analyze air data during the
mission. The programming philosophy of PC-based
data acquisition and data storage has roots at
Mississippi State which extend to the early 1970's
when the Raspet f i g h t Research Laboratory (RFRL)
was engaged in a proof-of-concept demonstration
program for the Lockheed-Georgia Company. Many
experiments were conducted from 1972 to 1987 using
the highly modified Caproni A-21 (Figure 1).
Unfortunately, during these tests real time data
reduction was nearly impossible due to the sensitive
nature of the older air data instruments to
environmental changes. These sensors were easily
affected by variations in temperature, humidity and
pressure. Data reduction was accomplished post flight
on a UNIVAC main frame using complex FORTRAN
software which made corrections for the induced zero
shifts, offset biases and slope deviations. Experience
gained during flight tests of a composite prototype
conversion of the Beechcraft A-36'. Figure 2, between
1987 and 1989 using more modern and higher quality
air data sensors, proved that low cost data acquisition
is possible and that in-flight analysis is now practical.
Furthermore, with the continuing improvements in PC
speed, storage capacity, reliability, and size aircraft
installations are much more worthwhile than they
were a few years ago.
Advantages of the airborne system such as
the ability to quickly detect unstable test points make
this technique a capable and viable alternative to a
more costly and complex ground based telemetry
system. In addition, it allows the pilot and flight test
engineers to see unusual or unexpected phenomenon
first hand and even change mission objectives to study
these areas in more detail. The ground based systems
tend to leave the aircrew less aware of the mission
results since the data are reviewed independently by
specialist at the control site.
In January, 1989, the RFRL was asked to
conduct a flight research program. The project
specifications required an on board work station
capable of real time data reduction. As a result, the
Data Acquisition System (DAS) was designed. It
consists of two Dell System U M and one SUN 386i
computers, Figure 3. The Commander 690, Figure 4,
was chosen as a flying test bed to aid in the
developmental process. Objectives of the 690 flight
tests are to: (1) Test and evaluate the DAS hardware;
(2) Fully develop and debug DAS software; (3)
Perform parameter identification to determine aircraft
performance parameters using both a simple gradient

search technique and extended Kalman filtering and

(4) Map the flow field behind the aircraft propellers.
Objectives (I) and (2) are discussed in this report. The
gradient search parameter identitication method,
developed by Sabzehparvar and Bennet?, and the
extended Kalman filteringmethod, developed by Bohra
and Bridges3, are discussed by Taylor in ReKerence 4.
Propeller flow field mapping is performed with a fully
automated 3-Axis hydraulic manipulator developed by
Chaney and Hall', Figure 5. The robot's we in thrust
determination will be discussed in a separate AIAA
report. This paper reviews DAS hardware, calibration
of the air data sensors, DAS software, graphics
displays, and presents preliminary 690 flight tests
results. The primary purpose, however, is to discuss the
data acquisition system design.

Air Data Measurements

The test aircraft was a North American
Rockwell 690 Aero Commander, Figure 4. It is a highwing turboprop airplane with retractable landing gear.
It is powered by two Garrett TPE331 gas turbine
engines rated at over 700 shaft horsepower each. The
aircraft is capable of accommodating up to 10 people
but with the modifications made at Mississippi State
only three crew members were used.
T h e aircraft was equipped with
instrumentation sufficient for the parameter
identification analysis. This consisted of 5 major sets of
sensors: The air data boom, blade angle instruments,
engine tachometers, horsepower indicators and the
inertial data package. Signal conditioning (i any) used
with the sensors was equipped with anti aliasing fdter
and adjustable gain. The gains were set to maintain
effective use of the data acquisition hardware. A brief
discussion of the sensor groups is &en below.

Air data boom

Air data measurements are made with a
Rosemont 858A.l boom mounted flow angle sensor
attached to the 690's left Wing tip, Figure-6. The flow
angle sensor has 5 pressure orifices on the
hemispherical head, Figure-7, for total pressure (PT),
side slip (Pp) and Angle of Attack (P,). In addition,
static ports (Ps) are located on the barrel portion of
the probe for altitude and airspeed calculations. The
angle of attack, side slip and airspeed are actually
calculated using signals from three Rosemont 1/2
PSID transducers in the air data unit. The air data unit
also contains a Davtron temperature sensor for total

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function slope and zero offset migrate with AT.

Interestingly enough, the calibration data also showed
the sensor output is fairly repeatable with AT.This is
shown in Figure 11 for the altitude transducer
calibration. These functions are programmed into the
data acquisition system (DAS). After measuring sensor
temperature the computer performs a linear
interpolation between curves to find the transfer
function coefficients. These are applied to the data for
temperature correction.
To keep the internal temperature within the
calibration range, a small heater was added to the pod.
In addition, extra insulation was attached to the inner
pod walls. Finally, using an old glider pilots trick,
standard packing crate tape was used to seal cracks
around the external hatch. This proved to be the most
beneficial pod modification made.
To investigate the boom airspeed and
altimeter static position errors, a series of tower fly-by
flights were flown. These were run on the RFRL tower
fly-by course, set-up in accordance with Reference 7.
The aircraft altitude is measured in the tower using a
video camera which is carefully aimed through a fvred
theodolite system. This is shown in Figure 12. Site
surveys were accomplished to accurately define the
course geometry. With the tower fly-by method, the
altimeter is used to directly measure the airspeed's
static source error. At the RFRL, the "ground block
method was used in conjunction with the fly-by
method for gathering and reducing data. The aircraft's
calibrated pressure altitude is determined by adding
the height of the test aircraft (as observed from the flyby tower via the mechanical theodolite) to the test
aircraft's altimeter reading recorded on the ground
prior to take off. The static position error is computed
post flight using:

temperature. The total temperature probe was

designed and fabricated at the RFRL. Pressure
sensing is accomplished with four Rosemont very low
pressure differential model 1221 transducers, Figure-8,
and a Rosemont mini barometric altitude transducer.
The pneumatic circuit is shown in Figure 9. As
discussed in Reference 6, the dynamic pressure,^ and
9, flow angles are computed using:

(3)

Where K is the sensitivity coefficient. It is a function

of Mach number but remains constant up to around
M=.7. For this test K=.08.
In general, the Rosemont transducers proved
to be both highly reliable and extremely accurate.
Initially
there were some problems with
interpretation and manipulation of the sensor data.
For example, when the altitude transducer data were
compared with the cockpit altimeter, Figure 10, large
variations were discovered. These appeared to be
functions of airspeed and temperature. Prior to the
start of flight testing much smaller A H had been
anticipated. However, the Commander flies at a
higher Mach number and is exposed to far greater
temperature extremes than other aircraft previously
tested at RFRL. Since these effects could no longer
be neglccted, efforts were made to identify correction
factors for; (1) The transducer output as a function
of temperature; ( 2 ) The boom static pressure position
error (3) mach number; and (4) the flow angle sensor
port position error (misalignment error).
To characterize the transducer temperature
response, the sensors were calibrated in an
environmental chamber using a Mensor quartz
manometer. As expected, this demonstrated the
temperature sensitivity by showing that the transfer

Two aircraft configurations were evaluated; the first

with the flaps fully deflected; and the second with the
to 1.15 V,,,,. To
flaps up. Speeds ranged from,,V
confirm the tower fly-by technique, the measured
aircraft static position error was checked by comparing
it with position error data presented in the 690
operator's manual'. As shown in Figure 13, good
agreement was obtained.
The boom static position error was checked
3

with a simple analytic model. The pod geometry is

roughly represented using a circular cylinder.

Where:
1

Pt = Pa + - p
2

v, 2
Since the flow is not completely isentropic and
adiabatic a recovery factor k is required

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and
1

ps =

zpur

Tower fly-by testing indicated that k=.85. From the

equation of state, the density is:
For a circular cylinder reference 9 describes the
velocity distribution as:

U, = V,(l--)sida 2

(7)

72
$

Where Pa is taken from the standard atmospheric

model:
Equating (3, (6) and (7)
streamlines we have:

and using a

(1

P,-P, = - p1 V , (2l - ( I - - ) ) a 2
2

r2

These coefficients are used in the true airspeed

compressibility correction:

(8)

v,
Equation 8 can now be used to predict AP at the
boom tip where r=47.5 in and a=4.8125. Figure 14
compares the tower fly-by results with those obtained
with (8). The agreement is uncanny when one
considers the gross assumptions used in rhe derivation
of f8).
Corrections for compressibility were made
using the methods described in reference '7. Since the
theory is developed there in great detail only a brief
description is given in this paper. From the dcfinition
of stagnation condition the atmospheric temperature
is

-- "e

(13)

Where the equivalent airspeed V, is found using:

\ ~ ,

v, = J a
Y

7-1
-

-1

PSI

(5+ 1) 7
pa

- 1 (14)

Downloaded by IMPERIAL COLLEGE LONDON on October 31, 2016 | http://arc.aiaa.org | DOI: 10.2514/6.1992-1037

The Rosemont flow angle sensor has four

symmetrically placed ports on the probe head for
measuring the flow angles. Static pressure sensing
occurs at ports located along the barrel. Pitot pressure
is measured at the center of the hemisphere. This
configuration is shown in Figure 7. Slight
manufacturing defects and port misalignment spoil the
sensor symmetry. The resulting position error
degrades aerodynamic performance. Wind tunnel tests
were conducted by Rosemont to calibrate the sensor.
Figures 15 and 16 show the pitot and static pressure
performance. Since the aerodynamic functions are
highly non-linear, the wind tunnel data were
programmed in a table look-up. The DAS corrects
dynamic pressure using:

Where the wind tunnel data (y) are taken from

vertical axis of Figure 16. Similarly, the static pressure
correction is:

blade angle measurements. The blade angle sensors

must be accurate to within .5 degree. Beech Aircraft
corporation donated a sensor with these specifications.
It consist of semi-circular 22k n carbon based resistor.
This was glued to the propeller hub with Hydol901 B1 high strength epoxy, Figure 18. Electrically it is
linked to the data acquisition system across slip rings
which were originally used for propeller de-icing. The
power supply, p signal return line and the ground wire
pass through the slip ring brush block assembly into
electrical terminals mounted on propeller. On the hub
a pair of mechanical fmgers traverse the resistors
upper surface. The outer finger supplies a 1Ov
reference voltage. The inner finger returns the blade
angle signal. When the blade angle is changed, the
sensor functions as a variable resistor with linear
output.
Very careful calibrations of the blade angle
sensors were made using a propeller protractor
mounted at station r=.8. Results are shown in Figure
19. The transfer functions were derived with Linear fits
of the calibration data. For the right side sensor this
yielded
j3 = -15.61 V + 87.66

(17)

And for left engine we have:

Where Yzis taken from the vertical axis of Figure 15.
Once the sensor calibrations had been
completed, some of the speed coarse profiles were reflown. This was done to verify the accuracy of DAS
correction algorithms. Figure 17 is a comparison DAS
corrected and uncorrected sensor data. As shown,
before activation of the calibration software, the static
error varied linearly with increasing airspeed from a
minimum of 20 ft at low speed to a maximum of
approximately 60 ft at high speed. After activation the
slope is nearly constant and the magnitude of AH is
now only about 10 ft. The boom static position error
turned out to be the largest contributor to data system
error. However, the tower fly-by missions were
accomplished at low altitudes. At high altitudes air
compressibility and temperature contributions are
expected to be greater. The DAS is programmed
compensate for these components.
Blade angle sensors
The techniques used for parameter
identification are extremely sensitive to propeller

j3 =

- 15.71 V

81.96

(18)

The DAS is programmed with the calibration data and

is capable of making measurements within f 0.5
degree.
The blade angle sensors worked as expected.
However, quite a bit of time and effort was spent
trying to solve one every difficult problem. Flight
testing indicated the left side blade angle data are
corrupted by high frequency noise, Figure 20.Coupled
with this was a significant voltage offset. Initially, the
trouble shooting efforts were focused on searching for
broken and chaffed wires in the electronics. When this
failed, the wiring was replaced with shielded cable lo
protect the system from electromagnetic interference
(EMI). Once again, the anomaly persisted so the
hardware was re-checked. This time an impedance
incompatibility was discovered on the Metrabyte A/D
board. Isolation amplifiers were added to each of the
DAS sensors. This lowered the voltage bias but did

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vibration since it only occurred while the engine was

running. Oddly enough, the anomaly could not be
reproduced or simulated outside the fight test
environment. After numerous exchanges with Monarch
Inc., it was finally solved by replacing the tachometers
photodetector which never tested defective. Since then,
the RPM instrumentation has been totally trouble free.

nothing for the high amplitude noise. Filtering was

attempted. This decreased the noise level but elevated
the voltage bias. With the noise under control it was
hoped the bias could be rehoved through recalibration. Unfortunately, ground testing indicated
that the sensor calibration drifts after the engine is
started. A spectrum analysis of the left engine data
was performed, Figure 21. This showed a fundamental
frequency of 26 Hz with higher order harmonics
occurring at 26 Hz intervals. Since the propeller
rotates at this speed, it became obvious the problem
was somewhere in the slip ring system. A dynamic
analysis showed that the brush block was operating
near its first modal frequency. As a result, brush
skipping or floating was blamed. An instrumented
brush block was tested but no floating was seen.
Luckily while setting up the brush block test,
technicians discovered the sensor signal could be
improved simply by cleaning the slip ring surface. A
more detailed investigation showed that the real
culprit was oil leaking from a defective propeller shaft
0 ring. Ground testing showed that a very thin film
of oil between the brush block and propeller slip ring
changes the electrical resistance. This increases the
signal voltage and invalidates the sensor data. After
weeks of work, the problem was easily solved by
replacing a shaft bearing, the defective 0ring and by
thoroughly cleaning the slip rings before each flight.

Horsepower measurements
For power measurements the Commanders
existing horsepower sensors were integrated into the
data acquisition system. The Commander actually
measures engine torque but its electronics have been
calibrated to display shaft horsepower. The &pit
horsepower indicator was wired to the computer via
the A/D board. Soon after flight testing began.we
discovered that the aircraft horsepower signal is
occasionally very noisy. As a result, this
instrumentation is the weakest link in the DAS. The
cockpit instrument is an analog one and is not
adversely affected by the sensor noise. The needle is
designed to for slow reactions and thus inherently
filters the voltage spikes. The DAS, on the other hand,
sees and records all of the discontinuities. These errors
later corrupt the parameter identification calculations.
Filters were added, but the accuracy is still only about
It 10 HP.
Typical horsepower data are shown in Figure
24. Since these measurements were taken during speed
power flights, we know the engine power is much
cleaner. Unfortunately, time constraints prevented us
from designing better horsepower instrumentation.

Enpine RPM measurements

Engine RPM measurements were made with
a Monarch ACT Series Digital Tachometer. This unit
is equtpped with an internal light source and
photodetector. The target is a one inch piece of
reflective tape attached to the propeller shaft. As
shown in Figure 22, the sensor is rigidly attached to
the engine gear box and carefully aimed at the
reflective tape. The digital output is received by an
internal D/A and sent to the DAS in analog form. A
separate LED displays RPM on the test engineers
station, Figure 23. The sensor has a range of 50 RPM
to 20,000 RPM and an accuracy off. 1 RPM.
The RPM instrumentation worked very well
and produced consistent results. In fact, only two
problems were encountered during the entire flight
test program ,and both of these were caused by
hardware failures. On one occasion, the right engine
sensor began to drift in flight. This was traced to a
defective D/A board inside the RPM display. A few
weeks later, the tachometer on the left engine began
sending erroneous measurements to the DAS. This
was intermittent and seemed to be a function of

Inertial data Dackaee

The inertial data package was designed and
fabricated at the RFRL. This instrument is equipped
with a vertical gyro to measure pitch and roll attitude,
a 3-ads rate gyro to measure roll, pitch, and yaw rates,
and a 3 axis accelerometer to measure lateral, normal
and longitudinal accelerations. The inertial data
collected were not used in the parameter identification
phase of the flight test program. It is intended for use
in future testing.
Data acauisition svstem hardware
The digital data acquisition systems used are
of a medium and a high resolution as required by the
dynamic range of the parameters being measured. For
altitude , airspeed, and other wide ranging air data
parameters, a 16 bit Analog Devices RTI 850 analog to

Downloaded by IMPERIAL COLLEGE LONDON on October 31, 2016 | http://arc.aiaa.org | DOI: 10.2514/6.1992-1037

digital converter is used to convert from analog to

digital form (thus setting the signal to noise ratin).
Signals of smaller dynamic range are converted to
digital form using a Keithley -Metrabyte DAS-16
module. The DAS-16 has a 12 bit analog to digital
converter allowing very accurate conversions of
various signals. The RTI - 8% module is equipped to
handle 8 input channels of data, while the Das-16 will
handle 16 input channels. The DAS-16 is equipped
with 2 expander modules which allows 47 channels of
data to use the one analog to digital converter.

circumstances.
The system control is also driven by a pulser
which steps a Scanivalve pressure sensor. The average
scan and data transfer rate was set at 2.047
scans/second. Higher scan rates were possible but
never used.
Dell #1 was programmed with the data
reduction software (DELlQB, Microsoft BASIC
Version 7.1)). This included the calibration curves,
position error corrections, transfer hurctions, etc.
Accuracies were confirmed using the tower flyby
method. For airspeed f 1.5 knots and for altitude i
10 feet worst case, depending upon the ambient air
temperature. The horsepower measurements were
calibrated to an accuracy off 10 HP, and the blade
angle measurements to f 0.5 degree. Also, the RPM
measurements were accurate to 1 RPM. Dell #1
calibrations were checked with spot checks of the
system before each flight with the Mensor quartz
manometer. Dell #1 reads the A/D boards and
converts the sensor measurements to engineering units
for storage and display. Generation of the data displays
was critical. The flight test engineer (FTE)needed to
perform in flight stability assessments through andysk
of the flight data. By doing this the fight test
techniques could be modified between passes thus"
red,ucing the total number of missions required. ?e
=E had numerous display options at 'hisdisposal. For
example, on Dell #1 there are five discrete dsplay
pages (developed with FORMTOOL software). Page
1 presents air data measurements in a tabular format, '
Figure 25. These included, blade angle, airspeed, ai&.
of attack, side slip,, rate of climb, engine horsegwer,
propeller RPM, altitude and outside air temperature in
engineering units. Sensor voltages a r e . displayed on
page 2, Figure 26. The inertial data package data,
normal acceleration, lateral acceleration , roll rate,
pitch rate, and yaw rate are on page 3, Figure 27.Pass
review, used to replay an event, is found on page 4.
Finally, page 5 is the robot control page, Figure 28.
Each could be quickly selected through a menu option
available on Dell #1.
Post flight data reduction was done by MFIX
on Dell #l. This program was developed at the RFRL
with Microsoft BASIC Version 7.1. It was used to
average the raw data, compute standard deviations and
make hard copies of selected plots. In addition MFIX
flagged runs with abnormally high standard deviations
to identify points of interest in the data. The program
was designed to be as user friendly as possible and to
run autonomously. By doing this the FTE was freed to
perform other task. For example, data runs were easily

Data reduction and disulay

The data acquisition system design consisted

of three AT-class personal computers, a SUN 386i
and a pair of Dell system u)o computers. They are
networked together as master and slave via an
Ethernet card. The computer system and AC
instrumentation is powered by four Amphenol
2AlOOO-16 1 KVA inverters. These convert 28 Vdc
taken from the aircraft's B battery. Each inverter is
capable of approximately 8 amp 115 Vac. This system
was mounted behind the baggage compartment, to
reduce the fxe threat, on a specially designed
aluminum rack. The rack was modular and could be
quickly removed for inverter inspection or
replacement. The electrical wires were carried through
the pressure bulkhead with 10 Amphenol 22 pin
pressure bulkhead connectors (model no. 28-11), The
baggage compartment was kept completely free of
electrical buses, junction boxes, etc to allow room for
future instrumentation.
1-

Control of the data collection process is done

by a special keypad that has but a few keys which call
particular subroutines. Depressed keys are stored in a
buffer and read by Dell #l. As the master computer,
Dell #1 managed the intra-PC communications
passing the keypad commands through the Ethernet
system. Each of the data system computers could be
controlled independently. This reduced the data
acquisition complexity and FTE workload by
eliminating the need for separate computer keyboards.
Unfortunately, much programming effort was required
during keypad development and integration. It took
weeks to remove all of the software bugs. Some errors
were elusive occurring only under very unusual
*

Downloaded by IMPERIAL COLLEGE LONDON on October 31, 2016 | http://arc.aiaa.org | DOI: 10.2514/6.1992-1037

loaded into MFIX through its menu page

(FORMTOOL software). Afterwards the program
reduced the data and shelled to the GRAF'HER
plotting package. Here each sensor's output was
plotted in engineering units versus scan for each test
point. Once the program was running no additional
user input was required. MFIX shortened the timc
spent making quicklook reports from nearly a week to
only a few minutes. A flowchart of MFIX is provided
in Figure 29.

the pilot can fly the test conditions more accurately

using an analog display than a digital one. As explained
by
the pilot needs the derivative information that
he readily obtains from observation of the moving
analog presentation. It was possible to maintain
altitude to within about 5 ft for runs of 2 minute.
Typically the pilot display was mounted in the cockpit
above the pilot's instrument panel. In this position the
pilot display worked as a head up display (HUD).

SUN 386i
The SUN 386i was used urimarilv as a
storage bin for flight data transmitted by Dell #l.
SUNQB ,developed with the QuickBASIC software,
saved data files on the SUN's hard drive in
engineering units. It also displayed the data using a
format identical to Dell #l's page 1. The SUN's
secondary task was the generation and display of time
history plots, Figure 30. This program (AVGDAT)
was written by Parker" using GK-UXW) software. The
time history plots proved to be extremely useful
during trouble shooting missions. The X-Y format
showed trends and discrepancies in the data which
could not have been detected by the FTE on the
display pages. Multiple parameters could be plotted
on the same graph by scaling the input. This allowed
detailed analysis of entire groups of sensors.
In addition to the graphs, contour plots were
made to illustrate pressure distributions in the
propeller flow field. The use of color effectively gives
the contour plots an added dimension allowing faster
interpretation of the data. An example of this display
is shown in Figure 31. A three-axis hydraulic robot,
Figure 5, was built to conduct the flow field mapping.
It was intended to replace the cumbersome fixed
geometry system. Pressure data collected with static
and total head probes attached to the robot's wrist are
displayed on the contour plot. Due to its high mobility
the robot can traverse the entire propeller plane in a
single flight. The robot has been fully integrated with
the aircraft but is still under going intensive preflight
ground testing. It will he discussed in a future paper.

Discussion flipht tests methods & results

The steady-state data taken in this research
involved test points of two types: level flight, speedpower points for four altitudes (So00 8, l0,W ft,
15,ooO ft, and u),ooO ft) and constant propeller blade
angle points for four blade angles (Za, 25", 3@ and
39). A large body of data was taken for these
conditions which allowed for a few repeat points. AU of
the flights were flown in the early morning hours to
avoid thermals and atmospheric waves. The usual
procedure for the data collection was to select a test
point and maintain these flight conditions long enough
to ensure that the phugoid mode of the aircraft had
been damped sufficiently, (two to five minutes), and
that no atmospheric phenomena were encountered.
Real time analysis of the data using the computer
display pages made this possible. For example, the time
histories plots proved to be very useful in determining
stability. Even subtle changes, like weak waves (Figure
33), which are difficult to see in the cockpit were easily
detected using plots of the altitude transducer
measurements. Similarly engine power imbalances
showed up on the DAS as differences in blade angle,
RPM and horsepower. The mE could direct the
power adjustments until good agreement was obtained.
Airspeed was also scrutinized. Typically the test
engineer waited to begin recording data until the
airspeed had stabilized to within 1 knot. Interestingly,
on the low speed passes this process required up to
five minutes. Increased time constants were expected
due to decreased phugoid damping at lower speeds,
but tremendous pilot concentration was required to
maintain conditions in the drag bucket for such long
intervals. Mission times over 1 hour were found to be
counter productive due to pilot fatigue.

DELL #2
As explained previously, Dell #2 is updated
by Dell #1 through the Ethernet. It is used to control
the pilot display, Figure 33. f this instrument was
developed by Lin and Owens6 to present airspeed,
altitude, sideslip, rate of climb, and angle-of-attack
data in a bar graph format. This was added because
previous flight test experience at RFRL showed that

Level flieht test points

For the level flight test points, at a given
altitude, airspeed was incrementally vaned from near
8

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estimated values of CDo and e determined g r d p h i d y

from flight test data. A set of test points was generated
by the PPROP computer program for a given altitude
and blade angle to fully exercise the propeller over its
performance envelope and to determine its fight
characteristics. Given an altitude and a scheduled
horsepower chart from the Turbo Commander fight
manual9, the computer program defined a performance
envelope on the propeller chart. Horsepower was
incremented evenly from stall to maximum scheduled
horsepower available, while the corresponding airspeed
was iterated for the desired blade angles. Two altitudes
were chosen for these test points, 5,000 and 20,000
feet. The pilot would set up close to the target airspeed
above or below the desired altitude, depending on
whether the point was a climb or decent. There, he
would set the target horsepower for the p i n t and
begin the climb or decent adjusting the airspeed only.
Once the FTE was satisfied with aircraft stability, the
data acquisition system was turned on for
approximately one minute. A summary of the predicted
and measured data points is given in Figure 34 in
terms of advance ratio (nondimensional airspeed) and
power coefficient (nondimensional power).

stall to the maximum possible speed of the aircraft.

The test points were clustered in the drag bucket in
order to get a good estimate for the zero lift drag
coefficient. The objective of these tests were to take
data at the same altitudes as the constant blade angle
test points (5,000 ft and 20,ooO ft) and closely predict
parameters for two in between altitudes (l0,ooO ft and
15,000ft). Speed power plots are shown in Figure 33.
A computer program (SPROP) was
developed to extract, by iteration, drag coefficient,
span efficiency factor, propeller efficiency and blade
angle using a simply model of the aircraft and
Hamilton Standard propeller chart data. SPROP was
written with WATCOM systems inc, WATFOR-77
and ran on a 25 Mhz 80386 class personal computer
equipped with a 80387 math coprocessor. This
program was much less sophisticated than the
advanced gradient search analysis discussed by
Taylor4. However, it did provide rough estimates.
SPROP uses the speed power data and alters C,
and e (through user interaction) until the computer
generated data match the flight test data. For
example, blade angle and efficiency are found by the
computer with a two dimensional interpolation of the
Hamilton Standard data. Guesses of the performance
parameters are then used to solve the aircraft model
and generate speed power data. If the match is poor,
the user interacts with the computer adjusting C,
and e and reruns the program. Figure 35 compares
computer and flight tests speed power data at 17,600
ft. For this flight SPROP predicted a C,
= ,025
which compares surprisingly well with graphical
estimates of ,027. SPROP found the span efficiency
factor was .58 which compared well with estimates of
e = .6 produced by the gradient search method.

Gradient search narameter identification

A gradient search parameter identification
technique was developed to extract and predict aircraft
performance characteristics from steady state flight test
data. The method uses Locks propeller model with
manufacturers propeller performance data.
Preliminary results indicate that e and C,, show s;g.S
of convergence, especially when the level fight data is
used. Propeller lift variables also show signs of
convergence but propeller drag coefficients diverge. A
possible cause of this divergence proven with computer
generated data was a data bias in the horsepower
measurements. Modeling errors have not been ruled
out. This research is still in the developmental stages.
Taylor4 discusses the latest results of the 690 flight test
study in much more detail.

Constant blade angle test ~o;nts

Constant propeller blade angle test points
were developed in an effort to cover more of the
performance envelope in fewer flights than would be
required by normal level speed-power, flight testing.
Also, constant blade angle flight testing provided a
greater opportunity than level flight to expose the
propeller to a wide range of flight conditions io
provide a better estimate of the Oswald efficiency
factor. The speeds and power settings necessary for
these points were determined by using the computer
automated propeller chart, a desired altitude and
blade angle, and an assumed parasite drag coefficient
and span efficiency. The assumed quantities were

Conclusions
The 690 aircraft will eventually be fitted with
various external instrumentation which will change the
aircrafts overall drag characteristics. The parameter
identification method has the potential to determine
these small changes in drag using the clean aircraft
9

drag determined during this phase of the flight test

program. In addition, the data acquisition system has
the capability to determine aircraft performance
parameters in flight in near real time. Consequently,
the flight test engineer will be able to identily bad
data in flight rather than in post flight analysis.

Aerodynamic Desigri, 3rd edition, John Wiley & Sons,

Inc., 1976

10. Parker, G.H. Development of a Graphical Data

Display Program. M.S. Thesis, Department of
Aerospace Engineering, Mississippi State University,
December, 1989.
11. Lin, C Sofrware Interface Techniques of Computer

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References
1. Bennett, G. Coniposite Prototype Aircraft
Development A Method for Design, Fahricarioit and
Test Training, SAE 911015, 1991
2. Sabzehparvar, M. Determination of Aerodynamic
and Propulsion Parameters of a General Aviation
Aircraff Using Stale Flight Tesf Data, Ph.D.

Mfh LCD, 1990 Department of Electrical Engineering,

Mississippi State University, Ms 39762

12. Bull G. and Bridges P.D., A Method for Flight-Test

Determination of Propulsive Efficiency and Drag,
Journal o f Aircraft, Volume 22, Number 3, March
1985, Page 200

Dissertation, Department of Aerospace Enginccring,

Mississippi State U., 1986
3. Bohra, N.G. Flight Test and Sintiilalion Experience
in Aircraff Propulsive and Aerodynamic Parameler
Identification Using Extended Kalman Technique, M S
Thesis, Department of Aerospace Engineering,
Mississippi State U., 1986.

4. Taylor, T. A. Flight Test Study lo Determine AircruJf

Propulsive Eficiency andAerodynamic Drag Using Two
Parameter Identification Methods and Locks Propeller
Model, MS Thesis (to be published 1991), Department
of Aerospace Engineering, Mississippi State U., 1991
5. Chaney, V. Design, Fabrication,and Testing of a
Three-Axis Hydraulic Robot for Flow Field Mapping,
Engineering & Industrial Research Station, MSSUEIRS-ASE-90-1, 1990
6. Rosemount, Aerodynamic Calibration of Rosemoiint
Model 8S8A S/N 2399, Angle of Attack and Angle of
Sideslip Sensor, Rosemount Report 38124A, 24 March
1981.

7. USAF Test Pilot School, Performance Theory and

Flight Tesf Techniques, Chapter 3 Pitot-Static Flight
Test, May 1979
8. Flight Safety International, Gulfstreant Aeropace
Commander 690 Series Pilot Training Martiial, Flight
Safety International Inc., 1984

9. Chow, K. Foundations of Aerodynamics Bases of

10

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Figure 1 Caproni A-21

Figure 4 690 AeroCommander

Figure 2 Prototype conversion of the

Beechcraft A-36

Figure 5 3-axis flow mapping robot

Figure 3 DAS computers

Figure 6 Air-data boom

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-M
IM

ms
.

.~

Figure 10 Comparison of DAS aititude data with

the cockpit altimeter

Figure 7 Pressure orifices on the

Rosemont flow angle semor

880 POD ALllMZlXR CAWBRATION

ChlJERATBD AT DIFFBREWT TwlpERAWRES
80.0

2
5

4 40.0

42

-,

5 20.0

0.0
0.00

5.00

10.00

15.00

&WmB

Figure - 8 Rosemont tramducers in the air-data

boom

20.00
I 1000

25.00

30.00

PF

Figure 11 Altitude transducer calibration

AIR DATA BOOM PNEUMATIC C I R C U I T

"

-my)BDJ

Figure - 9 Air data boom pneumatic circuit

Figure 12 Tower flyby theodolite system

12

35.00

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Figure 16 Rosemont wind tunnel data

0.0300 2

0.0000
B

Kus

Figure - 14 Comparison of the boom static position

error with an analytic model

Figure 17 Effect of the sensor correction

algorithms

ANGLE OF A m A C g AND SIDESUP DATA

FOR R O S E M O W MODEL 858fK. S/N 2398
17 APR 81
BY: DONh'A COBLE
0.00

-P.sasrss-w

- s.Puaaa-6.2 - xwpma-rep

10.00

15.00

G0

h
*
&
I

-E?

-0.M

-0.08

-15.00

-6.00

-10.00

0.00

5.00

&PEA ANB BgTA (degrees)

Figure - 18 Blade angle sensor

Figure 15 Rosemont wind tunnel data

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Figure 19 Blade angle sensor calibration

Figure 22 Monarch RPM sensor

Figure 23 Monarch RPM sensor LED

Figure 21 Blade angle data spectrum analysis

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Figure - 28 Robot control page (DELL #1)

Figure 25 Air data page on DELL #1

~

..

..

. ..~.. ... ..

..
.,

Y
"i'

._.

%-3
~~.
.~...

&

",,.""..".."

Figure 29 MFIX sofhvare flowcl~art

Figure 26 Transducer voltage page @ELL #1)

Figure - 30 SUN 386i time histories plots

Figure 27 Inertial datu package page (DELL #1)

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Figure 31 SUN 386i color contour mode

(flow field mapping)

Figure 34 S p e d power data

* ' e

Figure - 35 Summary of predicted and measures

steady-state data points from AeroCommander
flight tests

Figure 32 Pilot display

Figure 33 Atmospheric wave

16

.
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