NASA Technical Memorandum 4773

,, .! , -=-, ( .

High-Alpha Handling

Qualities Flight Research

on the NASA F/A- 18 High

Alpha Research Vehicle

Keith D. Wichman, Joseph W. Pahle, Catherine Bahm, John B. Davidson,

Barton J. Bacon, Patrick C. Murphy, Aaron J. Ostroff, and Keith D. Hoffier

November 1996

NASA Technical Memorandum 4773

High-Alpha Handling

Qualities Flight Research on

the NASA F/A- 18 High Alpha

Research Vehicle

Keith D. Wichman, Joseph W. Pahle, and Catherine Bahm

NASA Dryden Flight Research Center

Edwards, California

John B. Davidson, Barton J. Bacon, Patrick C. Murphy,

and Aaron J. Ostroff

NASA Langley Research Center

Hampton, Virginia

Keith D. Hoffler

ViGYAN, Inc.

Hampton, Virginia

National Aeronautics and

Space Administration

Office of Management

Scientific and Technical

Information Program

1996

HIGH-ALPHA HANDLING QUALITIES FLIGHT RESEARCH

ON THE NASA F/A-18 HIGH ALPHA RESEARCH VEHICLE

Keith D. Wichman

Joseph W. Pahle

Catherine Bahm

NASA Dryden Flight Research Center

Edwards, CA

John B. Davidson

Barton J. Bacon

Patrick C. Murphy

Aaron J. Ostroff

NASA Langley Research Center

Hampton, VA

Keith D. Hoffler

ViGYAN, Inc.

Hampton, VA

ABSTRACT

A flight research study of high-angle-of-attack handling qualities has been conducted at the

NASA Dryden Flight Research Center using the F/A-18 High Alpha Research Vehicle (HARV).

The objectives were to create a high-angle-of-attack handling qualities flight database, develop

appropriate research evaluation maneuvers, and evaluate high-angle-of-attack handling qualities

guidelines and criteria. Using linear and nonlinear simulations and flight research data, the

predictions from each criterion were compared with the pilot ratings and comments. Proposed

high-angle-of-attack nonlinear design guidelines and proposed handling qualities criteria and

guidelines developed using piloted simulation were considered. Recently formulated time-domain

Neal-Smith guidelines were also considered for application to high-angle-of-attack maneuvering.

Conventional envelope criteria were evaluated for possible extension to the high-angle-of-attack

regime. Additionally, the maneuvers were studied as potential evaluation techniques, including a

limited validation of the proposed standard evaluation maneuver set. This paper gives an overview

of these research objectives through examples and summarizes result highlights. The maneuver

development is described briefly, the criteria evaluation is emphasized with example results given,

and a brief discussion of the database form and content is presented.
NOMENCLATURE

Acronyms

ACM

ANSER

BFM

CAP

CHR

HARV

HUD

KEAS

LOES

MATV

MDA

PIO

RFCS

RMS

STEMS

TVCS

air combat maneuvering

actuated nose strakes for enhanced rolling

basic fighter maneuvers

control anticipation parameter

Cooper-Harper rating

High Alpha Research Vehicle

head-up display

knots equivalent airspeed

lower-order equivalent system

Multi-Axis Thrust Vectoring

McDonnell Douglas Aerospace

pilot-induced oscillation

research flight control system

root mean square

standard evaluation maneuvers set

thrust-vectoring control system

Symbols

D

n/o_

rt g

Tt_ad

to2

time-domain Neal-Smith acquisition time, sec

Neal-Smith compensator gain, dB

ratio of load factor change for each angle-of-attack change, g/rad

Neal-Smith compensator lag time constant, sec

Neal-Smith compensator lead time constant, sec

time constant of the lag between flight path and pitch attitude, sec

angle of attack, deg

short-period damping ratio

2
_pilot

tOc

O)sp

Neal-Smith compensator delay time constant, sec

Smith-Geddes critical frequency, rad/sec

short-period frequency, rad/sec

INTRODUCTION

Interest in flying qualities in the high-angle-of-attack flight regime has traditionally been limited to departure-resistance characteristics. With the advent of advanced control effectors such as

multiaxis thrust vectoring and closed-loop forebody vortex control, this flight regime can now be

exploited for enhanced fighter maneuverability and, therefore, tactical advantage. New definitions

of desirable handling qualities at high angles of attack must complement this new maneuvering

potential in order to effectively use these advanced controllers. Aircraft designers and testing

agents must have flight-validated guidelines, evaluation maneuvers, and flight test techniques to

define handling qualities at high angles of attack and to facilitate the meaningful evaluation of

these aircraft.

Advanced flight research within the high-angle-of-attack flight regime has been conducted at

the NASA Dryden Flight Research Center (NASA Dryden) as part of the High-Alpha Technology

Program. For the purposes of this research, "high angles of attack" are angles ranging from 30 °

to 70 °. This research was conducted using the NASA F/A-18 High Alpha Research Vehicle

(HARV). One facet of this project was to improve understanding of high-angle-of-attack handling

qualities. The research objectives were to create a high-angle-of-attack handling qualities flight

database, develop appropriate research evaluation maneuvers, and evaluate high-angle-of-attack

handling qualities guidelines and criteria.

A few aircraft have been developed and tested using such advanced control effectors. These

aircraft were oriented primarily towards operational utility of the control effectors rather than general research of the flight regime. The X-31A flight program featured multiaxis thrust vectoring

and primarily investigated enhanced fighter maneuverability and the tactical utility of vectoring.

A limited study of high-angle-of-attack handling qualities was conducted at the end of the program using maneuvers similar to those used in the HARV research programJ The resulting data

will provide an important overlap with HARV research to validate results for more than one airframe. A significant limitation in the scope of the X-31A handling qualities was the lack of control

system variations.

The F-16 Multi-Axis Thrust Vectoring (MATV) aircraft high-angles-of-attack handling qualities were evaluated. 2 Some evaluation maneuvers developed by the HARV program were used. Because of the MATV program goal of rapid evaluation and demonstration of an operational-type

thrust-vectoring system, the primary emphasis "was to evaluate the dynamics of the aircraft configuration rather than to conduct specific research on high-angle-of-attack handling qualities. As with

the X-31A program, few variations in aircraft dynamics were evaluated.

This paper gives an overview of these HARV handling qualities research objectives through

examples and summarizes result highlights. The maneuver development is described briefly, the

3
criteria evaluationis coveredat lengthwith exampleresultsgiven, andabrief discussionof the

databaseform andcontentispresented.

DESCRIPTIONOFFACILITIES

Thefacilities requiredto conductthehandlingqualitiesresearchincludedtheHARV aircraft,

nonlinearsix-degrees-of-freedomsimulations(pilotedand batch),andvalidatedlinear models.

Thesefacilities aredescribedin thefollowing sections.

HighAlphaResearchVehicleAircraft

The HARV aircraft,equippedwith a reconfigurableresearchflight control system(RFCS),

wasanexcellentfacility forhigh-angle-of-attackinvestigation(fig. 1).Theaircraftfeaturesincludedamultiaxisthrust-vectoringcontrolsystem(TVCS)and,forthefinal phaseof theprogram,forebody vortex control using the actuatednose strakesfor enhancedrolling (ANSER) system

integratedintothestablehigh-angle-of-attackF/A-18airframe.TheRFCSprovidedthecapability

to examinemultiplecontrollaw designsandtheir variantswithoutcompromisingthesafetyof the

pilot oraircraft.Thisresearchcomputerwasdesignedto provideaClassB (missioncritical butnot

safetycritical) controlenvironmenthat,by definition,ensuressafereversionbackto thestandard

F/A-18configurationif afailureweredetectedor if thepilot believedadangerexisted.Theinherentspin resistanceof theF/A-18 airframeandthespinrecoverychuteaddedto thesuitability of

Figure 1.HARV aircraft.

EC9643479-5

4
thetestbedfor safehigh-angle-of-attackflight research.Additionally,themanyaerodynamiccontrol surfacesandtheaddedthrustvectoringandforebodystrakesprovidedsignificant variety in

controlpowerusage.A morecomprehensivedescriptionandextensivereferencesof theHARV

researchandfacility is givenby Bowers.3

An undesirableresultof addingall of thishardwareto theaircraftexists.Thedramaticchange

in weight and inertiasintroducedby the TVCS and relatedsystemsresultedin a significant

changein thehandlingqualitiesof theHARV underthecontrolof theunmodifiedF/A-18 flight

controlsystem.Theaddedweightwasprimarily at theextremeaft andextremeforward aircraft

positions,essentiallyproducingaflying "dumbbell."In-flight refuelingusingthebasicflight control systemwasanextremelydifficult taskwith verystronglongitudinalpilot-inducedoscillation

(PIO) tendencies.Figure2 showstime-historydataof onesuchrefuelingattempt.A potentialeffectof thistendencywasto causetheresearchcontrollaw designersto beginwith a handicapin

pitchdynamics.Eachlongitudinalresearchcontrollaw designexhibitedatleastsometendencyto

be sensitiveor oscillatoryin thepitchaxis,with thecommonresultof lessthandesirablepitchtrackinghandlingqualities.

SimulationFacilities

A broadrangeof ground-testand simulationfacilities were usedconcurrentlyduring the

HARV program.Theprimarypilotedsimulationusedin thedevelopmentof performanceguidelinesandhandlingqualitiesevaluationswasthefixed-base,40-ft domedifferentialmaneuvering

simulatorattheNASA LangleyResearchCenter.Thedifferentialmaneuveringsimulatorwasalso

Pitch

stick,

In

Pitch

rate,

deg/lmc

Normal

acceleration,

g

Stabllator,

deg

0 2 4 6 8

Time, sec

Figure 2. Time history of in-flight refueling PIO.

2 HARV PIO during refueling attempt, Mach 0.5, 18k ft

-2

0 _ ,

-10 i

1.5

.5

0

-10

10

960541
used in the control law design process and flight maneuver development. 4 The piloted simulation

at NASA Dryden was limited to forward visuals only, but could be linked with an all-software,

hardware-in-the-loop, or iron-bird capability. The NASA Dryden simulation was used for flight

planning, engineering, and software development, and was the primary site for software and hardware verification and validation testing. A configuration-controlled batch simulation, common to

both sites, was used as a benchmark from which to compare other dissimilar simulations.

Linear Models

Validating that the linear models used extensively for evaluation of the handling qualities

criteria represented adequate reflections of the observed HARV flight dynamics was important.

The models compared quite favorably with the nonlinear simulation in both the frequency and time

domains (figs. 3 and 4). This nonlinear simulation has had a long history of accurately modeling

the F/A-18 and HARV flight dynamics. These comparisons were made in both the time and

frequency domain for relatively small input magnitudes. As input size increases, the number of

system nonlinearities increases and the confidence in the models decreases. For most of the cases

researched, this small input assumption is appropriate (fine and not-so-fine tracking). For grossacquisition analysis, these linear assumptions, and therefore any linear analysis technique results,

become suspect. Throughout the HARV program, the nonlinear simulation and the linear models

proved representative of the actual aircraft system dynamics, given the assumptions just discussed.

Through this and additional experience with these models, great confidence in their validity has

been developed.

Magnitude,

dB

Phase,

deg

Pitch stlck-to-pltch rate frequency response for nonlinear simulation and linear model for 30 ° (_

50 L

-50

200

-200

1

i i i i J i i i i I

Coherence .5

0 a i i i i i i I i i i i i i i i I

10-1 10 0 101

Frequency, rad/nc

960542

Figure 3. Frequency-domain linear model validation example.

6
32

deg

°

30 J

28

5

Pitch

rate, 0

deg

-5

10

Stabilator,

deg 0

-10

10

Pitch

vectoring, 0

deg

-10

0

Nonlinear simulation and linear model for a 0.5 in. doublet at 30 ° O_

Nonlinear

Linear

, i _ _ _ i

i i i i i i i

.... i....... i ....... i_, • ...... i....... i ..... i ......

i i i i i i

0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

Time, aec 9sos43

Figure 4. Time-domain linear model validation example.

DESCRIPTION OF EXPERIMENT

The research experiment conducted using the HARV aircraft resulted in a comprehensive yet

limited handling qualities flight database for the high-angle-of-attack flight regime where none

previously existed, and important insights can be derived from it. The study evaluated longitudinal

and lateral-directional gross-acquisition and tracking handling qualities from 30 ° to 60 ° angle of

attack (_), parametric gross acquisition, open-loop performance effects, basic fighter maneuvering, and air combat maneuvering (ACM). Numerous control law configurations and advanced control effectors, including the forebody strakes and thrust vectoring, were used to vary available

control power and the closed-loop dynamics. The handling qualities of these configuration variations ranged from good tracking and gross-acquisition characteristics to very poor handling qualities, including divergent PIOs. The database was created primarily using two project pilots and

several guest pilots: An extensive simulation database using fixed-base dome and some motionbased simulators was created for comparison with flight results. Head-up display (HUD) video and

pilot comments were cataloged with the flight time-history data.

In spite of its significance, the HARV handling qualities flight database was limited and problematic in many respects. These limitations resulted from the fact that the HARV project was not

dedicated exclusively to handling qualities research but to high-or flight in general, embracing multiple disciplines. This necessity to share the facility and the large amount of valuable flight time

required for the handling qualities maneuvers dictated a "first look" approach to this research. This

approach led to a broad but shallow database that was compiled over several years, often with large

time gaps separating research points. These time gaps disrupted the continuity and consistency of

7
boththemaneuverqualityandpilot evaluation.Therefore,theresultingdatabasecannotbeconsideredstatisticallysignificant.

A descriptionof thevariousresearchcontrollawsdevelopedandtestedby theHARV project

teamisgivenby Pahle.5Exceptwherenoted,thispaperwill only beconcernedwith thedistinctions

amongthecontrollawsin orderto presenthebreadthof thedatabaseandto illustrateexamplesof

theperformanceof thevariouscandidatehandlingqualitiescriteriaandguidelines.

The threemajor sectionsof this paperthatfollow addressthehandlingqualitiesresearchobjectives of theHARV project.Theseobjectiveswereto createahigh-_ handlingqualitiesflight

database,developappropriateresearchevaluationmaneuvers,andevaluatehigh-o_handlingqualitiesguidelinesandcriteria.Thegreatestemphasiswill begivento theguidelinesandcriteriaevaluation; however,brief overviewsof the databaseand maneuverdevelopmentobjectivesare

included.Thetestconductwasseparatedintothefollowing distinctefforts:

• Flight dataacquisition:Conducthandlingqualitiesflight maneuversandacquireflight data,

HUD video, pilot ratings,andcommentsfor the control law variationsmadepossibleby

otherresearchobjectives.Theresultingdatabasewasthetruth model.

• Handling qualitiescriteria predictions:Performanalysisof simulationdatausing various

handling qualifiescriteria to generatethe predictionsfor the handlingqualities of each

control law configurationflown.

• Evaluation and modification: Comparethe criteria predictions with the flight results

evaluatingthe applicability and accuracyof eachcriteria and attempt to modify them

if necessary.

HIGH-ANGLE-OF-ATTACK EVALUATION MANEUVERS

In orderto evaluatehigh-orhandlingqualities,developingand flight-validating appropriate

maneuverswasnecessary.Becauseof theunconventionalmaneuveringpossiblein this flight regimewith theadvancedcontrollersmentioned,conventionalevaluationmaneuversfor low angles

of attackneededto beadaptedandnewmaneuversneededto bedeveloped.Ground-basedsimulationswereusedextensivelyto developandrefine thesemaneuvers.6,7Somein-flight trial and

errorwasrequiredto furtherrefinethemaneuvers.Mostnoteworthyof thesemaneuverswerethe

high-txtracking andacquisitionmaneuvers(fig. 5). Thesemaneuverswerevery effectiveat isolating thelongitudinal from the lateral-directionalaxesandgross-acquisitionfrom fine-tracking

performance.These maneuvers were conducted at discrete angles of attack of 30 ° , 45 ° , and 60 ° .

The maneuvers were highly repeatable and gave good discrimination of both good and poor

handling qualities.

Many other maneuvers were developed or refined as discussed in the next section of this paper.

Open-loop performance, parametric closed-loop (such as g, _, pitch attitude-angle, and bankangle captures), targeted closed-loop (tracking and acquisition), basic fighter maneuvers (BFM),

and ACM make up the general classes of maneuvers developed and refined by the HARV team for

high-or evaluation. All of these maneuvers aided in the evaluation of various guidelines and criteria

as discussed in the next section.
'_m:_ 20 ° Oc;maintain 200 knots

Pull

Features. Developed and refined" with ground-based simulation _ _

• Repeatability Roll into plane-'_

• Isolate tracking and aquisltion

• Isolate longitudinal and latsral -directional dynamics

HARV objectives

• Flight validation of the maneuvers as handling

qualities evaluation tools

• Use for comments and ratings to evaluate handling

qualities criteria and control law configurations

Successfully evaluated handling qualities end identified

problem areas

25,000 ft

altitude

of target_ _L o

3000 ft

o HARV _ _

30 acC(qlu(_:glt:ndi::/mgrp _:s" <_ 25, "a000ch:;45ude

960544

Figure 5. High-angle-of-attack tracking and acquisition maneuvers.

Maneuver Pyramid

The handling qualities maneuvers were examined as a group as a potential evaluation technique. These maneuvers were organized into a "maneuver pyramid" (fig. 6) where maneuvers useful to engineering design could be progressively linked with maneuvers having operational

significance to a combat pilot. Maneuvers towards the bottom of the pyramid were relatively large

in number, repeatable, easy to fly, well-suited for simulation evaluation, and gave results that the

controls designer could easily translate to design parameters. Maneuvers near the top of the pyramid were comparatively small in number, costly to fly, less repeatable, less suited for simulation

evaluation, and had less direct translation to design parameters than the other maneuvers. These

maneuvers were, however, significantly more representative of the operational tasks that the control law and aircraft system were designed to enhance than the maneuvers towards the bottom of

the pyramid.

This maneuver pyramid can be described by the following progression. Open-loop performance maneuvers were followed by parametric closed-loop maneuvers such as cx or pitch-attitude

captures. These parametric closed-loop maneuvers were followed by target acquisition and tracking maneuvers. Finally, a small number of BFM such as break turns and "J turns" against targets

were employed, followed by an even smaller number of ACM engagements. These engagements

were one-against-one, unstructured, simulated combat engagements, unlike the other maneuvers,

which were predefined and highly structured. The purpose of the ACM (and to some extent the

BFM) was to uncover any characteristics or latent deficiencies that might only be detected by such

free-form maneuvering. An attempt was made to identify a link throughout this maneuver progression of "good" or "bad" performance and handling qualities and to relate the specific deficiency or

9
360* tulle

(These maneuvers are Integrated into envelope expansion to optimize flight Ume)

960545

Figure 6. Maneuver pyramid for high-angle-of-attack handling qualities evaluation.

enhancement to specific elements of control system design. The effectiveness of this pyramid for

uncovering control law deficiencies early in the development process and linking these with

parameters the designer could readily use was evaluated during the program.

Using this pyramid, figure 7 shows pilot ratings from flight arranged as a function of maneuver

and flight condition for the Version 27 control law. This configuration demonstrated pitch bobbling and sensitivity problems during the target tracking and acquisition maneuvers. The implication can be drawn from this figure and the associated pilot comments that a necessary but not

sufficient relation of the low-level engineering maneuvers with high-level operational maneuvers

exists. Poor performance or handling qualities indications during the engineering-type maneuvers

typically carried through to deficiencies in the operationally significant maneuvers. However, poor

performance or handling qualities uncovered during the operational-type maneuvers were not

necessarily indicated clearly by the results of the low-level maneuvers.

Standard Evaluation Maneuvers Set

The standard evaluation maneuvers set (STEMS) of 20 maneuvers was developed by McDonnell Douglas Aerospace (MDA) (St. Louis, Missouri) under contract to the U.S. Air Force. 7 These

maneuvers have been candidates for inclusion in the revision of MIL-STD-1797 as handling qualities demonstration maneuvers. The STEMS was intended to provide a "mission-oriented" evaluation of aircraft handling qualities as opposed to a parametric criteria-based specification. The

HARV facility was used in support of the MIL-STD-1797 revision to validate 17 of the maneuvers

in the set (table 1) in terms of flyability and effectiveness at evaluating flying qualities, particularly

at high angles of attack. The tests were conducted using two HARV project pilots and two flight

10
Level 3

Level 2

(_ captures from

mach 0.6, 25k ft

(X captures

from 20 ° (_, 25k ft

Pushover from

60 ° C_,capture 10 °

g captures with

90 ° heading change

Level 1

38 ° 45 ° 60 ° 15 ° 30 ° 38 ° 450 60 ° 1.5g

a

2.0g 3.0g4.0g

Level 3

Level 2

Level 1

Tracking maneuvers and BFM

30 ° (x 30 ° a gross Break Split-S Fiat J turn

tracking acquisition turn scissors

960546

Figure 7. Longitudinal closed-loop pilot ratings for Version 27 control law.

control systems, including various thrust-vectoring and forebody strakes combinations. The pilots

evaluated each maneuver based on definition, target setup, difficulty, repeatability, and similarity

to an operational task and were asked to offer improvement recommendations. Results favorably

indicated that such a maneuver set could be effectively used to demonstrate handling qualities,

uncover operational deficiencies, and represent some elements of operational tasks, s

Table 1. STEMS maneuver sequence flown on the

HARV aircraft.

STEM 6

STEM 16

STEM 14

STEM 17

STEM 15

STEM 9

STEM 13

STEM 12

STEM 5

STEM 7

Maximum pitch pull

1-g stabilized pushover

Minimum speed for 80 ° pitch

J turn

Minimum time 180 ° heading change

Pitch rate reserve

High-or roll and capture

High-o_ roll reversal

Rolling defense

Noseup pitch angle capture (medium)

11
STEM7

STEM 10

STEM3

STEM 1

STEM2

STEM4

STEM8

STEM 11

Table1.Concluded.

Noseuppitchanglecapture(low)

High-orlongitudinalgrossacquisition

High-o_lateralgrossacquisition

Trackingduringhigh-orsweep

High-txlongitudinalandlateraltracking

Dualattack

Crossingtargetacquisitionandtracking

Sharkenhausen

Stepping-TargetSimulationTask

A longitudinal PIO was encountered during fine tracking during the flight test of the NASA- 1A

control law. The PIO was not accurately predicted by ground-based simulation prior to the 1994

flight test of the control law. After the 1994 flight test evaluation, a piloted simulation test technique was developed to reproduce the PIO tendencies seen in flight. The technique was then used

to test iterations of the control law redesign, ANSER, in an attempt to eliminate the PIO. A second

flight test phase was made with the ANSER control law in 1995 and 1996. The PIO tendencies

were nearly eliminated in flight with the modified control laws. Hoffler discusses the original and

modified tracking task, or "stepping-target" task, simulation techniques in detail. 9

The goal of the stepping-target tracking task technique was to increase pilot gain during simulation evaluations. The original tracking tasks were changed in two ways: pilot requirements were

changed from tracking criteria and Cooper-Harper ratings to the use of a pseudogun model to "kill"

the target, and the target trajectory was modified from a steady turn to a steady turn with discrete

steps superimposed on the flight path (the "stepping target"). The prerecorded targets used for earlier evaluations were utilized with the stepping target superimposed on their trajectory. The target

made discrete steps along the normal axis of the tracking airplane. From the pilot' s point of view,

the target made random discrete steps along the vertical axis of the HUD. The steps occurred at

bounded random time intervals and had bounded random amplitudes. The piloting task was

changed from requiring time on target to requiring the pilot to attempt to achieve a "gun kill"

against the target. Kills required 75 hits and the pilot was given 100 rounds; hence, 75 percent of

the rounds available were required to kill the target. The stepping-target tracking task was shown

to be an effective simulation technique for reducing PIO potential during control system design. 9

12
HIGH-ANGLE-OF-ATTACKCRITERIAEVALUATED

Anothermajorobjectiveof theHARV handlingqualitiesresearchwastheevaluationof techniquesfor predictingandspecifyinghigh-o_handlingqualities.Usinglinearandnonlinearsimulationsandflight researchdata,the resultsfrom eachanalysistechniquewerecomparedwith the

pilot ratingsandcommentsfrom theflight evaluations.

Thesedesignguidelinesandcriteriafell underthegeneralsubheadingsof open-loopperformanceguidelines,lineartechniques,andtechniquescompensatingfor systemnonlinearities.Consideredin this studywereproposedhigh-_ nonlineardesignguidelinesand proposedhandling

qualitiescriteria and guidelinesdevelopedusingpilotedsimulation.RecentlyformulatedtimedomainNeal-Smithguidelineswerealsoconsideredfor applicationto high-ormaneuvering.Conventionalenvelopecriteriasuchasbandwidth,Neal-Smith,Smith-Geddes,andlower-orderequivalentsystems-basedguidelinesfoundin MIL-STD-17971°wereevaluatedfor possibleextension

to the high-t_regime.The following sectionsbriefly introducethesecriteria andguidelinesand

presentexampleresults.Table2 showsaverybrief summaryof thegeneralhandlingqualitiesof

thecontrollaw variationsthatarereferencedthroughouthepaper.

Table2.HARV controllaw versionsummary.

NASA-0 NASA DrydenmodifiedMDA design(thrustvectoringonly).

Version26

Version27

Apparentlygood pitch tracking; poor acquisition predictability.Lateral axis

inertialcouplingandwind-axisbank-angleovershootdeficiencies.

Very bad pitch tracking (bobble,PIO tendency)but good pitch acquisition

characteristics.Goodlateral-directionalqualities.

Good pitch tracking and acquisition qualities. Samegood lateral handling Version28

qualitiesasVersion27.

NASA-1 NASA Langleydesign(thrustvectoringand/orforebodystrakes)

NASA-1A

ANSER

Vectoringonly,risk reductionforANSERcontrollaws.SeverepitchPIO during

trackingandrelateddifficultieswith acquisition.Lateralhandlingwasdifficult to

assessbecauseof pitchPIObutgenerallygood.

Vectoringandstrakes.Pitchcontrollawredesignedandincludedthreedial-a-gain

pitch sensitivityoptions.Majority of pitch PIO from NASA-1A eliminatedbut

somesensitivitywhiletrackingremained.Goodlateralhandlingqualities.

Figure8 showsasummaryof the30° otlongitudinaltrackinghandlingqualitiesfor thecontrol

law versionsevaluated.Thissummarywill serveasaguideto theexamplecriteriacomparisonresuitsthat follow. Most noteworthyis theNASA-0 control law versionseries(Versions26, 27,

and28), wherethe trackingcharacteristicswent from Level 1-2 to Level 2-3 and back to the

13
NASA-(} control law NASA-1 and ANSER control law

Level 3

Level 2

Level 1

V 26 V 27 V 28 NASA-I'A ANSER

General pilot commands during longitudinal tracking task:

Version 26: "Pitch lightly damped; not PIO prone. Compensation: two hands."

Version 27: "Excessive pitch bobble during tracking; this affects the lateral axis as well. Tried to compensate

by being very gentle with the longitudinal stick. A very difficult task."

Version 28: "Slight pitch bobble tandency....very predictable; pleased with it."

NASA-1A: "Strong PIO tendency....was shocked at how bad it was. I thought that I was maybe doing it wrong...

was not apparent that it was becoming convargent....forced to back almost completely out

of the loop."

ANSER: "Slight longitudinal bobble....predictability was good, though. Compensation technique was to back

off a little bit."

96054

Figure 8. Summary of 30 ° ot longitudinal tracking characteristics for tested control laws.

Level 1-2 boundaries, respectively. The pilot comments were considered more significant than the

pilot ratings. The comments indicate a definite problem with pitch sensitivity introduced with

Version 27 and subsequent improvement in Version 28 to a level somewhat better than that of both

previous versions. This known and discernible version history was a valuable resource for evaluating the ability of the various longitudinal criteria to predict the same trends and levels. (It must

be noted that there were very few pitch-tracking points flown using Version 26. As will be shown,

poor handling qualities were typically predicted by the various criteria for this version, especially

for high g levels. Little flight data exist to adequately validate or invalidate these predictions for

Version 26. The data for this version are retained in the following examples for comparison of the

predictions among the various criteria.) The other longitudinal control law variations flown were

the NASA-1A and ANSER control laws. These variations provided a severe pitch sensitivity

example with PIO susceptibility and the subsequent successful redesign, respectively.

Open-Loop Performance Guidelines

A set of nonlinear design guidelines for poststall flight did not exist when the HARV thrustvectoring and control law design began. A set of guidelines was developed at the outset of this program and iterated upon during the design process. 4,6 The initial set of open-loop performance

guidelines is listed below:

• Maximum pitch rate from 1-g and loaded conditions.

• Maximum pitch acceleration from 1-g and loaded conditions.

14
• Maximumroll ratethrough90° bank-anglechangefrom 1-gandloadedconditions.

• Timethrough90° bank-anglechange.

• Couplingcriteria(for example,maximumo_andangle-of-sideslipexcursionsduringrolls).

With theseguidelines,pitch andyaw accelerationrequirementsfor the thrust-vectoringsystem

couldbedetermined,andgoalsweresetforthecontrollawdesigns.Detailsabouttheseguidelines

aregivenby Hoffler. 6

Overall results using these guidelines indicated that these guidelines worked well for the

HARV and appear to be a good start for any poststall-capable airplane. Two significant lessons

were learned about the use of these guidelines through ground-based simulation and flight test of

the HARV airplane. In the longitudinal axis, the pitch-rate requirements for maneuvers initiated

from low angles of attack were too high for the HARV to achieve while maintaining good handling

qualities. In the lateral--directional axis, another guideline, the bank-angle overshoot criterion, was

developed to make gross-acquisition maneuvers predictable (fig. 9). Figure 9 shows the region

meeting the criterion (shaded area) as a function of ct for simulation results of three lateraldirectional modes of the ANSER control law. This example displays the differences various control effector combinations exhibited with respect to this design guideline. The bank-angle overshoot criterion is also described by Hoffler. 6 This criterion essentially requires a consistent amount

of bank-angle overshoot for angles of attack greater than 25 ° and dictates that the overshoot be

"small." Observations of pilot performance led to the criterion. It was determined that when a

tradeoff between bank-angle overshoot and rate was required, bank-angle overshoot should take

precedence. This priority results from the fact that "getting there fast" is only part of the desired

outcome. Stopping on the target rather than badly overshooting it or oscillating around it can often

make up the difference in time to acquire the target.

Wind-axis

bank-angle

overshoot,

deg

9O

6O

3O

l-g roll

25,000 ft

Thrust vectoring only

Strakes only

Strakes and vectoring

combined

Area meeting

F/A-18

I 1 I D I 1 J

10 20 30 40 50 60 70

o_,deg _os_

Figure 9. Open-loop performance design guideline: wind-axis bank-angle overshoot from reversal

after 90 ° of wind-axis bank-angle change.

15
LinearAnalysisTechniques

Most conventional handling qualities criteria are formulated with assumptions of linearity.

These assumptions are typically appropriate for conventional aircraft and maneuvers. Several linear criteria were evaluated to determine if these linear assumptions could also be appropriate for

maneuvering in the high-a regime.

Proposed High-Angle-of-Attack Criteria and Guidelines

High-or handling qualities design guidelines, developed by MDA, were formulated in terms of

modal parameters as well as frequency-domain Bode response envelopes.] l These guidelines specify handling qualities boundaries for 30 °, 45 °, and 60 ° oc; longitudinal and lateral axes; and tracking

and gross acquisition. A limited evaluation of these guidelines was performed using the HARV database. Because these guidelines are restricted by the International Traffic in Arms Regulations, all

figures have been sanitized by removing the scales.

McDonnell Douglas Aerospace-Proposed High-Angle-of-Attack Handling Qualities Guidelines:

Modal Guidelines

The modal formulation of these criteria require lower-order equivalent system (LOES) transfer

function representations of the full-order dynamics. Longitudinal LOES matches could only be determined for the pitch stick-to--a transfer function at high angles of attack. The pitch rate-to-pilot

stick and normal acceleration-to-pilot stick transfer functions contain terms dependent upon the

load factor for each ot change, nlet which becomes essentially 0 g/rad at high or. Figure 10 shows

the LOES formulation for the pilot stick-to--a transfer function matched the full-order system quite

4O

i _ High-order

linear model

-- Low-order

20 _-- equivalentsystem

Magnitude,

dB

0

-20 , , , , , , I , , , , , , , ,

100

0

Ph_glm, -100

-20O

-300

10 -1 10 0 101

Frequency, red/sec

960549

Figure 10. LOES as a function of high-order linear model pilot stick-to--_ frequency response

comparison for Version 28 at 30 ° a.

16
favorably.This transferfunctionwassufficientto providethenecessaryparameters(short-period

frequencyanddamping)for thiscriterion.

Figure 11showsasamplecomparisonresultof thepredictedhandlingqualitiesfor threeflight

control law versions.Theshort-periodfrequencyof thecriteriaboundariesis scaledto 200knots

equivalentairspeed(KEAS)and 100KEAS for acquisition and tracking, respectively, before plotting. Predictions for longitudinal tracking and acquisition at 30 ° _ are plotted with the corresponding Cooper-Harper rating (CHR) from flight test in parentheses. Ratings of 1-3 correspond to

Level 1 handling qualities; CHRs of 4-6 correspond to Level 2; and CHRs of 7-9 correspond to

Level 3. No Version 26 gross acquisition performed in flight existed, so this point is not shown.

The gross-acquisition predictions indicate very similar characteristics with, at best, a median

Level 2 rating. The flight results also reflect similar acquisition characteristics between the

versions, but the overall level is nearer to Level 1 handling qualities than the predictions.

The tracking criterion reflects the trends observed in flight fairly well; Version 27 was significantly worse than the other two versions, and Version 28 exhibited the best qualities of the three.

The Version 26 prediction was Level 2 as opposed to the CHR of 3 received in flight. All three

versions received comments of varying levels of pitch-bobble sensitivity in tracking and acquisition. The guidelines predict similar pilot comments based on the location of the analysis values.

The lateral-directional axis of the ANSER control law was designed using the modal representation of these guidelines. ]2 Figure 12 shows a comparison of the closed-loop linear design as a

function of the MDA modal flying qualities criteria for 1-g design conditions at several angles of

Short-period

damping

Longitudinal acquisition

KEAS =;200

i.... ;;i,,,;]

; o---Version 28 (2, 4)

/

Flight CHI_S in pllrentt_l ires }

Short-period frequency

Short-period

damping

Longitudinal tracking

r

KEAS = 100

• / L.,,I/

....

Version 27 (6) -- 4,

"_Vereion 26 (3)

Flight CHRe In parentheses

I I I

Short-period frequency

960550

Figure 11. MDA longitudinal modal tracking criteria for 30 ° ct with Versions 26, 27, and 28 linear

predictions and actual pilot ratings.

17
Stability-axis

roll-rata

sensitivity,

(deg/sec)/Ibf

.... _ .... i .... I .... T .... [ ' ' '

30 (_ guideline

e5 ° (L /_ -- --- 45 (_ guideline

/ _ ..... 60 a guideline

/ \ • ANSER

/ Level 1 region \ /-- 45 ° (x

/ _ _ Leveilreglon

,oo../

/ S

e20 ° (X /,//C Level I region ]

//.. •45 _a I

/./: "" •6o° a i

, , , , I , , , , I , , , , I i • . * i .... i ....

Roll-mode time constant, sac

960551

Figure 12. MDA lateral modal tracking criteria for 30 °, 45 °, and 60" o_with ANSER linear design

conditions.

attack. This figure shows the high-o_ criterion for lateral tracking in terms of closed-loop roll mode

time constant as a function of stability-axis roll-rate sensitivity for the ANSER design. The region

depicted by the solid line is the Cooper-Harper Level 1 region for 30 ° oc, the region depicted by the

dashed line represents the Cooper-Harper Level 1 region for 45 ° or, and the region depicted by the

dotted line represents the Cooper-Harper Level 1 region for 60 ° o_ In general, the closed-loop design points follow the trend of Level 1 flying qualities as a function of ot according to MDA criteria.

The lateral-directional tracking tasks were flown by four pilots at 30 ° ct, by five pilots at 45 ° or,

and by two pilots at 60 ° or. At 30 ° or, the ratings were mostly Level 1. At 45 ° 0t, the ratings were

mostly borderline Level 1-2. The average CHR at 30 ° and 45 ° et was 3.5 and 4.4, respectively. At

these angles of attack, desired criteria were met by all but one pilot, who rated the dynamics significantly worse than the other pilots did. At 60 ° or, the average CHR was 7. Flying qualities were

degraded at 60 ° o_ which, based on the pilot comments and flight data analysis, was most likely

because of control power limitations. More overall comments on the applicability of the MDA

modal criteria are given at the end of the MDA Bode criteria section.

McDonnell Douglas Aerospace-Proposed High-Angle-of-Attack Handling Qualities Criteria:

Bode Guidelines

Level 1 Bode guidelines have been developed for both tracking and acquisition at 30 ° c_ and

for poststall flight for the full-order pilot stick-to-_ transfer function. The discussion in this

paper is for o_ command systems, although the reference also includes guidelines for rate

command systems.Z

18
As in themodalguidelines,theLevel 1boundariesfor theBodeformulationarea functionof

flight condition.Guidelinesaredifferentfor trackingandacquisition,and the 30°-o_guidelines

mustbescaledwith airspeed.In figure 13,thethick solidlinesshowthe30°-o_trackingguidelines

for two Machnumberscorrespondingto longitudinaldesigndatashownby the solidanddashed

lines.(Thesecriteriarequiretheboundariesto be scaledin frequencyby theratioof velocity in

KEAS to a standard of 140 KEAS. In order to overplot these two cases, the frequency of the data

was scaled by the inverse of this ratio rather than scaling the boundaries.) These designs were made

at 35°-a flight conditions. The 1-g case shows that the magnitude is greater than the upper boundary at high frequencies. The Mach 0.6 magnitude at a 4.5-g load factor remains within the Level 1

boundary for all frequencies. (The Mach 0.4 magnitude at a 2°g load factor results fell between

these two cases.) The phase angle remains within the Level 1 boundaries for all cases.

Several pilots flew the 30°-or tracking maneuver, and varying degrees of sensitivity were experienced depending upon the pilot and technique used. 13Also, the high-speed flight tracking cases

that were flown at approximately 20 ° o_were less sensitive than the low-speed cases.

Although both the MDA modal and Bode criteria often predicted handling qualities indicative

of those observed in flight, this was not always the case. The Bode criteria, although useful for engineering design, did not give good resolution in the discrimination of the observed tracking qualities differences for the NASA-0 control laws (Versions 26, 27, and 28) (fig. 14). Identifying

definitive trends predicted among the versions is difficult. The Bode criteria tended to give more

pessimistic predictions for 2-g and 3-g normal acceleration cases with this control law.

A few application observations can be made.

. The MDA simulation study indicated that the desired dynamics are dependent on the

task (gross acquisition or fine tracking). The boundaries for Level 1 tracking are

different than those for acquisition at the same o_. Because the Level 1 regions for the

two tasks do not overlap, the control system designer must choose the best compromise

between the Level 1 regions or tailor the control system (short-period frequency and

damping) for the separate tasks to be flown at the same flight condition.

2. Applying the modal form of the criteria requires the design to be adequately represented

by a LOES model that may be difficult to obtain from flight data for the high-ct regime.

. Applying these criteria requires a separate guideline for each tx and for each task. Future

research is needed to determine if critical "state" parameters of the handling qualities

problem in the poststall region can be identified, thereby reducing the number of

guidelines required.

4. These criteria were developed from fixed-based simulation data. Validation (or invalidation)

of these guidelines through in-flight testing is still lacking.

. For the modal formulation, an attempt to use linear representations of short-period

frequency and damping for predicting gross-acquisition characteristics does not seem

appropriate. These maneuvers are often flown with large pilot inputs and flight condition

changes that result in significant nonlinearities.

19
30 ° (x longitudinal tracking for (I command using G-to-pitch stick transfer function

Magnitude

.... i • - 1

FrequencyS_sledto14oKEAS

.--- Level 2

, i i ..... i ........ L "_

Level 1 boundary

m _ 1 g, Mach 0.26,

35 ° (1, 25k ft

4.5 g, Msch 0.6,

35 ° G, 25k ft

Phase

Lays,2 _ -\ xx /

scaled to 140 KEAS _ _ _ "] Frequency

, * i i i i i i I i i , i , i , i I_t !

Frequency 960552

Figure 13. Bode tracking guidelines for angle-of-attack command with frequency response data

from ANSER design at 35 ° ct with Mach 0.26 (1 g) and Mach 0.6 (4.5 g).

MagnRude

30 ° G longitudinal tracking for 0_ command using G-to-pitch stick transfer function

._-=.W-,mm_ ..... ' ..... ' ......... _ " " _ Level 1 boundary

Lev__ Version 26, 2 g

_ Level 2 Version 27, 2 g

___.._";.,_._ Version 28, 2 g

__<...

---...._-_.

Frequency scaled to 140 KEAS "

L.v.,2 !

Frequency scaled to 140 KEAS ' -.-_.

Frequency _60553

Figure 14. Bode tracking guidelines for 30 ° ot with frequency response data from Versions 26, 27,

and 28.

20
Low-Angle-of-Attack MIL-STD-1797 Criteria Extended to High Angle of Attack

Conventional low-o_ handling qualities criteria were evaluated for possible extension to the

high-a flight regime. These linear techniques were tested for their ability to adequately predict flying qualities trends and levels observed in flight. The traditional boundaries were used by default

but were not considered to be necessarily appropriate for the high angles of attack. The adjustment

of these boundaries for high-o_ application was recognized as a potential outcome depending on the

comparison with flight results.

Lower-Order Equivalent Systems-Based Criteria

Several conventional criteria require LOES transfer function representations of the full-order

dynamics. Longitudinal LOES-based criteria that depend upon the time constant of the lag between

flight path and pitch attitude (T02) and the n/o_ were found to be particularly problematic at high ct.

These criteria include the control anticipation parameter (CAP); short period frequency, tOsp as a

function of n/t_; and f.OspTo2 as a function of short period damping, _sp" The CAP is defined as:

2

CAP = _sp/(n/tt)

Because the lift-curve slope and, therefore, nRx become essentially 0 g/rad at high angles of attack,

these criteria become meaningless. Figure 15 shows the general migration of predicted handling

qualities with t_ using the CAP criterion as an example. As ct increases, the value of the CAP approaches infinity. These conventional handling qualities criteria are based on the assumption that

1/To2 is approximately equivalent to the lift-curve parameter, which is appropriate for unaugmented aircraft. This assumption seems inappropriate when addressing highly augmented vehicles because these parameters are not designed to be similar. Such criteria were abandoned for further

consideration in this study.

MIL-STD short-period dynamic requirements: Catetjory A

103 ::!:.!!!i::ii!!i!!::i::_!i_i!i::!:.!!i::i::!::Higher_:,!! i!::::! !ii!!!::i i!i!!i

101 .:::: , , , , , , ,

CAP, _ i._ _!_:!i!ii!_!i ....!_:':i!...._:'!':':!?:...... !i !i!!':

:iii ..... :''_''i ....... l_'r ..........................

10 0 3 ..... ' ........................

::::: ::: : i :Liiviil::i::::: ::::::::::::::::::::::::

.....iii iii iiiiii!iiii 10-1 i !i: !

.... i

.... i

.... I

10 -2 " " ; ; ; ;;i ; ; ......

10 -1 10 0 101

Short-period damping

960554

Figure 15. Migration of CAP criterion predictions with increased o_.

21
Neal-Smith Criterion

The Neal-Smith criterion, which is also included in MIL-STD-1797, was examined in detail

for application to high angles of attack, l° This criterion was developed using a database produced

by the Calspan Corporation (Buffalo, New York). j4 The criterion assumes a longitudinal tracking

task with loop closure around a compensator of predefined form, an airframe, and flight control

system dynamics. The compensator model is of the form

kpe_Xpaots (Tlead s + 1)

(Tlag s + 1 )

and closes the pitch attitude-to-pilot stick transfer function.

Figure 16 shows the Neal-Smith predictions for the NASA-0 three-version history previously

described for tracking at 30 ° ct using a bandwidth assumption of 3.0 rad/sec and compensator time

delay of 0.3 sec, The bandwidth value was reduced from the recommended 3.5 rad/sec for this class

of aircraft as a result of engineering judgment and simulation results implying that the task frequency requirements tend to decrease with increasing et. Overall HARV experience has indicated that

these values were appropriate for correlation with flight results. Figure 16 also shows the variation

with normal acceleration (1 g, 2 g, and 3 g) and the corresponding CHRs from flight test. (The

flight conditions for these cases were between 2 g and 3 g.)

Predicted in the figure is a general improvement in the handling qualities as normal acceleration increases for each control law version. As mentioned earlier, the Version 27 flight test exhibited objectionable pitch bobble and sensitivity problems. From the pilot ratings and comments,

Resonance

pea_

dB

15 w

10

5

/

0

-20

)K Version 26 (flight handling

qualities rating = 3)

+ Version 27 (flight handling

qualities rating = 6; "excessive

pitch bobble")

O Version 28 (flight handling

qualities rating : 3, 4)

Level 2

I 1\ I I

20 40 60 80

Lead compensation, deg

960555

Figure 16. 30 ° tx Neal-Smith results for Versions 26, 27, and 28 at 1 g, 2 g, and 3 g.

22
Version28appearedto givenotablybetterhandlingqualitiesthaneitherof theotherversions.The

predictionsindicatethegeneraltrendsobservedin flight forthelow-g cases.The 3-g case predicts

Version 26 to be inferior to Version 27, as was the case with the MDA modal criteria. In all cases,

Version 28 was predicted and observed to be superior to the other versions. Additionally, all versions were predicted to have Level 2 flying qualities, with the Version 28 results near the Level 1-2

boundary. Based on the flight results, one would expect the Version 27 level to be close to Level 3

and the Version 26 and 28 predictions to be close to the Level 1 region.

An important enhancement to the Neal-Smith criterion was the "carpet plot" representation

(fig. 17). This representation was included to detect handling qualities "cliffs" where a severe degradation in flying qualities can occur for a configuration with changes in pilot gain or task bandwidth requirements. ]5 Figure 17 shows a family of Neal-Smith predictions for the Version 27 and

Version 28 configurations but with variations in the bandwidth requirement and another task performance metric called "droop." Thus, robustness to gain and phase variations can be depicted by

such plots. The asterisk on the figure represents the nominal prediction (bandwidth = 3.0 rad/sec;

droop = -3 dB). The bandwidth was varied by 0.5 rad/sec from 2.5 to 3.5 rad/sec. The droop ranged

from 2.5 to 3.5 dB in increments of 0.5 riB. (The Version 28 carpet plot collapses to a line at 2 dB

for the low-bandwidth cases.) Steep vertical slope and rapid traversing across the parameter plane

indicate poor robustness, as can be seen in the Version 27 carpet plot. Here, the prediction is in the

median Level 2 region, but a change of only 0.5 rad/sec in bandwidth moves it fax into Level 3

flying qualities. Comparatively, the Version 28 predictions do not move as far with each increment,

and their movement tends to be horizontal, indicating good handling qualities robustness.

This "third-dimension" view of the Neal-Smith criterion greatly enhanced its applicability and

usefulness. It is important to have insight not only into the predicted nominal result, but also into

Resonance

peak,

dB

12-- NesI-Smlth carpet plot

10 -- _ Level3 /_ \

8 -- O_

Veral

6 -- /4 / /' f

Levsl2 / \ / /

4 -- / / /Increasing

I/ i / bandw, th

2 \ //

Level 1

0 I J I\ I I

- 20 0 20 40 60 80

Lead compensation, (:leg 960556

Figure 17. Neal-Smith "carpet plots" results for Versions 27 and 28 at 2 g and 30 ° ct.

)1( Nominal result

(bandwidth = 3 rad/$ec,

time delay = 0.3 sec)

23
how static that answer is in the presence of task and pilot variations. The carpet-plot analysis dramatically reflected the actual results obtained in flight. Version 28 exhibited reliably good tracking

handling qualities. Version 27 could produce good handling qualities as the pilot backed out of

the loop (low bandwidth), but this latter result was very sensitive to changes in pilot gain or

task requirements.

Smith-Geddes Criteria

The Smith-Geddes criteria were designed to predict longitudinal and lateral-directional PIO

susceptibility. _6 As in the Neal-Smith criterion, the longitudinal criterion examines the pitch

attitude-to-pitch stick transfer function in the frequency domain but with no assumption of a

compensator outer-loop closure. The slope in the 1-6 rad/sec band is examined to determine the

critical frequency,

coc = 6.0 + 0.24 * (slope in dB/octave)

The phase angle of the transfer function at this critical frequency is related to average CHRs

(fig. 18). Figure 18 shows the results for a normal acceleration of 2 g for the NASA-0 control laws

(Versions 26, 27, and 28). The same comparative trends between the versions are evident; however, the overall predicted levels worsen (by approximately 1-2 CHRs) when compared to the NealSmith predictions and the actual flight results. Versions 26 and 27 are predicted to be very near the

Level 2-3 boundary, and Version 28 is predicted to be an improvement but only to the middle of

the Level 2 region. The flight-observed CHRs (also shown in the figure) for these versions were

generally more favorable. No serious effort has yet been put forth to adjust the criteria for the

high-oc flight regime. The simulator studies used to produce the high-tx modal and Bode criteria

10 -- Smlth-Geddes overlay plot

9 -- ' "-. _ _Predlcated o

.... CHR All data: 2 g, 30 (X N

8 .... "-,.X

7 r_ion 27 Level 3

Cooper-Harper 6 _ _ -- "_'r'\."-oPoNI_I V;rsi_°n26 Level2

rating _ J_'i _Ve I

Flight CHRs rbion 28

4- I \IN- •

'. "J, \ ' "_, _ Level 2

3

\ /

___Fllght CHRa "_ ' _ " _ ' _.

2

I L I I 1 L i t

-220 -200 -180 -160 -140 -120 -100 -80

Phase angle at bandwidth, deg

96O557

Figure 18. Smith-Geddes criterion predictions for Versions 26, 27, and 28 at 2 g and 30 ° ct.

24
presentedearlierpointedto adecreasein bandwidthrequirementasthe(_ increased. This decrease

would tend to force the predictions to have better correlation with the flight results. More research

and analysis is needed to place these boundaries more definitively.

Bandwidth Criterion

Another conventional longitudinal tracking criterion included in MIL-STD-1797 is the bandwidth as a function of time delay criterion, l0 Pitch attitude-to-pilot stick transfer function frequency responses are used to determine the bandwidth frequency. The effective-time delay parameter

is computed from the phase angle at twice the 180 ° phase crossover frequency and is plotted as a

function of the bandwidth frequency for the conventional envelope (fig. 19).

Figure 19 shows the bandwidth criterion predictions for the NASA-0 control law versions

(Versions 26, 27, and 28) for 1 g, 2 g, and 3 g. The same general improvement of handling qualities

predictions with increased normal acceleration exists as in the Neal-Smith case. Additionally, the

same trend among the versions exists, with Version 28 consistently predicted to be more favorable

than the other two versions. The overall handling qualities predictions show a close grouping near

the poor side of the Level 2 region with the most favorable prediction (Version 28, 3 g) being in

the middle of this region. Like in the Smith-Geddes example, these results do not reflect the overall

flying qualities levels exhibited by these versions in flight. Additionally, the flight test indicated

much stronger discrimination between the sensitivity of Version 27 and the redesigned Version 28

configurations than is indicated by the bandwidth criterion predictions. Perhaps, as in the SmithGeddes case, this discrepancy points to a potential requirement to adapt the boundaries of the level

regions for the high-oc flight regime. Reducing the required bandwidth frequency would shift the

level regions to the left as indicated in the figure, improving the overall predicted levels. More research and analysis is needed to adequately determine what adaptation, if any, is required. Still, the

criterion reflected the trends among versions observed during flight test.

Effective

time

delay,

8ec

.25 --

.20 --

.15 --

.10 --

.05 --

Version 26

+ Version 27

O Version 28

Level 3

Level 2

,/

f

/ _-Potential hlgh._ boundary

1_2_3g I [ Level 1_'%%%%

5 10

Bandwidth, red/nc

I

15

_0558

Figure 19. Bandwidth criterion predictions for Versions 26, 27, and 28 at 2 g and 30 ° ot with possible adjusted high-o_ boundary.

25
NonlinearityCompensatingTechniques

Handling qualities criteria that include various levels of systemnonlinearities were also

evaluated.Thesecriteriaarediscussedin thefollowing sections.

NonlinearDescribingFunctionsandLimit-CycleAnalysis

Becauseof asevereepisodeofPIOencounteredearlyin theflight testof theNASA-1A control

law anda resolvethatthis shouldnothappenagainwiththeANSERdesign,workwasinitiatedin

assessingthestateof theartin predictingPIOsusceptibilityat high-_flight. To makethis assessment,the"predictions"(madeafterflight test)fortheNASA-1A controllaw wereusedinconjunction with thepredictionsfor theANSERcontrollaw andthesubsequentflight results.A detailed

summaryof this researchis givenby Bacon.IvIn brief, two strategieswereemployedto predict

PIO susceptibility:

• Various linear PIO criteria were applied, incorporatingdescribingfunctions to handle

nonlineareffects(for example,actuatorratesaturation).

• Multivariablelimit-cycle approachwascoupledwith variouspilot models,both linearand

nonlinear,to uncoverpotentialfull-blown PIOtendencies. ]8

The linearproceduresconsideredincludethe Neal-Smithcriterion,14the Smith-Geddescriteria,19 and the bandwidth criterion 2° described earlier in this paper. The rate saturation element of the

stabilator actuator is replaced by a describing function that is a gain between zero and unity. 21A locus of handling quality parameters, different for each method, is then generated as a function of

commanded actuator rate from the changing pitch-attitude frequency response. This nontraditional

use of describing functions to ascertain limit-cycle or PIO potential of the pilot/vehicle system led

to diagrams such as that shown in figure 20 depicting the effect on the Neal-Smith linear result for

two flight conditions with the inclusion of these describing functions.

20

18

16

14

12

Resonance 10

peek,

dB 8

6

4

2

0

-2

 ii! iiii iiiii iiii iii il ' iiiI ..... i .......... t*veJSl

....... .............. .................

- 20 0 20 40 60 80

Lead compeneltlon, deg 960s59

(_ Linear result

• .51 < describing

function variations < 1

Figure 20. Quasilinear extension of Neal-Smith criterion with NASA-1A predictions for two flight

conditions.

26
Themultivariablelimit-cycleapproachusedallowsnonlinearbehaviorto beconsideredin both

thevehicleandpilot.Theapproachcombinesstructuredsingular-valuemethods,multivariabledescribingfunction methods,and pilot modelingto uncoverpotentialPIO tendencies.18Unlike

Anderson'sapproach,arelay-switchingmodelof thepilot is consideredin additionto linearrepresentationsof thepilot.In theapproach,structuredsingularvalueslimit thesearchspace,providing a necessarycondition for solution,and also producea likely pilot candidatefor a set of

uncertainpilot dynamicsconsidered.

Althoughdetailedresultsaregivenby Bacon,17somegeneralresultsaresummarizedhere.All

linear methodsand quasilinearextensionsgave consistentresults in predicting PIOs. For

NASA-IA, thequasilinearextensionsthataccountedfor ratesaturationwerenecessaryto predict

PIOsbecausethelinearanalysesalone(withoutusingthecarpet-plotrepresentationpreviouslydiscussed)revealednoPIOtendencies.Thequasilinearextensions,however,failedtopredictthelevel of commandedactuatorraterequiredto initiateaPIOepisode.Theactualcommandedactuator

ratewassmallerthanpredicted. FortheANSERcontrollaw,thequasilinearextensionsreflected

the trendin observedsensitivitybut failed to predictthenuisanceoscillations(bobbles)experiencedin flight. To complicatematters,not all of thepilots experiencedthenuisanceoscillations

usingtheANSERcontrollaw. It becameapparenthatthecollectivetestpilots' strategyusedin

uncoveringPIO susceptibilitywasnotcoveredadequatelyby thelinearor quasilinearextensions.

Thesecondapproach,whichmoreaccuratelyconsiderstheeffectof multiplenonlinearitiesaswell

astheuncertaindynamicsof thepilot, wasusedto addressthelimitationsof thefirst.

ProposedTime-DomainNeal-SmithCriterion

Theconventionalfrequency-domainNeal-Smithcriterionpreviouslydiscussed has been reformulated in the time-domain by Calspan Corporation under contract to the U.S. Air Force. 22 The

same compensator is retained in the form

kpe xPa°'s (Tlead s + 1)

(Tlag s + 1)

This compensator model is embedded into the nonlinear simulation of the subject aircraft, closing the loop around the full-order nonlinear control system, actuator models, and aerodynamics.

The required task is to respond to a step error of 5 ° pitch attitude within a required acquisition

time, D. An optimization loop is wrapped around this configuration to find the gain, kp and compensation, Zlead and Tlag such that the root mean square (RMS) error between the response and the

target pitch attitude is minimized after D. The resulting RMS error is plotted as a function of the

phase angle at the bandwidth frequency on the time-domain Neal-Smith parameter plane where

handling qualities regions are drawn.

The example time history (fig. 21) shows the optimized result for the HARV Version 28

configuration at approximately 27 ° ct using an acquisition time of 1.5 sec. The resulting RMS error

was approximately 0.2, and the phase angle at the bandwidth frequency was 64.2 ° . Figure 22 shows

this result, along with those using a D of 1.3 and 1.7 sec, in order to estimate the robustness of this

result to variations in bandwidth. The tracking handling qualities for this configuration in flight

were observed to be near the Level 1-2 boundary as the prediction indicates. Additionally, this

27
33

32

Target pitch

attitude angle

31

Pitch

attitude 30

angle,

deg

29

28

27

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

Time, sec _0560

Figure 21. Time-domain Neal-Smith constrained pitch-attitude response with Version 28 at 27 ° o_

optimized time history.

5.0

4.5

4.0

3.5

3.0

RMS (pitch

attitude

angle error) 2.5

after D,

deg

2.0

1.5

1.0

0.5

0

-50

, f

Figure 22. Time-domain Neal-Smith robustness

required acquisition time.

Level 3

............................ i ........................... ............................

Level 2

/ 1 o:13

............ / ...... : .................. _ ____\ ____-_ D = 1.5

/ : o=,.,---_-_ .........

Compensation phase angle, deg gsossl

predictions for Version 28 with variations in

28
configurationexhibitedgoodrobustnessto variationsin taskandpilot gainasis predictedby the

verylittle migrationof thepredictionastheacquisitiontimeischanged.

Thepotentialbenefitsof thiscriteriontothehigh-ctflight regimewererecognized.Theinherent

inclusionof systemnonlinearitiesandfull-orderdynamicsis attractive,especiallyathighanglesof

attack.Additionally,thetimerequiredonconditionisapproximately5sec,whereasinorderto generatea linearizedfrequencyresponsefrom thenonlinearsimulationusingafrequencysweepinput

andFastFourierTransformanalysis,morethan50secarerequiredto producemeaningfulresults.

For high-orflight, altitudeis lost at a dramaticrate,resultingin largechangesin flight condition

fromthebeginningto theendof themaneuver.Thus,theshortmaneuvertimerequiredforthisanalysistechniqueis animportantbenefit.Onedrawbackof thecriterionis thevery longoptimization

timerequiredfor eachcasebecausethesimulationneedsto betrimmedandoperatedfor 5 sec,and

theoptimizationcodeselectsanewvariableset,for eachiteration.

Somemodificationswereintroducedfor adaptationto theHARV high_ problem.Most noteworthywastheadditionof anintegratorpathinthepilot modelnecessitatedbythe_ commandcontrol usedathighanglesof attack.Additionally,thenominalD, which is the time-domain equivalent

to bandwidth in the frequency domain, was increased from that of the low-a formulation. This increase was done based on engineering judgment and experience with other criteria adaptation to

high angles of attack. Final recommendations forD in this criterion for high ct require further study.

It should be noted that this work has not been finalized and the criterion cannot be considered validated for high-a application as of yet. The results, however, have been promising. Additionally, no

obvious reason exists why this technique could not be applied to the lateral axis as well.

HIGH-ANGLE-OF-ATTACK HANDLING QUALITIES DATABASE

The archival of the HARV high-ct handling qualities raw information into a usable database was an

objective of the HARV handling qualities research. Several components make up the HARV database:

• Linear models of all control law versions.

• Nonlinear six-degrees-of-freedom simulations.

• Piloted simulation handling qualities database for baseline flight comparison.

• Pilot ratings and comments (transcribed and digitized audio) from flight.

• Pilot ratings and comments from dome simulations.

• HUD or glareshield video for each flight maneuver.

• Flight data in engineering units.

Figure 23 shows a sample HARV handling qualities comment card transcribed from the digitized audio. This database is currently in the process of being archived in a form useful for future

analysts. This database should help engineers to further develop and evaluate criteria, plan flight

programs, and add to the database where it is lacking. An important by-product of this handling

qualities research has been the production of a MATLAB ® (The MathWorks, Inc., Natick, Massachusetts) handling qualities toolbox of analysis routines. All of the examples given in this paper

were produced using these tools developed by the NASA team.

29
HARV HQ Comment Card

Flight: 319

Card #: 12A

CLAW: 151.1

Mode: "IV

Gain Set: Medium

Pilot: Schneider

Target A/C: 850/Smolka

Much No: 0.45

Altitude: 25000.

Target AOA: varies

Maneuver: .45M Tracking

Actual AOA: 11-46 (30 avg.)

Reticle/Depression: 12.5/80mil

Desired: within 5rail 50% time and within 25mil remainder

Adequate: within 5rail 10% time and within 25mil remainder

Date: 07Sept95

HARV flight 319 card 12A

45 Much Longitudinal/Later al Traclung T'V

$0 -- Ak_a

t/t'

lo

sl ....

, I I

Fd.e=lh319 12a; Signal Suffix=lno,P.e]: Date=l_txel

Maneuver,... Burner,... ok, on him.., a little longitudinal bobble, 32 alpha.., nose.., right wing.., left wing. Kind of a hellico-

[Controller] Reverse. [Pilot] nose.., reverse, good.., see the pitch bobble? [Controller] Reverse. [Pilot] here comes the reverse._ [Controller]

Reverse .... and recover, altitude. [Pilot] OK, knock it off. [Target] Knocking it off. [Pilot] Very good.

(snip to post-maneuver comn_nts)

Attitude Control:

Undesirable Motion: OK, comments; undesirable motions; the only one that I really did not like was the longitudinal pitch bobble that

we've seen before on other tracking tasks. And it's still there, probably due to the major dumbbell effect that we have with the an'plane.

Predictability: Predictability was pretty good, except in the long axis. You could sometimes over-control pretty easily there and get the

pipper off from where you wanted it.

Initial Response: Initial response was good in both axes.

Aggressiveness Effects H/Q: Aggressiveness had a major effect on the longitudinal pitch bobble. If you really got on it it wasn't.., wasn't

gonna settle down. And you had to compensate with.., being a little more open hand, little bit less aggressive with the controls in that

axis. And... trying to... separate out the lateral control movements from the longitudinal. That's a little bit aggravating too when you go

from wingtip to wingtip.

Compensation Techniques:

Roll Performance: Roll performance, I thought was quite good.

RPC:

Feel System:

Forces: And ... forces were light, satisfactory.

Control Motion: Control motions; small.

Harmony: Harmony was good.

Nonilnearlly: It was linear.

Cooper Harper Rating:

Longitudinal HQR: [4] Longitudinal first. Controllable? Yes. Adequate performance? Yes. Satisfactory without improvement? No.

Desired performance required moderate compensations. I'd give it a 4. Ithink ! had desired performance there, but I definitely did not

like the longitudinal bobble, and you can ask Keith to think about that for a minute and see if he agrees.

Laterai/Dir. HQR: [3] And for the lateral axis... Controllable?Yes. Adequate performance? Uh, yes. Satisfactory without improvement?

I would say "yes". And I would say.., minimal compensation in the lateral axis. HQR 3.

Confidence Rating: [!] And... confidence rating: I'd give it a 1 on that one.

PIO Rating:

Other Comments:

Times: TargetS: 11:11:18 (rightturn}

l_neuv_r: 11:11:21

Acquisitic_: 11:11:28 (42°AOA)

Knock It Off: ii:12:i0

Comments Beg/n: 11:12:31

_ts End: 11:14:29

Figure 23. Sample HARV database pilot comment transcription.

30
RECOMMENDATIONS

Basedonthis research,thefollowing recommendationsfor furtherinvestigationcanbemade:

• A dedicatedhigh-orhandlingqualitiesinvestigationusinga truevariable-stabilityaircraft

wouldgreatlyimprovetheunderstandingin thisarea.Thisinvestigationwouldallowgreater

variationin dynamics,especiallyinthelateral--directionalaxes,to morecompletelyevaluate

handlingqualities criteria, includingthe placementof level boundariesfor conventional

criteriafor thisregimethantheHARV handlingqualitiesresearchprogramallowed.

• More detailed evaluationof the current data using lateral--directionalcriteria should

beconducted.

• Direct comparisonwith X-31A handlingqualitiesresultsshouldbeperformedandreported.

• The high-tx pyramidmaneuversdevelopedusingthe HARV aircraft shouldbe seriously

consideredfor adoptionintoanyfuturehigh-orflight researchprogram.Themaneuverscan

also improve efficiency of flight test by doublingas envelopeexpansionand research

maneuverssimultaneously.

• Conventional,low-o_handlingqualitiescriteria(Neal-Smith,Smith-Geddes,andbandwidth)

shouldalsobeseriouslyconsideredfor applicationto high-o_design.Boundaryredefinition

assuggestedin thispapershouldbeconsidered.

• Nonlineartechniquesshowedgreatpromiseandshouldbeexploredthoroughly,especially

for applicationto highanglesof attackwherenonlinearitiesareprevalent.

• Pilotedsimulationhandlingqualitiesevaluationshouldbeexploitedbut with caution.Often

handlingqualitiesdeficiencies(especiallyPIO)arenot readilyuncoveredfrom simulation.

The "steppingtarget"simulationtaskcanbe veryeffectiveat exposingdeficienciesbefore

flight thatmightgounnoticedotherwise.

SUMMARY

A flight researchstudyof high-angle-of-attackhandlingqualitieswasconductedat theNASA

DrydenFlight ResearchCenterin cooperationwith theNASA Langley ResearchCenteron the

F/A-18 High Alpha ResearchVehicle(HARV). The HARV aircraft,equippedwith a reconfigurableresearchflight controlsystem,multiaxisthrust-vectoringcontrolsystem,andforebodyvortex controlusingtheactuatednosestrakesfor enhancedroiling systemintegratedinto thestable

high-angle-of-attackF/A-18airframe,wasanexcellentfacility for thisinvestigation.Theresearch

objectiveswereto createa high-angle-of-attackhandlingqualitiesflight database,developappropriate researchevaluation maneuvers,and evaluatehigh-angle-of-attackhandling qualities

guidelinesandcriteria.

Maneuversweredevelopedandflight-validatedfortheevaluationof high-angle-of-attackhandling qualities.Ground-basedsimulationswereusedextensivelyto developandrefinethesemaneuvers.Somein-flight trial anderrorwasrequiredto refinethem.Thesemaneuverswerevery

effectiveat discriminatinghandlingqualitiesfrom 30° through60° angleof attack.

31
Anothermajorthrustof theHARV handlingqualitiesresearchwastheevaluationof techniques

for predictingandspecifyinghigh-angle-of-attackhandlingqualities.Usinglinear andnonlinear

simulationsandflight researchdata,theresultsfrom eachanalysistechniquewerecomparedwith

thepilot ratingsandcommentsfrom theflight evaluations.Consideredin thisstudywereproposed

high-angle-of-attacknonlineardesignguidelinesdevelopedby NASA Langley ResearchCenter

andproposedhandlingqualitiescriteria andguidelinesdevelopedusingpiloted simulation.Recently formulatedtime-domainNeal-Smithguidelineswere also consideredfor applicationto

high-angle-of-attackmaneuvering.Conventionalenvelopecriteriasuchasbandwidth,Neal-Smith,

Smith-Geddes,and lower-orderequivalentsystems-basedguidelinesfound in MIL-STD-1797

wereevaluatedfor possibleextensiontothehigh-angle-of-attackregime.Additionally,themaneuvers themselveswere examinedas potentialevaluationtechniquesand guidelinesincluding a

limited validationof theproposedstandardevaluationmaneuverset.

Resultsto datesuggesthatthetraditionallineartechniquescanbeeffectivelyextendedto this

flight regimein spiteof theincreaseinnonlinearityassociatedwith high-angle-of-attackflight. Assumptionsof linearityappearappropriate,providedtheevaluationislimitedto relativelysmallperturbationsabouta quasisteady-statecondition.Thus, handlingduringcoarse-andfine-tracking

maneuverscould generallybepredictedusinglineartechniquessuchastheNeal-Smith,SmithGeddes,andbandwidthcriteria.Maneuversrequiringlargeinputsor resultingin greatchangeof

flight condition were sharplyaffectedby nonlinearitysuchascontrol surfacerate andposition

saturation.Nonlinear extensionsto the linear techniques,such as describing functions and

multivariablemethods,aswell asalternativeguidelineswereevaluatedandfoundtobepromising.

It wasalsoshownthatfor thisflight regime,criteriaor guidelinesrequiringlower-orderequivalent systemsevaluationwere particularlyproblematic.Includedin this categorywere military

standardhandlingqualitiescriteria andproposedhigh-angle-of-attackmodalhandlingqualities

criteria.Anothersetof proposedguidelinesthatwereframedin termsof transferfunctionboundariesinthefrequencydomainwasalsoevaluated.However,anattempttopredictgross-acquisition

characteristicswherenonlinearity likely aboundsbecauseof large inputs and flight condition

changeswasnot consideredappropriateusingalinearfrequencyresponserepresentation.

TheresearchexperimentconductedusingtheHARV aircraftresultedin acomprehensiveyet

limited handlingqualitiesflight databasefor thehigh-angle-of-attackflight regimewherenone

previouslyexisted,andimportantinsightscanbederivedfrom it. Thestudyevaluatedlongitudinal

and lateral-directionalgross-acquisitionand tracking handlingqualities from 30° through 60°

angleof attack.Numerouscontrollawconfigurationsandadvancedcontroleffectors,includingthe

forebodystrakesand thrust vectoring,wereusedto vary both availablecontrol power and the

closed-loopdynamics.Thehandlingqualitiesof theseconfigurationvariationsrangedfrom excellent trackingand gross-acquisitioncharacteristicsto very poor handlingqualities,includingsustainedpilot-inducedoscillations.An extensivesimulationdatabaseusing fixed-basedomeand

somemotion-basedsimulationwas createdfor comparisonwith flight results.Head-updisplay

video and pilot commentswere catalogedwith the flight time-history data.An importantbyproductof this handlingqualitiesresearchhasbeentheproductionof aMATLAB ®handlingqualities toolboxof analysisroutines.All of theexamplesgivenin thispaperwereproducedusingthese

toolsdevelopedby theNASA team.

32
REFERENCES

IStoliker,P.C.andBosworth,JohnT.,Evaluation of High-Angle-of-Attack Flying Qualities for

the X-31A Using Standard Evaluation Maneuvers, NASA TM-104322, Sept. 1996.

2Kidman, David S., Vickers, Jesse E., Olson, Brian P., and Gerzanics, Michael A., Evaluation

of the F-16 MultiAxis Thrust Vectoring Aircraft, AFFFC-TR-95-12, Sept. 1995.

3Bowers, Albion H., Pahle, Joseph W., Flick, Bradley C., and Rood, Richard L., "An Overview

of the NASA F-18 High Alpha Research Vehicle," High-Angle-of-Attack Technology Conference,

Hampton, Virginia, Sept. 1996.

4Hoffler, Keith D., Brown, Philip W., Phillips, Michael R., Rivers, Robert A., Davidson,

John B., Lallman, Frederick J., Murphy, Patrick C., and Ostroff, Aaron J., "Evaluation Maneuver

and Guideline Development for High-Alpha Control Law Design Using Piloted Simulation,"

AIAA-94-3512-CP, Aug. 1994, pp. 435-.448.

5Pahle, Joseph W., Foster, John V., Bundick, W.T., and Wichman, Keith D., "An Overview of

Controls and Flying Qualities Technology on the F/A-18 High Alpha Research Vehicle," HighAngle-of-Attack Technology Conference, Hampton, Virginia, Sept. 1996.

6Hoffler, Keith D., Messina, Michael D., and Wilson, Ronald J., "Flight Test and Piloted

Simulation Assessment of Evaluation Maneuvers and Nonlinear Guidelines Developed for HighAlpha Control Law Design," High-Angle-of-Attack Technology Conference, Hampton, Virginia,

Sept. 1996.

7Wilson, David J., Riley, David R., and Citurs, Kevin D., "Aircraft Maneuvers for the

Evaluation of Flying Qualities and Agility," WL-TR-93-3081-3084, vol. 1--4, Aug. 1993.

8Klyde, David H., Citurs, Kevin D., and Mitchell, David G., "In-Flight Evaluation of the

Standard Evaluation Maneuver Set (STEMS) with the NASA F/A-18 HARV," High-Angleof-Attack Technology Conference, Hampton, Virginia, Sept. 1996.

9Hoffler, Keith D. and Carzoo, Susan W., "A Piloted Simulation Test Technique Developed to

Reveal Pilot Induced Oscillation (PIt) Tendencies During Tracking Tasks," High-Angle-of-Attack

Technology Conference, Hampton, Virginia, Sept. 1996.

I°U.S. Department of Defense, Flying Qualities of Piloted Vehicles, MIL-STD-1797,

Mar. 1987.

l lWilson, David J. and Citurs, Kevin D., High Angle of Attack Flying Qualities Design

Guidelines, NASA CR-4681, Feb. 1996.

_2Murphy, Patrick C., Davidson, John B., Lallman, Frederick J., Morelli, Eugene A., Messina,

Michael D., Connelly, Patrick J., and Thomson, Michael P., "An Evaluation of Design

Methodology and High Alpha Design Criteria for the ANSER Lateral-Directional Control Law,"

High-Angle-of-Attack Technology Conference, Hampton, Virginia, Sept. 1996.

13Ostroff, Aaron J. and Wichman, Keith D., "Flight Evaluation of a Variable-Gain Output

Feedback Longitudinal Control Law for the NASA F/A-18 High Alpha Research Vehicle

(HARV)," High-Angle-of-Attack Technology Conference, Hampton, Virginia, Sept. 1996.

33
14Neal, T. Peter and Smith, Rogers E., "An In-Flight Investigation to Develop Control System

Design Criteria for Fighter Airplanes," AFFDL-TR-70-74, vol. 1, Dec. 1970.

15Bailey, Randall E. and Smith, Rogers E., "Analysis of Augmented Aircraft Flying Qualities

through Application of the Neal-Smith Criterion," AIAA-81-1776, Aug. 1981.

16Smith, Ralph, "The Smith-Geddes Criteria," SAE Aerospace, Control & Guidance Systems

Symposium, Reno, Nevada, Mar. 1993.

17Bacon, Barton J., "PIO Susceptibility of the F-18 HARV: Analysis/Prediction vs. Flight,"

High-Angle-of-Attack Technology Conference, Hampton, Virginia, Sept. 1996.

18Anderson, Mark R. and Page, Anthony B., "Multivariable Analysis of Pilot-in-the-Loop

Oscillation," AIAA-95-3203-CE Aug. 1995, pp. 278-287.

19Smith, Ralph H. and Geddes, Norman D., "Handling Quality Requirements for Advanced

Aircraft Design: Longitudinal Mode," AFFDL-TR-78-154, Aug. 1979.

2°Mitchell, David G. and Hoh, Roger H., "Development of a Unified Method to Predict

Tendencies for Pilot-Induced Oscillations," WL-TR-95-3049, June 1995.

21Adams, Richard J., Buffington, James M., and Banda, Siva S., "Active Vortex Flow Control

for VISTA F- 16 Envelope Expansion;' AIAA-94-3681, Aug. 1994, pp. 1259-1269.

22Bailey, Randall E. and Bidlack, Timothy J., Quantitative PIO Criterion Development -

Time-Domain Neal-Smith Criterion, Calspan Final Report no. 8184-12, Aug. 1995.

34

REPORT DOCUMENTATION PAGE FormApproved

OMB No. 0704-0188

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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORTTYPE AND DATES COVERED

November 1996 Technical Memorandum

4. TITLE AND SUBTITLE 5. FUNDING NUMBERS

High-Alpha Handling Qualities Flight Research on the NASA F/A-18

High Alpha Research Vehicle

S. AUTHOR(S)

Keith D. Wichman, Joseph W. Pahle, Catherine Bahm, John B. Davidson,

Barton J. Bacon, Patrick C. Murphy, Aaron J. Ostroff, Keith D. Hoffler

7.PERFORMINGORGANIZATIONAME(S)ANDADDRESS(ES)

NASA Dryden Flight Research Center

P.O. Box 273

Edwards, California 93523-0273

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

Washington, DC 20546-0001

WU 505-68-30

8. PERFORMING ORGANIZATION

REPORT NUMBER

H-2138

10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

NASA TM-4773

11.SUPPLEMENTARYNOTES

Presented at the NASA Langley High-Angle-of-Attack Conference, Langley Research Center, Sept. 17-19, 1996.

Keith Wichman, NASA Dryden Flight Research Center, Edwards, California. Joseph Pahle, NASA Dryden

Flight Research Center, Edwards, California

12e. DISTRIBUTION/AVAILABILITY STA]rEMENT

Unclassified--Unlimited

Subject Category 08

13. ABSTRACT (Maximum 200 words)

12b. DISTRIBUTION CODE

A flight research study of high-angle-of-attack handling qualities has been conducted at the NASA Dryden Flight

Research Center using the F/A-18 High Alpha Research Vehicle (HARV). The objectives were to create a high-angle-ofattack handling qualities flight database, develop appropriate research evaluation maneuvers, and evaluate high-angle-ofattack handling qualities guidelines and criteria. Using linear and nonlinear simulations and flight research data, the

predictions from each criterion were compared with the pilot ratings and comments. Proposed high-angle-of-attack

nonlinear design guidelines and proposed handling qualities criteria and guidelines developed using piloted simulation

were considered. Recently formulated time-domain Neal-Smith guidelines were also considered for application to highangle-of-attack maneuvering. Conventional envelope criteria were evaluated for possible extension to the high-angle-ofattack regime. Additionally, the maneuvers were studied as potential evaluation techniques, including a limited validation

of the proposed standard evaluation maneuver set. This paper gives an overview of these research objectives through

examples and summarizes result highlights. The maneuver development is described briefly, the criteria evaluation is

emphasized with example results given, and a brief discussion of the database form and content is presented.

14. SUBJECT TERMS

Database, Criteria guidelines, Handling qualities, High-angle-of-attack,

Maneuvers

17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIRCATION

OF REPORT OF THIS PAGE OF ABSTRACT

Unclassified Unclassified Unclassified

NSN 7540-01-280-5500 Available from the NASA Center for AeroSpace Information, 800 Elkndge Landing Road,

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38

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