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An Exploratory Investigation of the STOL Landing Maneuver

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An Exploratory Investigation of the STOL Landing Maneuver NASA Contractor Report 3191 An Exploratory Investigation of the STOL Landing Maneuver Patrick H. Whyte CONTRACT NAS2-7350 DECEMBER 1979 TECH LIBRARY KAFB, NM llnllll~lRl~lllllllln~lll111 00b3765 NASA Contractor Report 3191 An Exploratory Investigation of the STOL Landing Maneuver Patrick H. Whyte Princeton University Princeton, New Jersey Prepared for Ames Research Center under Contract NAS2-7 3 50 National Aeronautics and Space Administration Scientific and Technical Information Branch 1979 ACKNOWLEDGMENTS The evaluation pilots, Mr. David R. Ellis and Mr. Roger H. Hoh, were indispensable both for their tireless flying and for their guidance during many fruitful discussions. Professor Edward Seckel, who contributed to several of these discussions, is deserving of mention as well. To the Hangar staff and the safety pilot I also express my gratitude for their assistance. My thanks go out to Mrs. Grace Arnesen for her typing of this report and to Miss Louise Schaufler, who prepared the figures. This thesis carries number 1231 -T in the records of the Department of Aerospace and Mechanical Sciences. ii TABLE OF CONTENTS Page ABSTRACT i ACKNOWLEDGMENTS ii . TABLE OF CONTENTS 111 LIST OF TABLES iv LIST OF FIGURES V NOTATION vi INTRODUCTION 1 THE EXPERIMENT 8 1. IN -FLIGHT SIMULATION 8 II. AIRCRAFT CONFIGURATIONS 9 III. DATA COLLECTION 10 CLOSED LOOP ANALYSIS 11 RESULTS AND DISCUSSION 15 I. PILOT TECHNIQUE 15 II. EFFECT OF THROTTLE LAG 18 III. EFFECT OF TURBULENCE 20 IV. EFFECT OF SAS GAIN 21 V. LOAD FACTOR IN THE FLARE 22 VI. EFFECT OF Z6T INCREASE 25 VII. RATE COMMAND VS ATTITUDE COMMAND 25 SUGGESTIONS FOR FURTHER RESEARCH 26 CONCLUSIONS 29 REFERENCES 30 . 111 L ._. _.~_ - -- -- - - _- -- _- -.. _. LIST OF TABLES Page I. OPEN LOOP TRANSFER FUNCTIONS 32 II. STABILITY DERIVATIVES 33 III. CLOSED LOOP TRANSFER FUNCTIONS 34 IV. LANDING DATA 35 V. PILOT RATINGS AND COMMENTARY 38 iv . -. ---- LIST OF FIGURES Figure 1. Examples of Time Response Characteristics Figure 2. Typical Flight Path and Airspeed Response to Control Inputs, dY/ dV > 0 Figure 3. Examples of Steady-State V-Y-8 plots Figure 4. Parameter Definition, Step Throttle Input A?max Avss Figure 5. Configuration Values of (-- -) , TV, Z,, and AYss )A$ (0 SS AT dYl dV Figure 6. STOL Runway Setup Figure 7a. Rate Command/ Attitude Hold SAS Figure 7b. Attitude Command/ Attitude Hold SAS Figure 8. Typical Landing Results for Each Configuration Figure 9. Closed Loop Responses for TG- Aircraft Figure 10. BSLl and APl Closed Loop Responses, Low Gain SAS, no Parallel Integrator or Actuator Lag Figure 11. BSLl and APl Closed Loop Responses, Complete SAS, Low Gain Figure 12. BSLl and APl Closed Loop Responses, Complete SAS, High Gain Figure 13. Effect of dY/ dV and Z, on Stick Response Figure 14. Possible Pilot Opinion Contours in the Z, -s Plane Figure 15. Pilot Rating vs i6i for Some of the Configurations Tested Figure 16. Typical h-Y Trajectories for Several Configurations V L --..- __.-~-_ _.- ._ _ __ - ~. _. _ . ._-_- - .- - - NOTATION ( ‘0 approach condition ( Ii condition at flare initiation point touchdown condition ( )TD (’ 1 rate of change with respect to time ( ‘c command variable ( 1’ closed loop root (s) closed loop transfer function ( )8+6e V airspeed (knots or feet/ set) h altitude (feet) angle of attack (radians) e pitch attitude (degrees or radians) Y flight path angle (degrees or radians) 9 p’itch rate 8 (rad/ set) 6e elevator deflection (radians) BT throttle displacement (mm) 6, stick deflection (inches) zcY heave damping (ft/ set”/ rad) zuJ Zo/ V. ( / set-rad) Xa induced drag (ft/ sec2/ rad) xco XQ/ V. ( / set-rad) vi Mct angle of attack stability ( / set’) M& angle of attack damping ( / set) Z normal acceleration due to speed change ( / set) U X drag damping ( / set) U M speed stability (ft/ set) U M pitch damping ( / set) 9 z6e normal acceleration due to elevator deflection (ft/ set”/ rad) M6e longitudinal control sensitivity ( / set”) normal acceleration due to throttle displacement (ft/ set”/ mm) forward acceleration due to throttle displacement (ft/ se=“/ mm) angular acceleration due to throttle displacement ( / set”-mm) pitch attitude feedback gain to elevator (degl deg) pitch rate feedback gain to elevator (deg/ deg/sec) gain of pitch rate command integrator (deg/ set/ deg) stick position feed forward gain (deg/ inch) acceleration due to gravity (ft/ set”) S Laplace variable 4 open loop longitudinal denominator L N; numerator of the transfer function relating response r to input i 8 Y coupling numerator for flight path response to thrust with N6ebT attitude to elevator loop closed vii damping ratio and natural frequency (rad/ set) of the phugoid mode damping ratio and natural frequency (rad/ set) of the numerator root’s of the attitude to elevator transfer function 1 1 -- real roots of the numerator of the attitude to elevator Te1 ’ Te, transfer function ( / set) 1 1 -- real roots of the short period mode ( / set) T ‘T sP1 SP2 1 KBIKi ( /set) TLe 1 1 1 --- real roots of the numerator of the flight path to elevator T ‘T ‘T Yl Ya Y3 transfer function ( / set) 1 1 1 -s-9- real roots of the numerator of the flight path to throttle TyTl TyT2 TYTs transfer function ( / set) 1 root of N6”, 6; ( / set) TyT 1 low frequency root of the numerator of the airspeed to T Ul attitude transfer function 1 low frequency root of the numerator of the thrust to air- T UT speed transfer function, attitude loop closed gain of the flight path to attitude transfer function *Ye gain of the flight path to thrust transfer function *YT gain of the attitude to flight path transfer function *gY A gain of the airspeed to attitude transfer function UO . Vlll A gain of the airspeed to thrust transfer function UT Ki s + K8 (deg/ deg) ye a parallel integrator gain ( / set) At time required to flare aircraft (set) iG average load factor generated in the flare (g) vertical turbulence component (ft/ set) U longitudinal turbulence component (ft/ set) g w root mean square u turbulence velocity (ft/ set) U g first order throttle lag time constant (set) 7T 7 actuator lag (set) e time constant of initia 1 flight path response to thrust (set) rY dY backsidedness parameter (deg/ knot) dV AVss t-1 ratio of change of steady-state airspeed to flight path due AYss AT to a thrust change, 8 constant (kt/deg) AY max ( 1 ratio of maximum to steady-state change of flight path due AY ss AT to a change in thrust, 6 constant I I absolute value A incremental value ix L- _ INTRODUCTION Transport category aircraft of the Short Takeoff and Landing (STOL) variety are required, in the course of their mission, to make steep approaches to the landing field at speeds normally associated with small, conventional, general aviation aircraft. Because a significant amount of power is used to supplement the basic aerodynamics of the vehicle in the approach configura- tion, manual control is generally more difficult than control of a conventional transport aircraft operating at higher speeds. As indicated in Reference 1, use of conventional controls such as elevator or throttle is likely to produce rather unconventional behavior as a result of: -sluggish pitch-attitude response and strong excitation of the phugoid mode; -sluggish flight path response to attitude changes; -operation on the back side of the thrust -required curve; -large changes in lift and drag with engine power setting; -significant coupling between flight path and airspeed with either atti- tude or power changes. The longitudinal handling qualities are degraded to the extent that some sort of stability augmentation system (SAS) is usually necessary; attitude must be con- trolled tightly in order for the pilot to attain precise control over flight path and airspeed. When attitude may be assumed constant, the resulting closed loop air- craft responses to stick and throttle inputs are as follows: A (s -I- -+ ye TYl (& = c &be s”t 2Ceqs + we2 A (St&-~ Ue Ul (&I = c b6.2 s"t 2cewe s t wea 1 -% *YT (' + TyT (Y) = 6T 8-6.~ s"+ZCewes two2 A (s+I) UT TuT (Gle 6 = +e s” t Zge we s t wea These path and speed transfer functions to attitude and thrust all appear in the general form A(s t response = command s2 t 26ewes twe” The variables involved are the gain A, the numerator root l/ T, and the de - nominator values of ce and we (or l/ TO and l/ Te2 ). Th e correspondence be - 1 tween these features and a time history of the response is indicated in Figure 1, adapted from Reference 6. Since 2jewe g - Zw - Xu and we2 4 ZwXu - ZuXw, it is apparent that the characteristic modes of the closed loop system are defined by the basic aircraft lift and drag terms, Zw and X , plus the coupling terms X and Z . These latter U W U two are responsible for the degree of coupling between the speed and flight path modes. When their product X Z is large and negative the modes are oscilla- w u tory and when their product is small the modes are two first order subsidences. Because the control input transfer function numerators are all first order, there can be no true cancellation of (selective) poles and zeros when the modes are oscillatory. The result is that speed and flight path motions occur with the same dynamics and are inherently coupled. Fortunately, the modes are often two first order subsidences well separated in frequency. Then, as Reference 2 points out, the path and speed responses may be well separated in frequency and hence easier to control independently.
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