Handling Qualities Flight Test Assessment of a Business Jet N zU P-β Fly-By-Wire Control System

2017 ◽  
Author(s):  
Tom Berger ◽  
Mark Tischler ◽  
Steven G. Hagerott ◽  
M Christopher Cotting ◽  
James Gresham ◽  
...  
Keyword(s):  
Control System ◽  
Flight Test ◽  
Handling Qualities ◽  
Business Jet ◽  
Test Assessment

Business Jet Fly-by-Wire Control Laws Handling Qualities Flight Test Assessment

2021 ◽  
pp. 1-19
Author(s):  
Tom Berger ◽  
Mark B. Tischler ◽  
Steven G. Hagerott ◽  
M. Christopher Cotting ◽  
James L. Gresham ◽  
...  
Keyword(s):  
Flight Test ◽  
Control Laws ◽  
Handling Qualities ◽  
Business Jet ◽  
Test Assessment

Design and Flight Test of a Cable Angle Feedback Flight Control System for the RASCAL JUH-60 Helicopter

2014 ◽  
Vol 59 (4) ◽  
pp. 1-15 ◽  
Author(s):  
Christina M. Ivler ◽  
J. David Powell ◽  
Mark B. Tischler ◽  
Jay W. Fletcher ◽  
Carl Ott
Keyword(s):  
Control System ◽  
Flight Control ◽  
Flight Test ◽  
Feedback System ◽  
Military Operations ◽  
Flight Control System ◽  
Handling Qualities ◽  
Maneuvering Flight ◽  
Rate Feedback ◽  
Tailored Approach

The ability of a helicopter to carry externally slung loads makes it very versatile for many civil and military operations. However, the piloted handling qualities of the helicopter are degraded by the presence of the slung load. A control system is developed that uses measurements of the slung load motions as well as conventional fuselage feedback to improve the handling qualities for hover/low-speed operations. Prior research has shown a fundamental trade-off between load damping and piloted handling qualities for a feedback control system with cable angle/rate feedback. A new task-tailored approach proposed and implemented herein uses a method of switching between a load damping mode and a piloted handling qualities mode. These modes provide appropriate load feedback depending on the piloting task and flight regime. This provides improved handling qualities for maneuvering flight and for improved precision load control at hover. A new mission task element for precision load placement is developed (for possible inclusion into ADS-33E-PRF) to test the ability of the cable feedback system to improve load placement task performance. The improvements provided by this control system are demonstrated in a piloted flight test on the JUH-60A RASCAL fly-by-wire helicopter. The average load set-down time was reduced by a factor of two for the 1000-lb load on a 56-ft sling.

Implementation and flight test assessment of an adaptive, reconfigurable flight control system

1997 ◽  
Author(s):  
J. Monaco ◽  
D. Ward ◽  
R. Barron ◽  
R. Bird ◽  
J. Monaco ◽  
...  
Keyword(s):  
Control System ◽  
Flight Control ◽  
Flight Test ◽  
Flight Control System ◽  
Test Assessment

Commercialization of Active Isolation for Jet Aircraft

1997 ◽  
Author(s):  
Steve C. Southward ◽  
Douglas E. Ivers ◽  
Geoff C. Nicholson
Keyword(s):  
Control System ◽  
Vibration Control ◽  
Acoustic Noise ◽  
Development Program ◽  
Flight Test ◽  
Test Time ◽  
Vibration Source ◽  
Noise And Vibration ◽  
Transmission Path ◽  
Active Isolation

Abstract Active Noise and Vibration Control (ANVC) technology is a proven solution for noise and vibration problems in aircraft. The challenges in commercializing this solution range from the development issues of choosing the best actuation, sensor, and control technology to obtaining sufficient flight test time and satisfying FAA requirements. This paper examines significant case histories in the progression of the Lord active vibration control program from conception to market. Throughout the development program, several important discoveries were made regarding the performance, reliability, and economics of Active Isolation Systems (AIS) in jet aircraft. First, practical speaker-based solutions cannot achieve global acoustic noise cancellation for engine tones above about 200 Hz. A comparatively small array of structural actuators placed in the dominant transmission path, such as in or near the engine mounts, are capable of global cancellation in the cabin up to at least 500 Hz. Second, the performance is generally better when cabin microphones are used as error sensor inputs because the AIS control system can compensate for flanking paths better than if accelerometers are used as error sensors. Third, when the actuators are placed in the dominant transmission path and close to the vibration source, the control system will simultaneously achieve global acoustic noise reduction in the cabin and vibration reduction in the aircraft structure without affecting the engine casing vibration levels.

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