Browse Topic: Flight dynamics
Dynamic responses at critical locations of a spacecraft due to excitations expected during the ascent phase of a launch vehicle mission are usually estimated through a Coupled Loads Analysis (CLA) using the structural dynamic finite element model of the launch vehicle coupled with that of the spacecraft. Generally, the full physical structural dynamic model of a spacecraft has lakhs of degrees-of-freedom (DOFs). Coupling such a model with a similar model for the launch vehicle results in exorbitantly high computational costs for CLA. Hence, dynamic analysis of such large and complex structural assemblies usually employ sub-structure coupling or Component Mode Synthesis (CMS) methods. The most widely used CMS method for dynamic analyses is the Craig-Bampton (CB) method. Conventionally, a full launch vehicle CLA involves one level of CB-reduction wherein a reduced-order dynamic model of the spacecraft is first generated using the fixed-interface CB-method. This reduced-order model is
The wing-in-ground effect (WIG) vehicle represents a significant advancement in aerodynamics and vehicle design, leveraging the ground effect phenomenon to enhance lift and reduce drag when flying close to the surface. This unique capability allows WIG vehicles to achieve higher payloads, longer range, and greater fuel efficiency compared to traditional aircraft, making them an attractive option for modern military and global disaster response applications. Wing-in-Ground Effect Vehicles: From Modern Military and Commercial Development to Global Disaster Response discusses future disaster response, logistics, and military applications for WIG vehicles, including the ongoing development of aerospace and transportation technology. Relavant advancements in materials and propulsion systems holds promise for further enhancing WIG performance and operational range. Additionally, cost-effective and powerful flight computers with various types of mission-enabling sensor suites from the
The advent of electric propulsion technology has led to a paradigm shift in aircraft design over the past few decades. This shift has expanded the possibilities for design and optimization processes more than at any previous time. To support these advancements, efficient flight dynamics simulation models that can be employed in iterative optimization and design processes are essential. Among the modules of a typical flight dynamics framework—namely, control, flight dynamics, and aerodynamics—the aerodynamics module, which includes the rotor performance model, generally demands the most computational effort, thereby limiting simulation efficiency. In this study, a novel machine learning (ML)-assisted flight dynamics framework is developed, incorporating a Neural Network Blade Element Theory (NN-BET) model as the rotor performance module. The results show a 7- to 8-fold reduction in computational time compared to fast, physics-based frameworks utilizing efficient Blade Element Momentum
By its seventh flight after the first take-off, the RACER (Rapid And Cost-Effective Rotorcraft) demonstrator smoothly reached the targeted 220kts speed in stabilized forward flight, validating the high-speed compound architecture developed by Airbus Helicopters in the frame of Clean Sky 2 programme. During the flight envelope exploration, the dynamic behavior of the main rotor was carefully assessed, by monitoring the vibratory loads and validating its aeroelastic stability. Particular care was taken to validate the predicted stability domain of the Dual Rotor phenomenon, a particular case of flap-lag coupling associated with high-speed flight conditions. This paper presents the most significant results shaping the success of RACER flight test campaign. After having introduced the theoretical background and the associated analytical equations, the simulation framework based on the comprehensive analysis tool STORM is presented to discuss the numerical resolution of the stability
The use of sub-scale vehicles as a means of predicting full-scale vehicle behavior has historically been applied to flight dynamics testing and evaluation for aircraft operating in Earth atmospheric conditions. However, the use of sub-scale testing on Earth has not been as thoroughly explored for Martian rotorcraft. In this paper, sub-scale vehicles of varying sizes were developed in simulation using Froude scaling laws to evaluate their ability to estimate fullscale linear dynamics for the Mars hexacopter, Chopper. Blade loading, Lock number, and flap frequencies were held fixed when scaling and corresponding relationships for vehicle length, mass, inertia, and rotor speed derived. Full-scale frequency response, gain margin, and instability characteristics are explored for hover and forward flight cases in a variety of Mars-to-Mars and Earth-to-Mars conditions. Mach effects are also analyzed as a consequence of Froude-scaling by comparing sub-scale vehicles that are Mach-matched to
This paper details the development of a tailsitter unmanned aerial system (UAS) that has the potential to be airlaunched in the near future. By simultaneously integrating air-launch capability with both rotary-wing vertical flight and fixed-wing horizontal flight, the vehicle can be rapidly deployed, perform hovering flight, and achieve high-speed and efficient cruising flight. The aircraft prototype has a mass of 1 kg (2.2 lbs) with wings that can fold to allow the aircraft to fit inside a 6-inch launch tube. A coaxial propeller with vectored thrust is used for control in vertical flight, and a unique avian-inspired wing-folding mechanism is used for stowing and deploying the wings. The aerodynamic design was characterized through a series of wind tunnel experiments, propeller tests, and flight dynamics simulations. High-fidelity simulations of vehicle dynamics validated its air-launch capability and flight tests performed with the prototype demonstrated the ability of the aircraft to
This study introduces a structured methodology for identifying Control-Equivalent Turbulence Input (CETI) models using rotorcraft flight dynamics simulations. A new Moving Spatial Turbulence Field (MSTF) model was developed to generate input datasets, enabling CETI model identification for four distinct aircraft configurations: a generic utility helicopter resembling the H-60, and three small-scale multi-rotor UAS types—a quadcopter, hexacopter, and octocopter. The CETI models were validated in hover using frequency-domain analysis, with flight-derived CETI models serving as the benchmark. To further assess model performance in forward flight, CETI models for the H-60 were identified at airspeeds ranging from 0 to 140 knots in 40- knot increments. Results indicated that the MSTF-based CETI models for the H-60 effectively captured key spectral features of the flight-test data, though some deviations were observed, potentially due to variability in atmospheric conditions. In contrast
Flight test students must explore a wide range of helicopter dynamic responses to learn how to assess conditions ranging from good conditions operation to those approaching, or even experiencing, loss of control. To introduce this evaluation process, the Flight Test and Research Institute (IPEV) implemented a helicopter flight dynamics model. This model is stitched in the x-body velocity (u) and y-body velocity (v) to achieve more accurate simulation, combined with a Variable Stability Augmentation System to assess different conditions prior to experiencing them in real flight. The use of robust control, where a fixed controller is applied to flight control systems under various operating conditions, presents an alternative to the traditional gain scheduling technique commonly used in aeronautical systems. This paper explores the potential to reduce controller design complexity while evaluating the impact on the helicopter’s full flight envelope through quantitative analysis and
This paper demonstrates methods of aircraft sizing, flight dynamics modeling, and performance analysis using a lift+cruise concept vehicle with an electric powertrain and variable-speed rotors. The central focus is the development of methods to relate the aircraft design sizing constraints to achievable maneuverability and predicted handling qualities. A toolchain is demonstrated that performs aircraft sizing, mass moment of inertia estimation, powertrain modeling, trim optimization, dynamics linearization, handling qualities prediction, and quantification of achievable maneuverability under both nominal conditions and control effector failures. A convex optimization problem framework is introduced to compute agility bound estimates without requiring control system design or control allocation, potentially supporting rapid design iteration as well as early detection of deficiencies and undesirable operating conditions. This analysis is supplemented with more conventional methods of
This paper discusses the development of a quantitatively-accurate non-linear hybrid flight dynamics model of a hover-capable Air-Launched Tailsitter Unmanned Aerial System (ALUAS) in order to 1) understand its dynamics during complicated maneuvers, and 2) provide a high-fidelity framework to develop novel control laws. Wind tunnel tests were conducted on a 1:1 scale model of the full aircraft to measure the airloads, which were used in the simulation as a lookup table. Flight tests of the ALUAS were performed in hover, transition, and cruise to collect a large amount of unique state measurements by providing large excitations to induce highly transient motion. The flight dynamics predictions using Rotorcraft Comprehensive Analysis System (RCAS) software were then compared with experimental flight test data. To correct any discrepancies in the RCAS physics-based predictions, a correction was learned from the experimental measurements, making use of the large amount of collected flight
A piloted simulation study in the Vertical Motion Simulator at NASA Ames Research Center will investigate the handling and ride qualities of eVTOL configurations (lift-plus-cruise and tiltwing) for both civilian and military applications. The flight dynamics models were developed in the FLIGHTLAB modeling and analysis software environment, while explicit model-following control laws and high-fidelity powertrain models were developed in Simulink. The Joint Input-Output method was used to generate frequency responses for linear model verification, as the control effectors are highly correlated for these types of vehicles. The linear models were verified for the frequency range of interest for handling qualities. Once verified and tested individually, the three parts (flight dynamics model, control laws, and powertrain) will be integrated into the Vertical Motion Simulator for piloted simulation evaluations.
The performance and unsteady loads of a rotor operating in shipboard environments are highly sensitive to the influence of unsteady ship airwakes. In extreme cases, this interaction can significantly degrade rotorcraft handling qualities and constrain the safe launch and recovery flight envelope. This study presents wind tunnel measurements of azimuth-correlated rotor hub loads for a 1:100 scale single main rotor, modeled after the NATO Generic Rotorcraft, hovering above and around the landing deck of the NATO Generic Destroyer. These measurements were complemented with Particle Image Velocimetry (PIV) measurements. Unlike time-averaged data, azimuth-resolved measurements reveal detailed insights into the interactional aerodynamics between the rotor and ship airwake at specific rotor azimuth angles. By comparing phase-averaged rotor load responses to a trimmed reference condition measured up-and-away from the ship airwake, this study discovered both beneficial and detrimental load
Rotors and propellers in edgewise flight typically encounter reverse-flow on the retreating blade, especially when operating at low rotational speeds and high speed flight. This phenomenon is well known and has been observed in rotorcraft and vertical take-off and landing (VTOL) applications, with impacts on vehicle performance and aerodynamic loads. Reverse flow is characterized by flow incident to the trailing edge of an airfoil with an angle of attack (AoA) of around 180°. Aerodynamic coefficients for reverse flow conditions are difficult to find in literature, and wind tunnel measurements often focus on the normal operating range of airfoils. This study investigates the fundamental aerodynamic characteristics of airfoils in reverse flow using high fidelity computational fluid dynamics, and analyzes the impact of using accurate aerodynamic coefficients on comprehensive rotorcraft analysis. Although the effect on flight performance is well understood, for applications on lift rotors
This paper describes the dynamic modeling and flight control software development efforts for a subscale tiltrotor electric vertical takeoff and landing (eVTOL) aircraft built at NASA Langley Research Center. The vehicle, referred to as the Research Aircraft for eVTOL Enabling techNologies (RAVEN) SubscaleWind-Tunnel and Flight Test (SWFT) model, serves as a flight dynamics and controls research testbed to foster advances in eVTOL aircraft technology. After fabricating the vehicle, wind-tunnel testing was conducted to identify a high-fidelity aero-propulsive model for use in a flight dynamics simulation enabling flight control system development. The RAVEN-SWFT aircraft subsequently underwent flight-test risk reduction steps and then free flight testing employing custom research flight control software. The flight control software, which can be efficiently updated and tested on the vehicle, includes a robust model-based control algorithm and an extensive programmed test input injection
The next generation of Mars rotorcraft may involve an increase in scale and number of rotors. A key focus area that has been identified is to increase the fidelity of rotor wake modeling, including its impact on flight dynamics. To that end, this paper pursues the use of a Viscous Vortex Particle Method (VVPM) for mid-fidelity rotor wake predictions in Mars atmospheric conditions. Simulated aerodynamic hover performance, as well as control efforts in trimmed forward flight, of the Ingenuity Mars Helicopter with a VVPM wake is shown to correlate well with available experimental data. Qualitative and quantitative coaxial wake effects for Ingenuity-type rotors in hover and forward flight as predicted with VVPM are studied. Utilizing VVPM to evaluate rotor-rotor interference effects in a large-scale Mars hexacopter across a wide range of flight conditions showcases the capability to comprehensively model the induced wake of complex multi-rotor configurations within feasible computational
Dragonfly is a rotary-wing lander, and its mission is to explore Titan. It will make multiple flights over several years to explore different sites on Titan. There is limited information on the chemical processes that led to life on earth. Among the other places in the solar system, Titan is the most like the early earth and therefore exploring its organic surface chemistry will help to better understand our own prebiotic history. During Titan flight the rotor induced unsteady aerodynamic loads, as well as the interactional aerodynamic loads due to the rotor to rotor and rotor to lander interferences drive the structural vibrations. Therefore, robust and accurate predictions of Dragonfly structural loads and vibrations are essential for designing a vehicle that can successfully perform its mission. This paper presents the structural loads and vibration predictions of the Dragonfly lander using Rotorcraft Comprehensive Analysis System (RCAS) coupled with the Viscous Vortex Particle
This paper explores the effect of addition of a horizontal tail on the longitudinal stability and performance of a Biplane Tailsitter Unmanned Aerial Vehicle (UAV). Biplane tailsitters a type of hybrid UAVs, often exhibits poor longitudinal stability during forward flight, necessitating continuous active control through application of differential motor thrust to maintain attitude. To address this challenge, this work proposes the integration of a horizontal tail on a quadrotor biplane tailsitter UAV, aiming to improve pitch stability and control authority during critical flight phases. Experimental flight data was utilized to determine the appropriate sizing of the elevator. A detailed flight dynamics model validated the effectiveness of the elevator control. The design was validated through outdoor flight testing, comparing the performance of tail-less and tail-attached configurations. The results demonstrate that the modified design results in a reduction control power requirement
This paper presents the results of an ongoing correlation study performed using three different comprehensive rotorcraft codes and data obtained from the Advanced Testbed for TILtrotor Aeroelastics (ATTILA) tiltrotor whirl flutter wind tunnel test campaign. The ATTILA testbed consists of a 1:5 scale semi-span wing with a powered, tip-mounted proprotor reflecting the proprietary design of the Next Generation Civil TiltRotor (NGCTR). Experimental dynamic characterization of the testbed has revealed non-negligible structural nonlinearities. Post-test efforts have focused on refining the damping trends extracted from the test data, and correlating the experimental results with numerical predictions. The objective of this paper is to assess the modelling fidelity required and afforded by modern comprehensive aeromechanics codes to predict tiltrotor whirl flutter instability given an industry-representative design that exhibits structural nonlinearities. Baseline numerical flutter models
This paper deals with the uncertainty estimation of identified frequency and damping trends of whirl flutter modes, obtained by applying system identification methods on experimental data. In particular, two different identification approaches are considered, namely the free-decay analysis by using Matrix Pencil algorithm and the Data-Driven Stochastic Subspace Identification method (SSI), applied to system response to stochastic input. The two approaches lead to as many uncertainty estimation methodologies, both leveraging the bootstrapping statistical process. A full validation procedure is then set up to assess the accuracy of such methods in correctly quantifying the uncertainty of the estimated statistics. To do so, a wing-rotor state-space linear numerical model is used to simulate system response to both dwell and stochastic inputs. The state space numerical system aims to replicate the ATTILA wing-rotor wind-tunnel model, which falls in the framework of Clean Sky 2 European
This paper investigates the use of multi-modal cueing through full-body haptic feedback to enhance pilot-vehicle system (PVS) performance, reduce mental workload (MWL), and increase situational awareness (SA) in both good and degraded visual environments (GVE/DVE). Piloted simulations were conducted using an H-60-like flight dynamics model in a virtual reality (VR) motion-based simulator, evaluating two ADS-33-like mission task elements (MTEs) – precision hover and slalom – under visual-only and combined visual and haptic feedback conditions in both GVE and DVE. The H-60 flight dynamics were augmented with a dynamic inversion (DI)- based stability augmentation system (SAS), implementing rate-command/attitude hold (RCAH) response type on the roll, pitch, and yaw axes and altitude hold response type on the vertical axis. The SAS was designed to achieve Level 1 handling qualities per ADS-33 standards. The full-body haptic cueing strategy leveraged an outer-loop DI control law, which
Precision flight in windy conditions is a common challenge for multirotor UAS. It is especially challenging for in contact tasks that require high-precision positioning and good disturbance rejection capabilities. Such tasks include landing on high-voltage powerlines for in-contact inspections. This paper presents the implementation of small lateral thrusters to improve the lateral position hold ability of a large power line inspection UAS in windy conditions. Arranged in antagonistic pairs on each side, the lateral thrusters handle the high-frequency but smaller-amplitude wind turbulence components with a frequency split control. Using an identified model of the UAS flight dynamics alongside flight data in high-wind conditions, a control architecture with a frequency split in the lateral axis was optimized to increase the disturbance rejection. Experimental tests showed a 67% reduction in lateral position error with the proposed approach in high-wind conditions.
This paper discusses the development of a flight dynamics model (or digital twin) of a compact and re-configurable coaxial-propeller-based micro air vehicle (MAV) in hover, edgewise, and maneuvering flight using a hybrid physics-based plus data-driven approach. The MAV has a mass of 366 grams (0.81 lb), and features a 52 mm (2.05 in) diameter cylindrical fuselage, foldable propellers, and a two-axis gimbal thrust vectoring mechanism for pitch and roll control. The aircraft has been successfully launched from a pneumatic cannon and has achieved stable and controlled flight. A physics-based flight dynamics model of this novel MAV has been developed using Rotorcraft Comprehensive Analysis System (RCAS). RCAS is able to predict the translational dynamics near hover reasonably well; however, the accuracy decreases for rotational dynamics in edgewise flight resulting in significant differences between predicted dynamics and flight test data, known as residual dynamics. The current hybrid
Urban Air Mobility (UAM) envisions heterogenous airborne entities like crewed and uncrewed passenger and cargo vehicles within, and between urban and rural environment. To achieve this, a paradigm shift to a cooperative operating environment similar to Extensible Traffic Management (xTM) is needed. This requires the blending of traditional Air Traffic Services (ATS) with the new generation UAM vehicles having their unique flight dynamics and handling characteristics. A hybrid environment needs to be established with enhanced shared situational awareness for all stakeholders, enabling equitable airspace access, minimizing risk, optimized airspace use, and providing flexible and adaptable airspace rules. This paper introduces a novel concept of distributed airspace management which would be apt for all kinds of operational scenarios perceived for UAM. The proposal is centered around the efficiency and safety in air space management being achieved by self-discipline. It utilizes
This paper addresses the urgent need to enhance rotorcraft safety and performance by developing a prediction methodology for the onset of the Vortex Ring State (VRS), and therefore verifying the VRS avoidance diagram. The objectives of this research are to assess the correlation between predictions generated by a comprehensive flight dynamics code and the latest and most accurate VRS boundary models, validate the VRS avoidance diagram across diverse descending flight conditions, and identify specific parameters indicating the rotor's entry into the VRS. The methodology involves a detailed investigation of 8 descent manoeuvres using a comprehensive flight dynamics code coupled with an advanced free vortex wake model. Results show that the pitch and roll oscillations and thrust fluctuations experienced by helicopters during the VRS are also observed in the model response to steep descent maneuvers. The findings confirm the reliability and applicability of the VRS avoidance diagram
Over the past decade, due in large part to heavy investment in the field of Advanced Air Mobility (AAM), significant progress in rotorcraft-focused modeling tools has been made. Such progress has notably increased AAM rotorcraft modeling capabilities in the topics of conceptual design, preliminary design, and more recently flight dynamics. Yet, due to recent and persistent increases in extreme weather events, an emerging interest has been raised in utilizing such modeling capabilities for aiding in emergency relief efforts and other public good missions. This paper uses wildfire fighting as a representative public good mission and demonstrates the relevance of the NASA Revolutionary Vertical Lift Technology (RVLT) rotorcraft toolchain to such missions. An emphasis is placed on flight dynamics modeling and control because of the hazards and challenges associated with the atmospheric environment of wildfires. In this work, the NASA FlightCODE tool was used to analyze both a UH-60 and the
A quadrotor was modified by adding wings to the frame to directly compare the flight dynamics characteristics as well as the stability and control derivatives of the quadrotor and its biplane tailsitter variant. The on axis response of the quadrotor and a biplane tailsitter variant were measured through flight test and frequency domain system identification was used for non-parametric and parametric model identification. Identification of the full vehicle dynamics demonstrated that also identifying the motor torque and back-EMF constants from no-load measurements and the remaining motor parameters from a rotor-motor test stand provided the most accurate identified full vehicle model. The motor dynamics were shown to add a pole to the thrust-based responses (roll, pitch, and heave), while the torque based response (yaw) included a pole and a zero. This approach was then used to identify and compare the quadrotor dynamics, tailsitter dynamics, and the total impact of canting the motors
T-625 Gökbey is a light utility helicopter developed by Turkish Aerospace Industries since 2013. For T-625, automatic flight control system performance evaluation and development test campaign was conducted. In this paper, test campaign is investigated thoroughly. To assess and quantify the automatic flight control system performance and handling qualities, various different metrics and specifications were selected. This metrics covered both time and frequency domains. After metric selection, a set of test points were created. Most of the test points required delicate piloting and were easy to fail. Furthermore, a large flight envelope in terms of altitude and air pseed was needed to be covered. Hence, both test point number and required flight time estimates were very large. Hence, to not further increase flight time and need of test point repetitions, various different precautions were taken, such as using computer generated sweeps. While conducting tests, altitude kept constant
Advanced rotorcraft configurations currently being considered for Future Vertical Lift and Advanced Air Mobility applications typically feature redundant control effectors, which bring new opportunities for control design, including the ability to re-allocate control in response to failure or damage. This paper presents the design of damage tolerant control (DTC) for a generic utility-class tiltrotor using redistributed pseudo-inverse control allocation with axis prioritization. The damage tolerant control was integrated into full flight envelope control laws, and tested in a piloted simulation where pilots attempted to land the tiltrotor after damage in a cruise flight condition. Overall the results showed that damage tolerant control resulted in improved survivability ratings for the most severe damage cases. This work was done in support of the Adaptive Digital Automated Pilotage Technology (ADAPTTM) program which aims to develop a flight control software package to take advantage
In this paper, an offline path planning module, which is capable of generating dynamically feasible 3D trajectories for a class of Vertical Takeoff and Landing (VTOL) vehicles is presented. Input to the module is a flight plan defined by a set of way-points and its output is twofold: first, it produces an improved flight plan introducing additional waypoints and speed changes based on the heuristics and dynamical constraints of the vehicle. This new plan facilitates the pilot by providing information on specific locations and changes of the original flight path. Second, it generates a set of reference points, which can be used as the initial set of inputs for an online reactive trajectory optimization algorithm. The proposed development is capable of processing both climbs and descents as well as both fly-by and flyover waypoints, and speed changes in between those way-points. The module was also designed to capture the pilot's perspective of an abstract way-point mission. NRC has
This paper presents the preliminary results of the recent whirl flutter wind tunnel test campaign performed within the Advanced Testbed for TILtrotor Aeroelastics (ATTILA) project. The Froude-scale ATTILA testbed consists of a semi-span wing with powered tip-mounted proprotor reflecting the proprietary design of the Next Generation Civil TiltRotor (NGCTR). An overview of the ATTILA testbed, wind tunnel test procedures, team organisation and preliminary flutter results are presented. In line with pre-entry dynamic characterization tests, the wind-on test activities in the DNW Large Low-speed Facility (LLF) revealed notable force-dependent nonlinearity in the modal characteristics of, particularly, the wing torsion mode. Further dimensionality was added by early observations that damping in the rotor gimbal degree of freedom, attributed to stiction in the blade pitch mechanism, had the potential to substantially contribute to the damping of the fundamental wing-pylon modes. Nevertheless
This paper investigates a sliding-window matrix pencil method for predicting flutter points and limit-cycle oscillation amplitudes of nonlinear aeroelastic systems that experience whirl flutter. The approach applies the matrix pencil method to a short time window that slides along the free decay of a quantity of interest, quantifying the variation in the system's recovery rate to equilibrium with amplitude. The recovery rates at each amplitude and various forward speeds are extrapolated to predict the critical forward speed of zero recovery rate at those amplitudes. This process yields a set of limit-cycle oscillation solutions that can be visualized as a bifurcation diagram. The approach is demonstrated using output data from transient simulations of a propeller-nacelle test case with hardening structural nonlinearities. The impact of each parameter in the sliding-window matrix pencil method is first characterized via sensitivity analyses. Next, the bifurcation diagram is predicted
This paper addresses the aerodynamic interaction effects between a wing and a propeller on the whirl flutter boundary. A wing-pylon model with a propeller is defined and modeled in the Rotorcraft Comprehensive Analysis System, considering both a flexible and rigid wing. The aerodynamic interaction effects on the whirl flutter boundary between the wing and the propeller are examined for various inflow models, including the viscous vortex particle method (VVPM), uniform inflow, and dynamic inflow on the propeller, and uniform inflow and vortex wake on the wing. Results show that the whirl flutter boundary is overestimated when the propeller is modeled with the VVPM and aerodynamic interaction effects are neglected. The impact is more prominent for a flexible wing-pylon model. Other propeller aerodynamic inflow models and their associated interaction effects alter the damping trend and increase the flutter speed on a flexible wing-pylon model only, highlighting the need to model propeller
Pilot models have been successfully utilized for design and analysis of rotorcraft for decades. These models are commonly used as analysis tools, usually coupled to flight dynamics models. A method that has been developed is the Task-Pilot-Vehicle (TPV) approach, which utilizes the pilot model in a specific task. This paper presents results from the application of the TPV approach to investigate envelope protection (EP) methods. Four EP methods were chosen for these studies, i) Control Limiting, ii) Command Limiting, iii) MPC Based, iv) Virtual Control Limiting. These methods are exercised with pilot models inside a specifically designed toolbox across several different vehicles, including representative Tiltwing and Quadrotor vehicles, and Handling Qualities Task Elements (HQTEs). Results show that each envelope protection method has advantages and disadvantages, ranging from ease of implementation to potential adverse interactions with the pilot-vehicle system. Overall, the TPV
Multirotor UAS spanning Groups 3 and 4 have received increased attention as candidates for tactical resupply missions due to their VTOL capability and payload capacity. The objective of this work is to better understand how the parameters of multicopter UAS flight dynamics models scale with size in support of expanding the Army's unmanned aerial reconnaissance capability. A family of coaxial multirotor UAS spanning Groups 2 and 3 have been flight tested to gather data for flight dynamics modeling and validation. These UAS consist of the TRV-80, TRV-150, and the subscale Eagle platform. A series of test points including static stability, trim shot, frequency sweeps, doublets, and maximum climb rate maneuvers were collected. Wind data was simultaneously collected using a 3-axis ultrasonic anemometer to characterize wind conditions and characteristics during testing. Flight data were collected in varying payload configurations ranging from 0-120 pounds and at flight conditions ranging
The tiltrotor whirl flutter stability of a gimballed hub and a hingeless hub are investigated using multibody dynamics simulations. A semi-span wind tunnel tiltrotor model are developed using the multibody dynamics code: Dymore. CAMRAD II predictions are used to correlate the Dymore predictions of the baseline tiltrotor characteristics. The rotor structural frequencies of the gimballed tiltrotor and the hingeless tiltrotor are compared between Dymore and CAMRAD II predictions with good agreements. CAMRAD II model of the baseline TRAST gimballed tiltrotor is used for correlating the whirl flutter stability with that of the Dymore model. Overall good agreements are shown for both the frequencies and damping ratios of all three wing modes. The effects of key design variables, such as blade stiffness, rotor RPM, and ƍ3 on tiltrotor whirl flutter stability of both hubs are studied.
This paper investigates inflow model effects on propeller whirl flutter focusing on a propeller-nacelle test case from classical whirl flutter theory. The model is implemented into the Rotorcraft Comprehensive Analysis System framework considering two approaches to capture the inflow on the propeller disk: a uniform inflow model and the viscous vortex particle method. The whirl flutter speed for each inflow model is predicted by extrapolating damping values estimated from free decays. Parametric analyses assess how the inflow model impacts the results for various propeller angular velocities and solidity. The viscous vortex particle method yields a higher whirl flutter speed than the uniform inflow model, and the difference widens with the propeller angular velocity and solidity. While the uniform inflow model generally predicts the same whirl flutter speed for a given solidity, the viscous vortex particle method captures differences between varying the number of blades and the blade
Rotorcraft responses to idealized disturbances are examined to gain insights into model fidelity requirements for flight simulations of the ship-rotorcraft dynamic interface. Two disturbance fields are considered: an isolated straight vortex that represents the canonical vortex that results from the corners of flat top ships in oblique wind-over-deck conditions and a horseshoe vortex derived from a nondimensional characterization of the time-averaged flow observed aft of a simplified ship superstructure. Rotorcraft models considered include: an analytical blade element theory-based rotor model, where the disturbance velocities are integrated over the rotor, and a coupled blade element / free wake flight dynamic model of the full UH-60 aircraft, which is used to perform time-marching simulations with the disturbances modeled as a frozen field that is fixed in space and not interacting with the aircraft (one-way coupling), and as a distorting field (two-way coupling). Analytical thrust
The advent of electric propulsion is revolutionizing the paradigm of rotorcraft design, leading to new electric Vertical Take-Off and Landing (eVTOL) aircraft. Direct drive topologies are common within these new designs, and some designers have chosen to utilize this mechanism for Primary Flight Control (PFC), effectively utilizing the aircraft engines as PFC actuators to control the speed of the rotors. This decision integrates the propulsion and flight control systems, and intrinsically couples the aircraft sizing and control. Four separate tools were exercised throughout this study to conduct a conceptual design exploration of eVTOL aircraft handling qualities. The main tasks for these tools were: 1) aircraft sizing and performance analysis, including the calculation of trim; 2) flight dynamics modeling and analysis; 3) handling qualities-centric control law optimization; and 4) electric motor sizing. Sizing of an RPM-controlled Hexacopter concept explored the dependency of aircraft
Coupled powerplant and rotorcraft flight dynamics simulations are commonly carried out in the non-linear time-domain framework (e.g. for pilot-in-the-loop handling qualities assessments), although these integrated models are generally not fully accurate from drivetrain dynamics perspective. Nevertheless, there is interest to verify that usual assumption of decoupled torsional stability (including rigid drivetrain analysis) and aircraft rigid body stability is valid, and up to what extent. The process described in the paper entails the automatic assembly of relevant subsystems (bare aircraft flight dynamics, Flight Control System including fly-by-wire actuation, sensors, and Control Laws software, drivetrain dynamics, powerplant dynamics) state space matrices through a Company developed Matlab toolbox. The proposed approach is control system design oriented, i.e. it does not require detailed flexible multibody modelling of the entire aircraft including dynamic systems and it is a
The Research Aircraft for eVTOL Enabling TechNologies (RAVEN) Subscale Wind-Tunnel and Flight Test (SWFT) model is a subscale aircraft built for flight dynamics and controls research demonstrated in wind-tunnel and flight-test experiments. The intent of this paper is to provide a summary of past, current, and future efforts being pursued by the RAVEN-SWFT project. Initially, vehicle development guidelines were crafted by a multidisciplinary team to ensure that the RAVEN-SWFT vehicle was well suited for research in multiple areas, including aero-propulsive modeling, flight controls, and autonomy, among others. The vehicle has been used to obtain extensive wind-tunnel data, enabling aero-propulsive model development across the transition flight envelope and validation of computational tools. The vehicle will be used to conduct flight testing in order to evaluate modeling strategies and flight control logic. The RAVEN-SWFT model also serves as a risk reduction activity for a conceptual
This paper investigates the role of the aerodynamic torque on propeller whirl flutter stability. The generalized force due to the torque is first computed and subsequently included in the equations of motion of a rigid propeller-pylon system. Preliminary evaluations indicate that the torque modifies the real part of the backward and forward modes, providing a stabilizing effect on powered propellers. Analyses are conducted on a 3-bladed propeller driven by an electric motor. Stability predictions are obtained with a simple analytical model and validated by multibody simulations coupled with a mid-fidelity aerodynamic solver, based on a vortex particle method. Furthermore, a simple control law acting on the propeller's collective pitch and rotational speed is presented. The control variables are modified to increase the whirl flutter stability margins, without altering the trim conditions of the aircraft. Results demonstrate the effectiveness of the proposed control strategy, although
Rotorcraft experience significant vibrations due to periodic aerodynamic forces and moments on the rotor blades and wings. Rotor torque damping is a novel vibration damping method which uses small torque perturbations from the main electric motor to reduce vibrations. The large inertial and aerodynamic rotor loading and relatively high frequency torque perturbations mean that the rotor speed changes are small, so the rotor thrust and flight control performance are not significantly affected. This paper investigates the application of electric motor torque control for damping structural vibrations of an aircraft. The structural dynamics of the aircraft are represented using a finite element model of a quad tiltrotor eVTOL. Using collocated angular rate feedback on all four rotors provides more than 10% damping in controllable modes. The RMS value of flap-wise angular rate can be reduced by 91% with less than 1.2 RPM rotor speed change in response to a 20% vertical step gust in airplane
This paper discusses the development of a fully-nonlinear flight dynamics model of a hover-capable Air-Launched Uncrewed Aerial System (ALUAS) in order to (1) understand the dynamics, controllability, and air loads of these type of aircraft while performing complicated maneuvers, (2) formulate design principles to feed back into the development of the realized physical aircraft, and (3) provide a high-fidelity dynamic framework to develop novel control laws. The flight dynamics model is developed using a software called Rotorcraft Comprehensive Analysis System (RCAS), where each component of the vehicle was modeled with varying fidelity. Wind tunnel tests were conducted on fullscale models to measure the forces and moments on the propeller, the isolated fuselage, and the full aircraft. Wind tunnel tests were also conducted to measure the forces and moments on the full aircraft for different wing folding angles. The thrust and torque of the propeller as well as the lift predictions for
This paper describes the design and initial flight testing of a compound coaxial tilting head rotorcraft (CCT-HR). Control is provided by titling the rotor head for roll and pitch, differential rotor speed for yaw rate, and rotor speed for total thrust. In addition, a longitudinal thruster is incorporated to enable higher speed forward flight and to add a degree of freedom for longitudinal trim in forward flight. The intent is to explore the feasibility of this vehicle concept and to develop a vehicle that can be used to explore control strategies. The steady state flight envelope is developed analytically; a simulation of longitudinal degrees of freedom is described and a control method for forward flight that incorporates the thruster is proposed. Results of near-hover flight tests are described and initial tests of forward flight using the thruster are described. The vehicle is shown to be stable and easily controllable near hover; in thruster-powered forward flight unmodeled rotor
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