Aerospace Control and Guidance Systems Committee

Announcements

You must first log in to access prior meeting presentations, register for a meeting, or nominate some for the Ward Award.

If you do not have a login account, or cannot remember the email address associated with your account, please click on the Application Form link below.

Login

Site Search

Search our site:

Upcoming Events

Photos

Meeting Highlights New!

Subcommittee S

Prior Meetings

Abstracts may be viewed by anyone. Presentations are only available to active members who have logged in.

Meeting 133
(coming soon)

Meeting 132
(coming soon)

Home

Ward Memorial Award

Planning Advisory Board

Downloads

Constitution and By-Laws

About

History

Contact Us

← Return to agenda

Meeting	ACGS Committee Meeting 113 - Englewood, Colorado - March 2014
Agenda Location	4 GENERAL COMMITTEE TECHNICAL SESSION 4.2 Research Institutions, Industry, and University Reports 4.2.1 Research Institutions and Companies 4.2.1.6 Systems Technology, Inc.
Title	Systems Technology, Inc.
Presenter	Dave Klyde
Available Downloads*	presentation
	Downloads are available to members who are logged in and either Active* or attended this meeting.
Abstract	SAFE-Cue Warning Display As part of the ongoing SAFE-Cue improvements, a cockpit warning display system that uses the System Error as an on/off mechanism in the same manner as with the command path gain and force cue (see Meeting #112 presentation) has been developed and integrated into the STI fixed-base simulator. The initial concept was to use a “color coded” flight director/tracking display. The display remains green as long as the System Error remains below the lower visual cue transition threshold. As the first threshold is crossed, the display turns yellow. When the System Error exceeds the higher visual cue transition threshold, the display turns red. A piloted simulator session with a NASA Armstrong test pilot was conducted in the STI fixed-base simulator on February 21, 2014 to tune and test the warning display for the roll axis. The session lasted roughly 2.5 hours with a 10 minute break in the middle. The first half of the session consisted of familiarizing the pilot with the cue and tuning it based on his feedback. The second half consisted of “blind” evaluations of combinations of the SAFE-Cue gain, force cue, and warning display. The pilot immediately responded to the visual cue in a positive manner and adjusted his piloting technique to maintain control of the aircraft. In the presence of the nonlinear failure, the display only, display plus gain, and display plus gain and force feedback SAFE-Cue configurations resulted in performance that approached that of the baseline aircraft. However, to more fully vet these conclusions, a larger pilot sample size is needed to explore individual preferences in the parameters defining the display as well as the preferred gain and force feedback combination. Reduced Order Aeroservoelastic Models with Rigid Body Modes Complex aeroelastic and aeroservoelastic phenomena can be modeled on complete aircraft configurations generating models with millions of degrees of freedom. Starting from a freely supported version of the model, a two-step model reduction process is proposed to create aeroelastic models that include rigid body dynamics. In the first step, proper orthogonal decomposition at a set of flight conditions reduces the model order from millions to hundreds of degrees of freedom. In the second step, a linear matrix inequality further reduces the order and creates a linear parameter varying reduced order model. The model includes a trimmed and parameterized description of aeroelastic forces valid over a region of the flight envelop. The same model can be used for rapid simulation and for linear parameter varying flight control design. Feasibility of this two-step process was demonstrated in a Phase I SBIR program conducted for NASA and a plan was developed for a prototype implementation in Phase II. Specific improvements to the rigid body model, technical risks in the development effort, and a risk reduction plan were identified. In Phase II, a high order X56-A vehicle model is being developed that will be used to demonstrate the model reduction process and to demonstrate applications including a linear parameter varying flight control system.