UH-60M Upgrade Fly-By-Wire Flight Control Risk Reduction Using the RASCAL JUH-60A In-Flight Simulator

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1 UH-6M Upgrade Fly-By-Wire Flight Control Risk Reduction Using the RASCAL JUH-6A In-Flight Simulator Dave Arterburn U.S. Army Utility Helicopters Program Office Redstone Arsenal, AL Chan Morse Morse Flight Test San Diego, CA Jay Fletcher Jeff Lusardi Hossein Mansur Ernie Moralez LTC Dwight Robinson Aeroflightdynamics Directorate (AMRDEC) U.S. Army RDECOM Ames Research Center Moffett Field, CA Igor Cherepinsky Joe Driscoll Sikorsky Aircraft Corporation Stratford, CT Kevin Kalinowski Perot Systems Government Services Ames Research Center Moffett Field, CA DISCLAIMER: Reference herein to any specific commercial products, process, or service by trade name, trademark, manufacturer, or otherwise, does not constitute or imply its endorsement, recommendation, or favoring by the United States Government. The views and opinions of the authors expressed herein do not necessarily represent or reflect those of the United States Government, and shall not be used for advertising or product endorsement purposes. Approved for public release; distribution unlimited. Review completed by the AMRDEC Public Affairs Office (4 Feb 28 and FN 3445).

2 Outline Background and motivation UH-6M Upgrade fly-by-wire flight control system UH-6M Upgrade risk reduction development Handling Qualities evaluation Conclusions 2

3 3 UH-6M Upgrade Fly-By-Wire Flight Control System Requirements Level I Handling Qualities in GVE and DVE (per ADS-33) Agility and maneuverability (ORD para 4.5.d) Benefits Improved safety & survivability Reduced pilot workload / improved HQ Reduced vulnerable area Weight reduction improved lift & range Reduced O&S cost fewer critical parts Task Tailored control laws Before Fly-By-Wire Key Components After System Description Triple redundant full authority system Advanced control law implementation Conventional control and pedal locations with active feedback Tactile Cueing for Envelope Limiting Automatic flight control mode switching Selectable coupled Flight Director modes Active Conventional Controllers Flight Control Computer Main Rotor Servo Actuator and Tail Rotor Actuator

4 4 Explicit Model Following Architecture Aircraft response follows simple, low-order command model Command model has known good response characteristics Command model can be scheduled to implement task-tailoring Forward Path Aircraft dynamics approximately cancelled by low-order inverse plant Feedback Path Compensation for imperfect plant dynamics cancellation Provides disturbance rejection, performance robustness, and stability

5 5 UH-6M Upgrade Control Law Modes Low Speed / High Speed Hysteresis Region Sideslip Envelope Protection (Passive) Vy Full Pedal Command = Max Sideslip B l ended Spe ed, k t s Low Speed Hover High Low Turn / Near Speed Coordination Hover Response Types & Control Modes Axis Command Hold Pitch Att / Acc Velocity Position Roll Attitude / Acc Attitude Position Velocity Yaw Yaw Sideslip Rate Turn Heading Coord Vertical Flight Climb Path Rate Flight Altitude Path

6 6 UH-6M Upgrade Risk Reduction Objective: Accelerate UH-6M Upgrade FCS design maturity by getting to flight as soon as possible Approach Fly key FCS elements on the RASCAL JUH-6A before the prototype UH-6M Upgrade Leverage AFDD flight control design, analysis, simulation, and optimization tools Develop and evaluate UH-6MU system performance on RASCAL

7 7 AFDD Flight Control Rapid Prototyping Process Requirements AVNS-PRF-8 ADS-33E-PRF MIL-F-949 Control Laws Architecture Gains Modes Math Models Gen Hel FORECAST CIFER SYS ID Developed to meet S&T goals for reducing FCS development time Readily applied to UH-6M Upgrade FCS risk reduction development

8 8 RASCAL JUH-6A Research Flight Control System (RFCS) Fail/Safe architecture Programmable displays Active inceptors Telemetry

9 9 Flight Mechanics Modeling Requirements AVNS-PRF-8 ADS-33E-PRF MIL-F-949 Control Laws Architecture Gains Modes Math Models Gen Hel FORECAST CIFER SYS ID

10 Model Development & Validation Objectives Validation for RASCAL (UH-6A) Update legacy models for UH- 6MU Validation for UH-6MU Applications FC design and optimization Piloted and HWIL simulation UH-6A and UH-6M Sikorsky and Army Types Non-linear full-flight-envelope Linearized FFE models Identification models

11 Model Types Gen Hel Non-linear, full flight envelope simulation model Math Model Fidelity (Bare Airframe) FORECAST Linearized extraction from Gen Hel Generally Good Fidelity Deficiencies Lead-lag mode frequency Directional response to pedals Magnitude (db) Pitch Rate / Lon Cyclic Flight Gen Hel (DF) FORECAST Magnitude (db) Yaw Rate / Pedals Phase (deg) Phase (deg) Coherence.6.2 Coherence Frequency (rad/sec) - 2 Frequency (rad/sec)

12 2 UH-6A vs. UH-6M Flight Dynamics (Bare Airframe) Major Configuration Differences UH-6M JUH-6A Rotor Blades Wide Chord Narrow Chord Engines GE-T7-7D GE-T7-7 Dynamic Comparison All on and off-axis responses to cyclic and pedals are very similar Vertical acceleration response to collective shows largest difference Magnitude (db) Roll Rate due to Lateral Cyclic UH-6M JUH-6A Yaw Rate due to Pedals Vertical Acceleration due to Collective -8 8 Phase (deg) Coherence Frequency (rad/sec) - 2 Frequency (rad/sec) - 2 Frequency (rad/sec)

13 3 Control Law Analysis Requirements AVNS-PRF-8 ADS-33E-PRF MIL-F-949 Control Laws Architecture Gains Modes Math Models Gen Hel FORECAST CIFER SYS ID

14 Control Law Analysis and Optimization with CONDUIT Powerful Multi-Objective optimization engine enables CONDUIT Airframe Model System Controller Structure Control system defined as SIMULINK block diagram 39 states for UH-6MU Design Specs Linked with linear Aircraft model in SIMULINK 25 state FORECAST model for hover CONDUIT Translation Simulation Optimization (tuning) Evaluation Flight Control Engineer Design Parameters selected for manual or automatic tuning 35 for UH-6MU hover/low speed Key CONDUIT specs 57 specs evaluated for UH-6MU e.g. ADS-33, MIL-F-949 4! Challenging Optimization Problem!

15 CONDUIT Predicted Performance PM (deg) Phase delay [sec] StbDaG:Frequency Sweep Spec ACAH USING FLT DATA 8 H Ames Research Center GM (db) BnwYaH2:BW & T.D. Other MTEs (Yaw).4 RCHH Yaw S PM [deg] StbMgG: Gain/Phase Margins (rigid-body freq. range) INNER, ACVH OUT OF DE H MIL-F-949D GM [db] DstBwG:Dist. Rej. Bnw (linear scale) 2 ACAH, THETA S PM [deg] StbMgG: Gain/Phase Margins (rigid-body freq. range) INNER, POSITION MIL-F-949D GM [db] H DstBwG:Dist. Rej. Bnw (linear scale) 2 ACAH, PHI S Phase delay [sec] BnwAtH:Bandwidth (pitch & roll) Other MTEs;UCE>; Div Att.4 ACAH S.3.2. ADS-33D Bandwidth [rad/sec] DstBwG:Dist. Rej. Bnw (linear scale) 2 RCHH, PSI S Level Level 2 Level 3 Pitch Roll Yaw ADS-33D 2 4 Bandwidth [rad/sec].5 Bandwidth [rad/sec] 2 Bandwidth [rad/sec] 2 Bandwidth [rad/sec] ModFoG2:Cost Point ACAH S RmsAcG:Actuator RMS ACAH J Average p/q (db) CouPRH2:Pitch-Roll Coupling Frequency Domain ACAH C r/hdot(3) [deg/ft] CouYaH:Coupling Yaw/Collective ACVH C 2 Total Cost Ames Research Center 2 Actuator RMS -4 ADS-33E -4-2 Average q/p (db) ADS-33D - r3/hdot(3) [deg/ft] 5 Specs: 57 Dps: 35 States (simplified case): 39

16 6 System Verification Requirements AVNS-PRF-8 ADS-33E-PRF MIL-F-949 Control Laws Architecture Gains Modes Math Models Gen Hel FORECAST CIFER SYS ID

17 7 CLAW Integration Verification Magnitude (db) Phase (deg) Coherence Longitudinal Forward Loop (From Piloted Sweeps) - 2 Frequency (rad/sec) Magnitude (db) Phase (deg) Coherence Longitudinal Broken Loop (From Injected Sweeps) Excellent agreement between analysis and test Minor discrepancies associated with known model shortcomings Flight CONDUIT - 2 Frequency (rad/sec) CONDUIT Flight Test Longitudinal w c PM GM Lateral w c PM GM Directional w c PM GM Vertical w c.9.6 PM GM

18 8 Lead-Lag Mode Stability Initial CONDUIT optimization FORECAST aircraft model Adequate stability margins Known lead-lag mode errors Pitch/Roll oscillations when velocity/accel loops closed Replace q/lon with flight test measured frequency response Low gain margin (~4dB) at progressing lead-lag frequency Magnitude (db) Phase (deg) Pitch Rate / Longitudinal Cyclic Baseline Gains, Flight Baseline Gains, FORECAST Reduced Gains, Flight ~4dB 6dB Final CONDUIT Optimization Substantial stability increase (2dB) Other performance unchanged Coherence.6.2 Stability improvement verified in flight - 34r/s 2 Frequency (rad/sec)

19 9 Flight Test Evaluation Requirements AVNS-PRF-8 ADS-33E-PRF MIL-F-949 Control Laws Architecture Gains Modes Math Models Gen Hel FORECAST CIFER SYS ID

20 2 Handling Qualities Evaluation Quantitative Assessment Predicted handling qualities criteria from ADS-33 Frequency sweeps, steps, etc Qualitative Assessment Five ADS-33 Mission Task Elements (MTE): Precision Hover Hovering Turns Lateral Reposition Depart / Abort Vertical Maneuver Five evaluation pilots (2 Sikorsky, 3 Army) EH-6L served as baseline for comparison GVE and simulated DVE evaluation flights in both aircraft DVE simulated with modified NVGs (UCE=2+) Data collected Performance data and time histories (aircraft, control system, GPS, etc ) Cooper-Harper handling qualities ratings (HQR) and commentary

21 2 Quantitative Criteria.4.3 Level 3 Pitch Disp Pitch Disp CONDUIT Pitch Force Roll Disp Roll Disp CONDUIT Roll Force 2 Forward Aft 2 5 Collective 53 52! p"! p# (sec).2. Level 2 Level $ BW ", $ BW # (rad/sec) q pk /)# pk (/sec) Level Level Minimum attitude change, )q min (deg) Climb Rate (ft/min) 5 h! ( est col.22s Ke ' 5.s & h he Time (sec) Collective (%).4 Yaw Disp Yaw Disp CONDUIT 2 Left Right.3 Level 3 Level! p% (sec).2. Level 2 p pk /)" pk (/sec) Level 2 Level $ BW % (rad/sec) Level Minimum attitude change, )q min (deg) Level for all criteria evaluated

22 Handling Qualities Ratings (GVE) Handling Qualities Rating Hover UH6MU / RASCAL Avg GVE HQR = 2.8 Hov Turn R Hov Turn L Lat Repo R Lat Repo L Dep Abort Vert Man Mission Task Element EH-6L Avg GVE HQR = 4.3 Hover Hov Turn R Hov Turn L Lat Repo R Lat Repo L Dep Abort Vert Man Mission Task Element UH-6A (999) Avg GVE HQR = 4.2 Hover Hov Turn R Hov Turn L Lat Repo R Lat Repo L Dep Abort Vert Man Mission Task Element UH-6MU provides average of.5 HQR improvement over EH-6L EH-6L baseline agrees well with 999 UH-6A evaluation 22

23 23 Handling Qualities Ratings (DVE) Handling Qualities Rating UH6MU / RASCAL Avg GVE HQR = 2.8 Hover Hov Turn R Hov Turn L Lat Repo R Lat Repo R Dep Abort Vert Man Mission Task Element UH6MU / RASCAL Avg DVE HQR = 3.2 Hover Hov Turn R Hov Turn L Lat Repo R Lat Repo L Dep Abort Vert Man Mission Task Element EH-6L Avg DVE HQR = 5.2 Hover Hov Turn R Hov Turn L Lat Repo R Lat Repo L Dep Abort Vert Man Mission Task Element UH-6MU provides average of 2 HQR improvement over EH-6L in DVE Hold modes provide significant workload reduction Smaller degradation in DVE (/2 HQR) than EH-6L ( HQR)

24 24 Conclusions UH-6M Upgrade control laws provide significant improvements in hover and low speed handling qualities relative to the UH-6A/L baseline AFDD flight control rapid prototyping tools provide a highly effective means to analyze and optimize sophisticated multi-mode fly-by-wire flight control systems Math models used in flight control analyses and optimization for fly-by-wire flight control design must accurately represent the lead-lag dynamics to ensure satisfactory stability margin estimates RASCAL JUH-6A flight dynamics are representative of the UH-6M RASCAL development phase for the UH-6M Upgrade FBW FCS has significantly reduced risk for the program

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