In-Flight investigation of large airplane flying qualities for approach and landing

A study of the handling qualities of large airplanes in the approach and landing flight phase was performed utilizing the Total In-Flight Simulator. A 1 million Ib statically unstable airplane model was used as a baseline about which variations were made. The primary variables were relative pilot position with respect to center of rotation, command path time delays and phase shifts, augmentation schemes, and levels of augmentation. The results indicate that the approach and landing task with very large airplanes is a fairly low bandwidth task. Low equivalent short-period frequencies and relatively long time delays can be tolerated. As the pilot position is moved aft toward and then behind the center of rotation, pilot ratings are degraded.

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“…1. This paper will briefly discuss airspeed control problems and the effects of pilot location relative to the center of rotation.…”

Section: Results Of the Experimentsmentioning

confidence: 99%

In-flight investigation of large airplane flying qualities for approach and landing

Weingarten

Chalk²

1984

Journal of Guidance, Control, and Dynamics

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“…In this work, ratings obtained using this scale are called 'PIOR'. The 'combined scale' [30], which was developed in 1981 and fits original terms to a decision tree structure is perhaps the most frequently applied scale.…”

Section: Assessment Methodsmentioning

confidence: 99%

The use of the Open-Loop Onset Point (OLOP) to predict rotorcraft pilot-induced oscillations

Jones

2020

CEAS Aeronaut J

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The Open-Loop Onset Point (OLOP) criterion has, for many years, been successfully used as a method to predict quasi-nonlinear pilot-induced oscillations (PIOs) for fixed-wing aircraft. Only limited research has been conducted using the criterion for prediction of PIOs occurring in rotorcraft. This paper details a study to extend the application of OLOP to rotorcraft, using the combination of control inputs appropriate for the task and a suitable pilot model. Results are compared between pilot subjective opinion and OLOP predictions, from tests performed in a ground-based simulation facility. Using 'taskspecific' application of OLOP, results obtained in the investigation are encouraging, whereby the objective predictions reflect subjective pilot assessment. From results obtained, a modified boundary is presented.

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“…6) When conducting a formal evaluation, the pilot was asked to perform the selected evaluation task as many times as necessary (within reason) before providing pilot comments and ratings. 7) Cooper-Harper handling qualities ratings [4] and PIO tendency ratings [4,5] were collected. Evaluation pilots were encouraged to talk through the rating scale decision trees as a means of extracting additional commentary.…”

Section: A Test Proceduresmentioning

confidence: 99%

Approach and Landing Flight Evaluation of Smart-Cue and Smart-Gain Concepts

Klyde

Liang

2009

Journal of Guidance, Control, and Dynamics

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The smart-cue and smart-gain concepts were developed as a means to alleviate pilot-vehicle-system loss of control in the presence of control surface actuator rate limiting. Both concepts exploit the measure of dynamic distortion, that is, the difference between the actual and an ideal aircraft control system response. The concept of dynamic distortion has significantly evolved in work conducted by Systems Technology, Inc., during a two-phase program sponsored by NASA Dryden Flight Research Center. In this work, the distortion of interest results from control surface rate limiting and is quantified by the surface position error, whereas the distortion metric is the position lag. A force feedback cue (the constraining function) and/or a command path gain reduction are created when the position error exceeds the position lag (the alerting function). This paper examines the approach and landing flight-test evaluations conducted using the Calspan Corporation Learjet II In-Flight Simulator. Three test pilots evaluated several smart-cue and smart-gain implementations while performing the precision offset landing task. One of the pilots flew on a calm air day, whereas the other two flew on days with moderate turbulence and significant crosswinds. The clear performance enhancer for all three pilots was the smart-gain, however, the best results for the two pilots who flew under adverse conditions were obtained for the configuration that featured both the smart-cue and smartgain active. This configuration eliminated the undesirable motions that were encountered in the final centerline correction when only the smart-gain was active.

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In-Flight investigation of large airplane flying qualities for approach and landing

Cited by 18 publications

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In-flight investigation of large airplane flying qualities for approach and landing

In-flight investigation of large airplane flying qualities for approach and landing

The use of the Open-Loop Onset Point (OLOP) to predict rotorcraft pilot-induced oscillations

Approach and Landing Flight Evaluation of Smart-Cue and Smart-Gain Concepts

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