Models for Flight Vehicle System Identification

Maneuver
Input

Optimized
Input

Actual
Response

FlightVehicle

Measurements
DataCollection
&Compatibility

Methods
APrioriValues,
lower/upper
bounds

Estimation
Algorithm/
Optimization

Models
Model
Structure

Identification
Criteria

Response
Error

Parameter
Adjustments

Mathematical
Model /
Simulation

ModelResponse

Identification Phase
Complementary
Flight Data

Dr. Ravindra Jategaonkar

Model
Validation

Validation Phase

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/1

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Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/2

General Aspects
Quasisteady Aerodynamics

Equations of Motion
Newtonian Mechanics

Point identification

Differential Equations of Motion

Linear aerodynamic model

(e.g. Rolling moment coefficient)

- Longitudinal motion (3 DOF)

- Lateral-directional motion (3 DOF)
- 6 DOF coupled motion

C =C +C p+C r + C
l
l
lp
lr
l a a
0

State Space Representation

.
x = f (x , u , ), x0= x (0)
y = g (x , u , )

1/rad

X-31A

-0.05

-0.1

Cl
a

original dataset
single maneuver
data partitioning

-0.15

Fundamental Assumption
Forces and moments acting on the
flight vehicle can be synthesized.

-0.2
-0.25

20

40

60

80

Angle of Attack, deg

Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/3

Advanced Models (1)

Multipoint and Nonlinear models
AoA dependency and Nonlinearities in control surface effectiveness
(e. g., Tail lift coefficient)

C L = C LWB +

SH
C LT
S

NL in control effectiveness
at large deflections

dependency

C L H = C L T H + C L e + C L e H + C L 3 e2 e
e

H (t ) = (t )
(t ) + i H + dyn

Local AoA

downwash

Example will be
Presented later

time lag

Downwash due to Speed brakes and Thrust variation:

H = + iH

(t ) + H C S (t CS ) + H SB (t ) + dyn

C S
SB
Example will be
Presented later

Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/4

Advanced Models (2)

Unsteady Aerodynamics
Topic of extensive research:
- CFD, Wind-tunnel tests, semi-empirical models
- Common approach based on indicial functions
- basis for analytical investigations of the complex flow phenomena

Alternative approach to describe analytically the flow separation

including stall hysteresis as a function of an internal state variable.
x=0

CL ( , x )
Flow Separation Point
x

X =1/2 {1 - tanh [ a1 ( 2 ) ]}
x=1

Lift coefficient
2

CL (, x) = CL

Dr. Ravindra Jategaonkar

CL : lift curve slope

X : flow separation point (0 < X < 1)

1+ x

a1 : airfoil static stall characteristic

2 : time constant accounting for
unsteady aerodynamic effects
: break point ( for X = 0.5)

Estimate a 1 , 2 and

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/5

Advanced Models (3)

Unsteady Aerodynamics
2
C D
1
2
1 + X
C
=
C
+
C
X
+
(

,
)
(1 X )
D
D0
L
C L ( , X ) = C L0 + C L

e

X
2

C m
qc
+ C m e e +
C m = C m0 + C m + C mq
(1 X )
V
X

Example:
Flight data:
h=16000 ft, clean configuration
quasi-steady stall.

Run the test case:

/FVSysID/chapter04/
test_case = 27

Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/6

Advanced Models (4)

Unsteady Aerodynamics

aZ

Time Responses

25
deg

3.0

-10
0.0
g

2.0

CL

Lift Coefficient

1.0
-1.2
20
deg

0.0
-8

-40
140
V

DO 328

16
0
8
Angle of Attack , deg

Flight measured

24

Model identified

kt
80
20
deg
-30

Dr. Ravindra Jategaonkar

20 time

40

sec 60

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/7

Advanced Models (5)

Principle of Lateral Stall Modeling
Unsteady Aerodynamic Model

x=0

Asymmetric Flow Separation

CL ( , x )

Flow Separation Point

x

right wing

x=1

Lift coefficient
2

CL (, x) = CL

1+ x
2

left wing

Flow separation point

Flow separation point

Xright = f (, , t)

Xleft = f (, , t)

Lift coefficient
CL = CL,right + CL,left
Rolling moment coefficient

Cl = (CL,right - CL,left) y

Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/8

Advanced Models (6)

C-160 Lateral Stall Model Identification

Aircraft and Model Responses

elevator
aileron

AoA

pitch
attitude

bank
angle

0
deg
-30
5
deg
-10
25
deg

5
20
deg

Bank angle excursion during stall

due to asymmetric flow separation

-5
10
deg

-20
1

flow
separation
point
0
Dr. Ravindra Jategaonkar

flight test data

rightwing

model response

leftwing
0

20

time(s)

40

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Advanced Models (7)

Ground Effect Modeling
Physical phenomenon: resulting from proximity of moving
vehicle to ground
- close to the ground the downward flow is interrupted.
- for altitudes above ground level lower than the wing span.

Dominant influence on the aircraft landing and takeoff performance.

- Reduced downwash angle at the tail.
- Increase in the wing-body and the tail lift curve slopes.
- Reduction in the induced drag

Loosely speaking, GE leads to reduction of the wing-tip vortices,

- equivalent to a reduction of the induced angle of attack.

This implies that for a constant geometrical angle of attack the lift
coefficient will increase as the aircraft approaches ground.
The reduction in the induced angle of attack results consequently in a
reduction of the induced drag.
Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/10

Advanced Models (8)

Ground Effect Modeling
Under ideal conditions (wing with elliptical lift distribution) the
induced drag in terms of a GE influence function :
C Di = (1 )

C L2

GE influence function
Prandtl theory

0.8

To enable parameter estimation

0.6

h
b

= 1 tanh a1

Increasing a1

0.4

Three important aspects critical

to determination of ground
effect from flight data:
- Flight test technique:

1,5
0.2

2
10

0
0

5
0.2

3
0.4

0.6

0.8

1.2

1.4

Landings, Takeoffs, Touch and go,

h/b
Tower flyby over runway at different height AGL (e.g.,100, 40, 20, 10 ft),
Tower flybys with small dynamic inputs

- Accurate height AGL signal.

- High fidelity in-air aerodynamic model including landing gear effects.
Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

Models/11

Advanced Models (9)

Ground Effect Modeling from flight data: example
C L,WB = C L,WB _ basic + C LGE 1

C L, H = C L, H _ basic + C LHGE H 2

Cm 25 = Cm 25,basic + Cm0,GE 1

Lift coefficient CL

h/b = 0.1
h/b = 0.2
h/b = 0.5
h/b =
lift
increase

drag
reduction

pitch down

0.1

0.2

Drag coefficient CD
Dr. Ravindra Jategaonkar

10

Angle-of-attack

deg 20

-0.5

0.5

Pitching moment Cm

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Models with Global Validity

Global model

Incremental update

Model structure determination

A priori simulation model

- Large number of point ID

- Wind tunnel predicted database

Multi-run evaluation
Homogeneous model through
systematic approach
- Normal flight regime,
symmetric flight

- Analytical predictions

Incremental coefficients ()
(e.g. pitching moment)

Cm

= Cm + Cm
sim
aero

- Aerodynamic coupling

Identification of Cm

- Control system dynamics

- Engineering judgement

- Special effects
(landing gear, engine-out,
ground effect, etc.)

- Highly interactive

Dr. Ravindra Jategaonkar

- Can be as involved as global model ID

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Incremental update versus global model (2)

Trim point models versus Global model

Point-identification yields models related to specific trim conditions.

Extend aerodynamic model to include angle of attack, Mach number
and angle-of-sideslip dependencies, coupling derivatives, and
nonlinearities.
multi-point-identification:
several flight conditions are analyzed simultaneously.
High speed
regime

Landing gear

Stall approach
and stall

Ramp door

Single
engine

Normal Flight
regime

Take-off
landing

Airdrop

Ground effect
Ground
handling

Dr. Ravindra Jategaonkar

Engine

Normal flight regime.

Submodels for other Aero effects:
landing gear,
ground effect,
stall approach and quasi-steady stall,
takeoff and landing,
single engine etc.

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Incremental update versus global model (1)

p_dot, q_dot, r_dot
Measured
AX, AY, AZ,
p, q, r,
Pdyn, . . .

Measured
dero, delo,
dari, deli,
dr, dbf, dsb,
p, q, r,
al, be, . . .

AX_cg, AY_cg, AZ_cg

X, Y, Z, L_cg, M_cg, N_cg
X, Y, Z, L_ac, M_ac, N_ac

Wind-Tunnel Database

Flight derived
CX, CY, CZ
CLX, CMY, CNZ
s

WT-Predictions
CX, CY, CZ
CLX, CMY, CNZ

SysID
Corrections

The two approaches of database generation, verification and update are more or less
equivalent. The choice between the two is mainly dictated by the familiarity and
background of the team of engineers involved in this task.
The quality of the a-priori model will also be a decisive factor, so also the form (table
look-up or derivative) because of the significant differences in the computational
overhead.
Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Low Order Equivalent System

LOES
Primarily for augmented aircraft
Lower order description of the higher-order augmented system
To extend the applicability of MIL-STD 1797A developed for
flying qualities of classical piloted a/c to augmented a/c
Linear model with time delays

Closed Loop
Basic Airframe
Pilot
inputs

Flight Control

Dr. Ravindra Jategaonkar

Surface
deflections

Motion

Aircraft

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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References
Jategaonkar, R. V.,
Flight Vehicle System Identification: A Time Domain Methodology,
Volume 216, AIAA Progress in Astronautics and Aeronautics Series
Published by AIAA Reston, VA, Aug. 2006, ISBN: 1-56347-836-6
http://www.aiaa.org/content.cfm?pageid=360&id=1447
Fischenberg, D., Identification of an Unsteady Stall Model from Flight Test Data,
AIAA 95-3438, Aug. 1995.
Fischenberg, D., Jategaonkar, R.V., Identification of Aircraft Stall Behavior from Flight Test Data,
RTO SCI Symposium on System Identification for Integrated Aircraft Development and
Flight Testing, May 5-7, 1998, Madrid, Spain, Paper 17.
Singh, J. and Jategaonkar, R. V., Identification of Lateral-Directional Behavior in Stall from
Flight Test Data, Journal of Aircraft, Vol. 33, No. 3, May-June 1996, pp. 627-630.
Rohlf, D., Direct Update of a Global Simulator Model with Increments via System Identification,
RTO SCI Symposium on System Identification for Integrated Aircraft Development and
Flight Testing, May 5-7, 1998, Madrid, Spain, Paper 28.
Hodgkinson, J., Lamanna, W. J., and Heyde, J. L., Handling Qualities of Aircraft with Stability and
Control Augmentation Systems - A Fundamental Approach, Aeronautical Journal, Vol. 80,
Feb. 1976, pp. 75-81.
Mitchell, D. G. and Hoh, R. H., Low-Order Approaches to High-Order Systems: Problems and Promises,
Journal of Guidance, Control, and Dynamics, Vol. 5, No.5, Sept.-Oct. 1982, pp. 482-489.

Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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Dr. Ravindra Jategaonkar

AIAA Short Course: Flight Vehicle System Identification in Time Domain, Aug. 2006

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