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mod

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sim

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con

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IIS»

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vide

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X-4

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light

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ults

15

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ject

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rvie

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•X-

43A

pro

ject

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be

the

first

eve

r flig

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dem

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an

airf

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alyt

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tool

s, te

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logi

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xpec

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Impo

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hur

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18

Pro

ject

Ove

rvie

w

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thre

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vehi

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2004

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The

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7, 6

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24

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AS

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light

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Dry

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oles

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ilitie

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r Gui

danc

e, N

avig

atio

n, a

nd F

light

Con

trol S

oftw

are

on th

e X

-43A

•Fl

ight

Con

trol S

oftw

are

deve

lope

d jo

intly

by

Lang

ley,

Dry

den,

and

Boe

ing

•P

ID c

ontro

ller u

sed

for b

oth

Long

itudi

nal &

Lat

eral

-Dire

ctio

nal a

xes

•G

uida

nce

algo

rithm

com

man

ded

vehi

cle

to h

ead

wes

t tow

ards

an

aim

poin

t•

Sinc

e 19

99, D

ryde

n co

nduc

ted

all u

pdat

es to

Flig

ht C

ontro

l Sof

twar

e•

Incl

udin

g re

-des

ign

of th

e co

ntro

ller f

or th

e M

ach

10 m

issi

on

•R

espo

nsib

le fo

r veh

icle

and

sof

twar

e pe

rform

ance

and

sta

bilit

y an

alys

is•

Tim

e hi

stor

y pe

rform

ance

•S

tabi

lity

mar

gin

anal

ysis

•S

oftw

are

verif

icat

ion

& v

alid

atio

n su

pple

men

ting

Boe

ing’

s V

&V

•D

ryde

n de

velo

ped

a nu

mbe

r of t

ools

and

cap

abilit

ies

to p

erfo

rm th

e G

NC

rela

ted

anal

ysis

•Li

near

ana

lysi

s to

olse

t bui

lt in

the

Mat

lab/

Sim

ulin

k en

viro

nmen

t•

Mon

te C

arlo

Ana

lysi

s C

apab

ility

•H

igh

Fide

lity

non-

linea

r 6 d

egre

e of

free

dom

X-4

3A s

imul

atio

n•

Incl

udin

g de

taile

d ac

tuat

or, s

enso

r, tim

ing

mod

els

•M

onte

Car

lo A

naly

sis

Cap

abilit

y•

Har

dwar

e in

the

Loop

(HIL

) tes

t env

ironm

ent

•Ai

rcra

ft in

the

Loop

(AIL

) tes

t env

ironm

ent

Mon

te C

arlo

/S

imul

atio

n S

tudi

es

HIL

Tes

ting

AIL

Tes

ting

1000

’s

10’s

1’s

•Si

mul

atio

n &

Mon

te C

arlo

resu

lts u

sed

pre-

fligh

t by

Aer

odyn

amic

s &

Scr

amje

t IP

Tsto

ass

ess

vehi

cle

and

engi

ne p

erfo

rman

ce.

26

HX

RV

Fre

e-Fl

ight

Req

uire

men

ts

•D

eliv

er R

V to

acc

epta

ble

sepa

ratio

n co

nditi

ons

•S

ucce

ssfu

lly s

epar

ate

the

RV

from

the

LV•

Eng

ine

Test

»M

aint

ain

RV

atti

tude

& c

ontro

l»

Con

duct

the

pre-

expe

rimen

t tar

e»

Mai

ntai

n te

st c

ondi

tions

»C

ondu

ct th

e po

st-e

xper

imen

t tar

e»

Con

duct

the

cow

l ope

n P

aram

eter

Iden

tific

atio

n M

aneu

ver (

PID

)»

Con

trolle

d fli

ght f

ollo

win

g en

gine

ope

ratio

n•

Des

cent

-P

ost C

owl C

lose

d»

Pos

t eng

ine

test

pul

l-up

to 8

deg

rees

ang

le-o

f-atta

ck (a

rres

t dy

nam

ic p

ress

ure

build

up

and

heat

ing)

»D

esce

nd a

long

a p

rede

term

ined

des

cent

pro

file

and

impa

ct

loca

tion

»P

erfo

rm p

aram

eter

iden

tific

atio

n m

aneu

vers

, fre

quen

cy s

wee

ps

and

push

-ove

r pul

l-up

(PO

PU

) man

euve

rs a

long

the

desc

ent a

t M

ach

5, 4

, 3, a

nd 2

.

27

Con

trolli

ng th

e X

-43A

•X

-43A

con

trol l

aws

use

a P

ID c

ontro

l arc

hite

ctur

e.•

Gai

ns s

ched

uled

as

a fu

nctio

n of

Mac

h &

Ang

le o

f Atta

ck•

Gai

ns s

cale

d by

Dyn

amic

Pre

ssur

e•

Con

trol L

aws

wer

e de

sign

ed to

be

as s

impl

e &

robu

st a

s po

ssib

le.

•O

nly

perfo

rman

ce re

quire

men

t was

to fl

y st

raig

ht a

nd le

vel a

t a s

peci

fied

angl

e of

atta

ck.

•C

arrie

d ≈

6 dB

Gai

n M

argi

n &

≈45

°P

hase

Mar

gin

in a

ll co

ntro

l loo

ps•

Had

to a

ccep

t les

s G

ain

and

Pha

se M

argi

n du

ring

porti

ons

of th

e de

scen

t•

Car

ried

larg

e un

certa

intie

s w

hich

nee

ded

to b

e ac

coun

ted

for.

•S

epar

atio

n st

udie

d by

LaR

C in

Sep

arat

ion

Sim

ulat

ions

.•

Win

gs s

et to

a c

onst

ant d

efle

ctio

n fo

r the

initi

al p

ortio

n of

the

sepa

ratio

n ev

ent.

•C

ontro

l loo

ps a

re d

isen

gage

d at

sep

arat

ion

and

fade

d in

ove

r abo

ut 1

sec

ond.

Gui

danc

eSy

stem

Long

itudi

nal

Con

trol

Law

Late

ral-

Dire

ctio

nal

Con

trol

Law

Hyp

er-X

Res

earc

hVe

hicl

e

Sym

met

ricA

MW

+

Diff

eren

tial A

MW

+

Rud

ders

+

Input Plane

Control Mixer

Flig

ht C

ontr

ol

Win

g

Rud

der

Nav

igat

ion

28

Nom

inal

Sep

arat

ion

Sce

nario

Sta

rt of

Sep

arat

ion

0 m

sec

Mac

h =

7q b

ar=

1066

psf

End

of P

isto

n pu

sh10

0m

sec

9 in

. ext

ensi

on

Beg

inni

ng T

rans

ition

to fr

ee a

ero

250

mse

cx s

ep =

-44

in.

Free

aer

odyn

amic

s35

0m

sec

x sep

= -6

9 in

.

500

mse

cA

ll fe

edba

ck c

ont

rol

loop

s cl

osed

End

of s

epar

atio

n /

Sta

rt of

test

2.5

sec

α =

2.5

°, β

= 0

°

29

3 D

iffer

ent N

on-li

near

Sim

ulat

ions

•A

larg

e po

rtion

of t

he G

NC

an

alys

is w

as c

ondu

cted

with

the

non-

linea

r sim

ulat

ions

.

•E

arly

on,

the

proj

ect d

ecid

ed to

m

aint

ain

3 se

para

te s

imul

atio

ns

to m

odel

the

mis

sion

.•

Laun

ch v

ehic

le s

imul

atio

n m

aint

aine

d by

Orb

ital.

•H

igh

fidel

ity 6

+ 6

DO

F se

para

tion

sim

ulat

ion

mai

ntai

ned

by L

aRC

•H

igh

Fide

lity

RV

pos

t-se

para

tion

sim

ulat

ion

mai

ntai

ned

by D

FRC

.

•E

nd S

tate

s of

one

sim

ulat

ion

used

as

inpu

ts to

the

next

si

mul

atio

n in

the

mis

sion

.Ti

me

HXR

V Si

mul

atio

nD

FRC

Sep

Sim

LAR

CH

XLV

Sim

OSC

Tim

e S

ince

B-5

2 D

rop

Altitude

30

Topi

cs

•N

AS

A D

ryde

n•

Ove

rvie

w•

Cur

rent

& R

ecen

t Flig

ht-T

est P

rogr

ams

•U

AV

SA

R P

rogr

am•

Pro

gram

Ove

rvie

w•

Pla

tform

Pre

cisi

on A

utop

ilot

•H

yper

-X P

rogr

am•

Pro

gram

Ove

rvie

w•

X-4

3A F

light

Con

trols

•Fl

ight

Res

ults

31

Vid

eo S

egm

ent

X-4

3A F

light

102

Jun

e 20

01

32

Ada

pter

Cam

era

Flig

ht 1

33

X-4

3A R

etur

n to

Flig

ht

•X

-43A

Mis

hap

Inve

stig

atio

n B

oard

(MIB

) con

vene

d on

Jun

e 5,

20

01 a

nd s

ubm

itted

dra

ft re

port

Mar

ch 8

, 200

2

•M

IB F

indi

ngs

Mod

elin

g de

ficie

ncie

s ca

used

ove

r-pr

edic

tion

of a

utop

ilot

stab

ility

mar

gins

»Fi

n A

ctua

tion

Sys

tem

»A

erod

ynam

ics

»M

ass

Pro

perti

es

•O

ver-

pred

ictio

n of

fin

actu

ator

torq

ue m

argi

n»

Mis

-pre

dict

ion

of a

erod

ynam

ic h

inge

mom

ents

»Lo

w to

rque

mar

gin

•2

year

Ret

urn

to F

light

effo

rt co

mm

ence

d M

arch

200

2

34

Ret

urn

to F

light

Ris

k R

educ

tion

•H

ighe

r fid

elity

mod

els

»A

erod

ynam

ics

»Ac

tuat

ors

»S

truct

ures

»A

utop

ilot

•Lo

wer

load

s tra

ject

ory:

bo

oste

r pro

pella

nt o

ff-lo

ad•

Act

uato

r upg

rade

for

grea

ter t

orqu

e ca

pabi

lity

•A

utop

ilot

trade

s/op

timiz

atio

n•

Inde

pend

ent

sim

ulat

ion

Laun

ch V

ehic

le•

Hig

her f

idel

ity m

odel

s

•Ad

ditio

nal s

epar

atio

n m

echa

nism

test

ing

•C

ontro

l law

re

finem

ents

for

robu

stne

ss

•In

depe

nden

t si

mul

atio

n

Stag

e Se

para

tion

•H

ighe

r fid

elity

mod

els

•In

crea

sed

AO

A fo

r fla

meo

ut ro

bust

ness

an

d gr

eate

r thr

ust

•U

pgra

ded

engi

ne

cont

rol l

ogic

for

unst

artr

obus

tnes

s•

Ada

pter

flui

d sy

stem

s im

prov

emen

ts•

Red

esig

n of

win

g co

ntro

l hor

ns•

Airc

raft-

in-th

e-lo

op

timin

g te

sts

•In

depe

nden

t si

mul

atio

n

Res

earc

h Ve

hicl

e

35

Flig

ht 2

–M

arch

27,

200

4

•It

was

touc

h &

go

for a

whi

le

»W

eath

er w

as d

icey

up

until

the

mor

ning

of f

light

•H

2 fu

elin

g w

as a

ccom

plis

hed

with

win

d gu

sts

up to

60

knot

s

»Fr

eque

ncy

conf

licts

wer

e re

solv

ed w

ith th

e gr

eat c

oope

ratio

n of

the

F-22

pro

gram

»La

st m

inut

e B

-52

prob

lem

s re

solv

ed

»A

fire

in th

e ra

nge

build

ing

extin

guis

hed

with

out u

se o

f wat

er

36

X-4

3A R

esea

rch

Veh

icle

Res

ults

Fuel

On

Engi

ne c

owl o

pen

Posi

tive

Acc

eler

atio

n

Flig

ht

Acc

eler

atio

n vs

. tim

e

Pre

fligh

t Mon

te C

arlo

P

redi

ctio

ns v

sFl

ight

Dat

a

Axi

al L

engt

h

SURFACEPRESSURE Pressure

Pret

est P

redi

cted

Flig

ht D

ata

Nos

eTa

il

Cen

terli

ne w

all p

ress

ure

37

F3 A

ppro

ach

& P

hilo

soph

y

•Th

e Fl

ight

3 h

ardw

are

was

wor

ked

in p

aral

lel w

ith F

light

2.

•Fi

nal m

odel

s an

d an

alys

is w

ere

not a

vaila

ble

until

afte

r Flig

ht 2

and

initi

al p

ost-

fligh

t ana

lysi

s w

as c

ompl

ete.

•Th

e fo

cus

of th

e te

am s

hifte

d to

Flig

ht 3

in th

e be

ginn

ing

of M

ay 2

004.

•Q

uick

turn

arou

nd, g

oal f

or fl

ight

was

6 m

onth

s af

ter i

nitia

l mod

el re

leas

e in

ear

ly

Apr

il.»

Cap

italiz

ed o

n re

cent

Flig

ht 2

exp

erie

nce

and

Ret

urn-

to-F

light

App

roac

h»

Wor

k ef

ficie

ntly

and

qui

ckly

with

out l

osin

g at

tent

ion

to d

etai

l.»

Team

rem

aine

d m

ostly

inta

ct»

Test

s an

d pr

oced

ures

wen

t fas

ter t

han

they

did

for f

light

2.

•A

ssum

ptio

ns

»D

o ve

ry li

ttle

inde

pend

ent a

naly

sis

(i.e.

no

dupl

icat

ion

of e

ffort)

»Lo

ok a

t Flig

ht 2

dat

a to

det

erm

ine

wha

t Flig

ht 3

mod

ifica

tion

wou

ld b

e ne

cess

ary

for s

ucce

ss.

»M

odel

s w

ould

not

be

upda

ted

base

d on

flig

ht d

ata.

The

flig

ht d

ata

wou

ld b

e us

ed fo

r gui

danc

e fo

r mod

ifica

tions

and

for s

tress

cas

es.

»E

ngin

e te

st re

gion

was

prim

ary

obje

ctiv

e an

d th

eref

ore

was

the

high

est p

riorit

y

•Fl

ight

3 a

ppro

ach

was

suc

cess

orie

nted

and

ass

umed

no

maj

or is

sues

.

38

Upd

ates

Add

ress

ing

Mac

h 7

Mis

sion

Iner

tial A

ngle

of A

ttack

Per

form

ance

•D

urin

g th

e M

ach

7 m

issi

on, t

he H

XR

V w

as s

low

to a

rriv

e at

th

e co

mm

ande

d en

gine

test

ang

le o

f atta

ck a

fter s

epar

atio

n.•

The

angl

e of

atta

ck e

rror

inte

grat

or g

ain

was

incr

ease

d to

impr

ove

perfo

rman

ce.

•A

low

am

plitu

de a

ngle

of a

ttack

os

cilla

tion

occu

rred

dur

ing

the

reco

very

man

euve

r.•

The

caus

e of

the

osci

llatio

ns is

not

fully

un

ders

tood

. •

Prio

r to

the

Mac

h 10

m

issi

on, a

ctua

tor f

rictio

n an

d ae

rody

nam

ic

unce

rtain

ties

wer

e be

lieve

d to

be

poss

ible

ca

uses

.•

The

angl

e of

atta

ck w

as

low

ered

thro

ugho

ut th

e tra

ject

ory

to a

void

flyi

ng a

t th

e sa

me

fligh

t con

ditio

n.

Inertial α(deg) Inertial α(deg)

Tim

e Si

nce

Sepa

ratio

n Se

nsed

(sec

)Ti

me

Sinc

e Se

para

tion

Sens

ed (s

ec)

Inertial α(deg)M

odifi

ed fo

r Mac

h 10

Mis

sion

39

Mac

h 10

Mis

sion

Eng

ine

Test

Per

form

ance

Ove

rvie

w

•S

ucce

ssfu

lly s

epar

ated

from

HX

LV•

Veh

icle

pitc

hed

up p

ast t

he

desi

red

angl

e of

atta

ck a

nd

arriv

ed a

t the

des

ired

cond

ition

sh

ortly

prio

r to

the

cow

l doo

r op

enin

g.•

Mai

ntai

ned

desi

red

angl

e of

atta

ck

with

in 0

.2 d

eg d

urin

g th

e en

gine

test

.•

A s

light

cha

nge

in th

e en

gine

pe

rform

ance

was

see

n as

the

igni

torw

as re

mov

ed fr

om th

e fu

elin

g pr

ofile

. Th

is c

ause

d th

e H

XR

V to

pitc

h up

0.2

deg

and

w

as q

uick

ly re

ject

ed b

y th

e co

ntro

ller.

•M

ach

& d

ynam

ic p

ress

ure

with

in

acce

ptab

le li

mits

.•

Elev

ator

trim

set

tings

dur

ing

the

engi

ne

test

wer

e ne

ar th

e pr

e-fli

ght M

onte

C

arlo

pre

dict

ions

.•

Like

ly d

ue to

mis

-pre

dict

ion

of

Cm

oin

unc

lass

ified

aer

odyn

amic

an

d en

gine

dat

abas

es.

Flig

ht v

s. P

re-fl

ight

Pro

puls

ion

Dat

abas

e

Cow

l Lea

ding

Edg

eC

owl T

raili

ng E

dge

40

HX

RV

Mac

h 10

Mis

sion

Iner

tial A

ngle

of

Atta

ck D

urin

g th

e E

ngin

e Te

stInertial α(deg)

Tim

e Si

nce

Sepa

ratio

n Se

nsed

(sec

)

Elevator Position (deg)

Tim

e Si

nce

Sepa

ratio

n Se

nsed

(sec

)

41

Des

cent

Per

form

ance

Ove

rvie

w

•Th

e H

XR

V in

itial

ly a

chie

ved

the

desi

red

angl

e of

atta

ck d

urin

g th

e re

cove

ry

man

euve

r•

Sho

rtly

into

the

reco

very

man

euve

r, th

e H

XR

V b

egan

to ro

ck in

ban

k an

d dr

op o

ff in

ang

le o

f atta

ck•

Ele

vato

r trim

set

tings

mov

ed o

utsi

de o

f Mon

te C

arlo

pre

dict

ions

.•

It is

bel

ieve

d th

at a

ir w

as fl

owin

g th

roug

h th

e en

gine

dur

ing

this

tim

e pe

riod.

•N

ot k

now

n ho

w th

is h

appe

ned

sinc

e th

e co

wl d

oor i

ndic

ated

full

clos

ure.

•A

ppea

rs a

s if

the

igni

tori

gnite

d w

hen

it w

as v

ente

d•

Veh

icle

per

form

ance

impr

oves

afte

r ven

ting

and

flies

sim

ilar t

o pr

e-fli

ght p

redi

ctio

ns fr

om th

ere

on d

own.

•

The

long

itudi

nal o

scill

atio

ns s

een

in th

e M

ach

7 m

issi

on w

ere

not p

rese

nt d

urin

g th

e M

ach

10 m

issi

on.

•S

ucce

ssfu

lly c

ompl

eted

all

PID

man

euve

rs•

HX

RV

dec

eler

ates

rapi

dly

durin

g th

e M

ach

2 P

ID m

aneu

ver a

nd s

ome

of

the

inpu

ts a

re a

pplie

d in

the

trans

onic

regi

me.

•Lo

ss o

f Sig

nal

Mac

hA

ltitu

deD

ownr

ange

0.72

918

ft~6

00 n

mi

42

Mac

h 10

Mis

sion

Per

form

ance

Pos

t-Eng

ine

Test

Nz(g)

φ(deg)

Left WingPosition (deg)

Tim

e Si

nce

Sepa

ratio

n Se

nsed

(sec

)

Nz(g)

φ(deg)

Left WingPosition (deg)

Tim

e Si

nce

Sepa

ratio

n Se

nsed

(sec

)

43

Mac

h 10

Mis

sion

Ele

vato

r Pos

ition

dur

ing

the

Des

cent

Elevator Position (deg)

Mac

h N

umbe

r

44

Mac

h 10

Mis

sion

Iner

tial A

ltitu

de

Com

pare

d to

Mon

te C

arlo

Pre

dict

ions

Mac

h N

umbe

r

Inertial Altitude (ft)

45

Flus

h A

ir D

ata

Sys

tem

(FA

DS

)

•FA

DS

»A

set

of p

ress

ure

ports

on

the

nose

of t

he H

XRV

wer

e pa

rt of

a F

ADS

sys

tem

.»

FAD

S a

lgor

ithm

s on

boar

d ca

lcul

ate

α FA

DS

and

dyna

mic

pre

ssur

e es

timat

ion.

•FA

DS

alg

orith

ms

not u

sed

to a

id in

ertia

l sys

tem

dur

ing

the

Mac

h 10

mis

sion

»Al

gorit

hms

not v

alid

ated

abo

ve M

ach

8»

Pre

limin

ary

resu

lts fr

om th

e M

ach

7 m

issi

on in

dica

ted

area

s fo

r fur

ther

stu

dy»

Dat

a co

llect

ed fr

om th

e M

ach

10 m

issi

on is

cur

rent

ly b

eing

exa

min

ed.

Sens

ed M

ach

Num

ber

α(deg) Difference(deg)

46

Freq

uenc

y R

espo

nse

Est

imat

ion

•D

urin

g th

e de

scen

t pha

se, a

set

of i

nput

sig

nals

wer

e si

mul

tane

ousl

y ap

plie

d to

the

elev

ator

and

eith

er th

e ai

lero

n or

rudd

er c

omm

and

path

s. T

he in

put

sign

als

wer

e ta

ilore

d to

exc

ite e

ach

of th

e th

ree

path

s at

diff

eren

t fre

quen

cies

m

akin

g it

poss

ible

to e

xtra

ct th

e fre

quen

cy re

spon

ses

for e

ach

axis

.

•Th

is te

chni

que

allo

ws

for s

horte

r ove

rall

exci

tatio

n tim

es re

quire

d to

ac

cura

tely

iden

tify

the

frequ

ency

resp

onse

cha

ract

eris

tics

vers

us tr

aditi

onal

m

etho

ds s

uch

as fr

eque

ncy

swee

ps.

–S

hort

dura

tion

inpu

ts a

re p

artic

ular

ly im

porta

nt fo

r thi

s ve

hicl

e si

nce

it is

co

nsta

ntly

cha

ngin

g fli

ght c

ondi

tion.

•Fr

eque

ncy

resp

onse

s w

ere

extra

cted

from

the

test

inpu

t and

veh

icle

re

spon

se u

sing

FFT

and

Chi

rp-Z

tech

niqu

es.

47

HX

RV

Tai

lore

d E

xcita

tion

Sig

nal T

ime

His

torie

s

•A

uni

que

inpu

t sig

nal w

as u

sed

for t

he e

leva

tor,

aile

ron,

and

rudd

er

cont

rol l

oops

.•

3 si

gnal

s to

tal

•Th

e sa

me

inpu

t sig

nals

wer

e us

ed d

urin

g Fl

ight

s 2

& 3

•C

orre

spon

ding

exc

itatio

n si

gnal

was

app

lied

to a

ppro

pria

te c

ontro

l loo

p fo

r eve

ry P

ID m

aneu

ver.

•D

urin

g th

e M

ach

10 fl

ight

the

rudd

er a

nd a

ilero

n lo

ops

wer

e ex

cite

d at

alte

rnat

ing

Mac

h nu

mbe

rs

48

Blo

ck D

iagr

am D

etai

ling

The

App

licat

ion

of th

e Ta

ilore

d E

xcita

tion

Inpu

t Sig

nals

to th

e H

XR

V•

The

Inpu

t Exc

itatio

n si

gnal

s w

ere

a pa

rt of

the

PID

man

euve

r set

.•

The

PID

man

euve

r set

was

con

tain

ed in

the

fligh

t con

trol s

oftw

are.

•W

hen

trigg

ered

, the

flig

ht c

ontro

l sys

tem

app

lied

the

PID

man

euve

rs to

ea

ch c

ontro

l loo

p co

mm

and.

•

Freq

uenc

y re

spon

se c

alcu

late

d be

twee

n ta

ilore

d ex

cita

tion

sign

alan

d th

e ou

tput

of t

he lo

ngitu

dina

l & la

tera

l-dire

ctio

nal c

ontro

llers

Ele

vato

r Def

lect

ion

–Sy

mm

etric

AM

W D

efle

ctio

nA

ilero

n D

efle

ctio

n –

Diff

eren

tial A

MW

Def

lect

ion

Rud

der D

efle

ctio

n –

Sym

met

ric R

udde

r Def

lect

ion

49

Freq

uenc

y R

espo

nse

Est

imat

ion

•Fr

eque

ncy

resp

onse

s ge

nera

ted

with

bot

h FF

T an

d C

hirp

-Z m

etho

ds fr

om fl

ight

da

ta m

atch

the

linea

r ana

lysi

s pr

edic

tions

at t

he s

ame

fligh

t con

ditio

ns v

ery

wel

l.

Ele

vato

r Fre

quen

cy

Res

pons

e A

t Mac

h 7.

54R

udde

r Fre

quen

cy

Res

pons

e A

t Mac

h 7.

54

Freq

uenc

y (H

z)Fr

eque

ncy

(Hz)

Magnitude (dB) Phase Angle (deg) Coherence

Magnitude (dB) Phase Angle (deg) Coherence

50

Ele

vato

r Loo

p S

tabi

lity

Mar

gin

Est

imat

es fo

r Fl

ight

s 2

& 3

Flig

ht 2

Flig

ht 3

•G

ain

and

Pha

se M

argi

ns w

ere

extra

cted

for F

light

s 2

& 3

from

the

fligh

t dat

a.•

Pos

t-flig

ht li

near

ana

lysi

s to

ol m

argi

n es

timat

es c

ompa

re w

ell w

ith th

ose

deriv

ed

from

the

fligh

t dat

a.•

A s

light

ly g

reat

er d

iffer

ence

is s

een

in th

e ga

in m

argi

n co

mpa

rison

s fo

r Mac

h 5-

8 fro

m F

light

3.

•U

n-m

odel

ed a

nd u

nexp

ecte

d ai

rflow

thro

ugh

the

scra

mje

t en

gine

in th

is re

gion

pos

sibl

y ex

plai

ns th

is g

reat

er d

iffer

ence

.

51

The

Res

ults

Bes

t Pos

sibl

e O

utco

me:

Scr

amje

ts W

ork

& F

light

Tes

t Is

Stil

l Nec

essa

ry

Que

stio

ns ?

NASA Dryden’s G-III AircraftPlatform Precision AutopilotInstrument Landing SystemPlatform Precision Autopilot Hardware InterfacesProject OverviewScramjet FeaturesProject OverviewThe TeamThe HardwareX-43A SystemsDryden’s Roles & CapabilitiesNominal Separation ScenarioVideo SegmentAdapter Camera Flight 1X-43A Return to FlightFlight 2 – March 27, 2004F3 Approach & PhilosophyThe ResultsQuestions ?