SAWE Report - Cal Poly San Luis Obispo

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Mode Table 10.IV - Longitudinal and Lateral Dynamic Mode Conformity with MIL-8785C Damping ratio (ζ) Natural Frequency (ω n ) Vendetta MIL-8785C Vendetta MIL-8785C MIL-8785C Level Phugoid 0.094 > 0.04 0.091 - I Short Period 0.921 0.35 – 1.3 4.721 - I Dutch Roll 0.103 > 0.08 1.960 > 0.4 I Table 10.IV shows that the Vendetta satisfies all of the military specifications for these three important modes while in a subsonic cruise with the CG monitor. The only thing of concern regarding these results is high value for undamped natural frequency in the Dutch Roll mode. It is not uncommon for aircraft of this size and type to incorporate fairly simple yaw dampers operating on the yaw rate. With the use of the DFCS, the Vendetta would have no problem keeping that mode in control. Because there is a large amount of robustness available with CG excursion and the DFCS, the longitudinal modes are well within the Type I military specifications and would remain there in the supercruise. 69
Validation of an aircraft design such as this is fairly hard to accomplish with traditional models. Traditional wind tunnel testing is limited to the availability of supersonic wind tunnels. Because of this, the <strong>Cal</strong> <strong>Poly</strong> Pheagle Flight Simulator was used to evaluate handling qualities, ground handling due to landing gear placement, up-and-away tasks, and low speed performance. A non-linear table lookup scheme was incorporated in the computer simulation to lookup the DATCOM derived stability and control derivatives. These derivatives were used to develop tables for the major derivatives as functions of Mach number and angle of attack. The simulator and flight cab are shown as Figure 10.8 and Figure 10.9, respectively. Figure 10.8 - Pheagle Simulator Figure 10.9 - Flight Cab and Instruments The static flight cab allows the pilot to see the a full panel of operational instruments as well as feel up to 50 pounds of force on the stick. The stick used was that from an F-15 Eagle. Graphics models were incorporated for pilot cues and situational awareness as seen in Figure 10.10. A full HUD was also incorporated and used as illustrated in Figure 10.11. Stick forces and dynamics were approximated based on existing information from current fighter aircraft. Figure 10.10 - Graphics and Environment Figure 10.11 - Heads up Display Results of validation proved that the DFCS control laws would need to be developed for the aircraft to be flyable in all flight regimes. 70
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SAWE Paper No. 3232 Category No. 10
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Table of Contents Abstract_________
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List of Figures Figure 1.1 - Design
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Figure 13.4 - Rectilinear Vision Pl
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Nomenclature AIAA American Institut
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α Angle of Attack, degrees, rad.
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Table 1.II - Summary of Design Requ
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Figure 1.3 - F-15 Strike Eagle F-11
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Table 1.III - Comparison of the F-1
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Many of the equations buried in the
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3 Configuration The current configu
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Another problem arises from the 20
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• Span = 54.7 ft • m.a.c. = 32
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4 Stealth Considerations As mention
Page 29 and 30: Table 4.I - Common Ground Radars Ra
Page 31 and 32: 30 20 10 0 -10 -20 -30 -40 -50 1 GH
Page 33 and 34: 5 Aerodynamics The major aerodynami
Page 35 and 36: 1 GHz. 40º LE Sweep 10 GHz. 40º L
Page 37 and 38: 5.3 Wing Thickness The effect of wi
Page 39 and 40: 5.4 Airfoil The NACA 65A-003 airfoi
Page 41 and 42: 1 Section Lift Coefficient 0.9 0.8
Page 43 and 44: 90 80 Wing Cross Sectional Area (ft
Page 45 and 46: 6 Propulsion In developing the prop
Page 47 and 48: Table 6.II - RFP Dimensions Compare
Page 49 and 50: 38 Figure 6.1 - VAATE Goals
Page 51 and 52: TSFC 3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.
Page 53 and 54: Deflection Angle Analysis for Mach
Page 55 and 56: Figure 6.8 - Cost Association with
Page 57 and 58: The inlet has a boundary layer dive
Page 59 and 60: 7 Materials and Structure The overa
Page 61 and 62: Vertical Attachment Points Horizont
Page 63 and 64: 8 Landing Gear Landing Gear design
Page 65 and 66: steel. This means that more braking
Page 67 and 68: Table 9.II - Final Component Weight
Page 69 and 70: throughout the 5-hour mission. Usin
Page 71 and 72: 10 Stability and Control To initial
Page 73 and 74: difference in neutral point and cen
Page 75 and 76: 40 30 20 10 0 -10 -20 -30 -40 -50 2
Page 77 and 78: The Vendetta configuration utilizes
Page 79: -0.6 -0.4 UNSTABLE NEUTRAL -0.2 Lif
Page 83 and 84: consumption. The main aspects of th
Page 85 and 86: In addition to the performance requ
Page 87 and 88: 70,000 Altitude (ft) 60,000 50,000
Page 89 and 90: 11.4 Mission Requirements By comple
Page 91 and 92: Table 11.VIII - Landing Flight Prof
Page 93 and 94: 11.7 Alternate Missions In addition
Page 95 and 96: 12 Payload Weapon internal layout d
Page 97 and 98: 13 Cockpit Cockpit Design began wit
Page 99 and 100: that could be used in landing and t
Page 101 and 102: 14 Systems The systems of the Vende
Page 103 and 104: 14.3 Fuel System Initial fuel syste
Page 105 and 106: 15 Manufacturing Several manufactur
Page 107 and 108: 16 Cost Analysis The final and perh
Page 109 and 110: Appendix Threats Chart Common Surfa
Page 111 and 112: Wing Break Point Fuel Aft Fuselage
Page 113 and 114: The Vendetta Design Team Chris Atki
Page 115 and 116: References 1. “Ejection Systems,
Page 117: 35. www.dfrc.nasa.gov/PAO/PAIS/HTML
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SAWE Report - Cal Poly San Luis Obispo

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