Introduction

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1 Introduction Karl E. Garman & Dominick A. Andrisani II School of Aeronautics & Astronautics Purdue University A PORTABLE DATA ACQUISISTION SYSTEM FOR FLIGHT TESTING LIGHT AIRCRAFT

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Introduction. A PORTABLE DATA ACQUISISTION SYSTEM FOR FLIGHT TESTING LIGHT AIRCRAFT. Karl E. Garman & Dominick A. Andrisani II School of Aeronautics & Astronautics Purdue University. Recognition of Need. There is a growing need to test the performance characteristics of small aircraft - PowerPoint PPT Presentation

Transcript of Introduction

Page 1: Introduction

1

Introduction

Karl E. Garman & Dominick A. Andrisani II

School of Aeronautics & AstronauticsPurdue University

A PORTABLE DATA ACQUISISTION

SYSTEM FOR FLIGHT TESTING

LIGHT AIRCRAFT

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Recognition of Need

• There is a growing need to test the performance characteristics of small aircraft

• Data acquisition for flight testing small aircraft has often been performed by manually recording instrument readings

• Until recently, electronic data acquisition was not realistic for such aircraft

• Often, installation of flight test instrumentation involved the cumbersome alteration of certain parts of the aircraft’s structure

• Potential for use in a Purdue University course in flight testing

This effort involved the development of portable,

low cost, computer-aided electronic instrumentation

for gathering flight test data on light aircraft  

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Design Challenges

Wish List:• Inertial Data ………………..What is the airplane doing in the inertial reference frame?

• Air Data …………………….What is the airflow relative to the airplane?

• Control Deflection Data …..What are the control surface deflections?

• Pilot Command Data …….. What are the control force inputs and feedbacks?

Constraints:• FAA Certification …………..Purdue aircraft must be kept in Normal Category.

• Risk Management …………Experimental R&D is not possible with students aboard.

• Flight Operations …………..Minimum bureaucracy for each flight is essential.

Verdict:• System Location……………Place integrated INS/GPS in baggage area (cargo).

• Air Data Boom ……………..Possible with special one-time FAA approval (not pursued).

• Pilot Command Data ………In situ placement of such instruments not feasible.

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Instrument System Overview

Low-cost instrumentation for recording flight test data:

• Recording INS/GPS mounted in baggage compartment• 1 Hz GPS update rate / 10 Hz INS update rate• Accessible to flight crew

Chassis Box Power Supply

Dell Inspiron Logging ComputerWith LabVIEW, INS and Signal

Conditioning Equipment

Sony VAIO Status and Control Computer

On Lapboard

External GPS Antenna (to be affixed

in aircraft window)

Pallet & Components Mounted in Baggage Compartment

RS-422 to RS-232 Protocol Converter Box

(with power switch and safety fuse)

INS with GPS receiver

Ethernet Cable

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-INS Data Packet andSpecification Tables

1Typical values

3Performance specs are given based on a 5-minute warm-up time

-INS Data

Packet Output-INS Specification Table

LatitudeLongitudeAltitudeYaw (magnetic)Yaw (true)Pitch AngleRoll AngleGPS TimeVelocity EastVelocity NorthVelocity UpX Axis RateY Axis Rate Z Axis RateX accelerationY acceleration Z accelerationStatic baroDynamic baroStatus

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Instrument System Architectureand Data Flow

24 VDCPower

System

-INS~10Hz Hex Packet

Data Output

GPS Antenna

(in aircraft window)

ProtocolConverter

RS-422

DataStream

RS-232

DataStream

Dell InspironLogging Computer

(Running LabVIEWData Acquisition Program)

Sony VaioUser Interface

EthernetCable

TCP/IPProtocolComponents of System in the

Aircraft Baggage Compartment

in cockpit

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System Integration Considerations

Power System:• Independent of aircraft electrical system for certification and safety purposes

GPS Reception:• Visibility of GPS satellite constellation by GPS antenna

• Antenna should be located away from high multipath environments

Computer Interfacing:• LabVIEW software aids efficient development of data acquisition routines

• Use of Windows-based operating system allows use of LabVIEW software

• Use of TCP/IP to interface between computers negates need to write software drivers

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User Interface (on Sony Vaio)

LabVIEW front panel user interface GPS status window

Purpose: Status indication and control of the data logging

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-INS Post ProcessProgram Front Panel

uINS1.vi PostProcess.vi

-INSdata stream

ASCIIHex file

decodedoutput

base 10text file

In-flight Logging Post Processing

LabVIEW Front panel for post

processing m-INS output

(hexadecimal to base ten)

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Demonstration Platform

Cessna 182 SkylaneAircraft used for student

flight instruction.

Registered as a “Normal Category”

aircraft under the FAA.

Data acquisition system was

placed the in baggage compartment

with a temporary GPS antenna

mounted in the rear window

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Flight Tests

GPS Airspeed Calibration TestPurpose: Test groundspeed output of -INS against a certified instrument

• Various heading tracks were flown to determine winds aloft and true airspeed

• An airspeed calibration chart was produced and compared with handbook values

• Results compared to instrument-certified GPS (Bendix King KLN89)

22 21 1 2 3

2 23 1

2tan G G G

G G

V V V

V V

1

222 2 22 2 2 2 1 2 3

3 1 3 1

21( )

2 sinG G G

W G G G G

V V VV V V V V

2 223 3

2G G

T W

V VV V

WindDirection

WindSpeed

TrueAirspeed

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Airspeed Conversion Process

True Airspeed

(TAS)

EquivalentAirspeed

(EAS)

Calibrated Airspeed

(CAS)

Indicated Airspeed

(IAS)

VcVpc *1/ Instrument CorrectedAirspeed

Vic

• True Airspeed is calculated with GPS Airspeed Method

• Vic was not independently determined

• The sum of Vic and Vpc was found

• Vary the IAS to determine (Vic+ Vpc) as a function of IAS

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Groundspeed Data for Each Leg

50

60

70

80

90

100

110

120

130

140

150

160

60 70 80 90 100 110 120 130 140

Indicated Airspeed (knots)

Gro

un

dsp

eed

(kn

ots

)

KLN89 South Leg Micro-INS South Leg KLN89 East Leg Micro-INS East Leg

KLN89 North Leg Micro-INS North Leg KLN89 West Leg Micro-INS West Leg

Groundspeed Outputs FromKLN89 and -INS

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90 Knot East Track= 1.1 knots

90 knot South Track= 10.6 knots

-INS Inertial Velocity Anomalies

Aircraft was maintained in level, unaccelerated flight for each airspeed test leg

Something iswrong here

KIAS S E N W90 10.6 1.1 6.1 0.580 3.1 6.3 6.2 1.470 5.2 7.0 6.1 10.3

Standard Deviations of-INS Groundspeed Data

KIAS S E N W130 1.5 0.8 0.8 2.1120 1.3 5.6 0.7 0.8110 4.3 6.6 9.1 2.1100 4.8 0.8 1.0 1.2

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-6

-5

-4

-3

-2

-1

0

1

2

3

4

5

6

7

8

60 70 80 90 100 110 120 130 140

Indicated Airspeed (knots)

Po

sit

ion

Err

or

Co

rrecti

on

(kn

ots

)

Pilot's Operating Handbook KLN 89 4-TrackMicro-INS 4-Track KLN 89 3-TrackMicro-INS 3-Track Linear (Pilot's Operating Handbook)Linear (KLN 89 4-Track) Linear (KLN 89 3-Track)Linear (Micro-INS 3-Track) Linear (Micro-INS 4-Track)

Position Error Correction Chart

* * Assumes Vic=0

Vic +

V

pc

(kn

ots

)

*

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Phugoid Mode Of Cessna 182P

ControlYoke

Release

Approximately28 seconds

Asymptotically DampedMotion Is Evident

4500’ Pressure AltitudeOAT=57 deg F

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Conclusions

• As demonstrated, a “Normal Category” portable data acquisition system has been built and used in a Normal Category aircraft

• Main design challenges were from FAA regulations instead of technical concerns

• Use of TCP/IP data transmission negated the need to rewrite software drivers

• Common commercial computer equipment allowed the use of LabVIEW and other Windows-compatible software

• -INS velocity and angular output data from the flight experiments compared well with certified instrumentation and emperical calculations

• Limiting factors for use in particular aircraft include cargo area geometry and visibility of the GPS antenna to the GPS satellite constellation

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Acknowledgements

Rockwell Collins Avionics, Cedar Rapids, IA

Dr. Dominick Andrisani II, Dr. Galen King, Dr. James Garrison

Dr. Robert Santini, Dr. Mike Everly, Mark Carlsen, Bob Fagan, Jonathan Amy Facility for Chemical Instrumentation (JAFCI) of the Purdue University Department of Chemistry

Brian Stirm, Department of Aviation Technology, Purdue University

Dr. Paul Shepson, Departments of Chemistry and Earth & Atmospheric Science, Purdue University


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