Time-optimal reorientation maneuvers for a combat aircraft

Abstract

Results are presented from a study of time-optimal attitude reorientation maneuvering for an aircraft with thrust-vectoring capability. A detailed mathematical model for attitude motions of the aircraft is developed. First-order necessary conditions for optimality are applied and a family of extremal solutions obtained for two classes of reorientation maneuvers of practical interest. The thrust-vectoring power is varied parametrically, and thus an estimate of the reduction in maneuvering time due to the thrust-vectoring enhancement of the aircraft is obtained. ARIOUS analyses have shown that emerging trends in missile and radar technologies will have a profound effect on design requirements for air-superiority vehicles. It appears that, in close-in combat, vehicles with the ability to operate at extreme angles of attack will have a decided advantage.1'4 Designing such supermaneuverable aircraft is a complex and challenging task, and future design efforts may well lead to radically new concepts. At present, however, the preferred approach is to provide a form of thrust vectoring in which propulsive power is used to generate control moments.5'6 At high angles of attack a, especially in the post-stall region, the effectiveness of the aerodynamic control surfaces decreases rapidly with increase in a.. Thus, thrust-vectoring generated (propulsive) moments must be used to maintain control of the aircraft at high a. At low a the propulsive moments can supplement the aerodynamic control surfaces and thus increase the agility of the aircraft. In addition, thrust vectoring can be used for control of the aircraft in case of mechanical failure or malfunction of the aerodynamic control surfaces. Several research programs that focus on utilizing thrust-vectoring control are currently under way. Among these is the F/A-18 based High Angle-of-attack Research Vehicle (HARV) program.7 The flight mechanics issues can be divided into two areas: 1) analysis of changes in the velocity vector and 2) analysis of changes in the body attitude. This paper presents some results obtained in a study that focused on understanding the nature of aircraft minimum-time fuselage-reorientation maneuvering. In the study, data for the HARV were used. Accordingly, the numerical results correspond to this aircraft. However, the discussion and methodology in analyzing the results presented in the next sections are quite general. A mathematical model of the aircraft and the interacting environment (the aerodynamic forces and moments) is derived in Sec. II. The basic ideas and assumptions in the development of the mathematical model are discussed in detail. In Sec. Ill a class of optimal control problems of interest is formulated and a set of necessary conditions for optimality derived by using the Minimum Principle.8'10 This set of necessary conditions is cast into a numerical multipoint boundary-value problem (MPBVP). Subsequently, a homotopy method and the related procedure for solving the MPBVPs (and thus generat