Fig 1.
Stall test with 30° flap for model validation with stall occurring around t = 20 s.
Fig 2.
Control system configuration for μ-synthesis design.
Fig 3.
During flight simulation, the aircraft is split into a number of surfaces and the forces on each are computed by BET.
Reprinted from http://www.x-plane.com/desktop/how-x-plane-works/ under a CC BY 4.0, with permission from Laminar Research, original copyright 2011.
Fig 4.
Illustration of the main idea of blade element theory (BET) on a propeller blade.
Table 1.
Mass, geometry parameters and performance specifications for Cessna 172.
Table 2.
Stability derivatives for Cessna 172.
Fig 5.
The setup for verification of the results through nonlinear dynamical simulations and/or SIL tests based on BET.
Fig 6.
Closed-loop step response for individual SISO systems.
Fig 7.
States of perturbed aircrafts under combined SISO control.
Fig 8.
Singular value plot for the loop-shaping controller.
Fig 9.
States of the nominal aircraft under loop-shaping control.
Fig 10.
Inputs to the nominal aircraft under loop-shaping control.
Fig 11.
States of perturbed aircrafts under loop-shaping control.
Fig 12.
Inputs of perturbed aircrafts under loop-shaping control.
Fig 13.
Third order multiplicative uncertainty model.
Fig 14.
Block diagram for μ-synthesis control design via D-K iteration.
Fig 15.
States of the nominal aircraft under μ-synthesis control.
Fig 16.
Inputs to the nominal aircraft under μ-synthesis control.
Fig 17.
States of perturbed aircrafts under μ-synthesis control.
Fig 18.
Inputs of perturbed aircrafts under μ-synthesis control.
Fig 19.
States of the nominal aircraft with loop-shaped inner and outer controllers.
Fig 20.
Inputs to the nominal aircraft with loop-shaped inner and outer controllers.
Fig 21.
Outputs of perturbed aircrafts with loop-shaped inner and outer controllers.
Fig 22.
Inputs to perturbed aircrafts with loop-shaped inner and outer controllers.
Fig 23.
States of a 30% perturbed aircraft with inner/outer loop-shaping control during final test scenario.
Fig 24.
Inputs to a 30% perturbed aircraft with inner/outer loop-shaping control during final test scenario.
Fig 25.
Trajectory of a 30% perturbed aircraft with inner/outer loop-shaping control during final test scenario.