TF-2004-06 DFRC

Highly Integrated Digital Electronic Control

"The HIDEC Program"

NASA's HIDEC F-15 approaches the Edwards AFB runway in 1993 during a Propulsion Control Aircraft (PCA) project
development flight. PCA was one of several significant propulsion and flight control integration projects tested and developed
on the HIDEC aircraft.
NASA Photo EC 93-2081-1

A program called Highly Integrated Digital Electronic Control -- HIDEC -- turned NASA Dryden's
F-15 research aircraft into a national facility that was used many years for research into the integration of
aircraft engine and flight control systems.

The effort to operational link engine and flight control systems was a natural outgrowth of the successful
Digital Electronic Engine Control (DEEC) unit flight tested on the F-15 at NASA Dryden between 1981
and 1983. The DEEC program, using a Pratt and Whitney F-100 test engine, demonstrated significant

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improvements in thrust, fuel consumption, and involving aerodynamics, performance, propulsion
engine life. The successful program paved the way control, systems integration, instrumentation
for the U.S. Air Force and Pratt and Whitney to install development, human factors, and flight test
operational DEEC units on all F100 engines techniques. Its last flight at NASA Dryden was on
powering F-15 and F-16 fighters. Oct. 27, 1993.

The HIDEC project studied the integration of The F-15 series of aircraft were designed and
aircraft engine operations with air data and flight built by the McDonnell-Douglas Corporation (now
control systems to improve aircraft performance. a part of Boeing). The first flight of an F-15 was in
Research efforts led to the development of several 1972. They have a top speed of Mach 2.5 and display
control modes that demonstrated extended engine excellent transonic maneuverability.
life, increased engine thrust, and lower fuel
consumption. The aircraft has a large shoulder-mounted
swept-back wing, twin vertical stabilizers, and large
The major elements of HIDEC were a Digital horizontal stabilizers. They are 63.75 feet long and
Electronic Flight Control System (DEFCS), the have a wingspan of 42.83 feet.
engine-mounted DEECs, an on-board general-
purpose computer, and an integrated architecture Two-afterburning turbofan Pratt and Whitney
allowing all components to "talk to each other." F100-PW-100 or -220 engines normally power F-
15s. The HIDEC F-15 used advanced versions of
Digital systems developed on the HIDEC F- the F100 called the F100 EMD (engine model
15 were the adaptive engine control system derivative). Both of the engines on the HIDEC
(ADECS) and performance seeking control (PSC). aircraft were equipped with Digital Electronic
It became the first aircraft to demonstrate the self- Engine Control (DEEC) units in 1983 following the
repairing flight control system (SRFCS) and the completion of the DEEC test and evaluation project.
propulsion-only flight control system (PCS).
For its research role with NASA, most of the
The integration of digital propulsion and flight aircraft's weapons systems were removed and much
control systems on military, commercial, and of this space was devoted to instrumentation and
general-purpose aircraft could lead to very data collection systems, and experiments associated
significant savings in fuel, maintenance, and with specific projects.
operational costs. The advantages of extended
engine life and enhanced engine and flight The standard F-15 has a mechanical flight
performance also give the aircraft a greater safety control system that provides control of the ailerons,
margin, a factor that can be appreciated by aircrews rudders, and stabilizers. An analog electronic control
as well as passengers. augmentation system (CAS) operates in all three
axes.

The HIDEC Aircraft On the HIDEC aircraft, a digital electronic

flight control system (DEFCS) augmented the
The HIDEC F-15 was originally a U.S. Air standard flight control system and replaced the
Force air superiority fighter. NASA used the "A" analog CAS. It was a dual-channel, fail-safe system
model, obtained from the U.S. Air Force on Jan. 5, that could be programmed in Pascal, Ada, and
1976, on more than 25 advanced research projects FORTRAN. It was linked to Military Standard

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1553B and standard F-15 (H009) data buses to tie Initial engineering work on ADECS began in
together all other electronic systems, including the 1983. Research and demonstration flights
aircraft's engine inlet control system to allow commenced in 1986.
integrated inlet cowl and ramp control research.
During the ADECS flight evaluations, the F100
EMD engines displayed thrust improvements of
Integrated Propulsion and Control between 8 and 10 percent at various altitudes. Fuel
Projects flow reductions of between 7 and 17 percent were
recorded at maximum afterburning thrust levels at
an altitude of 30,000 feet while holding constant
Over a span of about 15 years, the HIDEC was
engine thrust.
used to develop several modes of integrated engine
and flight control systems. Each took advantage of
the HIDEC's digital electronic flight control system The increased engine thrust improved the F-
to improve aircraft engine and operational 15's rate of climb by 14 percent at 40,000 feet, while
performance, and fight safety. the aircraft's time-to-climb from 10,000 feet to
40,000 feet dropped 13 percent. Acceleration
improvements of between 5 and 24 percent were
These integrated modes are Adaptive Digital
also recorded at intermediate and maximum power
Engine Control System, Performance Seeking
settings at various altitudes.
Control, Self-Repairing Flight Control System, and
the Propulsion-Only Flight Control System.
No engine stalls occurred during any flight
scenario, although intentional stalls were produced
Adaptive Engine Control System to validate ADECS methodology.

ADECS technology has been incorporated into

The Adaptive Engine Control System
the Pratt and Whitney F119 engines used on the new
(ADECS) improves engine performance in a
Air Force F-22 advanced fighter.
demanding flight environment by borrowing an
engine's excess stall margin through the integrated
and computerized flight and engine control systems. Performance Seeking Control
An engine's stall margin is the amount that engine-
operating pressures must be reduced to supply a
margin of safety to prevent an engine stall because The principle of Performance Seeking Control
of excessive pressure. (PSC) was to optimize an aircraft's engine
performance during steady-state operations. PSC
ADECS uses airframe and engine data to allow was essentially a follow-on project of the Adaptive
the engine to operate at higher performance levels Electronic Control System, which enhanced engine
at times when the inlet distortion is low and the full performance in dynamic flight situations.
engine stall margin is not needed. This improves
thrust levels by increasing the engine pressure ratio When the ADECS mode was being developed
(EPR) at a constant airflow. Fuel consumption also on the HIDEC aircraft, the flight control computer
dropped with a reduced throttle setting to hold thrust stored schedules of optimum engine pressure ratios
constant as the EPR was increased. In this mode, based on an average engine on a normal day. PSC
the ADECS is basically trading excess stall margin steps up to the next level by integrating control laws
for improved performance. to provide the highest engine and maneuvering

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performance at all times and in all types of flight flight control systems -- then compensates for the
environments. component loss by reconfiguring the remaining
control surfaces so flight crews can land their aircraft
PSC measures many parameters to identify the safely. Installed on military aircraft, the unique
condition of engine components and optimize them system would allow aircrews experiencing a control
to achieve the best efficiency based on actual engine surface failure to complete important tactical
conditions and flight environment. missions.

PSC flights with the HIDEC aircraft began in The SRFCS was successfully flight tested on
1990. Research data soon revealed that PSC reduced the HIDEC F-15 at NASA Dryden between
turbine temperatures by more than 160 degrees (F). December 1989 and March 1990. An advanced
This reduction of operating temperatures can version of the SRFCS was subsequently tested in
significantly extend the life of jet engines. 1998 on an unpiloted X-36 research vehicle.

Flight test results also showed that PSC A standout feature of the SRFCS -- also known
significantly improves thrust at varied flight as the reconfigurable flight control system -- is a
conditions, including accelerations and climbs. On cockpit display that presents pilots a visual warning
a refurbished engine, thrust increases of up to 15 explaining the type of system failure the aircraft has
percent were achieved, while on a degraded test experienced due to a malfunction or combat damage.
engine, thrust was improved 9 percent. The readout, which can be presented on a heads-up
display, gives pilots new flight limits such as reduced
Besides improving engine functions, PSC also speed and maneuvering limitations that the failure
incorporates the capability to detect engine wear and or damage may impose.
the impending failure of certain components. Such
data, combined with routine preventative The SRFCS includes a maintenance diagnostic
maintenance, can help improve the dependability of capability. Built-in test and sensor data are used to
propulsion systems on many types of aircraft. identify failed components or system faults that often
are not seen in ground maintenance. This in-fight
Pratt is now using technology from the diagnostic feature identifies intermittent faults that
Performance Seeking Control project, which can be often occur only during high maneuvering loads, or
applied to a wide variety of aircraft, and Whitney during high hydraulic-flow requirements. Having
on the F119 power plant used in the new Air Force the ability to identify faults or failures in advance of
F-22 advanced fighter, and in other advanced post-flight inspections eliminates inconclusive
engines. ground checks and excessive maintenance hours.

The immediate benefits of the SRFCS would

Self-Repairing Flight Control be a reduction of serious incidents and fatal accidents
System involving failed or damaged flight control systems.
But the benefits of the system extend beyond
detecting and overcoming these failures.
The Self-Repairing Flight Control System
(SRFCS) is a software addition to an aircraft's digital
The diagnostic capabilities of the SRFCS can
flight control system that detects failures and damage
reduce ground maintenance time for commercial air
to ailerons, rudders, elevators, and flaps. The system
carriers. The result would be faster and more
-- which can be used on nearly all aircraft with digital

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efficient service cycles for each aircraft and The NASA effort to develop the PCA concept
increased revenue. Easier and faster maintenance was triggered by the United Airlines DC-10 accident
diagnostic work also translates into lower in 1989 at Sioux City, Iowa. After a malfunction in
maintenance costs and increased operating revenues. the jetliner's tail engine knocked out the hydraulic
flight control system, pilot Al Haynes and his crew
Military forces utilizing the SRFCS on combat used manual throttle control to keep the aircraft
and support aircraft would also enjoy reductions in flying and attempt an emergency landing at Sioux
ground maintenance time and expenses, but the City. Although the flight ended in a fiery crash
greatest benefit to military forces would be a higher landing, 181 of the 296 persons on board lived
aircraft combat readiness rate. Military aircrews through the accident that drew worldwide media
would also have a greater chance of completing attention.
combat missions following damage to flight control
components. The PCA concept is simple. When activated,
the PCA system electronically merges the aircraft's
The SRFCS, because of its added safety factor, flight control and engine control computers to
could also lead to lower insurance costs for owners harness engine thrust and control the aircraft. When
and operators of commercial and general aviation the control wheel or stick is pulled back, engine
aircraft. thrust is automatically increased and the aircraft
begins to climb. Push the control wheel or stick
forward and engine thrust is reduced and descent
Propulsion Controlled Aircraft begins. Turning the wheel -- or moving the stick --
System right or left applies differential engine thrust and the
aircraft begins to yaw (sideslip) in the direction of
the desired turn. Modulating the differential thrust
The Propulsion Controlled Aircraft System
will stabilize the turn once the designated heading
(PCA) was developed and flight tested at NASA
is achieved.
Dryden in an effort to help pilots land safely when
normal flight control components -- elevators,
Based on the successes of PCA flights with
rudders, and ailerons -- are disabled because of major
the HIDEC F-15 and the MD-1, NASA considers a
flight control system failures. PCA uses computer-
PCA system an acceptable backup flight control
augmented engine thrust to give flight crews faced
system capable of controlling an aircraft to a safe
with a flight control system failure enough pitch,
landing after a flight control system failure.
yaw, and roll authority to fly the aircraft until an
airport is reached and a safe landing can be made.
Flight tests with the HIDEC F-15 were carried
out at speeds of 150 knots with the flaps down, and
The PCA system was tested and initially
with the flaps up at speeds between 170 and 190
demonstrated on the HIDEC F-15. It was later tested
knots. The tests included control capability in an
and publicly demonstrated on a three-engine MD-
"up and away" scenario, and landing approaches
11 jetliner. In simulator studies, NASA has also
down to less than 10 feet above the runway.
demonstrated the PCA concept on more than a dozen
other types of commercial and military aircraft.
The HIDEC tests ended with a successful PCA
landing on April 21, 1993, when the research pilot
In the past three decades, at least 10 aircraft
used only engine power to turn, climb, and descend
accidents have been caused by major flight control
to the runway.
system failures resulting in the loss of more than
1,200 lives.

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 Follow-on PCA research and flight accidents because of control system failures. But
demonstrations using the MD-11 transport came in PCA benefits reach beyond this basic safety feature.
1995 when it was tested in a variety of flight
situations -- mid and aft CGs (centers of gravity), at The PCA technology was later expanded to
altitudes that ranged from 200 feet to 30,000 feet, produce versions called PCA Lite and PCA Ultralite
and at speeds from 160 to 360 knots. The system that incorporate the engines-only control concept for
was also successfully tested to simulate many use in a variety of aircraft but at more moderate
emergency scenarios. purchase and installation costs.

The immediate benefit of a PCA system is

having an emergency backup control system to avoid