Modeling and Control System Design for a UAV Helicopter

Guowei Cai, Ben M. Chen, Kemao Peng, Miaobo Dong and Tong H. Lee
Abstract-We present in this paper a linearized hovering
model of a UAV helicopter obtained using the in-flight data
generated through a perturbation method. The UAV helicopter
is constructed from a radio-controlled helicopter by integrating
an onboard system, which includes a data processing unit,
a data acquisition system, a wireless communications and all
necessary sensors. A flight control law is then designed using a
newly developed nonlinear control technique, i.e. the composite
nonlinear feedback control. Actual flight testing shows that the
design is successful.

1. INTRODUCTION

Unmanned aerial vehicles (UAVs) aroused a great interest

in the academic circle in the past years. This is because the
UAVs have scientific significance and huge potentials in real
applications. Among UAVs, the small-scale UAV helicopter
is very popular in the academic research community as it
is relatively easy to be manipulated in a manual mode and
operated in an automatic mode. It has been adopted by many
research groups worldwide (see, e.g., [1], [2], [4], [5] [7]
[9], [11], [12]). Quite a few modeling methods have been
proposed in the literature (see, e.g., [11], [9]). Advanced
control techniques have also been utilized to design the flight
control laws for the small-scale UAV helicopters (see, e.g.,
[12]) to improve flight performance.
In this paper, our motivation is to develop a UAV helicopter as a test bed for implementing automatic flight
systems using an advanced nonlinear control approach.
Our UAV helicopter, NUSIX, as depicted in Figure 1, is
constructed from a radio-controlled helicopter, Raptor 90,
by integrating an onboard system, which includes a data
processing unit, a data acquisition system, a wireless communications and all necessary sensors.
The outline of this paper is as follows: The hovering
modeling of the UAV helicopter is presented in Section II.
The design of flight control laws for hovering using the
composite nonlinear feedback technique and the dynamic
inversion is given in Section III. The overall automatic flight
control system will be verified with simulations and actual
flight tests. Finally, we draw some concluding remarks in
Section IV.
II. MODELING OF NUSIX UAV HELICOPTER

The nonlinear structural model of the helicopter motion

is first established through the analysis of physical effects
using the first principles. A linearized structural model for
This work is supported by the Defense Science and Technology Agency

(DSTA) of Singapore.

The authors are with Department of Electrical and Computer Engineering

The National University of Singapore, Singapore 117576. Email addresses:

{gO301341,bmchen,elepkm,eledm,eleleeth}@nus.edu.sg

Downloaded from http://www.elearnica.ir

Fig. 1. The UAV helicopter, NUSIX.

hovering is then derived, where the specific parameters are

to be identified using the in-flight data.
A Equations of Helicopter Motion
The body coordinate and NED (North-East-Down) coordinate defined in [8] are the common frames used in the
modeling and design of flight control systems. A set of Euler
angles, b, 0 and b, is defined in [8] to describe the orientation
of the body frame changing with time relatively to the NED
frame. A ground frame could be approximated as the inertial
reference frame for the local flight to derive the equations of
helicopter motion. The ground frame is similar to the NED
frame except the origin is fixed at an appropriate location,
generally at the starting point. The dynamic of the helicopter
motion is expressed in the body frame while the helicopter
position is in the ground frame. By neglecting the gyroscopic
effect of the engine driven-train, the equations of helicopter
motion can be described as follows,
V -QV + Bbg + m1F,
- =
+ j-1M

B'V

(1)

(46

I tanO sin
cosq
=0
sin
L
CosO0

tan Ocosq
,
-sin
cosX J
CosO0

where V and U are the velocity and angular velocity in the

body frame respectively. P is the position of the helicopter
in the ground frame. ( b 0 &b)' is a set of the Euler angles
to describe the attitude of the helicopter with respect to the

NED frame. g =[0 0 g]'is acceleration due to gravity

and g IS assumed to be a constant. m iS the mass of the
helicopter and J is the inertia matrix of the aircraft and is

given by

FJx

Jxz 1
0
J=
Jy 0
L-Jxz
Jz j
with the elements, J*, being related moments of inertia and
product of inertia, respectively. Q is a cross-product operator,

i.e.,

Q,

a.o x

where si is a column vector and

F 0
-wz oy
0= wSz
0
x
ol
gY wx
L~y
with c7), .y andwz being the angular rates along the x-axis,
y-axis and z-axis of the body frame, respectively. Bb is the
transformation matrix from the NED frame to the body frame
as follows,
[
C
sin & + sin sin 0 cos
cos
Rb
sin X sin&b + cos X sin Ocoso
(2)

Cos Cos

cos 0 sin<

-sin 0

cos ) cos gln + sin ) sin 0 sin gln

-sinoXcos'ob+cosoXsin0sin b

sin ) cos 0

(3)

Furthermore, F and M are the resultant force and moment

expressed in the body frame, comprising those generated
from the main rotor, tail rotor and the fuselage (including
the horizontal and vertical fins) on the helicopter respectively,
which are functions of the velocity V and angular velocity
bias well as the control surfaces. They can be expressed as
F Fm +Ft+ Ff,
(4)
M Mm + Mt + Mf,
where Fm, Ft, Ff, Mm, Mt and Mf are the forces and
moments generated from the main blade, tail blade and
helicopter fuselage, respectively.

[-sinalsin&i

-cos3-

-CO5ai

s 1in
1
sin a, cos 01

[-a,

Mm

\VHmJ

Qm + QmpFm

gm

I9ai" D9MY(b10
0

(
(5)

()

()

a,

with ATAN2 being the Four quadrant inverse tangent.

[ O
Zm Yml1
Qmp - Zm
0
-'mI
[ Ym 1m
0]j

jI)Ht
j

sinai

Lo

where ai is the
climbs and

F 01
)Mt= I
L

Qt+QtpFtA

(9)

inflow angle as positive when the helicopter

Zt
Ytl
0 - It
(10)
0
xt
LYt
where (xt yt Zt)
(xt 0 Zt) is the position of
the tail hub in the body frame. Tt, Ht and Qt are the
aerodynamic forces and moment generated from the tail
blade. The Tt is starboard and perpendicular to the tip path
plane of the tail blades. Ht is perpendicular to the tail rotor
shaft. Qt is with respect to the tail hub, which is starboard
and perpendicular to the tip path plane of the tail blades.

Ff

Zt

[-sin ai 0 -cos ai
0

1
-cos ai 0

0
sinai

L\
|S ',Mf
DJ

Mfx\

MfyI

(11)

MfzJ

where the lift L and drag D are expressed in the wind frame
[8] and the S is expressed in the body frame. Mf is defined
with respect to the gravity center of the helicopter.
Note that the orientation of the tip path plane of the main
blade with respect to the plane perpendicular to the main
rotor shaft is described with a, and
The dynamic of the
be expressed using the
tip path plane of the main blade can b1.
first harmonics in the Fourier series as follows,
1a

bi)
where 6pitch

At

PP

+ Btpp

pth

(bi) +roii~

(12)

and droll are the cyclic commands. Atpp and

Btpp are the parameter matrices.

bi

0
where Q is the sideslip angle and
=i ATAN2(ai, b1), az1 = (a2l + b2)1/2.

Ft= I1

Qtp

The flight height is given by

sina,1
az1Cos
cos 1-lnl sin
osi /3,a ( Tm
= sin
FmFm

F0 -Cos a 1 Tt

cos XcosO

h=-[0 0 1]P.

where the ('in Ym Zm) = (0 0 Zm ) is the positionof

the main hub in the body frame and the main shaft is assumed
perpendicular to the X-O-Y plane of the body frame. Tm, Hm
and Qm are the aerodynamic forces and moment generated
from the main blade. Tm is upwards and perpendicular to
the tip path plane of the main blades. Hm is perpendicular
to the shaft of the main rotor. Qm is defined with respect to
the main hub, which is upwards and perpendicular to the tip
path plane of the main blades. a1 is the longitudinal flapping
with respect to a plane perpendicular to the shaft defined as
positive when the blade flaps down at the tail and up at the
nose. b1 is the lateral flapping defined as positive down on
the advancing side and up on the retreating side. Only the
first harmonic of the flapping angle in the Fourier series is
considered in the modeling.

(7)

As there is a rate gyro existing in the manual operation

system and it is not inactive in the automatic mode. It could
be assumed as a first order model as follows,

Wf

(8)

af~

~W,(3

where Wzf iS the state variable. aZf and bZf are constants. The
control input signal, dpeda1, to the yaw channel servo will

be the synthesized signal using the Wzf, w) and the pedal

command, 6pedal, assumed as follows,
d
~
5peda1,
'14~
+ pedal
5pedal Czfjzf + dzfWiz
(14)
where Czf and dzf are constants. The nonlinear model of our
UAV helicopter consists of (1), (12), (13) and (14).

Identifying the parameters in the nonlinear dynamic model

is generally difficult. In what follows, we derive a structured
linearized model for the nonlinear dynamics and then apply some common identification techniques to identify the
structured model. A similar approach has been reported in
[9]. The flight states for hovering are
V0 =0, 0 =0, O= 0 and
(15)
= 0,
and the trim values of the commands are 6pitch,O, 6roll,0,
6pedal,O = 01 1co1,0. col is the collective command. Note
why the trim value of the pedal command in the hovering is
zero is resulted from the setting of the tail blade pitch. Thus,
the linearized model can be expressed as follows,

(vN
=At) K) + [Ri

0(
bi I
j +gEgyj, (16)
a
\pedal
a,
ao, bi b1-b0,
- blo,LI
where al a=a- a1,
b161=
5col =co1 - co1,0,
(5pedal = (pedal - 5pedal,O. alo and blo are the trim values of
a, and b, at the hovering respectively.
~ -g 0- -1 O0
~t* * 0 0 0
O g
O 1
0 A0\ 0 0 *
j

where

Ab

a,

0 * * 0
* 0 * *

clinearized

A 00 0

B2 B3]

B,

A
A

* A
A A
0 0
0 0
_* A A 0 0 A_ 0
B2=[0 0 A 0 0 A]/,RB3J0 * 0 * 0 A]',
where A denotes the key elements to be identified, * denotes
minor elements and 0 denotes 0 or near to zero. The
linearized model of the UAV helicopter can be obtained by
combining (16), (12), (13) and (14) as follows,

_%

bi
)
1Btpp
W~)Zf

0 1

| 0 tdrol
bzf]

l
r)

Btpprllj

o.

where 5-pedal

IV

Ab+R3
[0 dzf] B, R3Czf
0 ELO] Atpp o

~~*W!

linearized model is a multivariable model, the in-flight data

of (single-input and multiple-output) SIMO systems are
in which only one of four control input channels is
collected,
injected some perturbed signals. In our case, the chirp signal
is chosen as the perturbed signal because the UAV helicopter
is weakly unstable. The frequency range of the chirp signal
used is from 0.05 Hz to 10 Hz, which is sufficient to cover the
operating bandwidth of the UAV helicopter. The amplitude
of the chirp signal is determined in flight tests to sufficiently
excite the dynamics of the UAV helicopter. The computation
to determine the unknown parameters in the linear model
is carried out with the system identification toolbox in the
MATLAB. The prediction error method is taken to identify
the parameters.
The collection of the in-flight data is carried out in
manual operation. The pilot first performs hovering for the
helicopter, then holds the trim values of the four control input
signals, and finally injects the chirp signal to one of the four
control input channels. The measured outputs and the control
inputs are collected by the onboard computer system with a
sampling frequency of 50 Hz. We note that the longitudinal
and lateral flapping angles, a, and bl, and the state variable
of the rate gyro, Wzf cannot be directly measured.
The prediction error method is utilized to identify the
parameters in linearized model. We obtain the following
model for NUSIX

5pedal 6-5pedal,Oi

-~~~

/i
zf

+g Eg I
f

R0

0R

wher

-1

Ax + Bu,

where

(18)

Sgx

[VX (m/s) Vy (m/s) wox (rad/s) woy (rad/s) X (rad)

0 (rad) 61 (rad) b1 (rad) Vz (m/s)
(rad/s) wzf
u = (5roll(rad) Spitch(rad) Scoi(rad) dpedal(rad))',

wz7

and

-0.1778
0

A=_A=

0
-0.3104

0
0
00

1
0

0
-1

01

0
0

0
0
0

0
0
0

0.3326 -0.5353
-0.2940
00
00

0.1903

~ -

0
0
00
0

~~0

~~

2 005

ip-0.6821

0_Theidentified-0.1446

0
-0.1070
-5.5561

~~~~

lI

-9.7807

-9.7807

0
0
0
0
0
0
~~~0

00

172.6200

9.7807
0

1
0

0
0
0
0

T0
a
-36.6740

00

10

00

-8.1222 4.6535
-0.0921 -8.1222

0
0
0
~~

0.0496 2.6224

9.7807

75.7640 -59.958
343.86

01740

0242

0
0
0

1 0120 n

0170

0
0
00
~~~~~~~0

0
0

0 0

15.6491

1.6349

-58.4053

(z42 [ Eg]ign a s o p
Th
2.49
L0
0
l.gO
trim values of the control commands for hovering are
+0T
~~5pedal
~~(17) 6roll,O =0.05 rad, 5pitch,O =0.02 rad, 5co1,O -0.22 rad,
and 5pedal,O =0. The angular rate of the main blades is set
and

The perturbation method is adopted to identify the unknown parameters in the linear structural model. Since the

imental responses are collected in the flight tests. The same

perturbed signals are taken as the control input signals to

rA. Design of Inner Control Law

The inner control law is designed based on the identified
<0>
linear model using a newly proposed composite nonlinear
0_______________________________4______________
feedback (CNF) control for multivariable systems reported in
0_4
0 pl l1',2,,
I r
X[6]. The CNF control consists of a linear feedback law and a
n002
nonlinear feedback law without any switching element. The
-02>5 726 727 728 729 730 731 732 733 734 7 5
linear feedback part is designed to yield a closed-loop system
15 bd'i''<
with a small damping ratio for a quick response, while at the
S>222i5^>t>A -;nt- 4-- ,Af--0
same time not exceeding the actuator limits for the desired
N05 ;itill;<2
command
input levels. The nonlinear feedback law is used
Time(s)
to increase the damping ratio of the closed-loop system as
the system output approaches the target reference to reduce
a. Angular velocity.
the overshoot caused by the linear part. The CNF control
is proven to be very effective in designing servo
>0- ~ 0m000<
t0 ,,
'.
>x0 _05
__;
r
tn ,. .-" '/
--a2-. 0technique
systems with quick transient performance (see, e.g., [3] for
72,'5 726 727 728 729 730 731 732 733 734 7.35
the application of the CNF control to hard disk drive servo
1.5
systems). Following the procedures given in [6], we proceed
to design the inner control law for the UAV helicopter. We
0.4

.5

726

725

727

728

729

730

731

732

733

726

725

727

728

729

730

731

732

733

735

734

734

7.35

734

7.35

-0.5

__------__
727 726 728
729
730
731

05,25

732

\;;- D.S.;;

v --

''--"'.,--

733
CA

(19)

z+ Ba(

consider

>-.0th
=C2X

-1.5

b. Velocity.
Fig. 2. Verification of the identified model. Solid line: experimental, Dashed

line: identified.

r
Ui

Control Law

AcWaors

-1

Outer
Control Law

Uf

FlightbyC
Scheduling

ut

where x, u, h and y are the state variable, control variable,

controlled output and measured output, respectively. The
function sat is defined as
sat(ui) = sgn(ui) min{ uj , Ui,max},

with Ui,max being the saturation level of ui for i = 1, 2, 3, 4.

For our NUSIX, U1,max = 0.35 rad, U2,max = 0.35 rad,
U3,max = 0.12 rad and U4,max = 0.4 rad. Matrices A and
B are the same as those in (18), whereas the measurement
output and controlled output are respectively characterized
by C1 and C22wt
with
an

-1

Fig. 3.

Schematic diagram of the flight control system.

0 1 0 0 0 0 0 0 0 0
0 0 1 0 0 0 0 0 0 0

-=

Io

O-

0
0

1 o o o o o o o
00000
1 o00
o o o o10
o o0 01
o o

o o o o o o o o 1 o o
o0 o o o o o o o o 1 o-

the identified model. The simulation responses are obtained.

Figure 2 shows the comparison between actual response and
response from the linearized model. The verification shows
that the identified model is fairly accurate in capturing of the
dynamic property of the UAV helicopter at hovering.

III. DESIGN OF FLIGHT CONTROL LAW

The flight control system structure shown in Figure 3 is
adopted in our design, which comprises three loops, i.e.,
the inner control loop, the outer control loop and the flight
scheduling loop. In the figure, y is the measurement output
and u* is the control input, in which * denotes an appropriate
subscription. For our UAV helicopter, the inner control law
is to control the velocity V, angular velocity ~, pitch angle
and roll angle b, the outer control law incorporates the flight
scheduling to control the heading angle 4' and position P to
fulfill the designated flight missions.

C2 =

0 ]
0 0 0 0 0 0
000000 0 1 0 0

IO
L

00 0 0 0 0 0

The velocity V and the angular rate wo are chosen as the

controlled output variables. The state variables are measurable except a1, b1 and Wzf. The following is a step-by-step
procedure for designing the inner-loop control law.
STEP 1. Design a linear regulator as follows,

UL Fx + Gr,
(20)
where r is the reference, r (V, wo)' with VI and wo,
being the velocity command and yaw angular rate command
respectively.
r 0 -0.0240 -0.0157 0.0169 -0.3015 0.0404 -0.1042
F=036
0 -.18-.29-.32-.95-.04
F
0
0
0
1.3900o
01, G-In07 n;
0
0.01 -0.1900 01
0
0 0.0854 0.0068 j

STEP 2. Choose a positive definite matrix

W

diag F .01

.01

.01

.01

.01

.01

.01 25

o
o
o
o
0
0
1.00 0
0
1.0000

3.5 x

.01

10-3 .011

j L

and solve the Lyapunov equation,

~~

~~

0
0
0

0
0
0

0
0
0

0
0

0
0

1.0000
0
0

0
0

~~~~~~~~~~~~~~~~~~~0

0
1.0000
-0. 1500-

0 0 0

The overall composite nonlinear feedback control law is

+B (
= yAcx

(A + BF)'P + P(A + BF) =-W,

rW
for P > 0. We can obtain
0.0838 0.0554 -0.0584 1.2808 -0.1370

B/P

0.0873

0.0445

0.0573

0.0877

0.9503

4.7897

0
0
0

0
0.0587

1.5038

(24)

~~~~~~~~~~~0I
u FJc+ Gr + pB'P(J-Ger),

0
0 1
where
the
nonlinear
function matrix p is chosen as
0
0

0.6760
0

0.3532

p = diag

-0.0864 0.2116

pi

P2

P4 }

(25)

It is noted that the element of the matrix B'P is set to zero

if its absolute value is less than 0.01. The nonlinear feedback
potion is then given as

pi =-1.582/i e-ijh(i)-r(i) -0.3679, i 1, 2, 4, (26)

with Qi
0.42,
0.5,
1.7, and ai 0.25 for
1,2,4.

uN = pBIP(x - Ger),
(21)
where p is the nonlinear function matrix to be defined later
and
- 10000
00000
0n

B. Design of Outer Control Law

The expressions of the strapdown equation and the position equation are explicitly known. Thus, the outer control
law can be designed using dynamic inversion. Hovering
means that a helicopter holds its position at a pre-designated
position in the sky, say Pc, while holds its heading, &c. The
outer control law incorporating flight scheduling generates
the expected flight states and commands to the inner loop
system. The outer control law for the hovering is designed
as follows,

-0.000

1.00

0
0

_0 0175 -0.00021
Ge0=

Ge

0.0011

-0

0
0

1.000 -0.0000
1.0000

0.0011

-0.0011 0.0306
-0.0175 -0.0021

-0.0000

0.2474 -

STEP 3: Combine the linear regulator and the nonlinear

feedback portion to form the following composite nonlinear

Q2

Ve)

feedback control law

U

Fx + Gr + pB'P(x - Ger).

(22)

An observer is designed to estimate the unmeasurable state

variables as follows,

4=

kp(P- &Pc)

(27)

where Bb is the transformation matrix from the NED to

the body frame defined in (2). Moreover, 5kV,
-1.5 and
-0 4 -0 4 -0.

Kh bdiagm[

),(23)

C. Flight Control Law

The flight control law for the UAV helicopter comprises
the inner-loop control and outer-loop control law as follows,

where xc is the state variable of the observer consisting of

the unmeasurable state variables of the system, and

up = UO +U,
(28)
where ut and uo are the practical control inputs and the trim
value of the control inputs at the hovering.

xc

Acxc + Bc(Y

*r = Cc ( y

xc

B, =

Lo

[0.0062 0.0201
0.0147

17.5 108

-5.6065

0.0297

0.0355

-2.2918

4.2 128

0/

-1.8334 0 0

-0.5275

0 0

0 0 -0.0217

0 0.0496 2.6224 0
0
0
2.4928 0.1740
0
0
4.4078 0
0 0.2452 -8.7608

K1010

0.0500

(8roll,O 8pitch,O 8col,O 8pedal,O )

(29)

= (Ve WJze).
D. Simulation and Implementation
The overall flight control law is verified with simulation
and flight tests. In our simulation, the trim value is neglected

because the simulation is based on the linearized model. The

simulation results are shown in Figure 4. The designated
location and heading direction are, respectively,
P = (0 0 -10)' m and &b = 0. The initial conditions
0 0 0 0 0 0 0 0 0 0)',
0.1Oused are xo
00
0.2 rad and Po (-0.1 0.1 -10.5 )'.

0 0 0 1.
~~~~~~ ~~
0
0
0 1.0 .0
00 0 0
0 1 00000
cc
=

00100
K

UO

-24.7156
0
0
- 16. 6131

~~~hovering

=-(1

~~~~~~~~~~~~~~2.2
2.4~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

0
0.6

-1

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0.

0.2

.2

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~0-.

10.64

10

.18

10

10.

50

55

53

~ 11-01-11-~
~
~
~
7
17-1 01-1
~~~~~~~~~~~~~~~~~~~~~~~~~10

21

Ti~~~~~~~~~~~~~~~~~~~~ (~~ ~ ~~~

51

a. Responses of the position and the heading direction.~22.

0......

I~~~~~~~~~~~~~2

a Responses of the position and the heading direction.

0

...2

.0..

.2

6b. Conro sinas

helicopter
Fig.4.
Simulation:

hovering.

2 2 3
505)

55

Fig 5.

b.4Cotrolignal

Flight test helicopterhovering~~~~2

InFiue40.6yz)' h eiotrsccsflyRFRNE
the initial state disturbaces. The flight control la has also
for nonlinear cotrol," Proc. of 1999 IEEE nternational Conference o

hoer at4 the.esigate.loctio. andheaing.iretionwit.[1]5....Botof."Te.Uiverityof.Trono.RChelcoptr:..tes.be

oiope tke

ffan lis isti mnuloprain.Thn1i

the headingsiectoof the

onro

d
UeposingCarie PhaeGpositonly, PhDeDisertto,SadnfodrdctUnivriy

helicopandther atheatime whrein.the

~
~
~
1
0-3~
wthdfo h
heiotri4

~ ~ ~ ~ ~~~~~S,
95
aulmd oteatmtc
[]V arlt,A

modeare taken as the.............

designated ones.... The... sampling. period.

in

withi

xy
-h

Atoaio, o. , p 6770, uapst unar2205

05

0.

22

07

ic

heebr,M

ytm fra ml

7]E2005.
N. Jono-

.K

.Dhe

.Frn

Ain

n andheiotrprorigagesv

ann

Aapietaetr

oto

man th4hadn dieto is withi 2.1415 .0rd The

autnoou helioptrs, AIAA Jouna ofGudace Cotrl,an
staysaeacuayo.h edigdrcini 258n h
8 p.5458 05
B yamc,vl
icaf oto n iuain n
0~~~~~~~~~~~[8
.0SeesadF4.Lws
positioning ....accuracy ...of
..the.GPS..is..3.m........ Th.flgh.tet.En..Jon.ile.&.on,.Hpoen,NJ,US,.203
deontrte that.the.fligh.control.syste.is.successful.[9].B..Mett.r.Identificaton.Modeling.an.Characteristis.of.Miniatur
0~~~~~~~~~~~~Rtrrft lwrAcdmcPblses orel A UA 03
0-~~~~~~~~~~~~~~~~1]RW ruy elcpe efrac,Saiiy n oto,Rbr
0.02

....
CONCLUSION
Krige Pubisin Comany Floida USA, 1990.
3
0
0-3 2 4 6 8 1 0 1 211D1H Shm,H.J4Kim an S Ssty, Cotrl ystm esgnfo
~~~~~~~~~~~~~~~~~rtrrf-bae0 nand eilvhcl sn1ie-oansse
The modelingandflight ontrol system design ofthe
identification," Pro. of2000IEEE Internatioal Conference on Contro

002F

20

hovering flightcondition of the UAV helicopter, NUSIX,

havbee prsne-oehrwt

iuato

n0cults

flight results. Flighttests have verified the designed flight

coto syte is successful.16
820.
o-

Applications, pp. 808-8 13, Anchorage, Alaska, USA, 2000..2

1]Manitliet0
2ueo4 .Hrn,S
aaua n .KtuDvlpeto
nandhliotr"Po.2f196EE nentoa

Conference on Fuzzy Systems, pp. 33-34, Yokohama, Japan, 1995.0

53

525