Large aircraft handling qualities

The short period frequency requirements of MIL-F-8785C are applicable to the very large transport aircraft simulated. The large aircraft simulated meet the requirements of NASA CR-159236 for effective time delay and pitch transient peak ratio. However, the requirements of this reference for the effective rise time parameter are believed to be too convservative for very large transport aircraft. Data obtained to date as well as other data indicate that MIL-SPEC requirements for the parameter t(phi=30 degrees) are too conservative for very large transport aircraft. The results of the present study indicate that t(phi=30 degrees) of less than 6 sec should result in ""acceptable'' roll response characteristics, and t(phi=30 degrees) of less than 4.0 sec should result in ""satisfactory'' roll response

Comparison of flying qualities derived from in-flight and ground-based simulators for a jet-transport airplane for the approach and landing pilot tasks

The primary objective was to provide information to the flight controls/flying qualities engineer that will assist him in determining the incremental flying qualities and/or pilot-performance differences that may be expected between results obtained via ground-based simulation (and, in particular, the six-degree-of-freedom Langley Visual/Motion Simulator (VMS)) and flight tests. Pilot opinion and performance parameters derived from a ground-based simulator and an in-flight simulator are compared for a jet-transport airplane having 32 different longitudinal dynamic response characteristics. The primary pilot tasks were the approach and landing tasks with emphasis on the landing-flare task. The results indicate that, in general, flying qualities results obtained from the ground-based simulator may be considered conservative-especially when the pilot task requires tight pilot control as during the landing flare. The one exception to this, according to the present study, was that the pilots were more tolerant of large time delays in the airplane response on the ground-based simulator. The results also indicated that the ground-based simulator (particularly the Langley VMS) is not adequate for assessing pilot/vehicle performance capabilities (i.e., the sink rate performance for the landing-flare task when the pilot has little depth/height perception from the outside scene presentation)

Development of SCR Aircraft takeoff and landing procedures for community noise abatement and their impact on flight safety

Piloted simulator studies to determine takeoff and landing procedures for a supersonic cruise transport concept that result in predicted community noise levels which meet current Federal Aviation Administration (FAA) standards are discussed. The results indicate that with the use of advanced procedures, the subject simulated aircraft meets the FAA traded noise levels during takeoff and landing utilizing average flight crew skills. The advanced takeoff procedures developed involved violating three of the current Federal Aviation Regulations (FAR) noise test conditions. These were: (1) thrust cutbacks at altitudes below 214 meters (700 ft); (2) thrust cutback level below those presently allowed; and (3) configuration change, other than raising the landing gear. It was not necessary to violate any FAR noise test conditions during landing approach. It was determined that the advanced procedures developed do not compromise flight safety. Automation of some of the aircraft functions reduced pilot workload, and the development of a simple head-up display to assist in the takeoff flight mode proved to be adequate

Analytical study of effects of severe turbulence on flight motions of a typical subsonic jet-transport airplane

Atmospheric turbulence effects on stability and response characteristics of subsonic jet transport aircraf

Simulator study of minimum acceptable level of longitudinal stability for a representative STOL configuration during landing approach

A fixed-base simulator study was conducted to determine the minimum acceptable level of longitudinal stability for a representative turbofan STOL (short take-off and landing) transport airplane during the landing approach. Real-time digital simulation techniques were used. The computer was programed with equations of motion for six degrees of freedom, and the aerodynamic inputs were based on measured wind-tunnel data. The primary piloting task was an instrument approach to a breakout at a 60-m (200-ft) ceiling

A simulator study for the development and evaluation of operating procedures on a supersonic cruise research transport to minimize airport-community noise

Piloted-simulator studies were conducted to determine takeoff and landing operating procedures for a supersonic cruise research transport concept that result in predicted noise levels which meet current Federal Aviation Administration (FAA) certification standards. With the use of standard FAA noise certification test procedures, the subject simulated aircraft did not meet the FAA traded-noise-level standards during takeoff and landing. However, with the use of advanced procedures, this aircraft meets the traded-noise-level standards for flight crews with average skills. The advanced takeoff procedures developed involved violating some of the current Federal Aviation Regulations (FAR), but it was not necessary to violate any FAR noise-test conditions during landing approach. Noise contours were also determined for some of the simulated takeoffs and landings in order to indicate the noise-reduction advantages of using operational procedures other than standard

Simulation of decelerating landing approaches on an externally blown flap STOL transport airplane

A fixed-base simulator program was conducted to define the problems and methods for solution associated with performing decelerating landing approaches on a representative STOL transport having a high wing and equipped with an external-flow jet flap in combination with four high-bypass-ratio fan-jet engines. Real-time digital simulation techniques were used. The computer was programed with equations of motion for six degrees of freedom and the aerodynamic inputs were based on measured wind-tunnel data. The pilot's task was to capture the localizer and the glide slope and to maintain them as closely as possible while decelerating from an initial airspeed of 140 knots to a final airspeed of 75 knots, while under IFR conditions

Letters between A. E. Grantham and William Kerr\u27s secretary.

Letters concerning a position in agronomy at Utah Agricultural College

Ground-based and in-flight simulator studies of low-speed handling characteristics of two supersonic cruise transport concepts

Conventional and powered lift concepts for supersonic approach and landing tasks are considered. Results indicated that the transport concepts had unacceptable low-speed handling qualities with no augmentation, and that in order to achieve satisfactory handling qualities, considerable augmentation was required. The available roll-control power was acceptable for the powered-lift concept

Simulator study of flight characteristics of a large twin-fuselage cargo transport airplane during approach and landing

A six degree-of-freedom, ground-based simulator study was conducted to evaluate the low speed flight characteristics of a twin fuselage cargo transport airplane and to compare these characteristics with those of a large, single fuselage (reference) transport configuration which was similar to the Lockheed C-5C airplane. The primary piloting task was the approach and landing. The results indicated that in order to achieve "acceptable' low speed handling qualities on the twin fuselage concept, considerable stability and control augmentation was required, and although the augmented airplane could be landed safely under adverse conditions, the roll performance of the aircraft had to be improved appreciably before the handling qualities were rated as being "satisfactory.' These ground-based simulation results indicated that a value of t sub phi = 30 (time required to bank 30 deg) less than 6 sec should result in "acceptable' roll response characteristics, and when t sub phi = 30 is less than 3.8 sec, "satisfactory' roll response should be attainable on such large and unusually configured aircraft as the subject twin fuselage cargo transport concept