Effective Date: 15 June 98

Flying Qualities Testing

Longitudinal - General

The longitudinal stability and control characteristics will be evaluated. Concurrently the effectiveness of the longitudinal control in attaining any permissible speed above the stall speed, the control forces required, and the return-to-trim characteristics will be determined. The stability will be qualitatively evaluated with pitch SAS inoperative to verify acceptable characteristics with this improbable failure.

Longitudinal - Static

The static longitudinal stability will be evaluated of a speed ranged that is definable for each flight configuration. A stable stick force gradient will be verified at all speeds within +15% (or+ 50 Kt., whichever is less) of the trim speed, or until the stick force exceeds 50 Lbs.

Concurrently the effectiveness of the longitudinal control in attaining any permissible speed above the stall speed, the control forces required, and the return-to-trim characteristics will be determined. Altitude will be maintained within +2500 ft. of trim altitude during these tests.

A qualitative evaluation will be made to determine that failure of the SAS does not result in a dangerous or intolerable flight condition.

Longitudinal - Maneuvering

The maneuvering longitudinal stability will be evaluated by recording stabilized step-g turns, with increments of no greater than 0.2 'g', to load factors of .85NL for the applicable configuration. In all cases, EVENT at onset of buffet.

These tests and additional testing as required, will define the airplane maneuvering envelope as limited by airframe buffet, artificial stall warning actuation or control effectiveness. Supplementary data will be obtained during the structural program to further define limit load factor.

Altitude deviation during these tests will not exceed +/- 2,500 ft., and airspeed deviation will not exceed +/- 5 kt.

A qualitative evaluation will be made to determine that failure of the SAS does not result in a dangerous or intolerable flight condition. Test from 1.0 to (0.85NL) 'g' (or shaker onset) with at least 6 increments.

Longitudinal - Longitudinal Control

The relative magnitudes of the pitch, roll and yaw control forces will be evaluated throughout the test program.

Starting from level flight, a rolling pullout maneuver will be performed in which approximately 2/3 of the available roll rate is attained simultaneously with a normal load factor of 2.0 'g',maintaining zero sideslip.

Longitudinal - Trim Characteristics

The effectiveness of the longitudinal, lateral and directional trim systems will be evaluated during stabilized flight throughout the test program and specifically at the conditions below if they are not obtained during other tests.

Stabilized trim data will be obtained at each of the specified conditions. These data, in conjunction with others obtained during the test program, will establish the variation of stabilizer position with lift coefficient and c.g. over the airplane altitude range. Typical test conditions are,

Record when trimmed at a series of altitudes during a continuous descent at the recommended descent speed. From 35,000 feet to 10,000 feet.

Number 1 and 4 engines at idle reverse; number 2 and 3 engines as required.
Noseup trim limit to VH/MH in 30 knot increments.
1.2Vs to VH/MH in 30 knot increments.
Noseup trim limit to VFE in 20 knot increments.
1.2Vs to VFE in 20 knot increments.
Noseup trim limit to VLF in 20 knot increments.
1.2VSL to VLF in 20 knot increments.

Trim Capabilities with Asymmetric Thrust will be demonstrated by gathering stabilized trim data at each of the typical conditions to establish the variation of lateral and directional trim with airspeed for asymmetric thrust conditions. For each configuration, the limit speed will be established with zero bank angle, and then with 5 degree bank. The rudder limit stops will be over-ridden for these tests. If any limit speed is higher than 154 KCAS (q=100 psf), the test will be continued with the No. 3 hydraulic system cut-off over-ridden.

Emergency Rudder Control as a trim device. VH (or max. attainable in level flight) to trim limit in 30 knot decrements. Number 1 engine inoperative; number 2,3 and 4 engines at NRT. Number 1 and 2 engine inoperative; number 3 and 4 engine at NRT.

Trim Capabilities with Lateral C.G. Displacement will be demonstrated by gathering lateral and directional trim data required for a lateral fuel umbalance of a design unbalance at several typical test conditions.

Trim Capabilities with Alternate Control Systems will demonstrate the capability of trimming all control forces to zero with the particular axis in its "alternate control" configuration will be established.

The control forces resulting from transfer to the "alternate" systems will be determined. Elevator control force will be out of trim by +5 lb. prior to transfer.

"Alternate control" is defined as being with the following hydraulic systems inoperative:

a) Elevator-No. 2 system.
b) Aileron/spoiler-No. 2 system.
c) Rudder-No. 3 system at low speed .
No. 2 system at high speed.

Longitudinal - Parameter Identification

(To be added at a later date)

Lateral-Directional - General

Lateral-directional stability characteristics will be evaluated by performing stabilized sideslips of increasing magnitude to the right and left up to 15 degrees of Beta or maximum control authority, while maintaining a straight flight path.

A concurrent evaluation of the ship airspeed and altitude system characteristics under sideslip will be performed during these tests. The characteristics of the angle of attack vanes will also be evaluated.

Dutch Roll characteristics of the airplane will be evaluated at the specified conditions by recording the response to rudder doublets. Maximum fuel condition for heavy gross weight test.

The dynamic tests will be repeated with the following conditions to provide handbook information and to insure that failure of the Stability Augmentation System (SAS) does not result in a dangerous or intolerable flight condition.

(a) Yaw SAS inoperative.
(b) Lateral SAS inoperative.
(c) Both yaw and lateral Sas inoperative.

Lateral-Directional - Static Lateral

Lateral Control tests with symmetric thrust will be performed with partial and full wheel throw roll tests from 45 degree bank to 45 degree opposite bank will be conducted to right and left to define the rolling performance capabilities and requisite wheel forces. No pilot coordination will be employed.The partial wheel throws employed will be approximately 30% and 60% of the total available. SAS off tests will be performed at 60% and full wheel throws only. Maximun fuel condition (max roll inertia) should be demonstrated.

If the airplane has full-time yaw coordination via the SAS, there will be no requirement to perform coordinated rolls. However,selected tests will be repeated with pilot coordination at the discretion of the flight test engineer.

Lateral control characteristics with asymmetric thrust will be evaluated by conducting 20 degree banked turns with and against the inoperative engine(s) at the specified conditions,with coordition at pilot option.

The airplane will be trimmed in level flight prior to conducting the turns. If the normal rudder trim is inadequate,the Emergency Rudder Control will be utilized. Speed will be constant during the test. Conditions to be evaluated are, Number 1 engine inoperative, number 2,3 and 4 engines at MRT and Number 1 and 2 engines inoperative, number 3 and 4 engines at TLF.

Lateral-Directional - Static Directional

Directional control with symmetric thrust tests will be performed to evaluate the capability to develop 15o steady slideslip to left and right at the specified conditions.

Directional control asymmetric thrust-one engine inoperative test will be performed to evaluate the ability to maintain constant heading by sideslipping and banking with the rudder pedals free will be evaluated at several speeds down to 1.4Vs.

The speeds recommended for this evaluation are 1.8Vs, 1.6Vs, 1.5Vs, and 1.4Vs with Number 1 engine inoperative and Number 2,3 and 4 engines at NRT.

Directional control with asymmetric thrust-two engines inoperative the rudder power available to control asymmetric thrust will be evaluated by performing sudden changes in heading up to 15 degree right and left with wings approximately level at the specified conditions.

Number 1 and 2 engines should be inoperative with Number 3 and 4 engines at TFLF.

Lateral-Directional - Static Lateral-Directional

Static lateral- directional stability characteristics will be evaluated by performing stabilized sideslips of increasing magnitude to the right and left up to 15 degrees of Beta or maximum control authority, while maintaining a straight flight path. Altitude will be maintained within +2,500 ft. and airspeed within +5 kt. during these tests, as indicated on the boom system indicators.

A concurrent evaluation of the ship airspeed and altitude system characteristics under sideslip will be performed during these tests. The characteristics of the angle of attack vanes system will also be evaluated.

Increase sideslip in 3o increments to limit. At 1.2Vsl evaluate stallimeter characteristics concurrently.

Lateral-Directional - Dynamic Lateral-Dir/Dutch Roll

The Dutch Roll characteristics of the airplane will be evaluated at the specified conditions by recording the response to rudder doublets. Maximum fuel condition for heavy gross weight test. The tests will be repeated with the following conditions to provide handbook information and to insure that failure of the SAS does not result in a dangerous or intolerable flight condition.

(a) Yaw SAS inoperative.
(b) Lateral SAS inoperative.
(c) Both yaw and lateral SAS inoperative.

Rudder doublets-sequential rudder inputs to left and right (or vice versa) of sensibly equal amplitude and duration, and in phase with the Dutch Roll frequency. By using this technique the Dutch Roll will occur about a wings-level datum.

Lateral-Directional - Dynamic Lateral-Dir/Spiral Mode

The spiral stability characteristics will be evaluated at the conditions listed below by establishing a 10 degree bank angle then releasing the controls. Record until the bank angle increases to 30 degrees, decreases to zero or 40 seconds have elapsed.

The tests will be repeated with the following conditions to provide handbook information and to insure that failure of the SAS does not result in a dangerous or intolerable flight condition.

(a) Yaw SAS inoperative.
(b) Lateral SAS inoperative.
(c) Both yaw and lateral SAS inoperative.

Maximum fuel condition for heavy gross weight test should be evaluated.

Lateral Control - General

Lateral control tests will be done by performing partial and full wheel throw rolls conducted to right and left to define the rolling performance capabilities and requisite wheel forces. No pilot coordination will be employed. The partial wheel throws will be employed. SAS off tests will be performed. The maximun fuel condition(max roll inertia) will be demonstrated.

Since the airplane has full-time yaw coordination via the SAS, there is no requirement to perform coordinated rolls.

Lateral Control - Roll Control

Lateral Control With Symmetric Thrust tests will be done by performing partial and full wheel throw rolls from 45o bank to 45o opposite bank conducted to right and left to define the rolling performance capabilities and requisite wheel forces. No pilot coordination will be employed. The partial wheel throws employed will be approximately 30% and 60% of the total available. SAS off tests will be performed at 60% and full wheel throws only. The maximun fuel condition(max roll inertia) will be demonstrated.

Since the airplane has full-time yaw coordination via the SAS, there is no requirement to perform coordinated rolls. However,selected tests will be repeated with pilot coordination at the discretion of the flight test engineer.

Directional - General

Directional control symmetric thrust test will be performed to evaluate the capability to develope 15o steady slideslip to left and right at the specified conditions.

Directional - Control Directional control asymmetric thrust -

One Engine Inoperative test will demonstrate the ability to maintain constant heading by sideslipping and banking with the rudder pedals free will be evaluated at several speeds down to 1.4Vs.

The speeds recommended for this evaluation are 1.8Vs, 1.6Vs, 1.5Vs, and 1.4Vs. with the Number 1 engine inoperative, number 2,3 and 4 engines at NRT.

Directional control asymmetric thrust -

Two Engines Inoperative will demonstrate the rudder power available to control asymmetric thrust will be evaluated by performing sudden changes in heading up to 15 degree right and left with wings approximately level at the specified conditions. The tests will be performed with the Number 1 and 2 engines inoperative, number 3 and 4 engines at TFLF.

Stall Characteristics - General

Stalls will be performed, with stall limiter optimized and operative, to evaluate the air vehicle stall characteristics. Both straight and turning flight stalls will be performed. The stall entry rate will be varied from 1.0 to 3.0 knots per second at each test [Acondition/ load factor combination specified, and recovery will be initiated at pusher operation for each test.

Stall Characteristics - Straight Flight

Stalls will be performed, with stall limiter optimized and operative, to evaluate the air vehicle stall characteristics. The stall entry rate will be varied from 1.0 to 3.0 knots per second at each test condition specified and recovery will be initiated at pusher operation for each test.

The airplane will be trimmed for "hands off" flight at the appropriate trim speed of 1.2Vs for straight flight stalls. If necessary, the airplane will be accelerated to a higher speed, with trim constant, so that the required entry rate can be established prior to encountering stall warning.

In addition to the tests listed, stall characteristics will be evaluated at several conditions, to be selected at the discretion of the Test Team, by applying continuous nose-up trim from 1.4Vs to trim interrupt. The tests will be concluded either when the airspeed stabilizes or the pusher actuates.

Stall Characteristics - Turning Flight

The following stalls will be performed, with stall limiter optimized and operative, to evaluate the air vehicle stall characteristics. Turning flight stalls will be performed at load factors of up to approximately 1.5 'g' (47 degree bank angle) typically for a Cruise configuration test. The stall entry rate will be varied from 1.0 to 3.0 knots per second at each test condition/ load factor combination specified, and recovery will be initiated at pusher operation for each test.

The airplane will be trimmed for "hands off" flight at the appropriate trim speed of 1.4Vs for turning flight stalls. If necessary, the airplane will be accelerated to a higher speed, with trim constant, so that the required entry rate can be established prior to encountering stall warning. In addition to the tests listed, stall characteristics will be evaluated at several conditions, to be selected at the discretion of the Test Team, by applying continuous nose-up trim from 1.4Vs to trim interrupt. The tests will be concluded either when the airspeed stabilizes or the pusher actuates.

Unsteady Flight - To Be Added

Minimum Control Speed - General

It shall be demonstrated that following the sudden loss of engine thrust, the airplane shall not assume a dangerous attitude nor shall it require exceptional skill, strength, or alertness on the part of the pilot to prevent a significant change in flight path.

Minimum Control Speed - Steady State - Air

The minimum speed at which straight flight can be maintained with not more than 180 lb. (150 lb. per FAR) rudder pedal force and/or 5 degree bank angle will be determined under steady state conditions.

Sufficient testing will be accomplished to define the variation of air minimum directional control speed with gross weight, bank angle and thrust levels on Nos. 2,3 and 4 engines up to the flat rated S.L. cold day engine rating.

During these tests the ATM's and power transfer will be ON.

The minimum speed attainable with 180 lb. rudder pedal force and/or 5 degree bank angle will also be determined at light weight with No.1 engine shut down, No.2 at flight idle and Nos. 3 & 4 at the flat rated S.L. cold day thrust level.

Minimum Control Speed - Dynamic - Air

The minimum directional control speed determined under steady state conditions will be checked under dynamic conditions by cutting fuel to No. 1 engine.

It will be demonstrated that control can be regained and straight flight re-established with a bank angle not exceeding 5 degree and with rudder force not exceeding 180 lb. (150 lb. per FAR) without adjusting throttle settings on the operating engines. During the recovery the airplane shall not assume a dangerous attitude nor shall it require exceptional skill , strength, or alertness on the part of the pilot to prevent the change in heading exceeding 20 degree.

Minimum Control Speed - Dynamic - Ground

The air vehicle is allowed to accelerate on the runway with each engine power set to produce the noted thrust condition at simulated engine failure. The simulated engine failure will be performed by fuel shutoff to the critical engine. The fuel cut will be performed at 10 to 15 knots above the predicted Vmcg on the initial run of a series. The engine cut speed will be decreased by increments of 3 knots on succeeding runs until the maximum lateral deviation of the air vehicle equals 30 feet for current certification basis or 25 feet for older certification basis. This speed will be defined as Vmcg for the test conditions. The pilot will not take any corrective action until a noticeable change in air vehicle heading occurs. Unless another technique is agreed on, the pilot will keep the wings level during these tests. The power settings on the operative engines will not be adjusted during maneuver. Any nosewheel steering effect is reduced by maintaining the nosewheel light on the ground. Futher, the nosewheel steering is made inoperative electrically.

Critical gross weight will be defined from the results of listed heavy and light gross weight tests.

Minimum steering capability - The effectiveness of the nosewheel is minimized by using no forward pressure on the control column.

Ground Handling - General

Observe ground control characteristics while taxing over smooth and rough taxiways and in crosswinds, braking (normal and emergency), steering and shock absorbing capabilities. Buffet levels and handling characteristics with maximum reverse thrust will be evaluated. The envelope for which maximum reverse thrust on three engines may be used will also be evaluated.

The following aspects will be assessed:

(a) Visibility .
(b) Effects of ground spoilers .
(c) Leaning or heeling tendencies with various fuel loadings.
(d) Turning radius.

The dynamic effects of directional control of:

(a) Failure of the No. 1 reverser.
(b) Failure of No. 1 engine during reverse thrust.
operation will be investigated.

Ground Handling - Steering

Observe ground control characteristics while taxing over smooth and rough taxiways at speeds up to 0.7Vs and in 90o crosswinds up to 0.3Vsl. Braking (normal and emergency), steering and shock absorbing capabilities will be evaluated. Buffet levels and handling characteristics with maximum reverse thrust employed will be determined.

A preliminary evaluation of the minimum speeds for thrust reversal use based on reingestion criteria will also be performed.

Assessed visibility, effects of ground spoilers, leaning or heeling tendencies with various fuel loadings, and turning radius at speed range of Zero to 0.7Vs

Ground Handling - Maneuvering

Ground handling with asymmetric reverse thrust tests will be performed to assess the operational speed envelope for which maximum reverse thrust on three engines may be used with adequate directional control will be determined with and without ground spoilers.

The thrust settings which can be used at operational speeds outside this envelope with adequate directional control will also be determined. The dynamic effects of directional control of:

(a) Failure of the No. 1 reverser.
(b) Failure of No. 1 engine during reverse thrust operation will be investigated..