Flying Qualities Testing

Bell P-59 (AFFTC History oflice photo)

Air Force Flight Test Center

Edwards Air Force Base
20 February 2002
Contributors:

Frank Brown Brenda K. Johnson Kevin Prosser

Alan W. Elledge Michael Leone B. Lyle Schofield
Robert Eslinger Mary K. Manning Ralph H. Smith
David Fedors Dottie L. Meyer James A. Smolka
Daniel Gleason Jayna K. Moore Thomas Speer
Kirk Harwood Christopher J. Nagy Michael J. Taxhner
Stephen B. Herlt Gwendolyn M. Narleski Thomas R. Twisdale
Brian Hobbs Michael K. Nelson Fredrick R. Webster

USAF TPS Classes 95B through 99B

.
 Flying Quaiih'ees Testing '
Contents

Contents

Part I: Introdnction
Chapter 1 Introduction to Flying Qualities Testing
Chapter 2 Vectors, Matrices, and Linear Systems
Chapter 3 Differential Equations and Transfer Functions

Part II: Unaugmented Airplane Motion

Chapter 4 Building the Equations of Motion
Chapter 5 Solving the Equations of Motion
Appendix 5a: A Longitudinal and Lateral-Directional Simulator
Chapter 6 Introduction to the Flying Qualities Military Standard
Chapter 7 Stability Derivatives
Chapter 8 Unaugmented Trim and Stability

part IiI: Flight Control systems

Chapter 9 Fundamentals of Flight Control Systems
.
Chapter 10 The Root Locus Method
Chapter 11 Frequency Response
Chapter 12 Frequency Content, Filters, and Aliasing
Chapter 13 Structural Coupling and Rigid Body Limit Cycle
Chapter 14 Fundamental Features of Flight Control Systems
Chapter 15 Digital Flight Control Systems
Chapter 16 Handling Qualities Design Guidance
Chapter 17 Introducing the Military Specification for Flight Control Systems

Part IV: Flying Qualities Testing

Chapter 18 The Flight Control System Design Problem

Part m a : Tools and Techniques

Chapter 19 Configuration for Flying Qualities Model Validation Testing
Chapter 20 Flying Qualities Flight Test Simulators
Chapter 21 Handling Qualities
Chapter 22 Pilot Evaluation of Handling Qualities
Appendix 22a: NASA TND-5153
Appendix 22b: Analog Scales for Evaluating Handling Qualities
Chapter 23 Handling Qualities Stress Testing
Chapter 24 Aerodynamic Model Validation Testing
Chapter 25 Frequency Response Estimation

Part IVb: Flying Qualities Ground Testing

Chapter 26 Flight Control System Verification and Validation Ground Testing
Chapter 27 Taxi Testing

Flying Quaiih'es Testing Contents-i

Flying Qualities Testing
Contents

Part IVc: Flying Qualities Flight Testing

Chapter 28 First Flight Flying Qualities Testing
Chapter 29 Flying Qualities Envelope Expansion Testing
Chapter 30 Handling Qualities Flight Testing
Chapter 31 Stall, Departure, and Spin Testing
Chapter 32 Failure State Testing
Appendix 32a: Bradfield Report
Chapter 33 One-Flight Flying Qualities Evaluations

Contents-ii Flying Qualities Testing

 Part I

Introduction

Republic F-91 (AFFTC Hisfory OfJice photo)

Bell X-IA MFFTC History mce photo)
 Introduclion to Flying Qualities Testing
Chapter 1

Flying Qualities Testing 1-i

Introduction to Flying Qualities Testing
Chapter 1 Contents

Introduction to Flying Qualities Testing

1.1 The Role of Flying Qualities Testing ................................ 1-2

1.2 The Objective of Flying Qualities Testing ............................. 1-2

1.3 Key Definitions ......................................... : . . . 1-3

1.4 Handling Qualities: the Capstone of Flying Qualities Design and Testing ......... 1-5

1.5 The Flying Qualities Test Method .................................. 1-6

1.6 The Difficulty of Designing for Safe Flying Qualities and Good Handling Qualities . . . 1-8

1.7 An Overview of the Text ....................................... 1-10

1.8 Waypoint: Introduction to Flying Qualities Testing ....................... 1-11

1-ii Flying Qualities Testing

 Chapter 1

Introduction to
Flying Qualities Testing

Flying qualities testing is perhaps the most interesting of all airplane testing for pilots and engineers,
but especially for pilots. In virtually all other areas of airplane testing, modem test methods have
rendered pilots nearly unnecessary, because higher quality test data may be obtained when a computer
is used to guide the airplane through the test maneuvers. This is true of some flying qualities testing
as well, but it is definitely not true of handling qualities testing, which is the most important part of
flying qualities testing. At the present time, no computer can evaluate with perfect reliability how
much a pilot will like, or not like, flying an airplane. Neither can a computer suggest how an
airplane might be made to fly better. Only pilots can do these things.

Hying qualities testing is enjoyable and satisfying when conducted properly. Modem test methods
make it possible to thoroughly and systematically evaluate flying qualities within a relatively short
span of time. The advent of small, powerful computers has made possible more accurate predictions
of airplane behavior and more sophisticated analyses of test data. At the same time, these computers
have removed much of the drudgery that was once associated with even a limited analytical evaluation
of flying qualities and a limited analysis of test data. In the 1950s. flying qualities engineers might
spend days constructing a single root locus plot, a task that requires only a few seconds today.
Similarly, many hours were required to extract a limited amount of information from simple test
maneuver time histories, whereas today we can quickly extract much more useful information from
more complicated data in much less time. This means we can b o w more about the predicted flying
qualities of an airplane before testing, and much more about the actual flying qualities after testing,
than our predecessors could know. But despite the vast improvement we enjoy in test methods,

Flying Qualities Testing 1-1

Introduction to Flying Qualities Testing
1.2 The Objective of Flying Qualities Testing

computers, and analysis techniques, there are still weaknesses in our armor. You will learn, for
example, that pre-test uncertainties in aerodynamics, structural dynamics, and human dynamics
require us always to be on our toes. You will learn that, as flying qualities flight testers, we must
never take anything for granted: we must always remember that seemingly minor errors or
oversights can result in the loss of a test airplane and aircrew.

We believe you will find your study of flying qualities testing to be enjoyable, and the time you spend
testing to be both enjoyable and rewarding.

1.1 The Role of Flying Qualities Testing Let us begin our discussion by examining how flying
qualities testing fits into the larger picture of purchasing a new military airplane or modifying an
existing one. When the Air Force determines that a new airplane is needed, it begins by identifying
the job, or mission, that the airplane must perform, and drawing up a list of requirements the airplane
must satisfy to perform that mission. Next, a System Program Office is engaged to act as an agent
in managing the purchase. The System Program Office,in turn, engages a contrac:or to design and
build the airplane, and an independent test agency to evaluate whether the new airplane meets the
design requirements and can perform the mission.

We see that the System Program Office (the purchasing agent), the contractor (the designer and
builder), and the independent test agency are each "hired," or engaged, to serve the operationalpilots
who must fly the new or modified airplanes the Air Force purchases. This text is written from the
perspective of flying qualities testers. We will focus on the methods that are used to objectively,
completely, and honestly evaluate the flying qualities of new or modified airplanes. Only when
testing is conducted objectively, completely, and honestly will the operational users and taxpayers be
well served.

1.2 The Objective of Flying Qualities Testing Now that we have placed flying qualities testing
within the broader context of purchasing a new or modified airplane, let us identify the objective of
flying qualities testing.

The objective offying qualities testing is to detem'ne whether the ailplane is safe to&, and
whether the handling qualities are suitable forpe@onning the various tasks that make up the
design mission.

We see that thefirst purpose of flying qualities testing is to evaluate whether the airplane is safe to
fry. When we speak of "safe," our principal concern is for airplane stability and for pilot-plus-
airplane stability. During your study of flying qualities testing, you will learn that airplane Stability
encompasses the classical aerodynamic responses of an airframe as well as the coupled aerodynamic,
servodynamic, and structural dynamic responses that are produced when a modern flight control
system is added to the airframe. You will learn, for example, that airframe aerodynamics can couple
with the flight control system and a nonlinearity to cause rigid body limit cycle; and that the airplane
structure can couple with the flight control system to cause structural resonance. Both rigid body

1-2 Flying Qualifies Testing

 Introduction to Flying Qualities Testing
1.3 Key Dethitions

limit cycle and structural resonance can cause the loss of an airplane and aircrew. You will alsblearh
that adding a pilot to a stable airplane can produce an unstable pilot-plus-airplane response. F'ilot-in-
the-loop oscillation, or PIO,is the classic example of pilot-plus-airplane instability. You will learn
how to evaluate airplane stability and pilot-plus-airplane stability analytically and using ground and
flight test methods.

The second purpose of flying qualities testing is to evaluate whether the handling qualities are
suitable for performing the various tasks that make up the design mission. All akplanes are designed
to perform a mission. In the world of sport aviation, the mission may be as simple as "having fun. "
In the world of business and commercial aviation, the mission may be to transport passengers or
cargo from one point to another. In the world of military aviation, the mission may be to transport
passengers and cargo; to destroy a ground or airborne target with bombs, missiles, or guns; to
conduct reconnaissance; to transfer fuel between airplanes during flight; and so on. To accomplish
the design mission, the pilot must be able to perform a number of tasks, including take-off and
landing; climb, cruise, and descent; inflight refueling; and maneuvering to engage a target or evade
a thre&; among others. While the airplane must, at a minimum, be safe to fly if these tasks are to
be accomplished, the handling qualities must also be suitable. Handling {ualities characterize how
easy it is to fly the airplane, perform the various mission tasks, and accomplish the mission. You
will learn how to evaluate handling qualities analytically and using ground and flight test methods.

1.3 Key Definitions Our shldy of flying qualities testing will profit from clear definitions of key
terms. Be forewarned that these definitions vary somewhat within the flying qualities community,
as a result of differences in perspective and experience.

We begin with a definition of flying qualities. As illustrated in Figure 1-1, we will define flying
qualities in the following manner:

Flying qualities are the characteristics, or dynamics, of the airplane.

We see in Figure 1-1 that

flying qualities, or the
dynamics of the airplane,
include the aerodvnamics of
the airframe, the dynamics of
the flight control system (or
servodynamics), and the
dynamics of the flexible
airplane structure (or
Figure 1-1 Flying qualifies are the characteristics, o r d y m k s . ofthe airplnne. structural dynamics). It is
often necessary to include the
dynamics of the engine as
well.

Flying Qualities Testing 1-3

Introduction to Flying Qualities Testing
1.3 Key Definitions

Now consider a definition of handling qualities. As illustratedin Figure 1-2, we will define handling
-.
qualities in the following manner:

Handling qualities are the characteristics, or dynamics, of the pilot plus the airplane.

In words that provide a

slightly different perspective,
handlingqualitieseharacterize
how easy or how difficult it
is to fly an airplane and
perform the various tasks that
make up the design mission.

We should pause here to

Figure 1-2 Handling qualifies are rhe characteristics, or d y ~ ~ c osf rhe acknowledge a difficulty
, pilor
pIus the airplane. '
spawned by these definitions
of flying ' qualities and
handling qualities. If flying qualities are the dynamics of the airplane, and handling qualities are the
dynamics of the airplane plus the pilot, it would appear that flying qualities must be a subset of
handling qualities. Why then have we entitled this text Flying Qualities Testing when it is our
intention to discuss both flying qualities testing and handling qualities testing? The answer to this
question may be found in the historical record. In the "old days," handling qualities test methods
were relatively primitive and unstructured, and yielded results that were not entirely reliable. This
want of reliability lead to the practice of characterizing handling qualities indirectly, by attempting
to relate the dynamics of the airplane plus the pilot (handling qualities) to the dynamics of the airplane
alone (flying qualities). This approach left the misimpression that handling qualities are a subset of
flying qualities, a view that became ingrained within the flying qualities community and persists even
today in an informal sense. The title of this text then, is a concession to the historical record, the
legacy of earlier, less reliable test methods, and aging terminology which nevertheless lingers on.

Throughout this text we refer to "airplanes" rather than "aircraft." An aircrafr is a broad term that
denotes any airborne craft, including balloons, helicopters, and winged craft. An airplane is an
airborne craft that is supported aloft by a plane, or wing. Our interest will be directed to winged
aircraft, or airplanes.

An airframe refers to the structure and external shape of an airplane. For example, one often hears
the term "bare airframe aerodynamics," which refers to the aerodynamics of the unaugmented
airframe, or the unaugmented airplane.

Within the context of flying qualities, augmentation refers to control systems. An augmentation
system is a flight control system that uses powered actuators to move the control surfaces, or
computers to modify the. airframe response to pilot inputs. Hence the terms augmented airframe or
augmented airplane refer to the dynamics, or characteristics, of the airframe plus the powered or
computerized flight control system. We use the term "augmentation" for two reasons: first, because

1-4 Flying Qualities Testing

 Introduction to Flying Qualities Testing
1.4 Handling Qualities: the Capstone of Flying Qualities Design and Testing

the powered actuators help (or augment) the pilot in overcoming the aerodynamic loads acting bpoa
the control surfaces; and second, because the computers modify (or augment) the bare airframe
aerodynamics, making the airplane easier to fly. Control systems which link the pilot directly to the
control surfaces by means of cables or pushrods are not considered to be augmentation systems.
When we refer to the unaugmented equations of airplane motion, we are speaking of the motion
produced by airframe aerodynamics alone, unaided by actuators or computers. When we refer to the
augmented equations of airplane motion, we are speaking of the motion produced by airframe
aerodynamics aided, or modified, by flight control system actuators or computexs.

1.4 Handling Qualities: the Capstone of Flying Qualities Design and Testing In Figure 1-3 we
illustrate what we call the "flying qualities pyramid." This pyramid illustrates both the process and
the ultimate objective of flying qualities design and testing. At the base of the pyramid is flying
qualities design, which is surmounted by ground testing and flight testing. The capstone of this
pyramid is handling qualities testing. Everything that we do inflying qualities design and testing has
as its ultimate goal the achievement of satisfactory handling qualities. Of course, it is also important
to produce an airplane that is safe to fly, as we noted in section 1.2. But bkyond safety, our goal is
to produce handling qualities that are suitable for performing the various tasks that make up the
design mission. Handling qualities are the most important part of flying qualities, and handling
qualities testing is the most important part of flying qualities testing.

Recognizingthat handling
qualities is the capstone
of flying qualities design ,

and testing has important

implications for smaller
test programs that seek to
evaluate an airplane
quickly, or seek to
evaluate an airplane
having little or no test
instrumentation. You
will learn in Part IV that
a complete and thorough
evaluation of handling
q u a l i t i e s may be
conducted quickly, and
entirely without flight test
instrumentation, no
matter how simple or
complex, or how small or
Figure 1-3 The jlying qualities pyramid. large the airplane.

Flying Qualities Testing 1-5

Introduction to Flying Qualities Testing
1.5 The Flying Qualities Test Method

..
1.5 The Flying Qualities Test Method A properly conducted flying qualities test program is firmly
grounded in the model validation test method and the build-up approach. The model validation test
method consists of three steps:

1. Predict the airplane response, based on a model.

2. Test the prediction.
3 . Validate or correct the model, based on the test results. c

This simple procedure, which is nothing more than the scientific method applied to flying qualities
testing, is illustrated in Figure 1-4. Throughout your study of flying qualities testing; you will
encounter the model validation refrain of predict, rest, validate.

It is evident from the three

steps given above that a
central feature of model
validation telting is a model
of the airplane. This model
is composed of differential
equations that describe the
effect of aerodynamics,
structure, and flight control
system on the motion of the
TEST airplane. As you progress
through this text, you will
learn how to build a model of
an airplane. You will also
learn how to use that model
to predict the behavior of the
airplane, how to test those
predictions, and how to use
test data to validate or correct
VALIDATE the model.
Figure 1-4 An illusmrrion of the model validation test method.
It is important to pote that
before testing begins, a model
is only an approximate representation of the actual airplane. For example, the aerodynamic
component of the model is based on wind tunnel testing or computational fluid dynamics. Experience
teaches us that wind tUMd data are commonly in error by 20 to 40 percent or more. Hence, we may
expect the pre-flighttest model of the aerodynamics to be in error by 20 to 40 percent or more.
Similarly, the structural component of this model is based on sophisticated analytical techniques, such
as the finite element methods used in computer programs such as NASTFUN. Yet it is not
uncommon for important characteristics of this early structural model (such as mode shapes or natural

1-6 Flying Qualities Testing

 Inhvduction to Flying Qualities Testing
1.5 The Flying Qualities Test Method

frequencies) to be in error by 10 to 20 percent. An important by-product of model validation testid

should be an improved model of the airplane, one that more accurately reflects observed behavior.

Model validation testing is the method of choice in flying qualities testing because it is the safest,
fastest, most efficient, most productive, and least expensive way to conduct a test program.
Moreover, the validated model that results from testing may be put to many good uses. It may be
used to help correct the inevitable deficiencies that are discovered during testing; to evaluate whether
the airplane complies with the terms of the purchase contract; to build more realistic aircrew training
simulators; or to guide fvture upgrades or modifications of the airplane.

Our use of the model validation test method is always guided by an important procedural rule. This
rule is:

Employ a build-up approach, in which testing progressespom the lowest to the highest level
of risk.
.
As you will see in Part N ,this common sense rule, together with the model validation test method,
is applied throughout flying qualities ground and flight testing. Figure 1-5 illustrates how the model
validation test method and the build-up approach are applied to flying qualities flight testing. Testing
begins at the lower left with aerodynamic testing (or more properly, aerodynamic model validation
testing), in which testing is conducted to validate the aerodynamic component of the airplane model.

Model Validation
Bst Method Spec Compliance
lhiuingsimulators
1. Predict
Future Modifications
2. Test
3. validate

Figure 1-5 Ah overview offrying qualities flight tesiing.

Flying Qualxes Testing 1-7

Inhoduetian to Flying Qdiiies Testing
1.6 The Difficulty of W i g for Safe Flying Qualities and Good Handling Qualities

..
During flight control system testing (or more properly, flight control system model validation testing),
testing is conducted to validate the structural and flight control components of the airplane model.
During aerodynamic and flight control system testing, we determine whether the airplane is safe to
fly. During handling qualities testing (or more properly, handling qualities model validation testing),
tests are conducted to determine whether the handling qualities are sufe and suitable for performing
the various tasks that make up the design mission. We see in Figure 1-5 that the results of
aerodynamic and flight control system testing contribute to the development of a validated model of
the airplane. If the airplane is discovered to be unsafe or unsuitable, the validated model is used to
help correct the deficiencies. The validated model may also be used to evaluate whether the airplane
complies with the terms of the purchase contract; to build training simulators; and to guide future
upgrades or modifications of the airplane.

The approach to flying qualities flight testing illustrated in Figure 1-5 applies equally to any airplane
that has been instrumented for testing, whether a conventionally piloted airplane, a remotely piloted
airplane (in which the pilot may be flying from a ground station or another airplane), or an unpiloted,
autonomously guided airplane. Of course, when there is no pilot, the handling qu$ities evaluation
will be deleted.

We should note again, as we did in section 1.4, that although special test instrumentation is necessary
to conduct aerodynamic and flight control system model validation testing, no special instrumentation
is required to conduct handling qualities testing. Hence the most important of all flying qualities
testing may be conducted on any airplane, no matter how simple or complex, whether instrumented
or uninstrumented.

Finally, we should note that while Figure 1-5 is a simplified representation of the actual process of
flying qualities testing, it is a good summary of the underlying philosophy. You will learn more
about this in Part IV.

1.6 The D i f i d t y of Designing for Safe Flying Qualities and Good Handling Qualities Flying
qualities testing always includes the discovery of deficiencies: often a large number of them, and
often serious in nature. These deficiencies attract considerable attention when they result in program
delays, added cost, reduced mission capability, damage to the test airplane, injury to the aircrew, or
loss of the airplane and aircrew. Because of the number, consequences, visibility, and inevitability
of these deficiencies, the uninitiated may be lead to conclude that designers don’t know how to do
their job. As a general observation, this would be an unwarranted and unfair assessment. To see
why, we repeat Figure 1-2 as Figure 1-6. In this figure, aerodynamics, the airplane structure, the
flight control system, and the pilot are each sources of uncertainty or have a negative (or
destabilizing) influence on flying qualities or handling qualities.

Aerodynamics are the first difficulty that flying qualities designers must contend with. It is not
unusual for the aerodynamics of modern military and commercial airplanes to be barely stable, or
unstable, or otherwise marginal in order to achieve improved cruise performance or reduced
observability or some other objective. Flying qualities designers are expected to somehow make the

1-8 Hying Qualities Testing

 Introduction to Flying Qualities Testing
1.6 The Difficulty of Designing for Safe Flying Qualities and Good Handling Qualities

resulting airplane flyable$

Beyond inherently marginal
aerodynamics, we have
already remarked that the
predicted aerodynamics are
commonly in error by 20 to
40 percent or more. This
level of uncertainty can have
significant adverse
Figure 1 4 Sources ofmculry inpying qualifies and handling qualities design. implications, especially for
modern, high gain control
systems.

The dynamics of the airplane smcture may also create difficulties for flying qualities designers, as
you will learn in Part 111. Often it is necessary to use high gain control systems to augment and
improve intrinsically marginal aerodynamics. When this is the case, the airplane structure may
interact with the flight control system and aerodynamics to produce dange;ous resonances that may
cause structural failure. This difficulty is compounded by the fact that the predicted dynamics of the
airplane structure are commonly in error by 10 to 20 percent.

Important elements of the flight control system also exert a destabilizing influence on flying qualities
and handling qualities. This may seem somewhat odd, since the purpose of a flight control system
is to make the airplane easier to fly. Yet, as you will learn in Part 111, using an actuator to move a
control surface has a destabilizing influence, as does using a sensor to feed back airplane motion.
Yet actuators and sensors are indispensable elements of a flight control system.

Finally, the very presence of a pilot is a complicating factor in handling qualities design. This is not
because pilots are troublesome by nature, but because human dynamics are not well understood or
agreed upon within the handling qualities community. As you can imagine, it does not make the
design task easier when the dynamics of the most important element in the handling qualities design
problem may not be well understood or correctly modeled.

For all of these reasons, designing good flying qualities and good handling qualities into an airplane
is not an easy task. Viewed in this light, it is not surprising that so many deficiencies arise during
a flying qualities test program, and that many of these are serious in nature. It would be astonishing
were it otherwise.

This state of affairs serves to highlight the importance of conducting a proper model validation test
program. Because deficiencies are inevitable, it is important that they be discovered, and corrected
when warranted. Flight testers are sometimes viewed as troublemakers because the discovery of
deficiencies is an inevitable part of their job. Yet this is as it should be. The discovery and
correction of each deficiency should be regarded as a victory: as one less problem that will reduce
the operational usefulness of the airplane. A succesgkl testprogram is one that leaves no deficiencies
to be discovered by operational aircrews.

Flying Qualities Testing 1-9

Introduction to Flying Qualities Testing
1.7 An Overview of the Text

1.7 An Overview of the Text In Figure 1-7 we present an elaborated version of Figure 1-3. While
Figure 1-7 is not comprehensive, it does include most of the topics we will treat in this text. The
--------
PIBST PLIOHT
&Nv&u)FZBWANSION
HIGH ANGLE OFAWACK
FMLLIRE STATE
SDIIIWLTOB FLlGll” CoNTpOLBR7TSld
VERIPlcATIDNAND VALIDATION
IWlUNDANCf MANAGEMENT TAXI
EQUATTONS OF MOTION AERODYNAMICS
STRUCI’URE FLIGFITCONTROLS CONFIGURATION
DEBIGNCNTERU BLOQ[DUDRAMII
TRAN8FERNNCllONB mROOTUXN8 FBEpuENCYRESFONml
Figure 1-7 The flying qualities pyramid.
text is divided into four
parts which are organized
along the general lines
shown in the flying
qualities pyramid in
Figure 1-7. In Parts I,
11, and 111, which
correspond to the base of
the pyramid, we discuss
the analytical foundation
and analytical tools that
are used in flying
qualities design, in
prepah; for testing, and
in analyzing test data. In
Part IV, which
corresponds to the upper
levels of the pyramid, we
discuss flying qualities
ground and flight testing.
Each Part is summarized
below.

Part I, Introduction: we review the mathematics that are foundational to flying qualities
testing.

Part II, Unaugmented Airplane Motion: we develop and solve the equations of
unaugmented airplane motion; identify the classical modes of airplane motion; explore
aerodynamic stability derivatives; and discuss unaugmented airplane trim and stability.

Part HI,Flight Control Systems: we address the fundamental concepts that underly control
system design and analysis; the root locus method; frequency response; aero-servoelasticity;
digital flight control systems; and a criteria for guiding handling qualities design.

Part IVa, Tools and Techniques: we address configuring an airplane for flying qualities
testing; the use of simulators; handing qualities evaluation techniques; test techniques for
aerodynamic model validation; and test techniques for frequency response estimation.

Part IVb, Flying Qualities Ground Testing: we discuss flight control system verification
and validation ground testing (including structural coupling testing and rigid body limit cycle
testing), and taxi testing.

1-10 Flying W i t i e s Testing

 Introdnetion to Flying Qualities Test&g
1.8 Waypoint: Introduction to Flying Qualities Testing

Part IVc, Flying Qualities Flight Testing: we address first flight testing; envelope
expansion testing; handling qualities testing; stall, departure, and spin testing (commonly
referred to as high angle of attack testing); and failure state testing (including engine-out
testing).

We conclude by emphasizing that this text does not explicitly address every phenomenon, problem,
or question that you will encounter in flying qualities testing. The variety of configurations, systems,
and situations is too great for that. Instead, we will emphasize the principles of flying qualities
testing. These principles may be extended to address the specific nature of your test program. For
example, our discussion and illustrations specifically treat tail-aft airplanes, such the F-22 or C-17,
but are immediately and equally applicable to any configuration (such as a canard or flying wing) for
which aerodynamic data are available. Similarly, our analytical discussion and illustration of flight
control system is restricted to single feedback loops, yet the flight tester who is conducting flight
control system ground or flight testing may apply the same principles to multi-loop system, one loop
at a time. As always, we must rely on flight test engineers and pilots to exercise judgement in
applying basic principles to the problem at hand. .
1.8 Waypoint: Introduction to Flying Qnalities Testing The purpose of flying qualities testing
is to determine whether the airplane is safe to fly and whether the handling qualities are suitable for
performing the various tasks that make up the design mission. Everything that we do in flying
qualities design and testing has as its ultimate goal the achievement of satisfactory handling qualities.
For this reason, we think of handling qualities as the capstone of the flying qualities design and
testing process. hoperly conducted flying qualities test programs are firmly grounded in the model
validation test method and the build-up approach. Model validation testing is the method of choice
because it is the safest, fastest, most efficient, most productive, and least expensive way to conduct
a test program. Modem flying qualities testing, when properly conducted, is both enjoyable and
rewarding.

Flying Qualities Testing 1-11

Inhoduction to Flying Qualities Testing
-

Rockwell B-I (AFFTC History Officephoto)

Flying Qualities Testing

1-12