Att L-2 SPD.pdf

N0001921R0077 Att L-2 System Performance Demonstration

Overall SPD Method of Assessment

The system performance demonstration of the naval multi-engine training aircraft will include vignettes that observe and assess the implementation of the requirements specified in

Section L, Part B, Paragraphs 2.1.1, 2.1.2, and 2.1.3 as they affect overall operation of the aircraft and execution of the training mission. A human system integration assessment, including the Ground Cockpit Assessment and In-Flight Crew Station Evaluation will be conducted to ensure the compatibility of the aircraft with aviators spanning the anthropometric ranges. Suitability of the cockpit/cabin layout, avionics, navigation systems, communications, lighting, flight management systems, and other warnings and indications will be observed and assessed in conjunction with the execution of mission representative and engineering-specific vignettes. While flying profiles that characterize the bulk of the CNATRA multi-engine syllabus (PBS, Appendix B profiles), the handling qualities of the aircraft will be assessed and given a handling qualities rating (HQR) based on aircrew responses to the questions in Figure 1. The tolerances for defining adequate/inadequate aircraft handling while performing the SPD vignette tasks will be defined in the test plan provided to each Offeror prior to SPD, and will be tailored to each type of aircraft to ensure fair comparison based on capability. For maneuvers where the aircrew assign

HQR 5 or greater, the test team may conduct a tailored selection of the flying qualities (FQ) test points to isolate the characteristic contributing to the adverse behavior. In the event that multiple Offerors’ aircraft exhibit HQR 5 or greater during the same or sufficiently similar flight regime, results of the HQ observations and more tailored FQ assessment may be used to help the Government acquisition team differentiate between the Offerors. Although the Government will not repeat tasks given HQRs for statistical significance, the

HQRs will be supported with pilot commentary and FQ measurements when required. The Government is not obligated to perform the same FQ test points for each Offeror if the handling qualities do not warrant further investigation. The performance related requirements detailed in Section L, Part B, Paragraphs 2.1.1, 2.1.2, and 2.1.3 will be evaluated by paper analysis. The SPD includes performance related vignettes that will be used to spot check the OEM supplied performance charts used in the evaluation of Section L, Part B, Paragraphs 2.1.1, 2.1.2, and 2.1.3. The Government will use downloaded aircraft data when available to aid in SPD reporting.

*For purposes of this attachment the term “deficiencies” relates to the handling qualities as defined above, but does not mean a deficiency in terms of the RFP as defined in Section

M.

Figure 1. Handling Qualities Rating Scale*

Cockpit Accommodation FIT Check

Naval multi-engine training aircraft flights include aircrew wearing a standardized ensemble of Personal Aircrew Gear (PAG), as defined in AV-011, during all flight and ground operations. The cockpit accommodation fit check will be conducted by a team of qualified NAVAIR experts to assess Performance Based Specification (PBS) compliance for adequate cockpit accommodation while wearing standard Navy PAG.

Participants

Each Offeror shall provide at least one on-site subject matter expert, throughout the assessment, to assist the NAVAIR team in understanding the organization and operative senses of cockpit controls, including critical reach zones and equipment controls, and to ensure overall team safety.

The NAVAIR fit check assessment team may consist of up to eight participants.

A certified anthropometrist will conduct or oversee all aspects of the measurement of subjects and of cockpit points, lines, and distances through a series of motions and mock maneuvers.

An anthropometrist assistant with subject matter experience will assist the certified anthropometrist in capturing and documenting all information during the assessment.

A certified PAG specialist will ensure that PAG is properly sized, fitted, and adjusted on each subject, per Navy regulations.

Up to five live subjects will be used to assess accommodation of PAG in the cockpit, in anthropometric attribute ranges described in Table 1 (AV-018).

Table 1: Subject Anthropometric Attributes

Attribute Minimum Maximum

Sitting Eye Height ≥ 27.5 N/A

Thumb Tip Reach ≥ 28.5 N/A

Buttock-Knee Length ≥ 21.0 ≤ 28.4

Sitting Height ≥ 32.0 ≤ 40.9

NOTE: Units are in inches. Attributes defined in FAA HF-STD-001

Support Activities

Each Offeror shall:

Provide an aircraft with a representative cockpit configuration to conduct an accurate assessment, with advisement of deviations from the proposed PBS configuration that cannot be assessed directly.

Provide communication headsets for pilot, co-pilot, jump seat, and, if available, passenger seats. These will be required for the duration of the SPD ground and flight events.

Provide definitions of critical reach zones used by the FAA for aircraft type certification. Comparable reach zones conditions for NAVAIR are as follows:

Zone 1: Restraints locked, straining against harness not allowed;

Zone 2: Restraints locked, straining against harness allowed; and

Zone 3: Restraints unlocked.

NAVAIR will:

Measure subject anthropometry according to the procedures set forth in FAA HF-STD-001;

Provide properly fitted PAG ensembles, consisting of a Nomex flight coverall, steel-toed leather flight boots, flight gloves, and NOMEX Flight Jacket.

Assessment Activities

The following procedures will be used to conduct each assessment.

Subjects will wear a full PAG ensemble throughout the assessment, including cockpit ingress and egress.

Subjects will remain connected to aircraft cockpit restraints throughout the assessment. Lower restraints will be connected by fully positioning the hips into the back of the seat then adjusting the lap restraints snugly. Aircraft restraints will be locked and unlocked as appropriate during the reach portion of the fit check. The aircraft seat may be adjusted up to full throw in all available axes.

NAVAIR will assess operative reach to aircraft cockpit controls using the most restrictive position of the operating range (e.g., yoke full fore/aft, switch position full forward/aft or up/down as appropriate, etc.), as appraised in real time during the assessment.

NAVAIR will assess if the aircraft seat can be adjusted for each subject to reach the Design Eye Point (DEP), Design Eye Line (DEL), or other defined eye reference point, while also being able to:

o Reach Zone 1, Zone 2 and Zone 3 controls;

o Maintain knee and shin clearance through full actuation of pedal controls, including full brake application if available;

o Maintain head clearance during normal flight management tasks and external visual scan tasks;

o Maintain shoulder and elbow clearance;

o Maintain abdominal clearance during full longitudinal-aft actuation of the yoke/stick;

o Maintain thigh clearance during full lateral-left/right actuation of the yoke/stick.

NAVAIR will document:

Rationales and strategies for using the final composition of selected subjects;

Full subject anthropometries including all Table 1 and 2 measurements as well as subject weight in pounds and notation of significant PAG adjustments;

Assessments of fit and reach accommodation;

Clearances for all traits (head, thigh, abdomen, shoulder, elbow, knee, reach, etc.).

Photographs of relevant elements of each assessment in sufficient resolution and composition to portray the relevant element.

Mission Profiles Evaluation

Upon arrival at the location for the SPD, the Offeror will provide to the Government the following items to be used to conduct the SPD:

- Training prior to the SPD flights using classroom, SPD aircraft, simulator, or any combination thereof.

- A private room equipped with internet access (wired or wireless) for at least six personnel for the duration of the SPD, to include printer and photo copier access (non-network, but stand-alone in room).

- A complete equipment list, airworthiness, registration, operating limitations, weight and balance, and maintenance records for the last 10 flights of aircraft being used for the SPD flight. The Offeror will also provide the Government with the type of fuel and additives (if used) loaded on the aircraft during performance testing.

- The Offeror will fuel the aircraft with the same fuel used to generate the performance charts in the OEM flight manual.

- External power and hydraulic power (if necessary) to the aircraft, as required by the SPD team, during the ground demonstration event.

Table 2: System Demonstration Event Matrix

Event # Test1, 2, 3 Sub-Test Qualitative Assessment 4 Method/Remarks 5 Requirement

Traceability

System Performance Demonstration Events – Ground

G-1

Cockpit Assessment

Field of View Field of View Observe displays and cockpit and cabin layout. Measure visual field of view.

AV-011

AV-017

AV-018

AV-020

AV-025

AV-026

AV-027

AV-041

AV-058

AV-059

AV-062

AV-064

G-2 NA Cockpit Controls and Displays

Manipulate aircraft flight and system controls for Layout, Functional Reach, Readability and Positioning, Logic of Order, Location, Natural Direction of Motion, Shape Coding, Inadvertent

Actuation, Labeling, Actuation Feedback and Functionality for the

Training Mission.

Remark: Conduct from pilot, copilot, and jump seat (if available) positions. External power required.

G-3 Ergonomics Ergonomics IAW NAVAIR Human Systems Engineering processes listed above. Inclusive of the lavatory and cabin (passenger/cargo area).

Ergonomics assessment also includes the quick-donning oxygen masks.

Lavatory evaluation includes observing the following criteria; (1)

Bio relief for females and males during training flights to minimize risk of physiological episodes from self-dehydration, (2)

Reuse and ease of servicing to facilitate multiple training flights, and (3) Provisions for privacy in an aircraft.

G-4 Anthropometric Cockpit Geometry

Aircrew Anthropometric Limitations

G-5 Ingress/Egress Ingress/Egress Conduct ingress, egress and emergency egress from pilot, copilot and passenger seats with aircrew wearing personal aircrew gear.

Manipulate emergency release latches, door or window jettison, in accordance with OEM procedures. Identify possible snag hazards with Navy personal aircrew gear.

AV-015

G-6 Emergency

Egress Emergency Egress

G-7 Flight Management

System NA Usability and Operator Workload

Manipulate FMS and observe setup, page layout, readability, functions, ease of use. Upload flight plan waypoints and observe capability to transfer, hold, process, and update data in the aeronautical navigation database. Conduct simulated

TACAN/VOR-DME point-to-point navigation.

AV-059

AV-099

AV-114

G-8

Inter-

Communication

System (ICS)

N/A Usability and Operator Workload Manipulate communication system.

AV-041

AV-070

G-9* Exterior/Interior

Lighting NA Exterior/Interior Lighting

Manipulate and observe navigation, anti-collision, search light, indexers, etc. Observe glare, reflections, etc.

Remark: Conducted before or after night flight and observed throughout flight demonstration.

AV-115

G-10 Ground Handling Deck

Maneuverability Operator Workload and Safety

Qualitatively observe ground handling/maneuverability in simulated confined taxi conditions

AV-006

System Performance Demonstration Events - Flight

CS-1*

Crew Station

Evaluation

(In Flight)

NA Cockpit Layout and Controls

Manipulate aircraft flight and system controls during pre-launch checks and during flight for Layout, Functional Reach, Readability and Positioning, Logic of Order, Location, Natural

Direction of Motion, Shape Coding, Inadvertent Actuation, Labeling, Actuation Feedback and Functionality for the Training

Mission.

AV-025

AV-058

AV-059

AV-064

AV-114

MT-1*

Contact Stage6

Ground

Operations

Aircraft Handling and Flying

Qualities

Control Response, as required

Conduct ground maneuvering and taxi. May be paired with FQ /

Mechanical Characteristics. Repetition at night.

AV-006

AV-017

AV-033

AV-034

AV-047

MT-2 Takeoffs Conduct standard dual engine takeoffs with Normal power.

MT-3 Aborted Takeoff Normal/Crosswind. May be conducted in conjunction with the engine/prop performance points.

MT-4 Climbout Normal and Single-Engine. May be conducted in conjunction with performance climbs.

MT-5

Departure/Arrival

Transitions

Conduct transitions between flaps/gear/autopilot configurations.

Observe and assess any associated hysteresis/HQ.

MT-6 High Work

Conduct Climbs, Straight and Level Cruises, Descents, Standard

Rate Turns. Inclusive of approach to stalls (may be conducted in conjunction with perf evaluation stalls). Dual and Single Engine.

Simulated IMC permitted.

MT-7

Roll out /

Heading Capture

Conduct up to 60 deg or aircraft limit Angle of Bank (AOB) while level, during a climb, or in a descent.

MT-8

Level off /

Altitude Capture

Conduct from climbs and/or descents, straight or turning flight up to 60 deg or aircraft limit AOB. Maneuver rates and attitudes will be built up.

MT-9

Accelerating /

Decelerating

Conduct rapid airspeed changes during level flight. Maneuver rates and attitudes will be built up.

MT-10 Level Turns Conduct level turns in VFR. Simulated IFR permitted. Maneuver rates and attitudes will be built up.

MT-11

Unusual Attitude

Recovery

Conduct nose low and nose high unusual attitude recoveries IAW

CNATRA Flight Training Instruction (FTI). Assess cockpit instruments used in spin recovery. May repeat during the instrument stage to assess workload in simulated IMC.

MT-12 Area Departure Conduct area departures IAW CNATRA FTI, inclusive of emergency descents.

MT-13 Pattern Work

Conduct Break/Downwind/Base Entry, Normal and Offset

Approaches. Dual and simulated single-engine landing patterns. If possible, include crosswind turns. Repetition at night.

MT-14

Missed

Approaches Conduct low altitude passes/ Touch and Go/Waveoffs, MT-15* AOA Landings Observe and assess AOA, glideslope and centerline capture/maintenance.

MT-16*

Full-stop

Landings

Conduct full-stop landings with Approach Flaps/No-Flaps/Full

Flaps. May conduct Simulated Single Engine (SSE).

Repetition at night.

MT-17

Instrument Stage6

Takeoff

Conduct standard dual engine takeoff with simulated IMC.

AV-006

AV-033

AV-034

AV-064

MT-18 High Work Conduct constant rate climbs, descents, and standard rate turns.

MT-19 Turn Pattern

Repeat of contact stage point while observing and assessing avionics/nav systems. (1) 30° bank, 180° right turn, (2) 30° bank, 180° left turn, (3) 45° bank, 360° right turn, (4) 45° bank, 360° left turn

MT-20

Level Speed

Change

Repeat of contact stage point while observing and assessing avionics/nav systems.

MT-21

Approach to

Stalls

Repeat of contact stage point while observing and assessing avionics/nav systems.

MT-22

Basic Instrument

Patterns

Conduct Charlie and Yankee patterns for score. Yankee pattern is flown SSE. Oscar and Bravo patterns may be flown as buildup.

MT-23

Partial Panel

Maneuvers

Conduct Timed Turns (with Magnetic Compass), Approach to

Stalls, Unusual Attitudes, Oscar Patterns

MT-24

Waypoint/Flight

Plan Entry

Conduct Enroute Flight Plan and Waypoint Changes. Ground and

Flight assessment

MT-25 IFR Procedures

Intercepting and

Tracking

Navigation route

Conduct at least one precision and one non-precision approach.

Simulated IFR flight, navigate to instrument approach. IFR airways / VFR Navigation. Intercept and track GPS, VOR/DME, ILS, TACAN (approaches). Check Performance Based Navigation to include Enroute (RNP 2.0), Terminal (RNP 1.0), and RNAV

(GPS) Approach (RNP 0.3). May conduct SSE.

Remark: A view limiting device may be used by the pilot at the controls.

AV-006

AV-032

AV-072

AV-076

AV-077

AV-090

AV-092

AV-093

Instrument

Departure /

Approach

IFR Missed

Approach

MT-26 Airstarts 6 NA Conduct Airstart IAW CNATRA FTI (as permitted by the OEM

Flight Manual).

MT-27 Wave-off 6

Power On Transition from a low power, descending flight condition to a power-on climb. AV-006

AV-047

Power Off

Terminate a simulated emergency procedure or SSE descent and transition to climb.

UM-1 Autopilot 7 Heading Hold Aircraft Handling and Flying

Qualities, Engage, utilize, and disengage HEADING HOLD while in level flight, climbs, descents and turns.

AV-026

UM-2 Altitude Hold Uncoupled Navigation Modes Engage, utilize, and disengage ALTITUDE HOLD at various airspeeds, angles of bank, and climbs/descents.

AV-031

AV-033

AV-034

UM-3 Airspeed Hold

Engage, utilize, and disengage AIRSPEED HOLD at various airspeeds, while in level flight, climbs, descents and turns.

UM-4

Navigation

Qualities, Coupled Navigation Modes

Conduct coupled navigation into instrument approach. Engage at various intercept angles (above and below glide slope for

ILS/GPS). Also observe and assess FMS Integration.

AV-006

AV-032

AV-033

AV-100

Glideslope

Localizer Mode

Go Around

EP-1*

Emergency

Procedures (EPs) 8

Engine/Propeller

System

Malfunctions

Operator Workload during

Emergency Procedure Training

Conduct/simulate emergency procedure training in accordance with the OEM’s recommend training profiles and platform specific emergency procedures.

EP-2*

Stability System

Failures

S-1

Avionics and

Navigation

Systems

UHF/VHF

Controls, Displays, Signal Audio

Quality and Strength

Observe and assess quality, control, displays, layout, and general functionality. Note adverse signal strength and readability of radio transmissions at various ranges and altitudes (commonly used frequencies) as used during ground and flight ops.

AV-026

AV-032

AV-058

AV-059

AV-064

AV-065

AV-070

AV-072

AV-076

AV-080

AV-081

AV-087

AV-088

AV-090

AV-092

AV-093

AV-099

AV-100

AV-101

AV-112

AV-113

AV-114

S-2 ICS

S-3 TACAN

Observe and assess controls, displays, layout, functionality, CDI / flight director / localizer / glideslope operation, to/from flag operation, and warning flags.

S-4 VOR/DME

S-5 Localizer/ILS

S-6 GPS

S-7 Transponder

(ADS-B)

Observe and assess response to interrogation, operation, display and controls.

S-8

Mid-Air Collision

Avoidance

System

Display Presentation, Awareness, Avoidance And Warning

Observe and assess Controls, Displays, Layout, Functionality, Symbology.

S-9

AoA Indexer/

Indications

S-10 Digital Moving

Map

S-11 Color WX Radar

S-12 Radar Altimeter

S-13

Flight

Management

System (FMS)

S-15

Environmental

Control System

(ECS)

Heating ECS Heating, and Cooling

Performance

Observe and assess functionality of ECS heating, and cooling throughout evaluation. Compare temperatures to ranges identified in Figure 3-1, PBS Attachment. Note observations of controls, displays, and layout.

AV-006

AV-038

Cooling

EA-1 Engine Assessment Starts &

Shutdowns

Engine Control And Response

Observe and assess engine control and response during start/shutdown. Ground and Flight (single engine only, paired with airstart). All normal start procedures and limits apply. Record start time, procedure difficulty and mission suitability. Ease of starting, need for more than one pilot or GSE/APU/battery. Note propeller spool down time on shutdown (with/without propeller brake) as applicable.

EA-2

Engine Assessment

(conduct concurrently with other demonstration points)

Accelerations

Observe and assess engine control and response behavior during accelerations. Throttle idle to flight position. Maximum acceleration rate limited by aircraft movement, maximum allowable torque on engine and within TOT limits. Note response during power recovery.

EA-3

Governing (prop and engine)

Verify that the prop/engine self-limit to avoid over torque and over temp engine

EA-4

Throttle

Transients

Observe and assess engine responses during throttle transients

(like RPM droop/engine bog down)

EA-5

Engine

Performance

Collect performance data during steady and un-accelerated flight, throughout all testing. Compare performance against mission profile requirements.

AV-006

AV-047

EA-5

Engine Controls and Displays

Engine Controls And Displays

Throughout Flight

Manipulate engine controls and displays throughout flight.

Observe and assess layout and functionality.

Perf-1 Stall Speed

Determination (§)

Stall

Characterization

(HQ/FQ)

Verification of OEM Performance

Charts With Actual Performance

Data

Observe and assess aircraft stall speeds/characteristics.

Assessment of stall warnings (aero response and audio/visual warnings). Spot check of OEM predicted stall speeds.

AV-035

AV-036

Perf-2 Level Flight

Performance (§)

NA

Collect performance data during test day conditions to spot check the OEM flight manual/supplemental charts. Verified performance information will be used to support analysis of performance specification compliance.

AV-005

AV-006

AV-007

AV-008

AV-009

AV-047

Perf-3 Excess Power (§) NA

Perf-4 Turn Performance and Agility (§)

NA

Perf-5 Climb

Performance (§)

NA

Perf-6 Descent

Performance (§)

NA

Perf-7 Takeoff & Landing

Performance (§)

NA

Notes:

(1) All engineering test procedures IAW NAVAIR FTM 103, 108 and 109. Attitude build-up to be completed prior to conducting any inflight engineering tests. Tests may be added or omitted based on aircraft capability. Events marked with an * will be repeated at night. All events are traceable to the system performance demonstration requirements, however items marked with an (§) are engineering test techniques designed to provide quantitative engineering rigor to the qualitative assessments.

(2) All targeted airspeeds and limits will be based on production aircraft gauges. If available, the Offeror shall download recorded aircraft flight data at the end of each day and provide it to the SPD Team on a DVD-ROM (or DoD Safe) in comma separated variables (.CSV) format.

(3) Actual airspeeds and altitudes will be determined based on weather conditions, airspace restrictions and host policy.

(4) Assessments will be primarily qualitative in nature, but supported with quantitative methods. All assessments will be for the PBS Appendix B mission profiles.

(5) Aircraft will be operated in the configuration as provided by the host/OEM. All bleed air consumers will be ON during performance tests, unless otherwise required/desired for comparison to FAA OEM Flight Manual performance charts.

(6) Mission specific maneuvers will be conducted IAW CNATRA Training Instruction. Crew Station and avionics/navigation assessments may be conducted in conjunction with these vignettes.

(7) Autopilot will be engaged/disengaged as necessary for assessment of the system and aircraft handling qualities while conducting mission representative maneuvers/flight profiles from PBS, Appendix B.

(8) Emergency Procedures will be tailored to each specific platform.

(9) Data may be reduced and interpolated (not extrapolated) to mission conditions (if possible) for comparison and may be used to validate the OEM supplied charts for use in in the evaluation of Section L, Part B, Paragraphs 2.1.1, 2.1.2, and 2.1.3.

Table 3: System Demonstration Optional Flying Qualities Event Matrix (§)

Event # Test1, 2, 3 Sub-Test Engineering Assessment Method/Remarks Requirement

Traceability

System Performance Demonstration Events – Optional Flying Qualities Flight

FQ-1 Attitude Hold

Pitch

Hold Attitude Capability

Observe and assess manual attitude hold capability. From straight and level, un-accelerated flight, provide a pitch input against trim and return to start position, provide a roll input against trim and return to start position

AV-006

AV-033

AV-034

AV-047

Heading

Roll

FQ-2

Non-Maneuvering

Static Stability Static Long Stab

Quantifying observed HQ behavior during unaccelerated and accelerated flight

Pertinent for the execution of: Takeoff, Climbs, Cruise, Loiter, Glide, Descents, Approaches, Wave-offs.

AV-006

AV-033

AV-034

AV-047

FQ-3

Maneuvering Static

Stability Static Long Stab Steady pull-ups/push-overs, Steady level turns, wind up turns

AV-006

AV-033

AV-034

AV-047

FQ-4

Dynamic

Longitudinal

Stability

Short Period

Doublet Inputs, pulse inputs, 2-g Pull-ups. Pertinent for phasing between pilots inputs vs. resulting acceleration response—observe and assess if aircraft is prone to Pilot-Induced Oscillation (PIO) during rapid maneuvering.

AV-006

AV-033

AV-034

AV-047

Long Period

Pertinent particularly for precise trimming (for airspeed, etc.) in instrumented flight conditions

FQ-5

Transient Control

Forces

Longitudinal

Stability

Out of trim releases, sudden pull-ups. Characterization of control force lightening during sudden/abrupt maneuvering. Continued observation of possible PIO tendencies

AV-006

AV-033

AV-034

AV-047

FQ-6 Flight Path Stability Longitudinal

Stability

Flight path angle sensitivity to airspeed changes via pitch inputs alone. Constant engine power settings. Pertinent during landing approach.

AV-006

AV-033

AV-034

AV-047

FQ-7

Steady Heading Side

Slip

Static Lat-Dir

Stability

Quantifying observed HQ behavior during unaccelerated and accelerated flight

Lat-Dir in equilibrium flight conditions. Observation of static lateral-directional stability characteristics, directional stability, dihedral effect, and side-force. Rudder-fixed and rudder-free techniques. Also look for errors in the indicated airspeed.

Increments of ¼ rudder deflections until full deflection is executed. May execute the Pseudo-Steady Heading Sideslip technique at test team discretion if appropriate instrumentation is available (for sideslip angle and rudder pedal deflection).

AV-006

AV-033

FQ-8

Dynamic Lat-Dir

Stability

Spiral Mode

Quantifying observed HQ behavior during unaccelerated and accelerated flight

Observe spiral mode behavior after a bank angle disturbance from wings level (convergent, divergent, or neutral). May repeat turns to the right and left as required for varying propeller system characteristics.

AV-006

AV-033

AV-034

AV-047

Dutch Roll Mode

Observation of lateral-directional oscillations. May use rudder pulsing or steady heading sideslip release techniques

Roll Mode Roll performance. Observations of roll rate, coupling, control forces

FQ-9

Lat-Dir Stability in

Turns

Rudder Only

HQ Evaluation of individual contributions to coordinated turn performance

Turns with bank angles up to 30 degrees from the trimmed wings-level, steady-heading flight. Rudder only with longitudinal stick inputs/trim to maintain airspeed. Looking for strength of dihedral effect, qualitative dutch roll frequency and damping, nature of spiral mode, and suitability of directional control system as an alternate lateral control system.

AV-006

AV-033

AV-034

AV-047

Aileron Only

Turns with bank angles up to 45 degrees from the trimmed wings-level, steady-heading flight. Aileron only inputs with longitudinal stick inputs/trim to maintain airspeed. Looking for ease of entering/maintaining coordinated turns, yaw moment strength/roll rates, Dutch roll excitation behavior, nature of spiral mode.

FQ-10 Turn Coordination Rudder and

Yoke/Stick

Capability To Maintain Coordinated

Flight

Coordinated turn up to 45 deg AOB (or OEM pub limit) and course reversals at mission relatable roll rate.

AV-006

AV-033

AV-034

AV-047

FQ-11 Gust Response

Short Term

Stability Aircraft Response, Ride Quality, Suppression Utilizing Natural

Excitation

May be conducted as low as 500 ft AGL for natural gusts.

AV-006

AV-033

AV-034

AV-047

Ride Quality

FQ-12 Coupling/Harmony NA Control Input On Off Axis Response Single axis open loop inputs, build up in rate and magnitude of input. Comparison of control harmony.

FQ-13

Degraded Flight

Control Modes Ride Quality

Simulated Return To Base after a

Stability System Failure

Inclusive of Trim/Boost System Effectiveness and Failures (if available), and simulated failures of any other types of augmentation systems.

AV-006

AV-033

FQ-14

Preliminary

Asymmetric Tests Risk Reduction Asymmetric Power FQ/HQ

Check-Stalls, Steady heading side slips, failure simulation

(windmilling and feathered), Critical Engine Determination Tests

AV-006

AV-033

AV-034

AV-047

FQ-15

Minimum Trim

Airspeed

Engine-out Climb

Control in Steady Flight with

Asymmetric Power

Initial Conditions: Critical engine simulated failed (and feathered), max continuous power on operating engine, zero bank angle

AV-006

AV-033

AV-034

AV-047

Engine-out Cruise

Initial Conditions: Critical engine simulated failed (and feathered), power for level flight at engine-out max range airspeed, zero bank angle

Notes:

(1) All engineering test procedures IAW NAVAIR FTM 103, 108 and 109. Attitude build-up to be completed prior to conducting any inflight engineering tests. All events are traceable to the system performance demonstration requirements, however items marked with an (§) are engineering test techniques designed to provide quantitative engineering rigor to the qualitative assessments.

(2) All targeted airspeeds and limits will be based on production aircraft gauges. If available, the Offeror shall download recorded aircraft flight data at the end of each day and provide it to the SPD Team on a DVD-ROM (or DoD Safe) in comma separated variables (.CSV) format.

(3) Actual airspeeds and altitudes will be determined based on weather conditions, airspace restrictions and host policy.

FQ-16

Static Minimum

Control Airspeed

Take-off

Control in Steady Flight with

Asymmetric Power

Targeting Take-off and Wave-off airspeeds and gear/flaps configurations. Determination of Vmc-static by first targeting twice the stall airspeed at the desired configuration and then at approximately 1.4 times the previously determined Vmc. Note airspeed and power settings where full directional or full lateral control surface deflection is required to maintain steady heading, wings level flight. Small airspeed increments of 3-5 KIAS or 0.5

KIAS/second recommended for the power reductions. Note crosswind conditions.

AV-006

AV-033

AV-034

AV-047

Wave-off

FQ-17 Qualitative Cruise

S&L Qualitative investigation of the flying qualities at representative cruise airspeeds with asymmetric power. Observe trimmability and ability to effect turns and heading changes without excessive pilot workload/compensations.

AV-006

AV-033

AV-034

AV-047

Turns

Heading Change

FQ-18

Dynamic Minimum

Control Airspeed

Take-off

Control following Sudden Engine

Failure (Asymmetric Power)

Targeting Take-off and Wave-off airspeeds and gear/flaps configurations. Trim set for symmetric power take-off or power approach (for wave-off). Determination of Vmc-dynamic by first targeting 1.4 times the Vmc-static. Note longitudinal, lateral, and directional control inputs/forces required to regain control and maintain steady, straight flight with less than 5 deg AOB wings level flight. Build up by reducing airspeed at which engine failure is simulated at small (5-10 KIAS) increments. Note crosswind conditions.

AV-006

AV-033

AV-034

AV-047

Wave-off

FQ-19

Minimum Control

Ground Speeds

Safety Speed determination

Control following Sudden Engine

Failure (Asymmetric Power)

Technique will be determined based on runway length/width, brake temperatures, and additional safety considerations.

Comparison with Min Dynamic Control Airspeed in take-off configuration and airspeed where a single engine climb can be initiated. Note crosswind conditions.

AV-006

AV-033

AV-034

AV-047

FQ-20

Approach and

Landing NA Asymmetric Power FQ/HQ

Critical engine will be placed in a simulated feathered condition vice actually secured. Observation of approach and landing characteristics with asymmetric power. Note compensation techniques for swerving tendencies.

AV-006

AV-033

Table 4: Trim System and Mechanical Characteristics Sub-Tests (§)

The following tests may be conducted during ground and in-flight assessments as needed.

Event # Test1, 2, 3 Sub-Test Engineering Assessment Method/Remarks Requirement

Traceability

MC-1

FQ IAW Table 3

Trim System and

Mechanical

Characteristics

(Longitudinal and Lateral-

Directional)

Control Measurements Minimum and maximum control travel for Longitudinal and

Lateral Yoke (or Stick), Pedals (Trim on and off)

AV-006

AV-033

AV-034

AV-047

MC-2 Control Displacement Envelope Yoke (or Stick) and pedals

MC-3 Control Force versus Displacement Yoke (or Stick) and pedals

MC-4 Control System Gearing Ratio Yoke (or Stick) and pedals in conjunction with control surface displacements (if available)

MC-5 Trim System Freeplay/Speed Band

Ground: Propellers Static

In-flight: Not to exceed aircraft limits

MC-6

Breakout Forces including Friction

(BO+F)

In-flight: Not to exceed aircraft limits (at edge of trim speed band)

MC-7 Friction Band

MC-8 Freeplay Band

MC-9 Control Centering/Centering Band

MC-10 Control System Oscillations

In-flight: Not to exceed aircraft limits. Yoke (or stick) and pedal.

Control surface and cockpit control dynamic response (external or internal disturbances)

MC-11 Trimmability Trim rate, authority, and sensitivity. Note any adverse aircraft response.

MC-12 Control Harmony Assess forces in each direction, compare to between axes.

Notes:

(1) All engineering test procedures IAW NAVAIR FTM 103, 108 and 109. Attitude build-up to be completed prior to conducting any inflight engineering tests. Tests may be added or omitted based on aircraft capability. All events are traceable to the system performance demonstration requirements, however items marked with an (§) are engineering test techniques designed to provide quantitative engineering rigor to the qualitative assessments.

(2) All targeted airspeeds and limits will be based on production aircraft gauges. If available, the Offeror shall download recorded aircraft flight data at the end of each day and provide it to the SPD Team on a DVD-ROM (or DoD Safe) in comma separated variables (.CSV) format.

(3) Actual airspeeds and altitudes will be determined based on weather conditions, airspace restrictions and host policy.