01/24/09 Military Simulator Flight Fidelity Validation Tests and Tolerances Fixed Wing Aircraft Note:
1) The following list of test categories are the classical flight test categories. These flight test categories are appropriate for validating military simulators for two important reasons: a. Classical flight test categories have evolved as the most comprehensive way to characterize and quantify aircraft flight characteristics for military missions. A subset of these categories may be suitable for commercial transport aircraft but not for military tactical aircraft. Flight test data generated in accordance with classical flight test methods is the most reliable criteria for validating simulator aerodynamic modeling. Expert test pilot evaluation is also necessary for validation purposes and it must be reconciled against quantitative flight test data.
b.
2) All tolerance values specified below are ± unless otherwise specified. 3) When two tolerance values are given for the same parameter (in the same test area), the applicable tolerance is the greater of the two unless otherwise specified. 4) This table is meant to serve as a starting point only. Proper expertise must be applied to adapt to specific aircraft training simulators. Points of contact are Mr. Anthony Maggio at anthony.maggio@navy.mil.
TEST AREA
General Curve Slope Flight Control System Mechanical Characteristics
TEST CATEGORY
All flight characteristics not covered by specification tolerances ----------------------------------------------------1. Mechanical Characteristics
Test Parameter
----------------------------------------- ----------------------------------------- Control Force vs Control Deflection Breakout plus Friction Force Free Play Dynamics Control Envelope Surface Deflections vs Control Deflection Trim Rates Trim Surface Deflection Flaps, speedbrakes, etc…
Tolerances
10 % + 10 % (of same sign) of the corresponding trainer criteria curve at all points where the curve is continuous Stick - 1 lbf or 5%, Pedals – 2 lbf or 5% 0.5 lbf 0.10 inch Number of Overshoots: Same as Aircraft. Time to First Peak: 0.1 sec. 0.5 in or 5 % 0.5o Per Aircraft Maintenance Manual 1o or Per Aircraft Maintenance Manual Per Aircraft Maintenance Manual
2. PFCS gearing
3. PFCS trim system 4. Secondary FCS rates, limits
Aircraft Mass Characteristics
5. Weight and Balance
Gross Weight CG Position Moment of Inertia
1% 0.1 Percent Mean Aerodynamic Chord (% MAC) 1%
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01/24/09 Military Simulator Flight Fidelity Validation Tests and Tolerances Fixed Wing Aircraft
Performance 6. Takeoff performance Ground Acceleration Time Nosewheel Liftoff Speed vs Gross Weight and CG Position Takeoff Airspeed Rudder and Aileron Effectiveness Speeds Distance Rate of Climb Altitude Ceiling Fuel Flow vs Airspeed Airspeed vs Time Maximum Airspeed Normal Acceleration Airspeed AOA vs Trim Airspeed Control Surface Deflection vs Trim Airspeed Trim Surface Deflection Indication vs Trim Airspeed Approach Speed vs Gross Weight Control Surface Position Change Control Force Change Pitch Angle Change AOA Change Altitude Change Velocity Change Damping Ratio Undamped Natural Frequency Amplitude Response Damping Ratio Undamped Natural Frequency Amplitude Response Control deflection vs airspeed Surface deflection vs airspeed Control force vs airspeed Angle of attack vs airspeed 1 sec Time 2 kts 2 kts 5 kts 10% Distance 50 ft/min or 5 % 500 ft or 1 % 5 % Fuel Flow 5 % Airspeed 3 kts or 1 % 0.1 g or 5 % 2 kts 0.5 unit angle of attack (AOA) 1o or 10 % 1o or 10 % 2 kts calibrated airspeed (KCAS) 0.5o 1 lbf or 10 % 1o 1 unit Lesser of 10 feet or 10 % of total change in altitude Lesser of 2 kts or 10 % of total change in velocity .05 or 10 % 10 % 10 % .05 or 10 % 10 % 10 % 0.5o or 10 % 0.5o or 10 % 1 lbf. or 10 % 0.5 unit angle of attack
7. Climb/Descent performance 8. Cruise performance 9. Level Accel/Decel performance 10. Level Turn performance 11. Stall speeds 12. Steady state trim
Flying Qualities
13. Longitudinal trim changes
14. Longitudinal short period dynamics
15. Longitudinal long period (phugoid) dynamics 16. Static longitudinal stability
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01/24/09 Military Simulator Flight Fidelity Validation Tests and Tolerances Fixed Wing Aircraft
17. Maneuvering longitudinal stability Stick force vs unit normal acceleration Control deflection vs normal acceleration Angle of attack vs normal acceleration Surface deflection vs acceleration Lateral control deflection vs sideslip angle Lateral control force vs sideslip angle Lateral surface deflections vs sideslip angle Roll angle vs sideslip angle Directional control deflection vs sideslip angle Directional control force vs sideslip angle Dutch roll undamped natural frequency Dutch roll damping ratio Roll to sideslip ratio Sideslip angle Roll Angle vs Time Roll angle vs time Roll rate vs time Roll mode time constant Sideslip angle vs time Attitude Angular Rate Acceleration 1 lbf or 10 % 0.5o or 10 % 0.5o or 10 % 0.5o or 10 % 0.5o or 10 % 1 lbf or 10 % 0.5° or 10 % 1.0o or 10 % 0.5° or 10 % 1 lbf or 10 % 10 % 0.05 or 10 % 10 % 10 % or 1o of peak amplitude 20 % and convergent or divergent as in aircraft 10 % 10 % 25 % 10 % 10 % 10 % 10 %
18. Static lateral-directional stability
19. Dutch Roll dynamics
20. Spiral stability 21. Lateral Control Effectiveness
22. Step inputs (longitudinal, directional)
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01/24/09 Military Simulator Flight Fidelity Validation Tests and Tolerances Fixed Wing Aircraft
High Angle of Attack Characteristics 23. Stall and buffet characteristics Stall speed vs gross weight Stall angle of attack Buffet onset speed vs gross weight Buffet onset angle of attack Attitudes Angular Rates Airspeed AOA Control Positions Time Distance Heading angle vs time (parameterized against steering command) Ground speed vs time (parameterized against wheel brake or power application) Engine characteristics 28. Steady state performance Fuel Flow RPM RPM vs Power Lever Position Engine Windmilling Speed Exhaust Gas Temperature Propeller RPM, torque, etc… 29. Start-up transients (Ground and Air) Engine Windmilling Speed (AIR) Engine RPM vs Time Exhaust Gas Temperature vs Time Light Off Time Engine RPM vs Time Exhaust Gas Temperature vs Time 2 kts 0.5 units 2 kts 0.5 units Match general trends in time history data. Departure Boundary: 1 unit AOA
24. Post stall gyrations, departure and 25. Spins
Landing, ground handling
26. Landing performance, ground effects 27. Ground handling (taxi, braking)
1 sec 10 % 10 %
10 %
5% 1 % Indicated RPM 1 % at idle RPM and greater than 90 percent RPM; 2 % elsewhere 1 % Indicated RPM + 15 deg C or 3 % from idle to 75 % RPM ; + 2 deg C or 1.0 % above 75 % RPM and at idle . TBD 1 % RPM 5% 5% 10 % 5% 5%
30. Throttle transients
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01/24/09 Military Simulator Flight Fidelity Validation Tests and Tolerances Fixed Wing Aircraft
Asymmetric Power (multi-engine aircraft) 31. Engine-out performance 32. Engine-out flying qualities (static & dynamic) Rate of Climb Minimum Control Airspeed Dynamic Response to Sudden Engine Failure (Time Histories, especially Angular Rates) Time Histories of Attitudes, Altitude, Linear and Angular Rates, 50 ft/min or 5 % 3 kts 15 %
Automatic Flight Control System (AFCS)
33. AFCS characteristics
Per Functional Checkflight Procedures
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