May 2014 

NASA/TM–2014-218266 

Maneuver Acoustic Flight Test of the Bell 430 

Helicopter Data Report 

Michael E. Watts and Eric Greenwood 

Langley Research Center, Hampton, Virginia 

Charles D. Smith 

Analytical Mechanics Associates, Inc., Hampton, Virginia 

Royce Snider 

Bell Helicopter Textron, Inc., Fort Worth, Texas 

David A. Conner 

U.S. Army Research, Development and Engineering Command 

Aviation and Missile Research, Development and Engineering Center 

Aeroflightdyamics Directorate, Langley Research Center, Hampton, Virginia 
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May 2014 

NASA/TM–2014-218266 

Maneuver Acoustic Flight Test of the Bell 430 

Helicopter Data Report 

.

Michael E. Watts and Eric Greenwood 

Langley Research Center, Hampton, Virginia 

Charles D. Smith 

Analytical Mechanics Associates, Inc., Hampton, Virginia 

Royce Snider 

Bell Helicopter Textron, Inc., Fort Worth, Texas 

David A. Conner 

U.S. Army Research, Development and Engineering Command 

Aviation and Missile Research, Development and Engineering Center 

Aeroflightdyamics Directorate, Langley Research Center, Hampton, Virginia
Available from: 

NASA Center for AeroSpace Information 

7115 Standard Drive 

Hanover, MD 21076-1320 

443-757-5802 

Acknowledgments 

The test could not have been accomplished without a team of dedicated individuals. 

The onsite test team consisted of three NASA (Michael Watts, Eric Greenwood and 

Benny Cheung), two U.S. Army (David Conner and Ben Sim), ten Bell (Royce Snider, 

John Brieger, Joel Baden, Rick Gorton, Jay Latham, Pete Trevino, Huy K Nguyen, 

Luther Simmons, Terry Dalehite and Britt Jolley), three AMA (Keith Scudder, Mike 

Walke and Charles Smith), two U.S. Air Force (Todd Dulle and Jeremy Brown), one 

University of Maryland (Rick Sickenberger), and two University of Mississippi 

personnel (Xiaoi Di and Rommel Stribling). Numerous NASA, Bell, University of 

Maryland, U.S. Army and Air Force personnel also provided support before, during 

and after the test. The authors would like to thank their tireless effort, professionalism 

and dedication in making this test happen. 

The use of trademarks or names of manufacturers in this report is for accurate reporting and does not constitute an 

official endorsement, either expressed or implied, of such products or manufacturers by the National Aeronautics 

and Space Administration. 
Abstract

A cooperative flight test by NASA, Bell Helicopter and the U.S. Army to

characterize the steady state acoustics and measure the maneuver noise

of a Bell Helicopter 430 aircraft was accomplished. The test occurred

during June/July 2011 at Eglin Air Force Base, Florida. This test gathered a total of 410 test points over 10 test days and compiled an extensive

database of dynamic maneuver measurements. Three microphone arrays

with up to 31 microphones in each were used to acquire acoustic data.

Aircraft data included Differential Global Positioning System, aircraft

state and rotor state information. This paper provides an overview of

the test and documents the data acquired.

Contents

1 Introduction 18

2 Technical Approach 19

3 Test Aircraft 19

4 Aircraft Measurements 20

4.1 Aircraft Position . . . . . . . . . . . . . . . . . . . . . . . 20

4.2 Control Positions . . . . . . . . . . . . . . . . . . . . . . . 20

4.3 Aircraft State . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.4 Tip Path Plane Orientation Measurement . . . . . . . . . 21

5 Bell Aircraft Data Files 22

6 Microphone Instrumentation 22

6.1 Source Noise Microphone Layout . . . . . . . . . . . . . . 23

6.2 Maneuvering Noise Microphone Layout . . . . . . . . . . . 24

6.3 Terminal Area Noise Microphone Layout . . . . . . . . . . 24

7 Weather Instrumentation 24

8 Flight Conditions Flown 25

8.1 Level Flight Source Noise Mapping . . . . . . . . . . . . . 25

8.2 Steady Descent Source Noise Mapping . . . . . . . . . . . 26

8.2.1 Steady Turn Source Noise Mapping . . . . . . . . 27

8.3 Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

8.3.1 Collective Pull-Up or Push-Over . . . . . . . . . . 29

8.3.2 Cyclic Pitch-Up . . . . . . . . . . . . . . . . . . . . 30

8.3.3 Cyclic Roll . . . . . . . . . . . . . . . . . . . . . . 30

8.3.4 Quick Stop/Start . . . . . . . . . . . . . . . . . . . 30

8.3.5 Roll Angle Changes During Climbing Flight . . . . 31

8.3.6 Roll Angle Changes During Accelerating Flight . . 31

1
8.4 Terminal Area Approaches . . . . . . . . . . . . . . . . . . 31

9 Electronic Data 33

9.1 Microphone Location File . . . . . . . . . . . . . . . . . . 33

9.2 Acoustic Pressure Time History Data . . . . . . . . . . . 34

9.3 Test Reference Data . . . . . . . . . . . . . . . . . . . . . 34

9.4 Aircraft Data . . . . . . . . . . . . . . . . . . . . . . . . . 34

9.5 Aircraft Tracking Data . . . . . . . . . . . . . . . . . . . . 35

9.6 Individual Semi-spheres . . . . . . . . . . . . . . . . . . . 35

9.7 Averaged Semi-spheres . . . . . . . . . . . . . . . . . . . . 35

9.8 Weather Data . . . . . . . . . . . . . . . . . . . . . . . . . 35

9.8.1 NASA Profiling Weather Balloon . . . . . . . . . . 35

9.8.2 NASA Stationary Weather Sensors . . . . . . . . . 36

9.8.3 Ole Miss Stationary Weather Balloon . . . . . . . 36

9.9 Test Cards . . . . . . . . . . . . . . . . . . . . . . . . . . 36

10 Concluding Remarks 37

A Empirical Noise Radiation Model 39

List of Tables

1 Bell Model 430 Specifications . . . . . . . . . . . . . . . . 40

2 Aircraft Locations . . . . . . . . . . . . . . . . . . . . . . 40

3 Data Availability . . . . . . . . . . . . . . . . . . . . . . . 41

4 Source Array . . . . . . . . . . . . . . . . . . . . . . . . . 42

5 Primary Test Site Locations . . . . . . . . . . . . . . . . . 44

6 Maneuver Array . . . . . . . . . . . . . . . . . . . . . . . 45

7 Terminal Area Array . . . . . . . . . . . . . . . . . . . . . 47

8 Weather Instrumentation Availability . . . . . . . . . . . 49

9 Source Level Flight Test Points . . . . . . . . . . . . . . . 50

10 Steady Descent Flight Test Points . . . . . . . . . . . . . 50

11 Flight 1273 Test Card, 6/17/2011, Source Array . . . . . 51

12 Flight 1274 Test Card, 6/18/2011, Source Array . . . . . 53

13 Flight 1275 Test Card, 6/19/2011, Source Array . . . . . 55

14 Steady Turn Flight Test Points . . . . . . . . . . . . . . . 57

15 Flight 1277 Test Card, 6/22/2011, Source Array . . . . . 58

16 Flight 1278 Test Card, 6/24/2011, Maneuver Array . . . . 59

17 Flight 1280 Test Card, 6/25/2011, Maneuver Array . . . . 60

18 Flight 1282 Test Card, 6/26/2011, Maneuver Array . . . . 64

19 Flight 1285 Test Card, 6/28/2011, Maneuver Array . . . . 66

20 Flight 1287 Test Card, 6/30/2011, Maneuver Array . . . . 69

21 Collective Flight Test Points . . . . . . . . . . . . . . . . . 72

22 Cyclic Pitch-Up Flight Test Points . . . . . . . . . . . . . 72

23 Cyclic Roll Flight Test Points . . . . . . . . . . . . . . . . 73

24 Quick Start, Quick Stop Flight Test Points . . . . . . . . 73

2
25 Roll Angle Change During Climbing Flight Test Points . . 73

26 Roll Angle Change During Accelerating/Decelerating

Flight Test Points . . . . . . . . . . . . . . . . . . . . . . 73

27 Flight 1288 Test Card, 7/1/2011, Terminal Area Array . . 74

28 Reference File Variable Names . . . . . . . . . . . . . . . 76

29 Pressure Time History File Contents . . . . . . . . . . . . 77

30 Low Frequency Aircraft Data File Variables . . . . . . . . 78

31 High Frequency Aircraft Data File Variables . . . . . . . . 79

32 Azimuth Aircraft Data File Variables . . . . . . . . . . . . 80

33 Hemisphere File Contents . . . . . . . . . . . . . . . . . . 80

List of Figures

1 Rotorcraft acoustics issues. . . . . . . . . . . . . . . . . . 81

2 Bell 430 helicopter. . . . . . . . . . . . . . . . . . . . . . . 81

3 Testing area overview. . . . . . . . . . . . . . . . . . . . . 82

4 MicroADAS installation in aircraft. . . . . . . . . . . . . . 83

5 Flight course deviation indicator. . . . . . . . . . . . . . . 84

6 Differential Global Positioning System (DGPS) ground

station setup. . . . . . . . . . . . . . . . . . . . . . . . . . 85

7 TPP cameras mounted on pylon. . . . . . . . . . . . . . . 85

8 TPP reflective tape mounted on rotor tip. . . . . . . . . . 86

9 Quick-look aircraft position. . . . . . . . . . . . . . . . . . 87

10 Quick-look aircraft control positions. . . . . . . . . . . . . 88

11 Quick-look aircraft state parameters. . . . . . . . . . . . . 89

12 Quick-look aircraft control attitudes. . . . . . . . . . . . . 90

13 Quick-look aircraft attitude rates. . . . . . . . . . . . . . . 91

14 Wireless Acoustic Measurement System. . . . . . . . . . . 92

15 Source noise microphone array. . . . . . . . . . . . . . . . 93

16 Source noise microphone array. . . . . . . . . . . . . . . . 94

17 Maneuver microphone array. . . . . . . . . . . . . . . . . . 95

18 Maneuver microphone array. . . . . . . . . . . . . . . . . . 96

19 Maneuver microphone array projection onto semi-sphere. 97

20 Lambert conformal conic projection of an acoustic radiation semi-sphere. . . . . . . . . . . . . . . . . . . . . . . . 98

21 Terminal area microphone array. . . . . . . . . . . . . . . 99

22 Terminal area microphone array. . . . . . . . . . . . . . . 100

23 Weather instrumentation locations. . . . . . . . . . . . . . 101

24 Level flight, 80 KIAS housekeeping runs. . . . . . . . . . . 102

25 Semi-spheres for low speed level flight, Overall Sound

Pressure Level (OASPL). . . . . . . . . . . . . . . . . . . 103

26 Semi-spheres for mid speed level flight, OASPL. . . . . . . 104

27 Semi-spheres for high speed level flight, OASPL. . . . . . 105

28 Semi-spheres for low speed level flight, Blade Vortex Interaction Sound Pressure Level (BVISPL). . . . . . . . . . . 106

3
29 Semi-spheres for mid speed level flight, BVISPL. . . . . . 107

30 Semi-spheres for high speed level flight, BVISPL. . . . . . 108

31 Source noise descent cases flown. . . . . . . . . . . . . . . 109

32 Descent hemi-sphere Be430103, 75.6 KTAS, -3.1◦. . . . 110

33 Descent hemi-sphere Be430104, 78.9 KTAS, -2.7◦. . . . 111

34 Descent hemi-sphere Be430105, 51.0 KTAS, -2.5◦. . . . 112

35 Descent hemi-sphere Be430106, 50.0 KTAS, -3.4◦. . . . 113

36 Descent hemi-sphere Be430108, 73.0 KTAS, -5.0◦. . . . 114

37 Descent hemi-sphere Be430109, 66.6 KTAS, -5.3◦. . . . 115

38 Descent hemi-sphere Be430110, 40.1 KTAS, -4.7◦. . . . 116

39 Descent hemi-sphere Be430112, 42.1 KTAS, -5.5◦. . . . 117

40 Descent hemi-sphere Be430113, 48.8 KTAS, -5.3◦. . . . 118

41 Descent hemi-sphere Be430114, 53.2 KTAS, -4.9◦. . . . 119

42 Descent hemi-sphere Be430115, 59.2 KTAS, -4.9◦. . . . 120

43 Descent hemi-sphere Be430116, 81.0 KTAS, -5.5◦

. . . . 121

44 Descent hemi-sphere Be430145, 56.4 KTAS, -11.2◦. . . . 122

45 Descent hemi-sphere Be430146, 53.7 KTAS, -11.4◦. . . . 123

46 Descent hemi-sphere Be430147, 55.2 KTAS, -11.8◦. . . . 124

47 Descent hemi-sphere Be430148, 77.9 KTAS, -11.8◦. . . . 125

48 Descent hemi-sphere Be430149, 79.9 KTAS, -10.9◦. . . . 126

49 Descent hemi-sphere Be430150, 59.6 KTAS, -9.1◦. . . . 127

50 Descent hemi-sphere Be430151, 71.6 KTAS, -8.4◦. . . . 128

51 Descent hemi-sphere Be430152, 58.5 KTAS, -9.7◦. . . . 129

52 Descent hemi-sphere Be430153, 80.9 KTAS, -10.0◦. . . . 130

53 Descent hemi-sphere Be430154, 88.6 KTAS, -9.4◦. . . . 131

54 Descent hemi-sphere Be430155, 82.3 KTAS, -10.2◦. . . . 132

55 Descent hemi-sphere Be430156, 57.2 KTAS, -8.3◦. . . . 133

56 Descent hemi-sphere Be430157, 56.3 KTAS, -6.8◦. . . . 134

57 Descent hemi-sphere Be430158, 55.7 KTAS, -6.9◦. . . . 135

58 Descent hemi-sphere Be430159, 81.1 KTAS, -6.6◦. . . . 136

59 Descent hemi-sphere Be430177, 82.2 KTAS, -6.4◦. . . . 137

60 Descent hemi-sphere Be430178, 82.1 KTAS, -6.9◦. . . . 138

61 Descent hemi-sphere Be430182, 61.4 KTAS, -8.1◦. . . . 139

62 Descent hemi-sphere Be430183, 55.2 KTAS, -8.4◦

. . . . 140

63 Descent hemi-sphere Be430184, 81.3 KTAS, -8.5◦. . . . 141

64 Descent hemi-sphere Be430185, 82.2 KTAS, -9.0◦. . . . 142

65 Descent hemi-sphere Be430187, 87.1 KTAS, -7.5◦. . . . 143

66 Descent hemi-sphere Be430188, 85.7 KTAS, -5.9◦. . . . 144

67 Descent hemi-sphere Be430189, 92.1 KTAS, -5.8◦. . . . 145

68 Descent hemi-sphere Be430190, 94.4 KTAS, -6.2◦. . . . 146

69 Descent hemi-sphere Be430191, 63.3 KTAS, -5.8◦. . . . 147

70 Descent hemi-sphere Be430192, 68.9 KTAS, -11.2◦. . . . 148

71 Descent hemi-sphere Be430193, 72.2 KTAS, -11.6◦. . . . 149

72 Descent hemi-sphere Be430194, 93.6 KTAS, -11.5◦. . . . 150

73 Descent hemi-sphere Be430195, 45.4 KTAS, -9.2◦. . . . 151

74 Descent hemi-sphere Be430196, 72.9 KTAS, -7.6◦. . . . 152

4
75 Descent hemi-sphere Be430197, 78.0 KTAS, -8.1◦

. . . . 153

76 Descent hemi-sphere Be430198, 89.4 KTAS, -8.6◦. . . . 154

77 Descent hemi-sphere Be430199, 80.4 KTAS, -5.0◦. . . . 155

78 Descent hemi-sphere Be430200, 78.3 KTAS, -5.9◦. . . . 156

79 Descent hemi-sphere Be430201, 68.9 KTAS, -6.7◦. . . . 157

80 Descent hemi-sphere Be430202, 91.2 KTAS, -7.1◦. . . . 158

81 Source noise descent matrix maximum BVISPL. . . . . . 159

82 Flight path angle sweep at 80 knots true airspeed. . . . . 160

83 True airspeed sweep at -6◦ flight path angle. . . . . . . . 161

84 Steady turn procedure sketch. . . . . . . . . . . . . . . . . 162

85 Steady turn flight paths (radius is to scale). . . . . . . . . 163

86 Steady 80 knots, 30◦right turn microphone projection. . 164

87 Steady turn OASPL semi-spheres. . . . . . . . . . . . . . 165

88 Steady turn BVISPL semi-spheres. . . . . . . . . . . . . . 166

89 Cyclic pitch up from 80 knot, 6◦ descent housekeeping

points. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

90 Maneuver condition L1, 80 KIAS, level, run number 278301168

91 Maneuver condition L1, 80 KIAS, level, run number 280341169

92 Maneuver condition L1,80 KIAS, level, run number 280405 170

93 Maneuver condition L1, 80 KIAS, level, run number 282411171

94 Maneuver condition L1, 80 KIAS, level, run number 282440172

95 Maneuver condition L1, 80 KIAS, level, run number 282451173

96 Maneuver condition L1, 80 KIAS, level, run number 285461174

97 Maneuver condition L1, 80 KIAS, level, run number 285516175

98 Maneuver condition L1, 80 KIAS, level, run number 287521176

99 Maneuver condition L1, 80 KIAS, level, run number 287574177

100 Maneuver condition A4, 60 KIAS, -3◦, run number 285497 178

101 Maneuver condition A5, 60 KIAS, -4.5◦

, run number 280398179

102 Maneuver condition A6, 60 KIAS, -6◦, run number 282446 180

103 Maneuver condition A8, 60 KIAS, -9◦, run number 282444 181

104 Maneuver condition A10, 60 KIAS, -12◦, run number 282441182

105 Maneuver condition A10, 60 KIAS, -12◦

, run number 282442183

106 Maneuver condition A10, 60 KIAS, -12◦, run number 285494184

107 Maneuver condition A10, 60 KIAS, -12◦, run number 285495185

108 Maneuver condition A12, 70 KIAS, -4.5◦, run number

280399 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186

109 Maneuver condition A16, 70 KIAS, -10.5◦

, run number

280402 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

110 Maneuver condition A16, 70 KIAS, -10.5◦

, run number

280403 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

111 Maneuver condition A16, 70 KIAS, -10.5◦, run number

280404 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189

112 Maneuver condition A18, 80 KIAS, -3◦, run number 282449190

113 Maneuver condition A18, 80 KIAS, -3◦, run number 285498191

114 Maneuver condition A19, 80 KIAS, -4.5◦, run number

280400 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192

5
115 Maneuver condition A22, 80 KIAS, -9◦

, run number 282445193

116 Maneuver condition A24, 80 KIAS, -12◦

, run number 282443194

117 Maneuver condition A24, 80 KIAS, -12◦, run number 285496195

118 Maneuver condition A26, 90 KIAS, -4.5◦

run number 280401196

119 Maneuver condition C1, 60 KIAS, slow collective pull-up,

run number 282435 . . . . . . . . . . . . . . . . . . . . . . 197

120 Maneuver condition C1, 60 KIAS, slow collective pull-up,

run number 282436 . . . . . . . . . . . . . . . . . . . . . . 198

121 Maneuver condition C3, 60 KIAS, fast collective pull-up,

run number 282437 . . . . . . . . . . . . . . . . . . . . . . 199

122 Maneuver condition C3, 60 KIAS, fast collective pull-up,

run number 282438 . . . . . . . . . . . . . . . . . . . . . . 200

123 Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 280390 . . . . . . . . . . . . . . . . . . . . . . 201

124 Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 280391 . . . . . . . . . . . . . . . . . . . . . . 202

125 Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 282434 . . . . . . . . . . . . . . . . . . . . . . 203

126 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280392 . . . . . . . . . . . . . . . . . . . . . . 204

127 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280393 . . . . . . . . . . . . . . . . . . . . . . 205

128 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280394 . . . . . . . . . . . . . . . . . . . . . . 206

129 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280395 . . . . . . . . . . . . . . . . . . . . . . 207

130 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280396 . . . . . . . . . . . . . . . . . . . . . . 208

131 Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 282433 . . . . . . . . . . . . . . . . . . . . . . 209

132 Maneuver condition C10, 80 KIAS, slow collective pushover, run number 282426 . . . . . . . . . . . . . . . . . . . 210

133 Maneuver condition C10, 80 KIAS, slow collective pushover, run number 282427 . . . . . . . . . . . . . . . . . . . 211

134 Maneuver condition C10, 80 KIAS, slow collective pushover, run number 282428 . . . . . . . . . . . . . . . . . . . 212

135 Maneuver condition C10, 80 KIAS, slow collective pushover, run number 287535 . . . . . . . . . . . . . . . . . . . 213

136 Maneuver condition C10, 80 KIAS, slow collective pushover, run number 287536 . . . . . . . . . . . . . . . . . . . 214

137 Maneuver condition C12, 80 KIAS, fast collective pushover, run number 282429 . . . . . . . . . . . . . . . . . . . 215

138 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 282430 . . . . . . . . . . . . . . . . . . . 216

139 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 282431 . . . . . . . . . . . . . . . . . . . 217

6
140 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 282432 . . . . . . . . . . . . . . . . . . . 218

141 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 287537 . . . . . . . . . . . . . . . . . . . 219

142 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 287538 . . . . . . . . . . . . . . . . . . . 220

143 Maneuver condition C12, 80 KIAS, slow collective pushover, run number 287539 . . . . . . . . . . . . . . . . . . . 221

144 Maneuver condition D1, 60 KIAS, level, slow cyclic pitch

up, run number 282439 . . . . . . . . . . . . . . . . . . . 222

145 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 280363 . . . . . . . . . . . . . . . . . . . 223

146 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 280364 . . . . . . . . . . . . . . . . . . . 224

147 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 280365 . . . . . . . . . . . . . . . . . . . 225

148 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 280366 . . . . . . . . . . . . . . . . . . . 226

149 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 280367 . . . . . . . . . . . . . . . . . . . 227

150 Maneuver condition D3, 60 KIAS, level, fast cyclic pitch

up, run number 287531 . . . . . . . . . . . . . . . . . . . 228

151 Maneuver condition D4, 80 KIAS, level, slow cyclic pitch

up, run number 280356 . . . . . . . . . . . . . . . . . . . 229

152 Maneuver condition D4, 80 KIAS, level, slow cyclic pitch

up, run number 280357 . . . . . . . . . . . . . . . . . . . 230

153 Maneuver condition D4, 80 KIAS, level, slow cyclic pitch

up, run number 280358 . . . . . . . . . . . . . . . . . . . 231

154 Maneuver condition D5, 80 KIAS, level, medium cyclic

pitch up, run number 285475 . . . . . . . . . . . . . . . . 232

155 Maneuver condition D5, 80 KIAS, level, medium cyclic

pitch up, run number 285476 . . . . . . . . . . . . . . . . 233

156 Maneuver condition D6, 80 KIAS, level, fast cyclic pitch

up, run number 280359 . . . . . . . . . . . . . . . . . . . 234

157 Maneuver condition D6, 80 KIAS, level, fast cyclic pitch

up, run number 280360 . . . . . . . . . . . . . . . . . . . 235

158 Maneuver condition D6, 80 KIAS, level, fast cyclic pitch

up, run number 280361 . . . . . . . . . . . . . . . . . . . 236

159 Maneuver condition D6, 80 KIAS, level, fast cyclic pitch

up, run number 280362 . . . . . . . . . . . . . . . . . . . 237

160 Maneuver condition D6, 80 KIAS, level, fast cyclic pitch

up, run number 287530 . . . . . . . . . . . . . . . . . . . 238

161 Maneuver condition D7, 60 KIAS, -6◦, slow cyclic pitch

up, run number 280350 . . . . . . . . . . . . . . . . . . . 239

162 Maneuver condition D7, 60 KIAS, -6◦

, slow cyclic pitch

up, run number 280351 . . . . . . . . . . . . . . . . . . . 240

7
163 Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch

up, run number 280352 . . . . . . . . . . . . . . . . . . . 241

164 Maneuver condition D9, 60 KIAS, -6◦, fast cyclic pitch

up, run number 280353 . . . . . . . . . . . . . . . . . . . 242

165 Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch

up, run number 280354 . . . . . . . . . . . . . . . . . . . 243

166 Maneuver condition D9, 60 KIAS, -6◦, fast cyclic pitch

up, run number 280355 . . . . . . . . . . . . . . . . . . . 244

167 Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch

up, run number 287533 . . . . . . . . . . . . . . . . . . . 245

168 Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch

up, run number 278303 . . . . . . . . . . . . . . . . . . . 246

169 Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch

up, run number 278304 . . . . . . . . . . . . . . . . . . . 247

170 Maneuver condition D10, 80 KIAS, -6◦, slow cyclic pitch

up, run number 278305 . . . . . . . . . . . . . . . . . . . 248

171 Maneuver condition D10, 80 KIAS, -6◦, slow cyclic pitch

up, run number 278306 . . . . . . . . . . . . . . . . . . . 249

172 Maneuver condition D10, 80 KIAS, -6◦, slow cyclic pitch

up, run number 278330 . . . . . . . . . . . . . . . . . . . 250

173 Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch

up, run number 278331 . . . . . . . . . . . . . . . . . . . 251

174 Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch

up, run number 282413 . . . . . . . . . . . . . . . . . . . 252

175 Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch

up, run number 282414 . . . . . . . . . . . . . . . . . . . 253

176 Maneuver condition D10, 80 KIAS, -6◦, slow cyclic pitch

up, run number 282415 . . . . . . . . . . . . . . . . . . . 254

177 Maneuver condition D11, 80 KIAS, -6◦

, medium cyclic

pitch up, run number 285478 . . . . . . . . . . . . . . . . 255

178 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 278302 . . . . . . . . . . . . . . . . . . . 256

179 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 278307 . . . . . . . . . . . . . . . . . . . 257

180 Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch

up, run number 278308 . . . . . . . . . . . . . . . . . . . 258

181 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 278309 . . . . . . . . . . . . . . . . . . . 259

182 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 278310 . . . . . . . . . . . . . . . . . . . 260

183 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 280342 . . . . . . . . . . . . . . . . . . . 261

184 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 280406 . . . . . . . . . . . . . . . . . . . 262

185 Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch

up, run number 282412 . . . . . . . . . . . . . . . . . . . 263

8
186 Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch

up, run number 282450 . . . . . . . . . . . . . . . . . . . 264

187 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 285462 . . . . . . . . . . . . . . . . . . . 265

188 Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch

up, run number 285517 . . . . . . . . . . . . . . . . . . . 266

189 Maneuver condition D12, 80 KIAS, -6◦, fast cyclic pitch

up, run number 287575 . . . . . . . . . . . . . . . . . . . 267

190 Maneuver condition D19, 80 KIAS, -9◦

, slow cyclic pitch

up, run number 285490 . . . . . . . . . . . . . . . . . . . 268

191 Maneuver condition D19, 80 KIAS, -9◦

, slow cyclic pitch

up, run number 285491 . . . . . . . . . . . . . . . . . . . 269

192 Maneuver condition D21, 80 KIAS, -9◦

, fast cyclic pitch

up, run number 285492 . . . . . . . . . . . . . . . . . . . 270

193 Maneuver condition D21, 80 KIAS, -9◦, fast cyclic pitch

up, run number 285493 . . . . . . . . . . . . . . . . . . . 271

194 Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287526 . . . . . . . . . . . . . . . . 272

195 Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287527 . . . . . . . . . . . . . . . . 273

196 Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287528 . . . . . . . . . . . . . . . . 274

197 Maneuver condition D23, 100 KIAS, level, fast cyclic pitch

up, run number 287529 . . . . . . . . . . . . . . . . . . . 275

198 Maneuver condition R3, 60 KIAS, level, fast cyclic roll left,

run number 285465 . . . . . . . . . . . . . . . . . . . . . . 276

199 Maneuver condition R3, 60 KIAS, level, fast cyclic roll left,

run number 285466 . . . . . . . . . . . . . . . . . . . . . . 277

200 Maneuver condition R4, 80 KIAS, level, slow cyclic roll

left, run number 280373 . . . . . . . . . . . . . . . . . . . 278

201 Maneuver condition R4, 80 KIAS, level, slow cyclic roll

left, run number 280374 . . . . . . . . . . . . . . . . . . . 279

202 Maneuver condition R4, 80 KIAS, level, slow cyclic roll

left, run number 280375 . . . . . . . . . . . . . . . . . . . 280

203 Maneuver condition R4, 80 KIAS, level, slow cyclic roll

left, run number 280376 . . . . . . . . . . . . . . . . . . . 281

204 Maneuver condition R4, 80 KIAS, level, slow cyclic roll

left, run number 280377 . . . . . . . . . . . . . . . . . . . 282

205 Maneuver condition R5, 80 KIAS, level, medium cyclic

roll left, run number 285473 . . . . . . . . . . . . . . . . . 283

206 Maneuver condition R5, 80 KIAS, level, medium cyclic

roll left, run number 285474 . . . . . . . . . . . . . . . . . 284

207 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280368 . . . . . . . . . . . . . . . . . . . . . . 285

208 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280369 . . . . . . . . . . . . . . . . . . . . . . 286

9
209 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280371 . . . . . . . . . . . . . . . . . . . . . . 287

210 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280372 . . . . . . . . . . . . . . . . . . . . . . 288

211 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 285471 . . . . . . . . . . . . . . . . . . . . . . 289

212 Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 285472 . . . . . . . . . . . . . . . . . . . . . . 290

213 Maneuver condition R9, 60 KIAS, -6◦

, fast cyclic roll left,

run number 285488 . . . . . . . . . . . . . . . . . . . . . . 291

214 Maneuver condition R9, 60 KIAS, -6◦

, fast cyclic roll left,

run number 285489 . . . . . . . . . . . . . . . . . . . . . . 292

215 Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll

left, run number 278316 . . . . . . . . . . . . . . . . . . . 293

216 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 278317 . . . . . . . . . . . . . . . . . . . 294

217 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 278318 . . . . . . . . . . . . . . . . . . . 295

218 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 278319 . . . . . . . . . . . . . . . . . . . 296

219 Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll

left, run number 278320 . . . . . . . . . . . . . . . . . . . 297

220 Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll

left, run number 278321 . . . . . . . . . . . . . . . . . . . 298

221 Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll

left, run number 278322 . . . . . . . . . . . . . . . . . . . 299

222 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 282418 . . . . . . . . . . . . . . . . . . . 300

223 Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll

left, run number 282419 . . . . . . . . . . . . . . . . . . . 301

224 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 282420 . . . . . . . . . . . . . . . . . . . 302

225 Maneuver condition R10, 80 KIAS, -6◦, slow cyclic roll

left, run number 282421 . . . . . . . . . . . . . . . . . . . 303

226 Maneuver condition R11, 80 KIAS, -6◦

, medium cyclic

roll left, run number 285481 . . . . . . . . . . . . . . . . . 304

227 Maneuver condition R11, 80 KIAS, -6◦, medium cyclic

roll left, run number 285482 . . . . . . . . . . . . . . . . . 305

228 Maneuver condition R12, 80 KIAS, -6◦, fast cyclic roll

left, run number 278311 . . . . . . . . . . . . . . . . . . . 306

229 Maneuver condition R12, 80 KIAS, -6◦, fast cyclic roll

left, run number 278312 . . . . . . . . . . . . . . . . . . . 307

230 Maneuver condition R12, 80 KIAS, -6◦, fast cyclic roll

left, run number 278313 . . . . . . . . . . . . . . . . . . . 308

231 Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll

left, run number 278314 . . . . . . . . . . . . . . . . . . . 309

10
232 Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll

left, run number 278315 . . . . . . . . . . . . . . . . . . . 310

233 Maneuver condition R12, 80 KIAS, -6◦, fast cyclic roll

left, run number 282416 . . . . . . . . . . . . . . . . . . . 311

234 Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll

left, run number 282417 . . . . . . . . . . . . . . . . . . . 312

235 Maneuver condition R12, 80 KIAS, -6◦, fast cyclic roll

left, run number 285479 . . . . . . . . . . . . . . . . . . . 313

236 Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll

left, run number 285480 . . . . . . . . . . . . . . . . . . . 314

237 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 280386 . . . . . . . . . . . . . . . . . . 315

238 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 280387 . . . . . . . . . . . . . . . . . . 316

239 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 280388 . . . . . . . . . . . . . . . . . . 317

240 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 280389 . . . . . . . . . . . . . . . . . . 318

241 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 285463 . . . . . . . . . . . . . . . . . . 319

242 Maneuver condition R15, 60 KIAS, level, fast cyclic roll

right, run number 285464 . . . . . . . . . . . . . . . . . . 320

243 Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280382 . . . . . . . . . . . . . . . . . . 321

244 Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280383 . . . . . . . . . . . . . . . . . . 322

245 Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280384 . . . . . . . . . . . . . . . . . . 323

246 Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280385 . . . . . . . . . . . . . . . . . . 324

247 Maneuver condition R17, 80 KIAS, level, medium cyclic

roll right, run number 285469 . . . . . . . . . . . . . . . . 325

248 Maneuver condition R17, 80 KIAS, level, medium cyclic

roll right, run number 285470 . . . . . . . . . . . . . . . . 326

249 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 280378 . . . . . . . . . . . . . . . . . . 327

250 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 280379 . . . . . . . . . . . . . . . . . . 328

251 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 280380 . . . . . . . . . . . . . . . . . . 329

252 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 280381 . . . . . . . . . . . . . . . . . . 330

253 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 285467 . . . . . . . . . . . . . . . . . . 331

254 Maneuver condition R18, 80 KIAS, level, fast cyclic roll

right, run number 285468 . . . . . . . . . . . . . . . . . . 332

11
255 Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll

right, run number 280346 . . . . . . . . . . . . . . . . . . 333

256 Maneuver condition R21, 60 KIAS, -6◦, fast cyclic roll

right, run number 280347 . . . . . . . . . . . . . . . . . . 334

257 Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll

right, run number 280348 . . . . . . . . . . . . . . . . . . 335

258 Maneuver condition R21, 60 KIAS, -6◦, fast cyclic roll

right, run number 280349 . . . . . . . . . . . . . . . . . . 336

259 Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll

right, run number 287532 . . . . . . . . . . . . . . . . . . 337

260 Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll

right, run number 287534 . . . . . . . . . . . . . . . . . . 338

261 Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll

right, run number 278327 . . . . . . . . . . . . . . . . . . 339

262 Maneuver condition R22, 80 KIAS, -6◦, slow cyclic roll

right, run number 278328 . . . . . . . . . . . . . . . . . . 340

263 Maneuver condition R22, 80 KIAS, -6◦, slow cyclic roll

right, run number 278329 . . . . . . . . . . . . . . . . . . 341

264 Maneuver condition R22, 80 KIAS, -6◦, slow cyclic roll

right, run number 280343 . . . . . . . . . . . . . . . . . . 342

265 Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll

right, run number 280344 . . . . . . . . . . . . . . . . . . 343

266 Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll

right, run number 280345 . . . . . . . . . . . . . . . . . . 344

267 Maneuver condition R23, 80 KIAS, -6◦

, medium cyclic

roll right, run number 285486 . . . . . . . . . . . . . . . . 345

268 Maneuver condition R23, 80 KIAS, -6◦, medium cyclic

roll right, run number 285487 . . . . . . . . . . . . . . . . 346

269 Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll

right, run number 278323 . . . . . . . . . . . . . . . . . . 347

270 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 278324 . . . . . . . . . . . . . . . . . . 348

271 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 278325 . . . . . . . . . . . . . . . . . . 349

272 Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll

right, run number 278326 . . . . . . . . . . . . . . . . . . 350

273 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 282422 . . . . . . . . . . . . . . . . . . 351

274 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 282423 . . . . . . . . . . . . . . . . . . 352

275 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 282424 . . . . . . . . . . . . . . . . . . 353

276 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 282425 . . . . . . . . . . . . . . . . . . 354

277 Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll

right, run number 285483 . . . . . . . . . . . . . . . . . . 355

12
278 Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll

right, run number 285484 . . . . . . . . . . . . . . . . . . 356

279 Maneuver condition R24, 80 KIAS, -6◦, fast cyclic roll

right, run number 285485 . . . . . . . . . . . . . . . . . . 357

280 Maneuver condition R25, 100 KIAS, level, fast cyclic roll

right, run number 287524 . . . . . . . . . . . . . . . . . . 358

281 Maneuver condition R25, 100 KIAS, level, fast cyclic roll

right, run number 287525 . . . . . . . . . . . . . . . . . . 359

282 Maneuver condition R26, 100 KIAS, level, medium cyclic

roll right, run number 287522 . . . . . . . . . . . . . . . . 360

283 Maneuver condition R26, 100 KIAS, level, medium cyclic

roll right, run number 287523 . . . . . . . . . . . . . . . . 361

284 Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 285499 . . . . . . . . . . . . . . . . . . 362

285 Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 285500 . . . . . . . . . . . . . . . . . . 363

286 Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 287545 . . . . . . . . . . . . . . . . . . 364

287 Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285501 . . . . . . . . . . . . . . . . . . . . . . 365

288 Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285502 . . . . . . . . . . . . . . . . . . . . . . 366

289 Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285503 . . . . . . . . . . . . . . . . . . . . . . 367

290 Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 287546 . . . . . . . . . . . . . . . . . . . . . . 368

291 Maneuver condition M3, 80 to 60 KIAS, fast quick start,

run number 287547 . . . . . . . . . . . . . . . . . . . . . . 369

292 Maneuver condition M4, 80 to 60 KIAS, slow quick stop,

run number 285504 . . . . . . . . . . . . . . . . . . . . . . 370

293 Maneuver condition M5, 80 to 60 KIAS, medium quick

stop, run number 287540 . . . . . . . . . . . . . . . . . . . 371

294 Maneuver condition M5, 80 to 60 KIAS, medium quick

stop, run number 287541 . . . . . . . . . . . . . . . . . . . 372

295 Maneuver condition M5, 80 to 60 KIAS, medium quick

stop, run number 287542 . . . . . . . . . . . . . . . . . . . 373

296 Maneuver condition M5, 80 to 60 KIAS, medium quick

stop, run number 285505 . . . . . . . . . . . . . . . . . . . 374

297 Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 285506 . . . . . . . . . . . . . . . . . . . . . . 375

298 Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 285507 . . . . . . . . . . . . . . . . . . . . . . 376

299 Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 287543 . . . . . . . . . . . . . . . . . . . . . . 377

300 Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 287544 . . . . . . . . . . . . . . . . . . . . . . 378

13
301 Maneuver condition Z6, 80 KIAS, 0◦

to 6◦, roll left,

run number 287550 . . . . . . . . . . . . . . . . . . . . . . 379

302 Maneuver condition Z6, 80 KIAS, 0◦to 6◦, roll left,

run number 287551 . . . . . . . . . . . . . . . . . . . . . . 380

303 Maneuver condition Z9, 80 KIAS, 0◦

to 9◦, roll left,

run number 287555 . . . . . . . . . . . . . . . . . . . . . . 381

304 Maneuver condition Z9, 80 KIAS, 0◦to 9◦, roll left,

run number 287556 . . . . . . . . . . . . . . . . . . . . . . 382

305 Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285513 . . . . . . . . . . . . . . . . . . . . . . 383

306 Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285514 . . . . . . . . . . . . . . . . . . . . . . 384

307 Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285515 . . . . . . . . . . . . . . . . . . . . . . 385

308 Maneuver condition Z15, 80 KIAS, 0◦to 6◦, roll right,

run number 287548 . . . . . . . . . . . . . . . . . . . . . . 386

309 Maneuver condition Z15, 80 KIAS, 0◦to 6◦, roll right,

run number 287549 . . . . . . . . . . . . . . . . . . . . . . 387

310 Maneuver condition Z18, 80 KIAS, 0◦to 9◦, roll right,

run number 287552 . . . . . . . . . . . . . . . . . . . . . . 388

311 Maneuver condition Z18, 80 KIAS, 0◦

to 9◦, roll right,

run number 287553 . . . . . . . . . . . . . . . . . . . . . . 389

312 Maneuver condition Z18, 80 KIAS, 0◦

to 9◦, roll right,

run number 287554 . . . . . . . . . . . . . . . . . . . . . . 390

313 Maneuver condition Y3, 60 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287568 . . . . . . . . . . . . . 391

314 Maneuver condition Y3, 60 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287569 . . . . . . . . . . . . . 392

315 Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 285508 . . . . . . . . . . . . . 393

316 Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 285509 . . . . . . . . . . . . . 394

317 Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 285510 . . . . . . . . . . . . . 395

318 Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287571 . . . . . . . . . . . . . 396

319 Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287573 . . . . . . . . . . . . . 397

320 Maneuver condition Y12, 100 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287560 . . . . . . . . . . . . . 398

321 Maneuver condition Y12, 100 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287561 . . . . . . . . . . . . . 399

322 Maneuver condition Y15, 100 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287564 . . . . . . . . . . . . . 400

323 Maneuver condition Y15, 100 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287565 . . . . . . . . . . . . . 401

14
324 Maneuver condition Y21, 60 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287566 . . . . . . . . . . . . 402

325 Maneuver condition Y21, 60 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287567 . . . . . . . . . . . . 403

326 Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 285511 . . . . . . . . . . . . 404

327 Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 285512 . . . . . . . . . . . . 405

328 Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287570 . . . . . . . . . . . . 406

329 Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287572 . . . . . . . . . . . . 407

330 Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287557 . . . . . . . . . . . . 408

331 Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287558 . . . . . . . . . . . . 409

332 Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287559 . . . . . . . . . . . . 410

333 Maneuver condition Y33, 100 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287562 . . . . . . . . . . . . 411

334 Maneuver condition Y33, 100 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287563 . . . . . . . . . . . . 412

335 Terminal area condition T1, 60 KIAS constant speed, -6◦

,

run number 288621 . . . . . . . . . . . . . . . . . . . . . . 413

336 Terminal area condition T1, 60 KIAS constant speed, -6◦

,

run number 288623 . . . . . . . . . . . . . . . . . . . . . . 414

337 Terminal area condition T2, 60 KIAS constant speed, -9◦,

run number 288610 . . . . . . . . . . . . . . . . . . . . . . 415

338 Terminal area condition T2, 60 KIAS constant speed, -9◦

,

run number 288611 . . . . . . . . . . . . . . . . . . . . . . 416

339 Terminal area condition T2, 60 KIAS constant speed, -9◦,

run number 288639 . . . . . . . . . . . . . . . . . . . . . . 417

340 Terminal area condition T3, 100 KIAS decelerating, -6◦,

run number 288624 . . . . . . . . . . . . . . . . . . . . . . 418

341 Terminal area condition T3, 100 KIAS decelerating, -6◦

,

run number 288625 . . . . . . . . . . . . . . . . . . . . . . 419

342 Terminal area condition T4, 100 KIAS decelerating, -9◦,

run number 288612 . . . . . . . . . . . . . . . . . . . . . . 420

343 Terminal area condition T4, 100 KIAS decelerating, -9◦,

run number 288613 . . . . . . . . . . . . . . . . . . . . . . 421

344 Terminal area condition T5, 100 KIAS decelerating, -12◦,

run number 288614 . . . . . . . . . . . . . . . . . . . . . . 422

345 Terminal area condition T5, 100 KIAS decelerating, -12◦,

run number 288615. Quietest approach profile flown. . . . 423

346 Terminal area condition T6, segmented 100 - 40 KIAS,

-6◦, 40 - 0 KIAS, -12◦, run number 288616 . . . . . . . . 424

15
347 Terminal area condition T6, segmented 100 - 40 KIAS,

-6◦, 40 - 0 KIAS, -12◦, run number 288617 . . . . . . . . 425

348 Terminal area condition T7, segmented 100 - 90 KIAS, 3◦

,

90 - 0 KIAS, -9.5◦, run number 288618 . . . . . . . . . . 426

349 Terminal area condition T7, segmented 100 - 90 KIAS, 3◦,

90 - 0 KIAS, -9.5◦, run number 288619 . . . . . . . . . . 427

350 Terminal area condition T7, segmented 100 - 90 KIAS, 3◦,

90 - 0 KIAS, -9.5◦, run number 288620 . . . . . . . . . . 428

351 Terminal area condition T8, segmented 100 - 95 KIAS,

-3◦, 95 - 0 KIAS, -7.5◦, run number 288626 . . . . . . . . 429

352 Terminal area condition T8, segmented 100 - 95 KIAS,

-3◦, 95 - 0 KIAS, -7.5◦, run number 288627 . . . . . . . . 430

353 Terminal area condition T9, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number

288629 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431

354 Terminal area condition T9, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number

288630 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432

355 Terminal area condition T9A, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number

288631 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433

356 Terminal area condition T9A, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number

288632 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434

357 Terminal area condition T10A, U shaped, 100 KIAS, -9◦

,

run number 288638 . . . . . . . . . . . . . . . . . . . . . . 435

358 Terminal area condition T11, pilot discretion, run number

288633 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436

359 Terminal area condition T11, pilot discretion, run number

288634 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437

360 Terminal area condition T11A, pilot discretion, run number

288635 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438

361 Terminal area condition L1, 80 KIAS, level, run number

288601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439

362 Terminal area condition L1, 80 KIAS, level, run number

288602 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440

363 Terminal area condition L6, 100 KIAS, level, run number

288603 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441

364 Terminal area condition L8, 120 KIAS, level, run number

288604 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442

365 Terminal area condition L8, 120 KIAS, level, run number

288605 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443

366 Terminal area condition L10, 140 KIAS, level, run number

288606 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444

367 Terminal area condition L10, 140 KIAS, level, run number

288607 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445

16
368 Electronic data file structure. . . . . . . . . . . . . . . . . 446

369 Flight 280, profile number 16. . . . . . . . . . . . . . . . . 447

Acronyms

AGL Above Ground Level

AGLMIP Above Ground Level at the Maneuver Initiation Point

ART Acoustic Re-propagation Technique

ASCII American Standard Code for Information Interchange

BVI Blade Vortex Interaction

BVISPL Blade Vortex Interaction Sound Pressure Level

CAFTA Computer Aided Flight Test Analysis

CTR Civil Tilt Rotor

CTRDAC Civil Tiltrotor Development Advisory Committee

dB decibels

DGPS Differential Global Positioning System

FFT Fast Fourier Transform

GPS Global Positioning System

INU Inertial Navigation Unit

KIAS Knots Indicated Airspeed

LaRC Langley Research Center

MIP Maneuver Initiation Point

NetCDF Network Common Data Form

OASPL Overall Sound Pressure Level

PDU Pilot Display Unit

RH Relative Humidity

RNM Rotorcraft Noise Model

SEL Sound Exposure Level

SPL Sound Pressure Level

TALP Terminal Area Landing Point

17
TPP Tip-Path-Plane

UTC Coordinated Universal Time

UTM Universal Transverse Mercator

V/ESTOL Vertical/Extremely Short Take Off and Landing

WAMS Wireless Acoustic Measurement System

1 Introduction

Airport congestion and flight delays continue to increase as passenger

demand continues to grow. Vertical lift aircraft can have a significant

impact on reducing airport congestion and flight delays. In 1995, the Civil

Tiltrotor Development Advisory Committee (CTRDAC) Final Report to

Congress [1] found that Civil Tilt Rotors (CTRs) could produce significant

societal benefits, reducing airport congestion, creating jobs, and having a

positive impact on the balance of trade. A study in 2001 [2] showed that

26% of commercial operations from the 64 major airports had a trip length

of less than 500 miles and could be offloaded from conventional aircraft

with Runway Independent Aircraft. This resulted in a reduction of the

projected 2017 average delay time from 86.5 minutes to 18.3 minutes, thus

showing Vertical/Extremely Short Take Off and Landing (V/ESTOL)

aircraft can have a significant impact on commercial operations. An even

more recent study [3] focused on the three major regions of Atlanta, Las

Vegas and the Northeast Corridor and found that a fleet of 90 to 120

passenger CTRs would reduce the average delays in 2025 from 60 minutes

to less than a minute.

Several barriers need to be overcome before the public will accept

rotorcraft for commercial scheduled operations. One of the barriers is

the acoustic impact of these operations on the community in and around

the terminal area. Rotorcraft noise heard on the ground is governed by

three physical processes, as shown in Figure 1.

Sound from the rotorcraft is generated via several physical mechanisms

across a range of frequencies and directions depending on the flight

condition. This noise is propagated through the atmosphere to the

receiver. The propagated noise is affected by the atmospheric conditions

and the terrain. Finally, the receiver perceives the signal in a way that is

dependent on individual human characteristics.

Research flight testing, such as that reported in [4, 5], has been

performed by NASA and other agencies to gather data used to validate

acoustic codes such as the Rotorcraft Noise Model (RNM) [4] that are

designed to predict the noise footprint on the ground. However, these

codes currently use steady linear segments for their flight paths. Previous

testing has shown an acoustic impact when the helicopter turns [6–8]

or maneuvers aggressively [9] but these data sets were either limited in

18
scope or were acquired in less than ideal weather conditions. A detailed

set of maneuvering helicopter acoustic measurements is needed to better

understand and incorporate these unsteady flight effects into ground

footprint prediction codes.

2 Technical Approach

The NASA Langley Research Center (LaRC), Bell Helicopter Textron

and the U.S. Army Aeroflightdynamics Directorate conducted a joint

flight test to investigate the steady and maneuvering acoustics of a Bell

430 helicopter, shown in Figure 2. This Maneuver Acoustic Flight Test

was performed at Eglin Air Force Base, Test Area B-75, in June/July

2011. The primary purpose for this flight test was to obtain a benchmark

database of detailed acoustic source noise characteristics for a maneuvering helicopter. This database is intended to be used to predict ground

noise footprints due to vehicle operations, to develop low noise operations,

and for the development and validation of acoustic prediction methods.

Figure 3 shows the B-75 test range with the control area, reference locations and weather balloon systems indicated. The blue lines indicate the

two different flight paths used.

3 Test Aircraft

The acoustic test was conducted using a Bell Model 430, Serial Number

49001, equipped with retractable wheel landing gear (Figure 2), owned and

operated by Bell Helicopter Textron per an experimental airworthiness

certificate for research and development. The Bell Model 430 is an

intermediate sized 10-place twin-turbine-engine helicopter incorporating

a four-bladed main rotor and two-bladed tail rotor configuration. The

engines are Allison 250-C40B turboshaft with Full Authority Digital

Engine Control. The main transmission is rated at 870 shaft horsepower

for single engine operation (30 second rating) and 1311 shaft horsepower

for twin engine operation. Maximum gross weight is 9300 pounds (4218

kilograms). Bell Model 430 specifications are shown in Table 1 and key

locations on the aircraft are shown in Table 2 in units of inches. The

helicopter was externally configured as a standard Model 430 with the

following exceptions: a flight test airspeed boom installed with angle of

attack and angle of side slip vanes, NASA provided Tip-Path-Plane (TPP)

data acquisition cameras mounted on the top of the left and right stubwings, and small blade tracking tabs installed on the tips of the main

rotor blades. The TPP measurement system was removed for the last

day of testing.

19
4 Aircraft Measurements

The aircraft was fitted with a customized version of the Micro Airborne

Data Acquisition System (μADAS, Figure 4), including a Pilot Display

Unit (PDU). The data acquisition unit of the NASA TPP system was

mounted to the Bell Helicopter instrumentation pallet inside the cabin. A

calibration that measured the relationship between the main rotor blades

geometric pitch angles and the control system positions (aircraft rigging)

was performed and documented prior to testing. Several instrumentation

cards were damaged during an under-voltage event that occurred during

test preparation after the aircraft arrived at Eglin Air Force Base. As a

result of this and other issues, not all instruments were available during

the entire test. A decision was made to perform each type of testing with

the minimum instrumentation required for that test phase. This decision

allowed the flight test to continue and instrumentation was added as

it was recovered. This reduced the programmatic risk and allowed all

phases of testing to be performed. Table 3 lists the availability of the

aircraft instrumentation for each flight. This table also lists the accuracy

of the instrumentation.

4.1 Aircraft Position

Accurate vehicle position data are essential to not only the generation

of high-quality source noise semi-spheres but also for accurate maneuver

acoustics modeling. A Bell Helicopter DGPS system was used for flight

path guidance as well as an accurate measure of aircraft position. This

system consisted of both aircraft and ground based components. Aircraft mounted components of the DGPS included a Global Positioning

System (GPS) antenna, recorder, wireless modem and modem antenna.

Additional aircraft components included instrumentation to process the

DGPS base station correction signal, flight guidance processing and a

pilot course deviation indicator (Figure 5). The ground station consisted

of a precision GPS antenna located at a pre-surveyed location, a recorder

and a wireless modem transmitter to broadcast the GPS correction signal

to the aircraft (Figure 6). The desired guidance course was selected via

the PDU and precision flight guidance cues were provided back to the

pilot in real-time during flight test via the course deviation indicator.

4.2 Control Positions

The aircraft was instrumented with collective and cyclic position measurement instrumentation. Collective and cyclic were recorded as a percent

of full deflection of the controls. A static rigging calibration was performed to relate these percentage measurements to the movement of the

swashplate and thus to static blade pitch angle.

20
4.3 Aircraft State

An on-board aircraft attitude and rate gyro was used to provide pitch, roll

and yaw attitudes and rates as a function of time. Analysis of the aircraft’s

system attitude data indicated an intermittent and unpredictable ”drift”

in attitude signal. In an effort to obtain reliable aircraft attitude data, an

Inertial Navigation Unit (INU) unit provided by the Army was installed

during the maneuver portion of the testing. This unit recorded reliable

pitch, roll and yaw attitudes and rates as a function of time. It should

be noted that both the aircraft’s and Army’s INU systems provided

consistent rate data, only the aircraft’s attitude data exhibited a drift.

In spite of this intermittent problem, the aircraft’s system attitude data

is useful in some cases, for example, when the INU data is unavailable to

indicate abrupt changes in pitch, roll, and yaw attitude caused by pilot

control inputs.

An instrumentation boom was installed for the test that measured

angle-of-attack, sideslip as well as static and dynamic pressure. Aircraft

true airspeed was derived from the measured pressures and the outside

air temperature from the NASA weather balloon system described below.

Torque and fuel remaining were noted on the flight card by the flight test

engineer during each data acquisition run.

4.4 Tip Path Plane Orientation Measurement

The measurement of the main rotor TPP angle-of-attack is desirable to

accurately estimate the mean inflow through the rotor system and serves

as an experimental check of predictions for steady and quasi-steady flight.

A TPP measurement system that accurately measures the location of the

rotor tips at four locations around the aircraft was used during portions

of this flight test. This system was developed for NASA by University of

Maryland and uses lasers and cameras mounted on the aircraft as shown in

Figure 7 [10]. These lasers are reflected off of retroreflective tape mounted

on the rotor tips (Figure 8). The reflections are captured by the cameras

at four azimuth locations. The system was installed and operated on the

aircraft by a Bell/University of Maryland team. A pulse was recorded

by the data acquisition system when the red (reference) blade passed

over the tail of the aircraft (at the azimuth angle ψ = 0◦). This pulse is

used by the TPP measurement system for azimuthal alignment as well

for deriving the rotor RPM. TPP data was recorded during two flights

during the Maneuver Phase of the test. However, a maximum deviation

of 0.2◦ was seen in the movement of the TPP with respect to the fuselage

so the data is not presented in this report. This minimal movement is

due to the stiff design of this particular rotor system. The data is not

contained as part of the electronic data package but is available upon

request.

21
5 Bell Aircraft Data Files

Following each test flight, the aircraft data were downloaded and processed

using a mobile Bell Helicopter Computer Aided Flight Test Analysis

(CAFTA) system. This enabled the test team to assess and validate

aircraft state parameter and flight profiles performed during the same

day of testing, prior to test planning for the next day. Examples of these

”Quick-look” aircraft data plots used for same-day data evaluation are

shown in Figures 9 to 13 for a dynamic maneuver from 6◦ descending

flight.

Final processed and calibrated aircraft data results were provided in

the following format for each flight condition performed:

1. Two CAFTA output files with aircraft position and state parameter

data sampled at 125 Hz,

2. One post-processed “Track-file” with all aircraft position and state

parameter data in the CAFTA output files, down-sampled to the

DGPS sample rate of 5 Hz and synchronized with Coordinated

Universal Time (UTC)-time, and

3. One additional CAFTA output file with rotor azimuth reference

sampled at 2000 Hz per rotor revolution.

6 Microphone Instrumentation

The acoustic data were acquired using NASA’s Mobile Acoustic Facility.

This facility consists of two trailers, one is used to control the flight

test and the other to maintain the 36 Wireless Acoustic Measurement

Systems (WAMSs) used to record the acoustic signals. Each WAMS

consists of a ground board, microphone, GPS receiver and antenna. UTC

time obtained from the GPS was used to synchronize all microphone,

aircraft and weather information together. The WAMS setup used for

this test consisted of a 1/2 inch Falcon (B&K 4189) microphone inverted

with the diaphragm 1/4 inch over a 15 inch round ground board, shown

in Figure 14. Notice that the microphones are offset from the center of

the ground board to minimize the edge effects. The acoustic signals were

acquired at 25,000 samples per second at 16 bit resolution. Up to 31 of

these systems were deployed in three different configurations depending

on the flight conditions being tested that day.

A recent upgrade to the WAMS system had the unforeseen consequence of introducing an intermittent delay of precisely one second to

the recorded acoustic data. A procedure was developed to identify these

delays and correctly synchronize the measured acoustic data. Using a

previously developed time-domain de-Dopplerization technique [11], the

acoustic pressure time histories for all recorded signals during each run

were transformed from time of observation to time of emission. A window

22
of the transformed data was then selected for each run corresponding to

a time range when the helicopter was located 3000 to 6000 feet before

arriving at the microphone array. Examining the data in this way ensures

that the measured signal primarily reflects the thickness noise radiated by

the main and tail rotors. A cross correlation of these windows was computed for all possible channel pair combinations in the array. The cross

correlations were then used to uniquely identify the channels which were

offset by the intermittent one second. This analysis is possible because

the main rotor and tail rotor blade passing frequencies are non-integer

multiples of each other, such that the period between phase alignment

of the main and tail rotor thickness signals is much greater than one

second. The corrections calculated by this method were applied to the

raw microphone time histories. The Sound Pressure Level (SPL) for

the band pass filtered (20-100 Hz) corrected time histories were then

calculated and plotted. These corrected time history plots were examined

for correctness and adjustments were made to the data where applicable.

Note that all data distributed has these offset corrections applied with

the exception of the terminal area approaches.

6.1 Source Noise Microphone Layout

Straight line level flight and steady descents were measured using a

linear array consisting of 21 microphone locations in a 3,429 foot line

perpendicular to the flight path. The spacing was set such that there was

a microphone approximately every 11.5◦from directly below the aircraft

to near in-plane of the rotor for a flyover height of 150 feet above the

center microphone. Three locations (directly below and the +/- 200 foot

microphone locations) had three microphone configurations; inverted over

a ground board, the diaphragm flush mounted in a ground board and a

microphone on a four foot tripod. These three locations will provide data

that will be used to compare the effects of different microphone mounting

configurations. The result was 27 microphones being deployed for this

configuration. The source noise array is shown in Figures 15 and 16.

Table 4 lists the microphone locations. This table contains the latitude,

longitude and geoid height in meters from the GPS survey. Coordinate

systems were established with the center at the microphone 11 position

which is also the nominal aircraft crossing location (This microphone 11

position is referred to as the reference location for all coordinate systems

in this report). The first coordinate system is a Universal Transverse

Mercator (UTM) type coordinate system where UTM X is True East

and UTM Y is True North. These UTM coordinates were then rotated

by 123.6 Degrees in the counter clockwise direction to generate the local

coordinate system where positive X is along the primary flight path,

positive Y to the left of the flight path and Z is positive up. This array

was also used for the steady turns portion of the test. Additionally, Table

5 lists the GPS locations and cartesian coordinates of the non-microphone

23
key locations.

6.2 Maneuvering Noise Microphone Layout

Based on preliminary predictions of where the high levels of noise during

maneuvers would be expected when the aircraft was directly over the

Maneuver Initiation Point (MIP) at 150 foot altitude, a 31 microphone

array was designed to capture Blade Vortex Interaction (BVI) noise and

near in-plane noise directivity. Figures 17 and 18 show the microphone

array and Table 6 lists the microphone locations, referenced to microphone

34 (which is the same location as microphone 11 in the source noise

measurement array). The flight path is shown in blue. The coordinate

system for this table is the same as that for the source noise measurement

layout. Figure 19 shows the projection of the microphones on a Lambert

projection of the semi-sphere to illustrate the directivity pattern to

be captured when the aircraft is directly over the MIP. The Lambert

projection allows a minimally distorted picture of the external noise

radiation pattern. The process of projecting the hemispherical surface

as a 2D image using the Lambert projection is shown in Figure 20. The

center of the plot, marked with an elevation angle of -90◦represents the

underside of the semi-sphere. The edges with a 0◦elevation represent

noise radiated in the horizon plane. Azimuth angles start at 0◦ behind

the helicopter, and progress counter-clockwise with the direction of the

Bell 430 rotor rotation such that the right hand side of the plot represents

the advancing side of the semi-sphere.

6.3 Terminal Area Noise Microphone Layout

A microphone array was designed to capture noise with the aircraft flying

various approach flight profiles into a terminal area. This array consisted

of microphones placed primarily in a rectangular grid which spanned

3,000 feet (laterally) by 6,400 feet (in the flight direction) and resulted

in an array of 27 microphones. Figures 21 and 22 show the resultant

array and Table 7 lists the microphone locations relative to microphone

98 location (which is the same location as microphones 11 and 34 in the

previous layouts). The coordinate system for this table is the same as for

the source and maneuver arrays. This coordinate system resulted in the

primary flight direction being in the negative Y direction.

7 Weather Instrumentation

An extensive set of weather measurements were made throughout the

test. A tethered weather balloon system was located near the control area

4750 feet from the reference microphone. This ballon was continuously

traversed (1) from 0 to 300 feet Above Ground Level (AGL) during the

source, steady turn, and maneuvering flight test phases and (2) from 0

24
to 1,000 feet AGL during the terminal area approach testing. Another

tethered balloon was placed 4,750 feet from the reference microphone and

was stationary at a height of 300 feet. This stationary balloon had up to

five weather sondes at constant altitudes during much of the test. Up to

four weather sondes were also placed around the test area. Two of these

sondes were mounted on 8 foot high poles, one was mounted on a 25 foot

high pole and one was mounted on a 30 foot high pole. All weather sondes

recorded wind speed and direction, temperature, pressure and relative

humidity. Weather sondes determine the altitude based on static pressure.

However, the static pressure can change as a function of time due to

things such as clouds transitioning over the sensor. To take into account

the changes in ambient pressure and accurately record the altitude of the

profiling balloon, the pressure altitude value was reset when the balloon

was on the ground for each profile. However, the static balloon only

set the pressure altitude to reference the ground at the beginning of

the day. Thus to get an accurate altitude reading it must be compared

to the ground static pressure at any given time. The locations of the

weather instrumentation are indicated on Figure 23. Not all weather

instrumentation was available during all testing. Some weather sondes

acquired data even during non test days to acquire historical weather

information. Table 8 shows the availability of weather instrumentation

during the test. All available weather data is included in the electronic

data package.

8 Flight Conditions Flown

8.1 Level Flight Source Noise Mapping

Steady flight condition data were acquired for level flight and constant

descent rate for various flight speeds. Data from these “speed sweeps” are

used to generate semi-spheres for the steady flight segments and are used

by codes such as RNM for prediction of noise on the ground (“ground

footprints”). Most of the level flight conditions were flown with the gear

retracted and all descents were flown with the gear extended for safety

of flight reasons. Three days of source noise mapping flights were flown.

Table 9 lists the nominal level flight conditions, the condition reference

code and the number of test points available for that condition in the

format “L1 - 11”, where L1 is the condition code and 11 is the number

of verified test points acquired and contained in the distributed data set.

All test condition tables provided use this format. Note that there can

be several test points for the same flight condition as each condition was

repeated several times.

Often in flight testing, a “housekeeping” flight condition is flown at

certain intervals during the test to give an indication of the repeatability

of the data. For this portion of the testing, a level flight housekeeping

condition was flown at a flight speed of 80 knots. OASPL values for the

25
reference microphone as a function of distance along the flight track are

shown in Figure 24 for seven housekeeping runs flown during the three

days of source noise mapping. These repeated runs show a 3 dB scatter

when the aircraft was at a location 850 feet before arriving at the center

microphone. This level of scatter is considered normal for this type of

testing.

Sound semi-spheres were created using the Acoustic Re-propagation

Technique (ART) methodology contained within RNM. ART captures

the noise spectra from all microphones at specific time intervals (typically

every 0.5 seconds) along the flight profile and relates these spectra to

the aircraft position, thus providing noise levels as a function of noise

emission angle. These measured noise levels are then de-propagated to

a semi-sphere of a specified semi-sphere radius, centered at the aircraft

GPS receiver. The semi-sphere radius used here is 100 feet. Atmospheric

and speed effects are accounted for during this de-propagation process.

For more details, the de-propagation process is described more fully

in [4]. Figures 25, 26 and 27 present Lambert projections of the OASPL

semi-spheres as a function of true airspeed during level flight. The

circles in these figures represent data points acquired. The acoustic

pressures were averaged over more than one data run as indicated by

the brackets where appropriate to represent one true airspeed for the

semi-spheres. The general trend of increasing noise levels as a function

of true airspeed is as expected. However, at the low airspeeds there is a

slight decrease in OASPL on the retreating side with increasing airspeed

until approximately 105 knots.

8.2 Steady Descent Source Noise Mapping

Steady descents were performed to investigate the BVI noise as a function

of airspeed and descent angle. Table 10 lists the constant descent flight

conditions flown, the condition reference code, and the number of points

for that condition. BVISPL is the integrated sound pressure level over the

5th thru 50th blade passage frequencies (116 to 1,160 Hz) which are the

frequencies of interest for investigating BVI. The level flight semi-spheres

for the BVISPL are shown in Figures 28, 29 and 30 to compare the level

flight with the descent conditions. Figure 31 shows the actual descent

angle as a function of true airspeed for each point along with that data

run’s number. The scatter seen in this plot is attributed to the pilot

flying indicated airspeed by using the aircraft internal instrumentation

and a visual system for flight path guidance. As indicated in Table 3, the

indicated airspeed instrument for the source portion of the testing was not

functional. Because of this, the true airspeed was derived from combining

the GPS derived groundspeed with the wind direction and wind velocity

as measured by the NASA weather balloon. Figures 32 thru 80 show

the OASPL and the BVISPL hemispheres for each of the descent points

shown in Figure 31 in run number order. To better visualize the BVISPL

26
trends, Figure 81 was generated and shows the descent angle as a function

of true airspeed with the points color coded with the maximum BVISPL

level seen in each of the BVISPL hemispheres presented in Figures 32

thru 80. This figure shows the expected trend of increasing BVI noise

with increase in descent rate and true airspeed.

No groupings around the nominal points are evident so to facilitate

examining trends in airspeed and descent angle, an empirical model of the

helicopter’s external noise radiation characteristics was generated. A fourdimensional modified Shepard’s method (described in Appendix A) was

used to create a model that represents the external noise radiation of the

helicopter as a function of flight path angle, true airspeed, and radiation

direction (azimuth and elevation) from the set of acoustic hemispheres

created by the source noise characterization of the Bell 430 helicopter.

The result is a model of the helicopter’s external noise radiation which

varies smoothly with variation in flight condition and directivity angle.

By constructing a single model incorporating variations in both flight

condition and directivity, more accurate noise estimates may be produced

at conditions and directions which have not been directly measured. For

instance, during source noise characterization of steep descent conditions

over a linear array of microphones it is particularly difficult to acquire

data near the plane of the horizon. The modified Shepard’s method

interpolation combines both noise data measured near the plane of the

horizon during shallower descents with out-of-plane noise data from

steeper descent conditions to provide an estimate of the in-plane noise

radiation during steeper descent conditions. This model was used to

generate Figure 82 and shows the semi-spheres for a flight path angle

sweep at 80 knots true airspeed. Figure 83 was also generated using this

model and shows the semi-spheres for a speed sweep at a flight path angle

of 6 degrees.

Tables 11 thru 13 contain the test cards as recorded in the control

trailer during the Level Flight and Steady Source Noise portion of the

test for the data included in the electronic data distribution package.

8.2.1 Steady Turn Source Noise Mapping

Steady level flight constant bank angle turns were flown over the linear

source ground array. The helicopter approached parallel to the array,

but offset laterally from the array line by the distance of the radius

of the turn being flown. The turn was then initiated such that it was

stabilized by the time a heading 45◦from the initial flight direction was

obtained with the goal of crossing over the reference microphone. The

pilot then maintained the designated angle of bank (either 15◦ or 30◦)

while simultaneously maintaining a constant airspeed of 60 or 80 KIAS

at 200 foot AGL throughout the steady portion of the turn. The steady

turn was held for at least 90 degrees of heading change with the aircraft

exiting the turn parallel to the microphone array. This procedure for

27
a right hand turn is shown in sketch form in Figure 84. Both left and

right hand turns were flown with one test day devoted to acquiring this

steady turn data. The left and right turn flight paths are shown in

Figure 85. Table 14 lists the conditions flown, the condition reference

code and the number of points collected for that condition. Steady turns

were flown with gear down for safety of flight reasons. The projection

of the microphone position at one-half second intervals is shown in a

semi-sphere for a 30◦, 80 knot right steady turn is shown in Figure 86

and shows good coverage for generating semi-spheres. It should be noted

that 0◦

elevation on these semi-spheres is in the horizontal plane and not

rotated with the helicopter. This example was a typical projection for

the steady turn testing. Figure 87 shows the OASPL and Figure 88 the

BVISPL semi-spheres for the steady turns performed during this test.

Table 15 contains the test cards as recorded in the control trailer

during the Steady Turns portion of the test.

8.3 Maneuvers

A primary focus of this test was the acoustic characterization of maneuvers

and five days of testing were devoted to these flight conditions. The

dynamic maneuvers were flown with the gear down for safety of flight

and using slow, medium, and fast pilot control (stick) deflection rates.

Nominally the fast rate was about four times that of the slow rate. The

medium rate was defined as one between the slow and fast rates. The

helicopter initially established a steady flight condition along a straight

line trajectory which was perpendicular to the primary linear array and

passed over the MIP which was 1,500 feet before the reference microphone

(X = -1,500 feet). This stabilized pre-maneuver flight condition was

nominally established 500 feet before reaching the MIP (X = -2,000

feet). The pilot initiated the maneuver from this steady state flight

condition just before reaching the MIP. The maneuver test plan focused

on isolated pilot control inputs such as cyclic pitch, cyclic roll, and

collective pull/push. More complex coordinated maneuvers were also

acquired. Maneuver conditions were prioritized such that “Priority One”

cases acquired at least four points and “Priority Two” cases acquired

at least two points for each condition. An 80 knot level flight (L1) and

80 knot, fast cyclic pitch up at 6◦ descent (D12, see Section 8.3.2 below

for a more detailed description) were chosen as housekeeping cases and

were flown at the beginning and end of each flight. Figure 89 shows the

OASPL, elevation over the reference microphone and longitudinal cyclic

control inputs versus horizontal distance from reference microphone for

seven cyclic pitch up housekeeping points to demonstrate the consistency

of the control inputs by the pilot and that the spread of acoustic data

was within 4 dB OASPL.

Data for each of the maneuver points acquired are presented in the

following sections. The 80 knot level flight housekeeping conditions are

28
shown in Figures 90 to 99. The constant speed descent cases flown over

the maneuver microphone measurement array are shown in Figures 100

to 118. The acoustic pressure time histories were corrected for ground

board installation effects and then de-Dopplerized in the time domain.

Six contour plots for microphones 40 thru 60 are shown on the left of

the figures. The flight path is indicated with a blue line with the aircraft

moving from left to right. Each contour subplot shows a BVISPL noise

footprint generated at 6 times of emission where the aircraft location is

denoted by a symbol on the flight path. The average of three 4,096 point

Fast Fourier Transforms (FFTs) (using a Hanning window) centered

around each of these locations were averaged. Also shown on the right

of each figure are the flight track projected to the XY coordinate plane,

the altitude, the cyclic and collective control positions, the roll and pitch

attitudes, and the indicated and true airspeeds. For longitudinal cyclic

0% is with the stick aft. For lateral cyclic 0% is to the stick to the

left. For collective, 0% is with the collective stick down. Roll right and

pitch up are the positive rotational directions. Plotting scales were kept

consistent for all the figures with the exception of the altitude subfigure

with the text *Scale Shifted* appearing when it is not the standard scale.

All figures in the Maneuvers section are of the same format.

Tables 16 thru 20 contain the test cards as recorded in the control

trailer during the maneuver noise portion of the test for the data included

in the electronic data distribution package.

8.3.1 Collective Pull-Up or Push-Over

A dynamic maneuver involving the collective control was performed to

measure the effect of a transient maneuver which used just a collective

control input. This maneuver starting from a level flight condition where

the rotor wake is expected to be near the rotor plane. The pilot initiated

a constant rate ramp of the collective pull or push at the start of this

maneuver, allowing flight path angle and airspeed to change freely. Only

slow and fast maneuvers were executed based on emerging noise data

indicating that the medium speed collective control inputs would yield

little or no useful information. The maneuver was performed with cyclic

control inputs primarily held fixed. The maneuver was initiated from

level flight at 150 feet Above Ground Level at the Maneuver Initiation

Point (AGLMIP) for positive collective inputs and 250 feet AGLMIP for

negative collective inputs.

Table 21 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 119 to 143

29
8.3.2 Cyclic Pitch-Up

Cyclic pitch-up maneuvers were performed to measure the effect of a

transient longitudinal cyclic control input, starting from a level flight

condition or a descending flight condition (6◦ and 9◦ descent angles were

used) where the rotor wake is expected to be near the rotor disk plane.

At initiation of the maneuver, the pilot entered a constant rate ramp

input of aft longitudinal cyclic, allowing flight path angle and airspeed to

change freely. Slow, medium, and fast cyclic control input maneuvers were

executed. All other controls were specified to be held fixed throughout

the cyclic pitch-up maneuver. These maneuvers were initiated at 150

feet AGLMIP for cyclic inputs initiated from level flight and 250 feet

AGLMIP for maneuvers initiated from a descent.

Table 22 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 144 to 197

8.3.3 Cyclic Roll

Maneuvers were performed to measure the effect of just using a transient

lateral cyclic control input to cause an aircraft roll. These cyclic rolls

were started from a level flight condition as well as a 6◦ descending flight

condition where the rotor wake is expected to be near the rotor. At the

initiation of the maneuver, the pilot entered a constant rate ramp input

of lateral cyclic, allowing bank angle, flight path angle, and airspeed

to change freely. Slow, medium and fast control rate maneuvers were

executed by applying a lateral cyclic ramp input at a rate defined as

from trimmed position towards the left or right. All other controls were

specified to be held fixed throughout the maneuver. Cyclic roll maneuvers

were performed from stabilized conditions of level flight and 6◦ descent

for 60, 80 and 100 knot indicated airspeeds. Level flight maneuvers were

initiated at 150 feet AGLMIP for both left and right rolls. Descending

maneuvers were initiated at 250 feet AGLMIP for both left and right

rolls.

Table 23 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 198 to 283

8.3.4 Quick Stop/Start

The quick stop/start maneuvers were flown to investigate the effect

of the transition from steady constant airspeed flight to accelerating or

decelerating flight. The onset of accelerating or decelerating flight changes

the configuration of the rotor wake and has an effect on the radiated

noise, especially during the transition to decelerating flight where the

wake is expected to move closer to the rotor disk. These maneuvers

were initiated from a steady flight condition of 80 KIAS in level flight

30
at 150 feet AGLMIP. The pilot began the acceleration or deceleration

at 200 feet before the MIP using 2, 4 and 6 knots per second changes in

airspeed along the flight path towards the target airspeed of 60 or 100

KIAS. Collective was controlled so that altitude was maintained during

the maneuver.

Table 24 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 284 to 300.

8.3.5 Roll Angle Changes During Climbing Flight

This maneuver is similar to the single control input cyclic descending roll

maneuver, except that it is performed while the aircraft is climbing instead

of descending. However, in order to initiate the roll maneuver at the

desired altitude over the microphone array, the climb can only be entered

just prior to the MIP. To perform this maneuver the helicopter started

from steady level flight at 80 KIAS with an altitude of 150 feet AGLMIP.

At 750 feet before the MIP, (2,250 feet from reference microphone) the

pilot began a 6◦ or 9◦climb at constant airspeed. At the MIP the pilot

performed a cyclic roll. The roll rate was the same roll rate as the fast

rate from the cyclic roll maneuvers and executed by applying a lateral

cyclic ramp input from trimmed position to left or right.

Table 25 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 301 to 312.

8.3.6 Roll Angle Changes During Accelerating Flight

The rotor wake geometry is different in accelerating/decelerating flight

than in steady level flight and provides a different initial condition for

transient maneuvers. The purpose of these maneuvers is to assess the

acoustic effect of decelerations or accelerations prior to entry into a turn.

The maneuver was initiated from a steady flight condition of either 60 or

100 KIAS in level flight at 150 feet AGLMIP. The pilot then began to

accelerate or decelerate at a rate of 4 knots per second while maintaining

150 feet AGLMIP. This acceleration or deceleration was initiated at a

point such that the airspeed was approximately 80 KIAS at the MIP.

Once the MIP was reached, the pilot performed a cyclic roll (left or right)

while continuing to accelerate or decelerate.

Table 26 lists the conditions flown, the condition reference code and

the number of points collected for that condition. The points acquired

are shown in Figures 313 to 334.

8.4 Terminal Area Approaches

Terminal area approach data were acquired for use in verification of

ground footprint predictions. A number of different approach and level

31
flight profiles were flown. These profiles ranged from a constant speed

profile with a single descent angle to decelerating and turning approaches.

All approaches were flown with gear down for safety of flight, were started

at 1,000 feet AGL over the Terminal Area Landing Point (TALP) and

terminated at the TALP shown in Figure 21.

Table 27 contains the test card as recorded in the control trailer during

the terminal area approach portion of the test for the data included in

the electronic data distribution package and the approaches are described

below:

1. Single descent angle, constant speed approaches were flown at 60

knots at descending flight path angles of 6◦(T1 - 2) and 9◦(T2

- 3). The airspeed was held constant during the descent until it

became necessary for the pilot to terminate the approach at the

TALP. These approaches are shown in Figures 335 thru 339.

2. Single descent angle, decelerating approaches were flown starting

at an airspeed of 100 knots and decelerating to approximately 20

knots at the TALP while holding 6◦(T3 - 2), 9◦(T4 - 2) or 12◦(T5

- 2) descending flight path angles. These approaches are shown in

Figures 340 thru 345.

3. Complex approaches that included multiple descent angles, multiple

airspeed combinations, U-shaped and spiraling descents were flown

(T6 - 2, T7 - 3, T8 - 2, T9 - 4 and T10 - 1). Flying these complex

pre-defined approaches proved to be problematic and beyond the

capability of the guidance system but twelve attempts were made

to fly the five complex approach profiles by the pilot using ground

markers as guidance. These test points provide valuable information

even though the actual profile flown varies from the defined profile

because the aircraft information was recorded and can thus be used

to predict the footprint for the actual profile flown and compared

to the measured footprint. These approaches are shown in Figures

346 thru 357.

4. Three test points were taken where the pilot was asked to fly the

quietest profile that he considered possible, based on his extensive

piloting experience (T11 - 3). These approaches are shown in

Figures 358 thru 360.

5. Several level flights were flown in the same manner and flight direction as in the source noise measurement portion of the test to

acquire aircraft data for these conditions that was not available

during that phase of testing due to instrumentation issues as described in Table 3. These points (L1 - 2, L6 - 1, L8 - 2 and L10 - 2)

are shown in Figures 361 thru 367.

32
The measured Sound Exposure Level (SEL) contour for the Aweighted noise radiation during a standard 60 knot 6◦ approach is shown

in Figure 335 and the contour for a 100 knot, 12◦ decelerating approach

is shown in Figure 345. The higher speed, 12◦, decelerating approach

shows a significant decrease in SEL from the standard 6◦ approach and

is the quietest approach profile flown during this test. This correlates

with the observation made during the source noise measurements that

the peak BVI descent rate is near 9◦. This result is consistent with

previous findings [12–14] which show that during approach, deceleration

at an angle steeper than the peak BVI condition can reduce noise.

9 Electronic Data

Data described in this paper are open and available electronically upon

request from Michael Watts, Aeroacoustics Branch (D314), Mail Stop 461,

NASA Langley Research Center, 23681, Michael.e.watts@nasa.gov. The

data are provided in standard American Standard Code for Information

Interchange (ASCII) text and/or Network Common Data Form (NetCDF)

formats, depending on data type. NetCDF is a “self-describing”, packed

binary format which is platform independent. Drivers for a multitude of

platforms are available at no cost at

http://www.unidata.ucar.edu/software/netcdf/. The file structure for

the electronic data is shown in Figure 368. Descriptions of the contents

of each file type, including file naming convention and file format, are

contained in the following subsections.

9.1 Microphone Location File

The microphone GPS locations are contained in the comma delimited

text file M430MicFullList.csv. This file has a row for each microphone

which contains the microphone number, latitude and longitude in decimal

degrees, orthometric height in meters and an installation type keyword.

The installation types are (1) invgb7 for inverted 7 mm over a ground

board, (2) elevtd for elevated 4 feet on a tripod, (3) gdbdfl for flush

mounted in a ground board with the diaphram pointed up and (4) empty

for no microphone of this number. The commercial software package

MATLAB
Rfunction micConvert is included and used to read this file

and generate the microphone locations in a UTM Cartesian coordinate

system centered at an input reference location with +X in the easterly

direction and +Y in the northerly direction. The function coordrotate

can then be used to rotate that UTM coordinate system to point the

+X in the desired direction, in this case to 326.4◦

true. The primary

installation type used in the data analysis for this paper is the invgb7

type and has a constant installation correction of 6 dB for 0 to 10,000

Hz due to the ground plane.

33
9.2 Acoustic Pressure Time History Data

Acoustic pressure time history data, in units of Pascals, are in the

NetCDF binary files contained in the M430 pascals v3 directory. This

data is corrected for time offset issues but uncorrected for installation

effects. There is one file per microphone per data run with the file

name being the <6 Digit NASA Run Number> <2 Digit Microphone

Number> pascal v3.nc. For example, file 273100 08 pascal v3.nc is

the file containing the acoustic pressure time history data in Pascals for

NASA run number 272100, microphone number 8. Table 29 describes

the variables contained in the acoustic pressure time history files. The

included function netCDFimport is used to import the netCDF data into

MATLAB
R.

The acoustic pressure data has been corrected for an acquisition

time alignment problem as mentioned in a previous section. The text

file all time offsets v3.txt contains the corrections applied to the

baseline data to create the data marked with the v3 in the filename. This

file contains one section for each data point acquired which contains a row

that lists the applicable microphone number and another row that lists

the offset applied for those microphones. A 0 offset is no correction, 1 is

add 1 second to the start time, and a 9 is to not include the microphone

in the data set.

9.3 Test Reference Data

Information about each test point is contained in the comma delimited text

file M430FullRefList.csv and Table 28 describes the values contained

within the file. The function in file loadM430RefInfo.m loads these

variables into MATLAB
Rin a data structure that contains the values for

the specified run number. The entire table can be read into MATLAB
R

using the function csvimport.

9.4 Aircraft Data

Low frequency, high frequency and rotor azimuth data recorded on

the aircraft is contained in three comma delimited text files for each

run number. The low frequency data was sampled at a rate of 5 Hz

and is contained in a file with the naming convention of <6 Digit

NASA Run Number> lfacdata.csv. The file has two rows of header

and then a row for each time step. The high frequency file name is

structured the same way except that it has hfacdata and the rotor

azimuth data has azacdata. These data files are contained within the

directory M430aircraftData. Tables 30, 31 and 32 describe the variables

contained within the files. The function loadM430ACData is included in

the distribution which loads the aircraft data into a MATLAB
R data

structure.

34
9.5 Aircraft Tracking Data

Tracking data records the position of the GPS antenna in space as a function of time at a 5 Hz sample rate. The files are contained in the directory

NASAGPS with one comma delimited file for each run number with the file

name being the <6 Digit NASA Run Number>.GPS. Each file contains

5 columns that are UTC local time, seconds from midnight, latitude, longitude and orthometric height in feet. The World Geodetic System 1984

(WGS84) ellipsoid is used for all tracking calculations in this report. The

GPS receiver and the longitude, buttline and waterline locations on the

aircraft (in inches) are located in Table 2. Three MATLAB
Rfunctions

are included in the distribution. The M430trackNASAGPS function reads

in the tracking file and uses gps to utm to calculate the aircraft track

in UTM coordinates in relation to a reference location. It then uses the

coordrotate to rotate the UTM coordinates by a specified rotation as

discussed previously.

9.6 Individual Semi-spheres

One-third Octave sound semi-spheres were generated for each of the steady

state level and descent test points acquired during the source phase of the

test. These files are included in the data distribution and are contained

in a folder called M430 individual hemispheres v3. Each files name

is of the format Be430<last 3 digits of the run number>.nc. For

example, Be430100.nc is the file for run 273100. Table 33 describes the

variables contained in these NetCDF files.

9.7 Averaged Semi-spheres

One-third octave band, level flight sound semi-spheres were averaged

based on true airspeed as described in 8.1. These averaged semi-sphere

files are included in the data distribution and are contained in a folder

called M430 averaged hemispheres v3. Each file’s name is of the format

Be430<3 digit condition number>.nc where the condition numbers

run from 721 to 733 and indicate increasing airspeed as shown on Figures

25 thru 27 and Figures 28 thru 30.

9.8 Weather Data

The weather data is contained in three sub-folders in the folder Weather.

9.8.1 NASA Profiling Weather Balloon

The profiling weather balloon raw data is stored in comma delimited

text files within the NASA weather balloon folder. The naming convention is EglinSonde<date in mmddyy format>.csv. Each file contains

Secs, hr, min, sec, altitude (ft), temperature (◦ F), relative humidity

35
(%), pressure (kPa), cup wind speed (kts), wind direction (mag), wind

direction (true), dynamic WS (kts), ground temperature (◦ F), density

(kg/m3). This raw data file is divided into individual profiles as designated in the MATLAB
R

script M430wprofiles. This script calls the

MATLAB
Rfunctions readRawBalloonWeather, loadballoonprofiles

and weatherfitsmooth to load the raw balloon data, separate the profiles and then curve fit the data. The results of these actions are data

structures in MATLAB
R

that are described in the comments of the

fltwpDescription.m file. Results of this separation and curve fitting

are graphically displayed in folders within the NASA weather balloon

directory. One example is shown in Figure 369.

9.8.2 NASA Stationary Weather Sensors

NASA ground weather station data is stored in files within the

NASA weather stations folder. The naming convention is SW<date

in mmddyy format> <sensor number>.txt. The pertinent parameters in each file are time, date, temperature(◦ F), humidity (%Relative

Humidity (RH)), pressure (kPa), wind speed (kts), wind direction (mag),

wind direction (true), and dew point (◦ F). The MATLAB
Rscript

readNASAWeatherStation reads these weather weather files for the days

where testing occurred and loads the data into the data structure described in the file nwsFormat.m.

9.8.3 Ole Miss Stationary Weather Balloon

The Ole Miss weather balloon data is stored in files within the

Ole Miss weather folder. The naming convention is OM<date in

mmddyy format> <sensor number>.txt. The pertinent parameters

in each file are time, pressure (hPa), temp(K), humidity (%RH), alt

(meters), wind speed (meters per second) and wind direction (mag). The

MATLAB
Rscript readOleMissBalloon reads these weather weather

files for the days where testing occurred and loads the data into the data

structure described in the file omwFormat.m.

9.9 Test Cards

The directory Test Cards contains two subdirectories. The NASA Cards

subdirectory contains Microsoft Excel formatted files containing the test

cards as written in the control trailer during the testing for all data points

acquired. The Pilot Cards subdirectory contains scans of the notes (in

pdf format) taken by the flight test engineer onboard the aircraft during

testing.

36
10 Concluding Remarks

A cooperative flight test between NASA, Bell Helicopter, and the U.S.

Army to characterize the acoustics of, and to measure maneuver noise on,

a Bell Helicopter 430 aircraft was accomplished during June/July 2011

at Eglin Air Force Base in Florida. This test gathered a total of 410 test

points over 10 test days and included extensive measurements with the

aircraft performing dynamic maneuvers. Three microphone configurations

with up to 31 microphones in each configuration were used and specifically

targeted to the acoustic data type being measured. Aircraft data were

acquired, including DGPS, aircraft state and rotor state information.

This data set contains a complete acoustic representation of the Bell 430

aircraft for inclusion in the RNM database. The data shown demonstrates

that maneuvers lead to significant increases in noise. The terminal area

measurements include a variety of flight paths ranging from simple to

complex and provide valuable information for the validation of ground

footprint prediction tools. This extensive data set is publicly available

upon request.

References

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1995.

2. J. Johnson, V. Stouffer, D. Long, and J. Gribko, “Evaluation of the

national throughput benefits of the civil tilt rotor,” NASA, NASA

CR 2001-211055, September 2001.

3. W. W. Chung and et.al., “Modeling high-speed civil tiltrotor transports in the next generation airspace,” NASA, NASA CR 2011-215960,

January 2011.

4. D. A. Conner, C. L. Burley, and C. D. Smith, “Flight acoustic

testing and data acquisition for the rotorcraft noise model (RNM),”

in American Helicopter Society 62nd Annual Forum, May 2006.

5. M. E. Watts, D. A. Conner, and C. D. Smith, “Joint Eglin acoustic

week III data report,” NASA/TM-2010-216206, March 2010.

6. E. Greenwood, F. H. Schmitz, G. Gopalan, and B. W.-C. Sim, “Helicopter external noise radiation in turning flight: Theory and experiment,” in American Helicopter Society 63rd Annual Forum, May

2007.

7. H. Ishi, H. Gomi, and Y. Okuno, “Helicopter flight tests for BVI

noise measured using an onboard external microphone,” in AIAA

37
Flight Mechanics Conference and Exhibit, San Francisco, CA, August

2005.

8. P. Speigel, H. Buchholz, and M. Pott-Pollenske, “Highly instrumented

BO105 and EC135-FHS aeroacoustic flight tests including maneuver

flights,” in American Helicopter Society 61st Annual Forum, May

2005.

9. R. D. Sickenberger, G. Gopalan, and F. H. Schmitz, “Helicopter

near-horizon harmonic noise radiation due to cyclic pitch transient

control,” in American Helicopter Society 67th Annual Forum, May

2011.

10. R. D. Sickenberger and F. H. Schmitz, “Longitudinal tip-path-plane

measurement using an optics-based system,” in American Helicopter

Society 63rd Annual Forum, Virginia Beach, VA, May 2007.

11. E. Greenwood and F. H. Schmitz, “Separation of main and tail

rotor noise ground-based acoustic measurements using time-domain

de-dopplerization,” in 35th European Rotorcraft Forum, September

2009.

12. N. Lappos, J. Arnold, P. Erway, and E. McConkey, “The development

of a decelerating helicopter instrument landing system using differential GPS,” in American Helicopter Society 56th Annual National

Forum, Virginia Beach, VA, May 2000.

13. F. H. Schmitz, G. Gopalan, and B. W.-C. Sim, “Flight-path management/control methodology to reduce helicopter blade–vortex interaction noise,” Journal of Aircraft, vol. 39, no. 2, pp. 193–205,

2002.

14. F. H. Schmitz, E. Greenwood, R. D. Sickenberger, G. Gopalan,

B. W.-C. S. amd David Conner, and E. M. III, “Measurement and

characterization of helicopter noise in steady-state and maneuvering

flight,” in American Helicopter Society 63rd Annual Forum, Virginia

Beach, VA, May 2007.

38
Appendix A

Empirical Noise Radiation Model

A modified Shephard’s method is described by Equation A1 and

was used to construct a model from the noise levels stored in the set of

measured hemispheres.

u(x) = X

N

i=0

wi(x)ui

PN

j=0 wj (x)

(A1)

where x is the four-dimensional vector describing the interpolant, u(x)

the estimated noise level, N the number of measured data points, ui the

measured noise levels, and wi the weights associated with each data point.

In the standard Shepard’s method these weights are the square of the

inverse of the distance, d, between the interpolant and the data points:

wi(x) = 1

d(x, xi)

2

(A2)

The modified Shepard’s method used to construct the model includes

a nearby subset of the local data to estimate the noise levels at each

interpolant. This is described by using the modified weights given in

Equation A3. For modeling the external noise radiation, the data were

scaled such that the radius, R, included radiation directions within 180◦,

flight path angles within 3◦, and true airspeeds within 10 knots of the

interpolants.

wk(x) = 

R − d(x, xk)

Rd(x, xk)

2

(A3)

39
Tables

Table 1: Bell Model 430 Specifications

Main Rotor Diameter 42 ft

Num. Main Rotor Blades 4

MR RPM, BPF 348.6 RPM, 23.2 Hz

Tail Rotor Diameter 6 ft 10.6 in

Num. Tail Rotor Blades 2

TR RPM, BPF 1880.7 RPM, 62.7 Hz

Power Plant 2- Allison 250-C40B - 783 HP ea.

Empty Weight 5,305 lb

Max Take Off GW 9,300 lb

Max Speed 143 knots

Table 2: Aircraft Locations

Position Longitudinal, in Butt Line, in Water Line, in

GPS Antenna 159.5 0 93

Hub 252.5 0 142

Pilot Eye 152 16 73

IMU 216 -0.5 44

Tail Rotor 543.5 -22.5 99

Nominal CG 249.8 -0.17 70

40
Table 3: Data Availability

Test Phase Source Turns Dynamic Maneuvers Term 

Date 6/17/11 6/18/11 6/19/11 6/22/11 6/24/11 6/25/11 6/26/11 6/28/11 6/30/11 7/1/

Flight Number 1273 1274 1275 1277 1278 1280 1282 1285 1287 128

Ind AS x x x x x x x 

AC Heading x x x x x x x 

AC AOA x x x x x x x x x 

AC Sideslip x x x x x x x x x 

AC Pitch Rate x x x x x x x 

AC Roll Rate x x x x x x x 

AC Yaw Rate x x x x x x x 

AC Vert Acc x x x x x x x x x x 

Long Cyclic x x x x x x x 

Lat Cyclic x x x x x x x 

Collective x x x x x x x 

INU Pitch x (1) x x x 

INU Roll x (1) x x x 

INU Heading x (1) x x x 

INU Pitch Rate x (1) x x x 

INU Roll Rate x (1) x x x 

INU Yaw Rate x (1) x x x 

INU Long Acc x (1) x x x 

INU Lat Acc x (1) x x x 

INU Vert Acc x (1) x x x 

Rotor Speed x x x x (3) x x x x 

DGPS x x x x x x x x x x 

TPP x (2) x (2) 

(1) INU data available for acoustic runs 341 to 345 for this flight

(2) TPP data available for acoustic runs 461 to 493 and 521 to 551(3) Rotor Speed not available for 280369 - 280401

41
Table 4: Source Array

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet F

1 30.57110870 -86.78589432 179.2 -1428.3 -948.6 -0.1 1714.6 12 30.57170890 -86.78484675 180.5 -1098.6 -730.3 -0.6 1319.2 13 30.57242381 -86.78360749 181.7 -708.5 -470.2 0.2 850.4 14 30.57313456 -86.78236678 168.4 -318.1 -211.7 -0.4 382.1 25 30.57335828 -86.78196859 166.1 -192.7 -130.4 -2.0 232.7 06 30.57340936 -86.78188108 165.9 -165.2 -111.8 -1.7 199.5 07 30.57347578 -86.78176599 165.4 -129.0 -87.6 -1.6 155.9 -08 30.57355352 -86.78164207 165.7 -90.0 -59.4 0.3 107.8 09 30.57361506 -86.78151867 165.9 -51.1 -37.0 -2.5 63.1 0

10 30.57366749 -86.78143342 165.7 -24.3 -17.9 -1.5 30.2 0

11 (ref) 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0.0 0

12 30.57375520 -86.78127846 165.4 24.5 14.0 -1.9 -28.1 -013 30.57380798 -86.78118616 165.7 53.5 33.2 -1.9 -62.9 014 30.57386812 -86.78108272 165.9 86.1 55.1 -1.7 -102.2 015 30.57394608 -86.78094570 165.8 129.2 83.4 -2.0 -153.8 016 30.57401445 -86.78082641 165.6 166.7 108.3 -2.0 -198.8 017 30.57406597 -86.78073256 165.5 196.3 127.0 -2.7 -233.8 018 30.57428658 -86.78034417 164.4 318.5 207.3 -3.5 -380.0 -119 30.57500530 -86.77910116 159.0 709.7 468.7 -2.2 -850.5 -620 30.57576255 -86.77778083 153.7 1125.2 744.1 -2.6 -1349.0 -1

Continued o

42
Table 4: continued

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet F

21 30.57631968 -86.77681516 153.7 1429.1 946.8 -1.9 -1714.3 -1

22 (1) 30.57340936 -86.78188108 165.9 -165.2 -111.8 -1.7 199.5 023 (1) 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0.0 024 (1) 30.57401445 -86.78082641 165.6 166.7 108.3 -2.0 -198.8 025 (2) 30.57340936 -86.78188108 165.9 -165.2 -111.8 -1.7 199.5 026 (2) 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0.0 027 (2) 30.57401445 -86.78082641 165.6 166.7 108.3 -2.0 -198.8 0

1) Microphone mounted flush in ground board

2) Microphone mounted on 4’ tripod

43
Table 5: Primary Test Site Locations

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X 

Feet Feet Feet Feet F

Command 30.55920632 -86.77469684 159.5 2096.1 -5277.6 -5556.1 11

NASA Balloon 30.55965011 -86.77488155 149.1 2038.8 -5116.2 -5389.4 11

Ole Miss Balloon 30.58719478 -86.77866867 173.4 8456.8 4902.2 3615.9 -34

Helo Fueling Point 30.57612933 -86.78524273 188.2 -1223.1 877.5 1407.7 53

NASA WS 2 30.56561074 -86.79283572 186.2 -3613.1 -2948.1 -457.1 46NASA WS 3 30.57042378 -86.7785311 150.8 889.1 -1197.7 -1489.6 -7NASA WS 4 30.57725482 -86.77331893 158.4 889.1 -1197.7 -1489.6 -7

Ref Mic 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0

MIP 30.57027433 -86.77872111 150.9 829.3 -1252.0 -1501.7 1

TALP 30.57670613 -86.76845112 161.7 4061.3 1087.5 -1340.7 -39

44
Table 6: Maneuver Array

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet 

30 30.57596749 -86.78132113 196.1 11.0 818.7 675.9 -462.1 31 30.57242381 -86.78360749 181.7 -708.5 -470.2 0.2 850.4 32 30.57313456 -86.78236678 168.4 -318.1 -211.7 -0.4 382.1 33 30.57355352 -86.78164207 165.7 -90.0 -59.4 0.3 107.8 

34 (ref) 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0.0 

35 30.57386812 -86.78108272 165.9 86.1 55.1 -1.7 -102.2 36 30.57428658 -86.78034417 164.4 318.5 207.3 -3.5 -380.0 37 30.57500530 -86.77910116 159.0 709.7 468.7 -2.2 -850.5 38 30.57576255 -86.77778083 153.7 1125.2 744.1 -2.6 -1349.39 30.57698436 -86.77565139 157.5 1795.3 1188.6 -3.1 -2153.40 30.57155716 -86.77970384 156.6 520.0 -785.5 -942.0 1.3 41 30.57129968 -86.78004863 155.1 411.5 -879.1 -960.0 143.5 42 30.57181080 -86.77884551 151.2 790.2 -693.2 -1014.6 -274.8 43 30.57170669 -86.77806828 148.1 1034.8 -731.1 -1181.5 -457.6 44 30.57111041 -86.77906344 151.4 721.6 -948.0 -1188.9 -76.7 45 30.57087364 -86.77917684 152.2 685.9 -1034.1 -1240.9 0.7 46 30.57075619 -86.77933187 152.4 637.1 -1076.8 -1249.5 64.9 47 30.57116577 -86.77855599 148.4 881.3 -927.8 -1260.4 -220.9 48 30.57100087 -86.77875519 150.2 818.6 -987.8 -1275.7 -135.5 49 30.57061904 -86.77898857 151.5 745.2 -1126.7 -1350.8 2.5 

Continued on n

45
Table 6: continued

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet 

50 30.57029347 -86.77954704 151.6 569.4 -1245.1 -1352.2 214.5 51 30.57095752 -86.77839517 148.6 931.9 -1003.6 -1351.5 -221.2 52 30.57070376 -86.77872690 151.0 827.5 -1095.9 -1370.7 -83.1 53 30.57047580 -86.77887094 151.2 782.2 -1178.8 -1414.7 0.5 54 30.57068009 -86.77852443 150.4 891.2 -1104.5 -1413.1 -131.4 55 30.57074055 -86.77805043 148.6 1040.4 -1082.5 -1477.3 -267.9 56 30.57027433 -86.77872111 151.0 829.3 -1252.1 -1501.8 1.8 57 30.56983347 -86.77936940 152.4 625.3 -1412.4 -1522.5 260.4 58 30.57004126 -86.77877620 151.4 812.0 -1336.8 -1562.8 63.1 59 30.57004441 -86.77863330 151.3 857.0 -1335.7 -1586.8 25.0 60 30.57023452 -86.77788985 151.2 1091.0 -1266.5 -1658.6 -208.2 

MIP 30.57027433 -86.77872111 150.9 829.3 -1252.0 -1501.7 1.8 

46
Table 7: Terminal Area Array

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet 

30 30.57596749 -86.78132113 196.1 11.0 818.7 675.9 -462.1 70 30.56907604 -86.78497050 150.5 -1137.6 -1687.9 -776.8 1881.4 71 30.56866129 -86.78864962 183.6 -2295.5 -1838.7 -261.8 2929.4 72 30.57031013 -86.78579551 168.7 -1397.2 -1239.0 -259.2 1849.4 73 30.57184176 -86.78297063 166.6 -508.1 -682.0 -287.0 800.5 74 30.57345922 -86.78017751 156.8 370.9 -93.6 -283.2 -257.2 75 30.57498317 -86.77726758 153.7 1286.7 460.7 -328.1 -1326.76 30.57656070 -86.77441894 165.0 2183.2 1034.5 -346.0 -2391.77 30.56478501 -86.78978185 180.9 -2652.0 -3248.5 -1239.1 4006.78 30.56636239 -86.78696742 176.4 -1766.1 -2674.9 -1251.3 2951.0 79 30.56792475 -86.78425997 155.5 -913.9 -2106.6 -1249.3 1926.80 30.56955622 -86.78124086 153.4 36.3 -1513.3 -1280.7 806.9 81 30.57110422 -86.77838536 147.8 935.0 -950.2 -1308.8 -253.2 82 30.57268267 -86.77555974 153.6 1824.3 -376.1 -1322.5 -1311.83 30.57431565 -86.77271214 161.4 2720.4 218.0 -1323.4 -2386.84 30.56244362 -86.78802297 178.5 -2098.4 -4100.2 -2254.8 4016.85 30.56394259 -86.78518121 158.0 -1203.9 -3555.0 -2295.5 2969.86 30.56562396 -86.78226434 145.1 -285.8 -2943.5 -2293.9 1866.87 30.56723679 -86.77955099 149.2 568.2 -2356.9 -2277.7 830.5 88 30.56879386 -86.77671554 156.1 1460.6 -1790.5 -2299.6 -226.2 

Continued on n

47
Table 7: continued

Mic Number Latitude Longitude Geoid Height UTM X UTM Y X Y 

Feet Feet Feet Feet Feet 

89 30.57051563 -86.77384063 155.2 2365.4 -1164.2 -2278.4 -1326.90 30.57204661 -86.77095128 158.1 3274.7 -607.3 -2317.5 -2392.91 30.56682131 -86.78324044 149.0 -593.1 -2508.0 -1761.2 1881.92 30.56176285 -86.78344280 142.0 -656.8 -4347.9 -3258.6 2952.4 93 30.56329667 -86.78054118 146.5 256.5 -3790.0 -3299.1 1882.94 30.56492667 -86.77767446 154.4 1158.8 -3197.1 -3304.4 803.3 95 30.56654073 -86.77486860 151.1 2041.9 -2610.0 -3303.8 -257.2 

96 (1) 30.57110422 -86.77838536 151.6 935.0 -950.2 -1308.8 -253.2 97 (1) 30.56993126 -86.77751901 150.6 1207.7 -1376.8 -1815.0 -244.4 

98 (ref) 30.57371670 -86.78135616 165.5 0.0 0.0 0.0 0.0 

TALP 30.57670613 -86.76845112 161.7 4061.3 1087.5 -1340.7 -3984.

1) Microphone mounted on 4’ tripod

48
Table 8: Weather Instrumentation Availability

Date Flight Ground Station NASA Ole Miss

1 2 3 4 Balloon Balloon

6/8/11 x

6/9/11 x

6/10/11 x

6/11/11 x

6/12/11 x

6/13/11 x x x x

6/14/11 x x x x

6/15/11 x x x x

6/16/11 x x x x

6/17/11 1273 x x x x x

6/18/11 1274 x x x x x 100, 150, 200, 250

6/19/11 1275 x x x x x 9, 100, 200, 300

6/20/11 x x x x

6/21/11 x x x x

6/22/11 1277 x x x x x 200

6/23/11 x x x x

6/24/11 1278 x x x x x 250

6/25/11 1280 x x x x x 9, 75, 150, 250, 350

6/26/11 1282 x x x x x 9, 75, 150, 250, 350

6/27/11 x x x x

6/28/11 1285 x x x x x 9, 75,150, 250, 350

6/29/11 x x x

6/30/11 1287 x x x x x

7/1/11 1288 x x x x

49
Table 9: Source Level Flight Test Points

KIAS Gear Up Gear Down

50 L2 - 1

60 L3 - 5

70 L4 - 2

80 L1 - 11 L11 - 2

90 L5 - 1

100 L6 - 2

110 L7 - 1 L12 - 2

120 L8 - 3

130 L9 - 4

Table 10: Steady Descent Flight Test Points

Airspeed, KIAS

Angle 50 60 70 80 90

-3◦ A4 - 2 A18 - 2

-6◦ A2 - 2 A6 - 4 A13 - 2 A20 - 4 A27 - 2

-7.5◦ A7 - 2 A14 - 1 A21 - 4 A28 - 1

-9◦ A3- 1 A8 - 3 A15 - 2 A22 - 2 A29 - 1

-10.5◦ A9 - 2 A23 - 3

-12◦ A10 - 3 A17 - 2 A24 - 2 A31 - 1

50
Table 11: Flight 1273 Test Card, 6/17/2011, Source Array

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 6:21:05 6:22:07 AMB NA NA NA 75.1 0.0 175 Helo entered field du100 6:30:38 6:31:41 L1 80 200 0.0 74.8 0.0 175 Housekeep103 6:42:52 6:43:51 A18 80 200 -3.0 75.7 0.0 175 30 ft low104 6:46:37 6:47:36 A18 80 200 -3.0 76.1 0.0 175 Good - 5 kts slow, 2105 6:50:48 6:52:05 A4 60 200 -3.0 76.5 0.0 175 Below GS - 180 AGL (106 6:55:19 6:56:36 A4 60 200 -3.0 77.0 0.0 175 Good course108 7:04:01 7:05:00 A13 70 200 -6.0 77.5 1.0 175 Cross high, Wind 109 7:07:56 7:09:00 A13 70 200 -6.0 78.0 0.0 175 2500 AGL cross, Wind 8110 7:12:39 7:14:08 A2 50 200 -6.0 78.0 1.7 175 Left crab? 270 A112 7:21:10 7:22:48 A2 50 200 -6.0 79.2 1.2 215 200 AGL c113 7:25:19 7:26:42 A6 60 200 -6.0 78.9 6.4 209 slight right drift - 114 7:29:10 7:30:28 A6 60 200 -6.0 79.7 4.2 186115 7:33:07 7:34:17 A6 60 200 -6.0 79.6 4.9 213 230-240 A116 7:37:54 7:38:52 A20 80 200 -6.0 79.8 3.7 210 220 AGL low 

- - - - - - - - - - Refuel, Balloon profile 

117 8:39:38 8:40:52 L1 80 200 0.0 83.5 6.6 204 +/- 2 kt118 8:43:27 8:45:22 L2 50 200 0.0 80.6 5.9 206 +/- 3 kt119 8:47:57 8:49:34 L3 60 200 0.0 80.9 4.6 214 170 AGL cross +120 8:52:19 8:54:12 L3 60 200 0.0 82.3 3.4 220 5 kts slow121 8:56:38 8:58:19 L3 60 200 0.0 82.6 4.2 204122 9:00:57 9:02:26 L4 70 200 0.0 83.0 2.9 253 stab at 1,500’, 155 A123 9:04:55 9:06:22 L4 70 200 0.0 83.1 3.7 221 155 AGL 70-6124 9:08:48 9:10:00 L1 80 200 0.0 82.8 4.2 231 190 AGL125 9:12:25 9:13:39 L1 80 200 0.0 82.2 4.4 184 190 AGL126 9:16:00 9:17:04 L5 90 200 0.0 81.8 5.6 201 190 AGL

Conti

51
Table 11: continued

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

127 9:19:18 9:20:19 L6 100 200 0.0 81.8 - 192 +/-1 kts, 190 AGL, A/S 128 9:23:59 9:24:55 L7 110 200 0.0 83.4 6.5 245 +/-1 kts 115, 94 129 9:26:58 9:27:50 L8 120 200 0.0 83.0 2.7 213 +/-1 kts, 94 on 130 9:29:53 9:30:43 L9 130 200 0.0 83.3 6.8 240 +/-1 kts, 96 kts 131 9:33:14 9:34:28 L1 80 200 0.0 83.3 6.1 256 180 AGL902 9:41:18 9:42:18 AMB NA NA NA 81.7 8.8 241 A/C +3 nm out 

52
Table 12: Flight 1274 Test Card, 6/18/2011, Source Array

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 5:21:49 5:22:51 AMB 0 0 0.0 72.9 1.2 145 none902 5:26:15 5:27:16 AMB 0 0 0.0 73.0 1.0 145 Increased G141 6:07:43 6:08:58 L1 80 200 0.0 73.2 2.0 145 none145 6:22:44 6:24:00 A10 60 200 -12.0 73.2 1.2 145 Poor146 6:26:40 6:27:54 A10 60 200 -12.0 73.2 1.0 145 Good glides147 6:30:52 6:32:04 A10 60 200 -12.0 73.4 0.7 145 800 AGL to 50 AGL, g148 6:34:39 6:35:35 A24 80 200 -12.0 73.6 1.2 145 under GS, collective full d149 6:38:09 6:39:07 A24 80 200 -12.0 74.0 1.2 145150 6:41:47 6:42:55 A9 60 200 -10.5 74.1 0.5 145 100 AGL above pat151 6:45:32 6:46:28 A9 60 200 -10.5 74.3 0.7 145 Poor, 150 AGL abov152 6:49:09 6:50:23 A9 60 200 -10.5 74.5 1.7 145 Good!153 6:52:56 6:53:55 A23 80 200 -10.5 74.7 2.0 146 8% torqu154 6:56:20 6:57:14 A23 80 200 -10.5 74.9 0.2 146 fast and h155 6:59:44 7:00:44 A23 80 200 -10.5 75.2 1.2 146 little slow, but good glid156 7:03:37 7:04:48 A8 60 200 -9.0 75.6 1.2 158 profile 4/5 mi157 7:07:24 7:08:42 A7 60 200 -7.5 75.6 0.7 158 30 AGL h158 7:11:01 7:12:24 A7 60 200 -7.5 76.3 0.0 158 +/- 1 kts, GS 159 7:14:36 7:15:37 A21 80 200 -7.5 76.8 0.5 158 30 AGL high, en

- - - - - - - - - - Refuel, Balloon profile 

160 7:59:52 8:01:05 L1 80 200 0.0 73.7 6.6 222 none161 8:04:11 8:05:48 L3 60 200 0.0 80.1 4.2 191 good a/s and altitude, bu162 8:08:32 8:10:13 L3 60 200 0.0 80.6 6.6 201 4 kts deca163 8:12:50 8:14:03 L11 80 200 0.0 80.0 3.4 192 gear down, ‘+/- 1 kts 164 8:16:45 8:17:58 L11 80 200 0.0 80.0 6.1 177 gear dow165 8:20:29 8:21:30 L12 110 200 0.0 80.4 6.4 183 gear down (100 k

Conti

53
Table 12: continued

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt

Path

Temp Speed Heading

Num Time Time Angle

166 8:23:49 8:24:47 L12 110 200 0.0 80.7 4.2 207 gear down (100 k167 8:27:06 8:28:06 L6 100 200 0.0 81.2 4.4 184 good a/s, glid168 8:30:48 8:32:00 L1 80 200 0.0 82.1 4.2 184 good169 8:34:22 8:35:17 L8 120 200 0.0 81.1 5.1 227 left of cen170 8:37:49 8:38:37 L9 130 200 0.0 81.2 9.3 196 good (134 K171 8:41:14 8:42:01 L9 130 200 0.0 80.6 8.8 201 133-134 KI172 8:44:27 8:45:19 L13 131 200 0.0 81.5 5.6 202 130-133 KI177 9:00:24 9:01:22 A21 80 200 -7.5 81.8 5.4 199 260 AGL178 9:03:41 9:04:37 A21 80 200 -7.5 81.8 9.5 203 240 AGL179 9:07:37 9:08:53 L1 80 200 0.0 82.0 10.8 173903 9:16:55 9:18:06 AMB 0 0 0.0 82.1 3.7 196 gain: -10904 9:19:50 9:20:52 AMB 0 0 0.0 81.9 4.6 185 gain: -11

54
Table 13: Flight 1275 Test Card, 6/19/2011, Source Array

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 5:23:34 5:24:32 AMB 0 0 0.0 75.8 0.2 253 ambient181 5:54:39 5:55:29 L9 130 200 0.0 75.9 2.0 247 Stabilized glideslop182 5:58:29 5:59:43 A8 60 200 -9.0 76.0 0.7 247 Stabilized glideslop183 6:02:09 6:04:09 A8 60 200 -9.0 75.2 1.7 194 none184 6:07:23 6:08:16 A22 80 200 -9.0 75.5 1.5 184 none185 6:11:00 6:11:57 A22 80 200 -9.0 76.1 3.4 212 good, 180 AGL cross, 187 6:18:39 6:19:47 A21 80 200 -7.5 75.5 1.2 278 good glideslope, 188 6:22:30 6:23:24 A20 80 200 -6.0 76.0 0.2 278 81 KIAS +/-1, go189 6:26:09 6:27:12 A27 90 200 -6.0 76.0 1.5 253 late data stop, 9190 6:29:42 6:30:33 A27 90 200 -6.0 76.1 1.0 253 lots of collective 191 6:33:39 6:34:52 A32 60 390 -6.0 76.5 2.4 252 180 AGL cross, good glid192 6:38:35 6:39:36 A17 70 200 -12.0 76.6 0.2 253 good slope, 70-6193 6:42:40 6:43:42 A17 70 200 -12 76.9 0.0 253 good slope, 70-7194 6:46:35 6:47:29 A31 90 200 -12.0 76.9 1.7 253 none195 6:50:46 6:52:33 A3 50 200 -9.0 77.2 1.2 252 good slope, 42196 6:55:23 6:56:31 A15 70 200 -9.0 77.4 1.5 252 100 ft hig197 6:59:07 7:00:14 A15 70 200 -9.0 77.3 2.4 252 280 AGL high, 5 KIAS i198 7:02:37 7:03:37 A29 90 200 -9.0 77.7 2.0 252 none199 7:06:42 7:07:38 A20 80 200 -6.0 77.9 2.0 252 roll cyclic inputs, midco200 7:10:26 7:11:25 A20 80 200 -6.0 78.2 0.5 228 81-81 KIAS, 201 7:14:26 7:15:31 A14 70 200 -7.5 78.2 0.7 228 70-71 KIAS, 220 A202 7:18:06 7:19:05 A28 90 200 -7.5 78.2 2.9 237 KIAS 92-93, 230 A203 7:21:17 7:22:35 L1 80 200 0.0 78.2 2.0 231 housekeeping - go

- 7:23:17 - - - - - - - - Refuel

204 8:13:14 8:14:34 L1 80 200 0.0 80.9 6.1 265 housekeeping - gusty at alt

Con

55
Table 13: continued

NASA Data Data Cond KIAS Cross Flight Ground Wind Wind Commen

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

205 8:20:40 8:22:26 B1 60 65 Max 80.4 7.8 253 climb - KIAS +206 8:29:41 8:31:13 B1 60 65 Max 80.6 6.6 264 55-65 KIA207 8:33:55 8:35:32 B1 60 65 Max 81.0 5.6 262 60-65 KIA208 8:38:08 8:39:29 B2 80 65 Max 81.2 8.1 279209 8:42:02 8:43:20 B2 80 65 Max 81.0 9.5 264 KIAS +/- 2 902 9:53:48 9:54:50 AMB 0 0 0.0 83.4 9.5 251 Ambient

56
Table 14: Steady Turn Flight Test Points

Bank Angle

KIAS Direction 15◦ 30◦

60 Left S1 - 2 S2 - 3

Right S5 - 2 S6 - 4

80 Left S3 -1 S4 - 2

Right S7 - 2 S8 - 3

57
Table 15: Flight 1277 Test Card, 6/22/2011, Source Array

NASA Data Data Cond KIAS Turn Bank Ground Wind Wind Comment

Run On Off Counter Dir Angle Temp Speed Heading

Num Time Time Angle

901 5:01:28 5:02:30 AMB 0 0.0 0 71.0 1.0 44 ambient241 5:52:43 5:54:01 S5 60 Right 15 71.1 0.0 44 12 deg bank crossing 242 5:57:02 5:58:33 S5 60 Right 15 71.1 0.0 44 200ft off center, Wind 2.243 6:00:39 6:01:47 S6 60 Right 30 71.3 0.0 44 20-25 deg bank, increased 244 6:03:17 6:04:28 S6 60 Right 30 71.2 0.2 44 12 KIAS inc245 6:06:05 6:07:08 S6 60 Right 30 71.0 2.2 62 6 KIAS increase, ban246 6:09:02 6:10:02 S6 60 Right 30 71.1 2.4 62 bank 26-3247 6:12:20 6:13:30 S7 80 Right 15 71.0 0.7 76 KIAS ‘+/- 1 kts, +/248 6:15:20 6:16:30 S7 80 Right 15 71.0 0.2 77 Good!249 6:18:10 6:19:09 S8 80 Right 30 70.9 0.5 77 Bank shallow b250 6:20:42 6:21:33 S8 80 Right 30 71.0 0.0 77 25-30 deg Bank, 251 6:23:23 6:24:09 S8 80 Right 30 71.2 0.0 77 Wind 5@146@2252 6:26:38 6:27:51 S1 60 Left 15 71.1 1.2 77 Bank 12-1253 6:30:01 6:31:08 S1 60 Left 15 71.5 0.0 77 100 ft off ce254 6:33:07 6:34:05 S2 60 Left 30 71.8 0.0 77 bad255 6:35:46 6:36:47 S2 60 Left 30 72.0 0.0 83 +/- 1 kts, 2 deg ban256 6:38:24 6:39:22 S2 60 Left 30 71.9 0.5 83 Wind 4.5@154@200 257 6:41:32 6:42:42 S3 80 Left 15 72.0 0.7 84 300 ft past c258 6:44:55 6:46:06 S3 80 Left 15 71.6 1.2 109 good - 150 ft off 259 6:48:10 6:49:06 S4 80 Left 30 72.0 0.5 109 good260 6:51:17 6:52:15 S4 80 Left 30 71.8 1.5 105 bank 2 deg low, 50 

58
Table 16: Flight 1278 Test Card, 6/24/2011, Maneuver Array

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 4:10:46 4:11:46 AMB NA NA NA NA NA 902 5:02:40 5:03:41 AMB NA NA NA NA NA 73.9 0.0 142 301 5:52:02 5:53:09 L1 80 200 0.0 NA NA 73.8 2.0 43 302 5:56:01 5:56:55 D10 80 250 -6.0 Pitch Up Slow 73.7 2.2 39 Wind 

m

303 5:59:37 6:00:27 D10 80 250 -6.0 Pitch Up Slow 73.4 2.2 15 304 6:02:46 6:03:41 D10 80 250 -6.0 Pitch Up Slow 73.4 1.2 15 305 6:05:54 6:06:49 D10 80 250 -6.0 Pitch Up Slow 73.2 2.9 358 306 6:08:58 6:09:52 D10 80 250 -6.0 Pitch Up Slow 73.1 2.9 2 tem307 6:12:23 6:13:14 D12 80 250 -6.0 Pitch Up Fast 73.1 2.4 6 308 6:15:21 6:16:11 D12 80 250 -6.0 Pitch Up Fast 73.4 2.2 8 309 6:18:18 6:19:13 D12 80 250 -6.0 Pitch Up Fast 73.4 1.5 15 310 6:21:23 6:22:18 D12 80 250 -6.0 Pitch Up Fast 73.4 0.7 15 311 6:24:35 6:25:26 R12 80 250 -6.0 Roll Left Fast 73.4 0.0 15 c312 6:27:20 6:28:12 R12 80 250 -6.0 Roll Left Fast 73.4 0.2 15 313 6:30:09 6:30:57 R12 80 250 -6.0 Roll Left Fast 73.5 0.2 15 314 6:32:55 6:33:46 R12 80 250 -6.0 Roll Left Fast 73.5 0.0 15 g315 6:35:40 6:36:30 R12 80 250 -6.0 Roll Left Fast 73.8 0.0 15 316 6:38:17 6:39:06 R10 80 250 -6.0 Roll Left Slow 73.9 0.0 15 co317 6:40:53 6:41:43 R10 80 250 -6.0 Roll Left Slow 73.8 1.5 23 co318 6:43:37 6:44:29 R10 80 250 -6.0 Roll Left Slow 73.4 1.0 110 

co

319 6:46:28 6:47:19 R10 80 250 -6.0 Roll Left Slow 73.5 0.2 110 go

lit

320 6:49:15 6:50:01 R10 80 250 -6.0 Roll Left Slow 73.6 0.0 110 cont

Con

59
Table 16: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

321 6:52:02 6:52:48 R10 80 250 -6.0 Roll Left Slow 73.5 1.0 110 245 322 6:54:52 6:55:38 R10 80 250 -6.0 Roll Left Slow 73.7 0.0 110 250 323 6:57:47 6:58:36 R24 80 250 -6.0 Roll Right Fast 74.0 0.7 110 c324 7:00:39 7:01:28 R24 80 250 -6.0 Roll Right Fast 74.0 0.0 110 325 7:03:12 7:04:02 R24 80 250 -6.0 Roll Right Fast 74.1 0.0 111 Wind 326 7:05:41 7:06:33 R24 80 250 -6.0 Roll Right Fast 74.3 0.0 111 327 7:08:11 7:09:00 R22 80 250 -6.0 Roll Right Slow 74.5 0.0 111 328 7:10:43 7:11:30 R22 80 250 -6.0 Roll Right Slow 74.7 0.0 111 329 7:13:05 7:13:56 R22 80 250 -6.0 Roll Right Slow 74.7 0.0 111 Wind 

230 

NA NA NA D10 80 250 -6.0 Pitch Up Slow 75.1 0.0 111 

330 7:18:42 7:19:44 D10 80 250 -6.0 Pitch Up Slow 75.2 0.0 111 goo331 7:21:21 7:22:18 D10 80 250 -6.0 Pitch Up Slow 75.4 0.0 111 goo

Table 17: Flight 1280 Test Card, 6/25/2011, Maneuver Array

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 4:51:41 4:52:42 AMB NA NA NA NA NA 68.1 2.7 346 341 5:56:23 5:57:37 L1 80 200 0.0 NA NA 68.0 1.5 82 Win342 6:01:51 6:02:41 D12 80 250 -6.0 Pitch Up Fast 67.9 2.2 81 man 343 6:04:58 6:05:48 R22 80 250 -6.0 Roll Right Slow 67.8 2.2 73 290 

Co

60
Table 17: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

344 6:07:42 6:08:28 R22 80 250 -6.0 Roll Right Slow 67.8 2.2 61 345 6:10:16 6:11:12 R22 80 250 -6.0 Roll Right Slow 67.8 2.2 61 -1 346 6:13:14 6:14:15 R21 60 250 -6.0 Roll Right Fast 67.9 0.2 61 31347 6:16:11 6:17:11 R21 60 250 -6.0 Roll Right Fast 68.1 1.5 61 

litt

348 6:19:13 6:20:16 R21 60 250 -6.0 Roll Right Fast 68.2 2.2 61 349 6:22:20 6:23:21 R21 60 250 -6.0 Roll Right Fast 68.4 2.9 60 goo350 6:25:35 6:26:38 D7 60 250 -6.0 Pitch Up Slow 68.5 3.2 57 351 6:28:48 6:29:54 D7 60 250 -6.0 Pitch Up Slow 68.8 2.2 59 

on co

352 6:32:14 6:33:13 D9 60 250 -6.0 Pitch Up Fast 69.1 2.0 61 good 353 6:35:30 6:36:40 D9 60 250 -6.0 Pitch Up Fast 69.5 1.0 68 354 6:39:07 6:40:15 D9 60 250 -6.0 Pitch Up Fast 69.7 1.5 68 +/- 355 6:42:21 6:43:29 D9 60 250 -6.0 Pitch Up Fast 70.2 1.5 67 goo356 6:45:44 6:46:21 D4 80 150 0.0 Pitch Up Slow 70.3 1.7 67 12

go

357 6:48:17 6:49:08 D4 80 150 0.0 Pitch Up Slow 70.7 1.0 67 r358 6:50:54 6:51:45 D4 80 150 0.0 Pitch Up Slow 71.1 1.5 67 good359 6:53:35 6:54:21 D6 80 150 0.0 Pitch Up Fast 71.3 1.5 67 360 6:56:11 6:57:00 D6 80 150 0.0 Pitch Up Fast 71.3 1.2 70 r361 6:58:49 6:59:44 D6 80 150 0.0 Pitch Up Fast 71.2 2.4 82 q362 7:01:26 7:02:16 D6 80 150 0.0 Pitch Up Fast 71.5 2.2 81 -1 KI363 7:04:20 7:05:16 D3 60 150 0.0 Pitch Up Fast 71.5 1.0 81 colle

2 

Co

61
Table 17: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

364 7:07:13 7:08:15 D3 60 150 0.0 Pitch Up Fast 71.8 1.2 81 365 7:10:15 7:11:19 D3 60 150 0.0 Pitch Up Fast 72.0 3.4 68 m366 7:13:15 7:14:23 D3 60 150 0.0 Pitch Up Fast 72.1 3.4 68 sli367 7:16:21 7:17:27 D3 60 150 0.0 Pitch Up Fast 76.9 2.7 77 Win368 7:20:06 7:20:51 R6 80 150 0.0 Roll Left Fast 73.0 4.2 53 

- - - - - - - - - - - - 

369 8:02:34 8:03:22 R6 80 150 0.0 Roll Left Fast 77.1 2.0 41 Win371 8:07:32 8:08:24 R6 80 150 0.0 Roll Left Fast 77.6 2.9 36 372 8:10:04 8:10:50 R6 80 150 0.0 Roll Left Fast 77.8 3.2 23 373 8:12:35 8:13:27 R4 80 150 0.0 Roll Left Slow 77.5 2.2 15 374 8:15:09 8:15:57 R4 80 150 0.0 Roll Left Slow 78.4 0.0 12 goo375 8:17:45 8:18:34 R4 80 150 0.0 Roll Left Slow 78.6 0.7 30 rate a 376 8:20:21 8:21:13 R4 80 150 0.0 Roll Left Slow 79.0 1.5 41 377 8:23:00 8:23:48 R4 80 150 0.0 Roll Left Slow 78.7 1.2 18 378 8:25:49 8:26:34 R18 80 150 0.0 Roll Right Fast 79.1 2.2 18 379 8:28:14 8:28:59 R18 80 150 0.0 Roll Right Fast 79.0 1.0 18 380 8:30:39 8:31:27 R18 80 150 0.0 Roll Right Fast 79.5 1.5 18 381 8:33:06 8:33:52 R18 80 150 0.0 Roll Right Fast 79.4 2.2 29 382 8:35:36 8:36:22 R16 80 150 0.0 Roll Right Slow 79.7 2.7 69 383 8:38:01 8:38:54 R16 80 150 0.0 Roll Right Slow 80.0 2.2 43 384 8:40:28 8:41:18 R16 80 150 0.0 Roll Right Slow 79.8 0.0 342 -1 K385 8:42:58 8:43:49 R16 80 150 0.0 Roll Right Slow 79.8 1.5 326 386 8:45:25 8:46:26 R15 60 150 0.0 Roll Right Fast 79.8 1.7 322 -1 K

Co

62
Table 17: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt

Path

Temp Speed Heading

Num Time Time Angle

387 8:48:12 8:49:15 R15 60 150 0.0 Roll Right

Fast 80.9 4.2 21 50 

388 8:50:59 8:52:01 R15 60 150 0.0 Roll Right

Fast 80.3 2.2 10 1-2 K

389 8:53:32 8:54:53 R15 60 150 0.0 Roll Right

Fast 79.9 2.2 351 

390 8:56:24 8:57:12 C4 80 150 0.0 Pull Up Slo

w 80.3 3.7 350 in

391 8:59:05 8:59:58 C4 80 150 0.0 Pull Up Slo

w 80.7 1.5 358 

392 9:02:01 9:02:52 C6 80 150 0.0 Pull Up

Fast 81.2 2.2 6 goo

393 9:04:40 9:05:35 C6 80 150 0.0 Pull Up

Fast 81.6 0.0 30 l

394 9:07:21 9:08:12 C6 80 150 0.0 Pull Up

Fast 82.0 2.2 37 g

395 9:10:07 9:10:57 C6 80 150 0.0 Pull Up

Fast 82.1 2.2 22 

396 9:12:50 9:13:14 C6 80 150 0.0 Pull Up

Fast 81.5 2.2 348 

398 9:19:24 9:20:30 A5 60 200 -4.5 NA NA 82.1 2.2 345 +/399 9:22:44 9:23:48 A12 70 200 -4.5 NA NA 81.8 1.0 335 400 9:25:57 9:26:52 A19 80 200 -4.5 NA NA 82.2 0.0 335 401 9:28:49 9:29:46 A26 90 200 -4.5 NA NA 82.8 2.9 329 402 9:31:57 9:32:57 A16 70 200 -10.5 NA NA 83.0 2.7 298 403 9:35:42 9:36:37 A16 70 200 -10.5 NA NA 82.5 2.0 317 -4 KI404 9:39:03 9:40:09 A16 70 200 -10.5 NA NA 83.2 2.2 339 la405 9:42:28 9:43:46 L1 80 200 0.0 NA NA 83.3 5.4 243 +/- 406 9:46:23 9:47:13 D12 80 250 -6.0 Pitch Up

Fast 82.7 3.9 292 

902 10:26:14 10:27:15 AMB 0 0 0.0 0.0 0 82.9 6.6 211 

63
Table 18: Flight 1282 Test Card, 6/26/2011, Maneuver Array

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 5:21:05 5:22:06 AMB NA NA NA NA NA 72.0 1.0 136 411 5:56:17 5:57:35 L1 80 200 0.0 NA NA 72.6 1.7 136 412 6:00:08 6:01:01 D12 80 250 -6.0 Pitch Up Fast 73.1 1.7 136 m413 6:03:20 6:04:14 D10 80 250 -6.0 Pitch Up Slow 73.1 2.0 135 Wind 

me

414 6:06:20 6:07:15 D10 80 250 -6.0 Pitch Up Slow 72.9 2.0 134 415 6:09:26 6:10:19 D10 80 250 -6.0 Pitch Up Slow 73.7 2.0 133 ra416 6:12:41 6:13:31 R12 80 250 -6.0 Roll Left Fast 73.8 2.0 133 go

g

417 6:15:33 6:16:23 R12 80 250 -6.0 Roll Left Fast 73.8 1.5 133 418 6:18:21 6:19:10 R10 80 250 -6.0 Roll Left Slow 73.7 1.2 133 419 6:21:00 6:21:57 R10 80 250 -6.0 Roll Left Slow 73.8 1.0 133 good, 420 6:23:37 6:24:30 R10 80 250 -6.0 Roll Left Slow 73.8 0.7 133 421 6:26:20 6:27:11 R10 80 250 -6.0 Roll Left Slow 74.0 0.7 133 422 6:29:06 6:29:59 R24 80 250 -6.0 Roll Right Fast 73.9 0.0 133 u

Wind 

423 6:31:46 6:32:34 R24 80 250 -6.0 Roll Right Fast 74.0 0.0 133 ra424 6:34:21 6:35:11 R24 80 250 -6.0 Roll Right Fast 74.0 0.2 133 go425 6:36:50 6:37:43 R24 80 250 -6.0 Roll Right Fast 74.1 0.5 133 426 6:39:30 6:40:19 C10 80 250 0.0 Push Over Slow 74.4 0.0 133 ra427 6:42:10 6:43:02 C10 80 250 0.0 Push Over Slow 74.4 0.2 133 428 6:45:00 6:45:48 C10 80 250 0.0 Push Over Slow 74.3 0.0 133 3-429 6:47:52 6:48:20 C12 80 250 0.0 Push Over Fast 74.1 0.0 133 430 6:50:40 6:51:31 C12 80 250 0.0 Push Over Fast 74.2 0.2 133 

64
Table 18: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

431 6:53:54 6:54:37 C12 80 250 0.0 Push Over Fast 74.7 1.5 93 Notice

pus

432 6:56:25 6:56:25 C12 80 250 0.0 Push Over Fast 74.6 1.2 93 433 6:59:26 7:00:17 C4 80 150 0.0 Pull Up Slow 75.5 0.0 93 fast 

no r

434 7:02:10 7:03:01 C4 80 150 0.0 Pull Up Slow 75.6 0.2 93 rol

c

435 7:05:04 7:06:09 C1 60 150 0.0 Pull Up Slow 75.6 0.7 93 436 7:08:05 7:09:11 C1 60 150 0.0 Pull Up Slow 75.9 1.0 93 160 AG437 7:11:08 7:12:13 C3 60 150 0.0 Pull Up Fast 75.9 2.0 62 me438 7:14:17 7:15:20 C3 60 150 0.0 Pull Up Fast 76.0 1.7 22 439 7:17:23 7:18:36 D1 60 150 0.0 Pitch Up Slow 75.8 2.0 8 

- - - - - - - - - - - - 

440 8:21:10 8:22:28 L1 80 200 0.0 0.0 0 80.7 5.1 333 house441 8:25:06 8:26:26 A10 60 200 -12.0 NA NA 80.9 7.6 312 442 8:28:48 8:30:18 A10 60 200 -12.0 NA NA 81.1 6.1 313 443 8:32:35 8:33:39 A24 80 200 -12.0 NA NA 80.9 2.7 291 444 8:36:05 8:37:25 A8 60 200 -9.0 NA NA 81.0 3.2 307 445 8:39:46 8:40:45 A22 80 200 -9.0 NA NA 81.6 5.1 342 better, W446 8:43:17 8:44:38 A6 60 200 -6.0 NA NA 82.0 7.1 319 gli449 8:54:18 8:55:16 A18 80 200 -3.0 NA NA 81.4 6.1 311 un450 8:57:44 8:58:35 D12 80 250 -6.0 Pitch Up Fast 81.2 7.3 335 ho

Wind 

451 9:00:47 9:02:08 L1 80 200 0.0 NA NA 81.9 7.8 345 house

65
Table 19: Flight 1285 Test Card, 6/28/2011, Maneuver Array

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 5:02:09 5:03:10 AMB 0 0 0.0 0.0 0 74.4 0.0 322 461 5:45:10 5:46:23 L1 80 150 0.0 0.0 0 73.8 0.0 323 c462 5:51:01 5:52:55 D12 80 250 -6.0 Pitch Up Fast 73.6 0.0 323 +463 5:54:29 5:56:24 R15 60 150 0.0 Roll Right Fast 73.7 0.0 323 464 5:57:32 5:59:22 R15 60 150 0.0 Roll Right Fast 73.4 0.0 323 +/465 6:00:31 6:02:20 R3 60 150 0.0 Roll Left Fast 73.5 0.0 323 1 se466 6:03:17 6:05:15 R3 60 150 0.0 Roll Left Fast 73.7 0.0 323 467 6:06:21 6:07:56 R18 80 150 0.0 Roll Right Fast 73.7 0.0 323 468 6:08:56 6:10:36 R18 80 150 0.0 Roll Right Fast 73.9 0.0 323 469 6:11:48 6:13:49 R17 80 150 0.0 Roll Right Med 74.0 0.0 324 470 6:14:35 6:16:05 R17 80 150 0.0 Roll Right Med 74.2 0.0 324 471 6:17:06 6:18:43 R6 80 150 0.0 Roll Left Fast 74.5 0.0 324 135 472 6:19:35 6:21:16 R6 80 150 0.0 Roll Left Fast 74.6 0.0 324 

Wind 

473 6:22:06 6:23:47 R5 80 150 0.0 Roll Left Med 74.5 0.0 324 +/-1 K474 6:24:49 6:26:26 R5 80 150 0.0 Roll Left Med 74.8 0.0 324 475 6:27:22 6:29:05 D5 80 150 0.0 Pitch Up Med 75.0 0.0 324 476 6:30:22 6:32:07 D5 80 150 0.0 Pitch Up Med 75.2 0.0 324 477 6:33:21 6:35:08 D11 80 250 -6.0 Pitch Up Med 74.7 0.0 324 478 6:36:26 6:38:10 D11 80 250 -6.0 Pitch Up Med 74.8 0.0 324 479 6:39:20 6:41:14 R12 80 250 -6.0 Roll Left Fast 75.5 0.0 324 480 6:42:10 6:44:07 R12 80 250 -6.0 Roll Left Fast 75.6 0.0 325 481 6:45:00 6:46:54 R11 80 250 -6.0 Roll Left Med 75.7 0.0 325 

C

66
Table 19: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

482 6:47:41 6:49:31 R11 80 250 -6.0 Roll Left Med 75.9 0.0 327 483 6:50:36 6:52:31 R24 80 250 -6.0 Roll Right Fast 76.3 0.0 327 go484 6:53:31 6:55:19 R24 80 250 -6.0 Roll Right Fast 76.5 0.2 327 s485 6:56:29 6:58:00 R24 80 250 -6.0 Roll Right Fast 76.8 0.0 328 486 6:58:58 7:00:53 R23 80 250 -6.0 Roll Right Med 77.1 0.0 328 487 7:01:48 7:03:33 R23 80 250 -6.0 Roll Right Med 76.9 0.0 328 488 7:04:40 7:06:41 R9 60 250 -6.0 Roll Left Fast 77.8 0.0 328 489 7:07:34 7:09:49 R9 60 250 -6.0 Roll Left Fast 78.0 0.0 328 490 7:12:02 7:14:03 D19 80 250 -9.0 Pitch Up Slow 78.3 0.0 328 491 7:15:15 7:17:02 D19 80 250 -9.0 Pitch Up Slow 78.5 0.0 328 492 7:18:54 7:20:37 D21 80 250 -9.0 Pitch Up Fast 78.4 0.0 328 493 7:21:52 7:23:40 D21 80 250 -9.0 Pitch Up Fast 78.2 0.0 328 

- - - - - - - - - - - - 

494 8:02:10 8:05:04 A10 60 200 -12.0 0.0 0 80.5 4.6 279 slope495 8:06:32 8:08:54 A10 60 200 -12.0 0.0 0 80.7 4.4 328 hig496 8:10:31 8:12:29 A24 80 200 -12.0 0.0 0 81.0 4.4 299 +3 497 8:13:51 8:16:23 A4 60 200 -3.0 0.0 0 81.5 5.6 313 +/- 

Win

498 8:18:10 8:20:07 A18 80 200 -3.0 0.0 0 81.4 5.4 290 499 8:21:32 8:23:21 M2 80 200 0.0 Accel Med 81.1 5.1 307 500 8:24:55 8:26:35 M2 80 200 0.0 Accel Med 81.7 3.7 340 501 8:28:01 8:29:45 M3 80 200 0.0 Accel Fast 81.7 4.9 321 acce

200

502 8:31:56 8:33:41 M3 80 200 0.0 Accel Fast 81.9 5.9 290 4 kts/

collec

C

67
Table 19: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

503 8:35:05 8:36:58 M3 80 200 0.0 Accel Fast 82.3 4.2 296 504 8:38:17 8:40:05 M4 80 200 0.0 Decel Slow 81.4 9.3 315 overdr

did n

505 8:41:23 8:43:19 M5 80 200 0.0 Decel Med 81.6 7.8 333 goo506 8:44:37 8:46:17 M6 80 200 0.0 Decel Fast 81.6 7.3 301 

(app

507 8:47:49 8:49:59 M6 80 200 0.0 Decel Fast 82.0 5.6 313 

33

508 8:51:34 8:53:20 Y6 60-80 200 0.0 Left/Accel Fast 82.3 9.0 279 w509 8:55:28 8:57:20 Y6 60-80 200 0.0 Left/Accel Fast 82.3 7.6 313 

pri

510 8:58:47 9:00:31 Y6 60-80 200 0.0 Left/Accel Fast 82.4 5.9 289 go

go

511 9:01:36 9:03:28 Y24 60-80 200 0.0 Right/Accel Fast 82.3 9.8 307 ro512 9:04:20 9:06:17 Y24 60-80 200 0.0 Right/Accel Fast 82.3 7.3 307 go513 9:07:20 9:09:31 Z15 80 200 6.0 Right Fast 81.9 7.3 313 climb s514 9:11:05 9:12:42 Z15 80 200 6.0 Right Fast 82.2 8.3 281 515 9:13:48 9:15:21 Z15 80 200 6.0 Right Fast 82.7 6.4 297 516 9:16:15 9:18:17 L1 80 150 0.0 0.0 0 83.4 6.8 304 517 9:20:02 9:21:55 D12 80 250 -6.0 Pitch Up Fast 83.2 2.7 317 

68
Table 20: Flight 1287 Test Card, 6/30/2011, Maneuver Array

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

901 5:24:51 5:25:51 AMB NA NA NA NA NA 70.7 0.2 356 521 5:45:00 5:47:03 L1 80 200 0.0 NA NA 70.7 0.0 355 522 5:52:13 5:53:42 R17 80 150 0.0 Roll Right Med 70.6 1.0 355 523 5:54:40 5:56:04 R17 80 150 0.0 Roll Right Med 70.5 1.5 355 go524 5:56:57 5:58:24 R18 80 150 0.0 Roll Right Fast 70.6 1.2 355 525 5:59:20 6:00:47 R18 80 150 0.0 Roll Right Fast 70.6 0.5 355 go526 6:01:44 6:03:03 D5 80 150 0.0 Pitch Up Med 70.6 1.2 355 527 6:04:01 6:05:29 D5 80 150 0.0 Pitch Up Med 70.5 0.5 355 528 6:06:28 6:08:02 D5 80 150 0.0 Pitch Up Med 70.5 1.5 355 o529 6:08:52 6:10:22 D6 80 150 0.0 Pitch Up Fast 70.4 1.7 356 530 6:11:19 6:13:03 D6 80 150 0.0 Pitch Up Fast 70.4 1.7 356 531 6:14:13 6:16:15 D3 60 150 0.0 Pitch Up Fast 70.3 1.7 356 532 6:17:24 6:19:38 R21 60 250 -6.0 Roll Right Fast 70.4 2.0 352 533 6:20:33 6:22:41 R21 60 250 -6.0 Roll Right Fast 70.5 2.0 343 534 6:23:52 6:26:01 R21 60 250 -6.0 Roll Right Fast 70.7 1.5 344 535 6:27:02 6:28:36 C10 80 250 0.0 Push Over Slow 71.0 1.0 351 536 6:29:38 6:31:19 C10 80 250 0.0 Push Over Slow 71.0 1.0 351 537 6:32:36 6:34:19 C12 80 250 0.0 Push Over Fast 71.2 2.2 348 538 6:35:26 6:37:00 C12 80 250 0.0 Push Over Fast 71.3 0.7 348 539 6:38:10 6:39:50 C12 80 250 0.0 Push Over Fast 71.5 1.5 349 540 6:41:07 6:42:35 M5 80 150 0.0 Decel Med 71.8 0.7 349 541 6:43:31 6:45:11 M5 80 150 0.0 Decel Med 71.8 1.7 349 

69
Table 20: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt Path Temp Speed Heading

Num Time Time Angle

542 6:46:22 6:47:57 M5 80 150 0.0 Decel Med 71.8 1.7 349 543 6:49:17 6:50:49 M6 80 150 0.0 Decel Fast 72.2 2.4 346 544 6:52:13 6:54:04 M6 80 150 0.0 Decel Fast 72.7 1.5 337 545 6:55:46 6:57:23 M2 80 150 0.0 Accel Med 72.7 2.2 343 546 6:58:41 7:00:20 M3 80 150 0.0 Accel Fast 73.0 2.4 333 547 7:01:33 7:03:12 M3 80 150 0.0 Accel Fast 73.0 2.4 332 548 7:04:30 7:05:59 Z15 80 150 6.0 Roll Right Fast 73.3 2.7 332 549 7:06:51 7:08:26 Z15 80 150 6.0 Roll Right Fast 73.6 3.9 358 550 7:09:45 7:11:29 Z6 80 150 6.0 Roll Left Fast 73.6 3.2 340 551 7:12:43 7:14:02 Z6 80 150 6.0 Roll Left Fast 73.8 3.4 350 

- - - - - - - - - - - - 

552 7:51:47 7:53:31 Z18 80 150 9.0 Roll Right Fast 76.6 4.9 350 553 7:54:47 7:56:23 Z18 80 150 9.0 Roll Right Fast 77.0 5.6 351 554 7:57:36 7:59:32 Z18 80 150 9.0 Roll Right Fast 77.1 4.4 353555 8:01:01 8:02:37 Z9 80 150 9.0 Roll Left Fast 77.4 6.9 6 556 8:03:53 8:05:31 Z9 80 150 9.0 Roll Left Fast 77.7 5.6 13 557 8:07:49 8:09:43 Y30 80 150 0.0 Decel/Right Slow/Fast 77.9 3.4 345 558 8:11:18 8:12:55 Y30 80 150 0.0 Decel/Right Slow/Fast 78.1 5.6 1 559 8:14:15 8:15:44 Y30 80 150 0.0 Decel/Right Slow/Fast 78.5 5.4 5 560 8:17:03 8:18:38 Y12 80 150 0.0 Decel/Left Slow/Fast 78.8 5.6 13 

70
Table 20: continued

NASA Data Data Cond KIAS Cross Flight Direct Rate Ground Wind Wind 

Run On Off Counter Alt

Path

Temp Speed Heading

Num Time Time Angle

561 8:19:48 8:21:45 Y12 80 150 0.0 Decel/Left Slow/Fast 78.7 5.9 358 562 8:22:33 8:24:03 Y33 80 150 0.0 Decel/Right Med/Fast 79.2 5.1 355 563 8:25:22 8:26:54 Y33 80 150 0.0 Decel/Right Med/Fast 79.8 4.2 22 564 8:28:07 8:29:39 Y15 80 150 0.0 Decel/Left Med/Fast 79.3 5.6 355 565 8:30:45 8:32:11 Y15 80 150 0.0 Decel/Left Med/Fast 79.4 6.4 2 566 8:33:31 8:35:44 Y21 80 150 0.0 Accel/Right Slow/Fast 79.5 6.6 354 567 8:36:35 8:38:32 Y21 80 150 0.0 Accel/Right Slow/Fast 79.6 6.4 8 568 8:39:53 8:41:38 Y3 80 150 0.0 Accel/Left Slow/Fast 80.0 5.1 360 569 8:42:47 8:44:36 Y3 80 150 0.0 Accel/Left Slow/Fast 80.1 6.4 2 570 8:48:34 8:50:38 Y24 80 150 0.0 Accel/Right Med/Fast 80.4 4.4 0 571 8:51:43 8:53:32 Y24 80 150 0.0 Accel/Right Med/Fast 81.6 5.9 18 572 8:54:39 8:56:28 Y24 80 150 0.0 Accel/Right Med/Fast 81.4 9.0 8 573 8:57:44 8:59:35 Y6 80 150 0.0 Accel/Left Med/Fast 81.1 8.6 5 574 9:00:52 9:03:04 L1 80 150 0.0 NA NA 81.1 9.5 10 575 9:05:11 9:07:16 D12 80 150 -6.0 Pitch Up

Fast 81.5 6.1 4 

71
Table 21: Collective Flight Test Points

Rate

KIAS Input Slow Fast

60 PU C1 - 2 C3 - 2

80 PU C4 - 3 C6 - 6

PO C10 - 5 C12 -7

PU - Collective Pull

PO - Collective Drop

Table 22: Cyclic Pitch-Up Flight Test Points

Rate

KIAS Angle Slow Medium Fast

60 0

◦ D1 - 1 D3 - 6

-6◦ D7 - 2 D9 - 5

80

0

◦ D4 - 3 D5 - 2 D6 - 5

-6◦ D10 - 9 D11 - 2 D12 - 12

-9◦ D19 - 2 D21 - 2

100 0

◦ D22 - 3 D23 - 1

72
Table 23: Cyclic Roll Flight Test Points

Rate

KIAS Angle Input Slow Medium Fast

60

0

◦ Left R3 - 2

Right R15 - 6

6

◦ Left R9 - 2

Right R21 - 6

80

0

◦ Left R4 - 5 R5 - 2 R6 - 7

Right R16 - 4 R17 - 2 R18 - 6

6

◦ Left R10 - 11 R11 - 2 R12 - 9

Right R22 - 6 R23 - 2 R24 - 11

100 0

◦ Right R26 - 2 R25 - 2

Table 24: Quick Start, Quick Stop Flight Test Points

Rate

KIAS Slow Medium Fast

80 to 100 M2 - 3 M3 - 5

80 to 60 M4 - 1 M5 - 4 M6 - 4

Table 25: Roll Angle Change During Climbing Flight Test Points

Direction

KIAS Angle Left Right

80 0

◦

to 6◦ Z6 - 2 Z15 - 5

0

◦

to 9◦ Z9 - 2 Z18 - 3

Table 26: Roll Angle Change During Accelerating/Decelerating Flight

Test Points

Cyclic Input

KIAS KIAS kt/s Left Right

60 to 80 1 Y3 - 2 Y21 - 2

2 Y6 - 5 Y24 - 4

100 to 80 -1 Y12 - 2 Y30 - 3

-2 Y15 - 2 Y33 - 2

73
Table 27: Flight 1288 Test Card, 7/1/2011, Terminal Area Array

NASA Data Data Cond KIAS Cross Ground Wind Wind Comments

Run On Off Counter Alt Temp Speed Heading

Num Time Time

901 5:25:46 5:27:17 AMB NA NA 71.9 0.0 343 ambient601 5:44:18 5:46:25 L1 80 150 71.4 1.0 343 housekeeping - stablized by 602 5:50:41 5:52:54 L1 80 150 71.2 1.7 343 good603 5:42:22 5:56:16 L6 100 150 71.1 2.4 343 good, -1 KIAS604 5:57:37 5:59:15 L8 120 150 71.2 2.7 353 altitude unsteady until X 605 6:00:48 6:02:23 L8 120 150 71.2 2.9 353 117-118 KCAS606 6:03:49 6:05:22 L10 140 150 71.0 2.9 355 A/S 138-140 KIA607 6:07:01 6:08:27 L10 140 150 71.0 2.2 3 A/S 139 KIAS, 131 K610 6:20:03 6:23:13 T2 NA NA 71.2 0.5 3 overshoot TALP by 2611 6:25:06 6:28:26 T2 NA NA 71.2 0.5 3612 6:33:46 6:35:53 T4 NA NA 71.9 2.0 3 slightly left of cour

20-50 ft above GS

613 6:38:08 6:40:22 T4 NA NA 72.2 1.7 3 may only slow to 20 KIAS 614 6:42:51 6:44:49 T5 NA NA 73.2 1.2 3 approach auto615 6:47:40 6:49:49 T5 NA NA 73.2 1.7 3 near auto - good, wobble616 6:53:11 6:55:29 T6 NA NA 73.5 0.7 3 little low on approach, 617 6:57:52 7:00:31 T6 NA NA 73.9 0.5 3 better618 7:04:03 7:07:04 T7 NA NA 74.5 1.7 13 40 ft above glideslo619 7:10:20 7:13:29 T7 NA NA 74.9 2.0 21 not on course620 7:16:27 7:19:26 T7 NA NA 75.0 3.2 11 good glideslope, constan

- - - - - - - - - Refuel

621 8:19:46 8:22:44 T1 NA NA 80.0 3.4 25 slightly under glides623 8:26:53 8:30:24 T1 NA NA 79.9 5.6 4 above glidepath, lateral d624 8:33:04 8:35:35 T3 NA NA 80.6 3.7 1 bit of course wand625 8:38:44 8:41:30 T3 NA NA 82.6 4.6 26 much better cours

Continued 

74
Table 27: continued

NASA Data Data Cond KIAS Cross Ground Wind Wind Comments

Run On Off Counter Alt Temp Speed Heading

Num Time Time

626 8:44:11 8:46:55 T8 NA NA 82.4 4.4 33 good627 8:49:22 8:52:12 T8 NA NA 82.9 6.4 28 slowed to 95 kts ear

then held on first seg

629 8:59:59 9:01:53 T9 NA NA 84.2 4.4 29 terminated - below glid630 9:04:35 9:06:59 T9 NA NA 84.2 7.1 47 visual marker does not 

aligned with guidan

631 9:09:56 9:12:03 T9A NA NA 83.9 7.6 35 did not intercept flightpath at 632 9:14:58 9:16:30 T9A NA NA 85.0 9.5 34 terminated - initial at 1633 9:19:19 9:22:11 T11 NA NA 85.0 8.1 22 level 100-60 KIAS, steep de634 9:24:54 9:27:23 T11 NA NA 86.1 4.6 19635 9:30:04 9:33:10 T11A NA NA 86.3 7.8 28 turning during appro

decelerating descending 

638 9:43:02 9:45:31 T10A NA NA 86.6 5.4 10 unguided - little fast 

shallow, but closer to 

639 9:48:34 9:50:53 T2 NA NA 87.0 3.9 29 100 KIAS actual

75
Table 28: Reference File Variable Names

Column

Number Variable Description Units

1 test Daily test number

2 nasa NASA run number

3 bell Bell run number

4 utc h start UTC start time hours hours

5 utc m start UTC start time minutes minutes

6 utc s start UTC start time seconds secs

7 utc secs from mid UTC seconds from midnight secs

8 utc local secs from mid Local time seconds from midnight secs

9 duration Run length secs

10 trfile Bell CAFTA system file name

11 ref location Reference mic description for guidance

12 ref mic loc Reference mic number for guidance

13 ref lat Reference point latitude for guidance

14 ref lon Reference point longitude for guidance

15 ref elips ft Reference point elipsoid height for guidance ft

16 ref hgt ft Reference point hgtm height for guidance ft

17 test cond Planned test condition code

18 overhead time Reference overhead time secs

19 test plan ctr Test condition counter

20 description Test condition description

21 avg grd spd Average ground speed kts

22 profile number Bell guidance profile number

23 true heading Commanded true heading deg

24 gross weight Aircraft gross weight pounds

25 target ias Commanded indicated airspeed kts

26 asp tol Airspeed tolerance kts

27 rtr torque Rotor torque percent

28 fuel rem Fuel remaining pounds

29 long cg Longitudinal center of gravity in

30 fpa Commanded flight path angle deg

31 direction Maneuver direction

32 rate Maneuver rate

33 control temp F Temperature at control van deg F

34 control ws kts Wind speed at control van kts

35 control wd Wind direction at control van deg

36 daily weather profile Weather profile in structure flt*wp

37 fwpinfo profile num Weather profile number in fwpinfo

38 comments Comments from test cards

76
Table 29: Pressure Time History File Contents

Variable Name Description Units

pressure Acoustic pressure as measured pascals

X Mic X location in rotated coordinate frame feet

Y Mic Y location in rotated coordinate frame feet

Z Mic Z location in rotated coordinate frame feet

overhead time Time that aircraft is closest to ref location seconds

UTM X Mic X location in UTM coordinate frame feet

UTM Y Mic Y location in UTM coordinate frame feet

global.test Test description

global.location Test location

global.date Date of test

global.run number Run number

global.noise source Aircraft type

global.mic number Microphone number

global.X Mic X location in rotated coordinate frame feet

global.Y Mic Y location in rotated coordinate frame feet

global.Z Mic Z location in rotated coordinate frame feet

global.sample rate Samples per second of pressure data

global.start time Local seconds from midnight of first sample secs

global.overhead time Time that aircraft is closest to ref location seconds

global.number samples Number of data samples

global.UTM X Mic X location in UTM coordinate frame feet

global.UTM Y Mic Y location in UTM coordinate frame feet

77
Table 30: Low Frequency Aircraft Data File Variables

Column

Number Variable Name Description Units Source

1 timelf UTC local seconds from midnight secs

2 Xlf x coord along 326.3◦ flight track ft GPS

3 Ylf y coord perp. to 326.3◦ flight track ft GPS

4 Zlf elevation over microphone 11 ft GPS

5 UTM Xlf x UTM coordinate + is East ft GPS

6 UTM Ylf y UTM coordinate + is North ft GPS

7 latlf aircraft latitude GPS

8 lonlf aircraft longitude GPS

9 geoidlf GPS geoid height m GPS

10 iaslf Indicated Airspeed kts VF0006

11 iasnewlf calculated IAS kts

12 casnewlf calibrated airspeed kts

13 gsktfltlf ground speed kts GPS

14 tasnewlf TAS using tempF and statpres kts

15 psidlf Boom PSID PSI 00VF06

16 statpreslf Boom Static Pressure PSI PZ0002

17 totpreslf Boom Total Pressure PSI PZ0003

18 tempFlf ◦ F from NASA weather balloon F NASA WB

19 aoalf AC Angle of Attack deg 00QP02

20 sidesliplf Sideslip deg 00QQ02

21 pitchratelf AC Pitch Rate deg/s 87RP01;

22 rollratelf AC Roll Rate deg/s 87RR01

23 yawratelf AC Yaw Rate deg/s 87RQ01

24 truehdnglf true heading deg GPS

25 vertacclf AC Vertical Accelerateion G 00GV01

26 longcyclf Longitudinal Cyclic % 10DF04

27 latcyclf Lateral Cyclic % 10DL01

28 collf Collective % 10DF07

29 inupitchlf INU Pitch Attitude deg 00QP61

30 inurolllf INU Roll Attitude deg 00QR61

31 inuheadinglf INU True Heading deg 00DZ61

32 inupitchratelf INU Pitch Rate deg/s 00RP61

33 inurollratelf INU Roll Rate deg/s 00RR61

34 inuyawratelf INU Yaw Rate deg/s 00RQ61

35 inulongacclf INU Longitudinal Acceleration G 00GF10

36 inulatacclf INU Lateral Acceleration G 00GL10

37 inuvertacclf INU Vertical Acceleration G 00GV10

38 rtrspeedlf Rotor Speed RPM RM3004

78
Table 31: High Frequency Aircraft Data File Variables

Column

Number Variable Name Description Units Source

1 timelf UTC local seconds from midnight secs

2 Xlf x coord along 326.3◦ flight track ft GPS

3 Ylf y coord perp. to 326.3◦ flight track ft GPS

4 Zlf elevation over microphone 11 ft GPS

5 UTM Xlf x UTM coordinate + is East ft GPS

6 UTM Ylf y UTM coordinate + is North ft GPS

7 latlf aircraft latitude GPS

8 lonlf aircraft longitude GPS

9 geoidlf GPS geoid height m GPS

10 iaslf Indicated Airspeed kts VF0006

11 iasnewlf calculated IAS kts

12 casnewlf calibrated airspeed kts

13 gsktfltlf ground speed kts GPS

14 tasnewlf TAS using tempF and statpres kts

15 psidlf Boom PSID PSI 00VF06

16 statpreslf Boom Static Pressure PSI PZ0002

17 totpreslf Boom Total Pressure PSI PZ0003

18 tempFlf ◦ F from NASA weather balloon F NASA WB

19 aoalf AC Angle of Attack deg 00QP02

20 sidesliplf Sideslip deg 00QQ02

21 pitchratelf AC Pitch Rate deg/s 87RP01;

22 rollratelf AC Roll Rate deg/s 87RR01

23 yawratelf AC Yaw Rate deg/s 87RQ01

24 truehdnglf true heading deg GPS

25 vertacclf AC Vertical Accelerateion G 00GV01

26 longcyclf Longitudinal Cyclic % 10DF04

27 latcyclf Lateral Cyclic % 10DL01

28 collf Collective % 10DF07

29 inupitchlf INU Pitch Attitude deg 00QP61

30 inurolllf INU Roll Attitude deg 00QR61

31 inuheadinglf INU True Heading deg 00DZ61

32 inupitchratelf INU Pitch Rate deg/s 00RP61

33 inurollratelf INU Roll Rate deg/s 00RR61

34 inuyawratelf INU Yaw Rate deg/s 00RQ61

35 inulongacclf INU Longitudinal Acceleration G 00GF10

36 inulatacclf INU Lateral Acceleration G 00GL10

37 inuvertacclf INU Vertical Acceleration G 00GV10

38 rtrspeedlf Rotor Speed RPM RM3004

39 redaz azimuth angle for red blade deg

40 redtheta75 theta at .75 radius deg

41 orangeaz azimuth angle for orange blade deg

42 orangetheta75 theta at .75 radius deg

43 blueaz azimuth angle for blue blade deg

44 bluetheta75 theta at .75 radius deg

45 greenaz azimuth angle for green blade deg

46 greentheta75 theta at .75 radius deg

79
Table 32: Azimuth Aircraft Data File Variables

Column

Number Variable Name Description Units

1 azsecs UTC local seconds from midnight sec

2 oneP once per rev pulse 1 = red blade over tail

3 onePaz azimuth angle for red blade deg

Table 33: Hemisphere File Contents

Variable Name Description Units

BB Broadband data switch

NB Narrow-Band data switch

PT Pure-Tone data switch

DOPPLER SHIFT REMOVED 0 = False and 1 = True

EMPTY WEIGHT (not used for this test)

FUEL WEIGHT (not used for this test)

LOAD WEIGHT (not used for this test)

RADIUS Radius of Sound Sphere ft

FLIGHT PATH ANGLE Target flight path angle deg

PYLON ANGLE (not used for this test)

SPEED True airspeed kts

MASTTILT (not used for this test)

XYZ (not used for this test)

PHI Spherical angle phi◦ deg

THETA Spherical angle theta deg

FREQUENCY Center frequencies Hz

AMPLITUDE Sound pressure level dB

GROSS WEIGHT Aircraft gross weight lbs

TARGET SPEED Commanded IAS kts

TARGET ANGLE Commanded flight path angle deg

OAT Crossing altitude temperature ◦ F

CROSS ALT Crossing altitude at reference ft

STAT PRESS Crossing altitude satic pressure psi

WIND SPEED Crossing altitude wind speed kts

WIND DIR Crossing altitude wind direction deg

GROUND SPEED Average ground speed kts

INDICATED SPEED Average IAS over processed data kts

START X Processing starting X ft

STOP X Processing ending X ft

global.title Hemisphere description

80
Figures

Figure 1: Rotorcraft acoustics issues.

Figure 2: Bell 430 helicopter.

81
Figure 3: Testing area overview.

82
Figure 4: MicroADAS installation in aircraft.

83
Figure 5: Flight course deviation indicator.

84
Figure 6: DGPS ground station setup.

Figure 7: TPP cameras mounted on pylon.

85
Figure 8: TPP reflective tape mounted on rotor tip.

86
Figure 9: Quick-look aircraft position.

87
Figure 10: Quick-look aircraft control positions.

88
Figure 11: Quick-look aircraft state parameters.

89
Figure 12: Quick-look aircraft control attitudes.

90
Figure 13: Quick-look aircraft attitude rates.

91
Figure 14: Wireless Acoustic Measurement System.

92
Figure 15: Source noise microphone array.

93
−0.4 −0.2 0 0.2 0.4 0.6 0.8 1

−1500

−1000

−500

0

500

1000

1500

1

2

3

4

5

6

7

8

9

10 11 12 13

14

15

16 17

18

19

20

21

22

23

24

25

26

27

Y, feet

X, feet

Flight Path

Figure 16: Source noise microphone array.

94
Figure 17: Maneuver microphone array.

95
1000 500 0 −500 −1000 −1500 −2000

−1500

−1000

−500

0

500

1000

30

31 32 333435 36 37 38 39

40 41

42

44 43

46 45 47 48

50 49 51 52

53 54

55 57 56

58 59

60

Y, feet

X, feet

Flight Path

Figure 18: Maneuver microphone array.

96
Figure 19: Maneuver microphone array projection onto semi-sphere.

97
Retreating

Side

Advancing

Side

Front

Rear

Flight Path

θ

Under

= -90°

ψ= 0° θ= 0°

ψ= 180° θ= 0°

Retreating

Side

Advancing

Side

Under

θ = -90°

Front

ψ= 180° θ= 0°

ψ= 90°

θ= 0°

ψ= 270°

θ= 0°

Rear

ψ= 0° θ= 0°

Rear

ψ= 0° θ= 0°

Flight Path

Figure 20: Lambert conformal conic projection of an acoustic radiation

semi-sphere.

98
Figure 21: Terminal area microphone array.

99
5000 4000 3000 2000 1000 0 −1000 −2000 −3000 −4000

−3500

−3000

−2500

−2000

−1500

−1000

−500

0

70

71 72 73 74 75 76

77 78 79 80 81 82 83

84 85 86 87 88 89 90

91

92 93 94 95

96

97

98

Y, feet

X, feet

TALP

Flight Path

Figure 22: Terminal area microphone array.

100
Figure 23: Weather instrumentation locations.

101
−2000 −1500 −1000 −500 0 500 1000

75

80

85

90

95

100

105

Distance from reference microphone, feet

OASPL, dB

Figure 24: Level flight, 80 KIAS housekeeping runs.

102
Figure 25: Semi-spheres for low speed level flight, OASPL.

103
Figure 26: Semi-spheres for mid speed level flight, OASPL.

104
Figure 27: Semi-spheres for high speed level flight, OASPL.

105
Figure 28: Semi-spheres for low speed level flight, BVISPL.

106
Figure 29: Semi-spheres for mid speed level flight, BVISPL.

107
Figure 30: Semi-spheres for high speed level flight, BVISPL.

108
40 60 80 100

−12

−11

−10

−9

−8

−7

−6

−5

−4

−3

−2

273103

273104 273105

273106

273108

273109

273110

273112

273113

273114

273115

273116

274145

274146

274147 274148

274149

274150

274151

274152

274153

274154

274155

274156

274157

274158

274159

274177

274178

275182

275183 275184

275185

275187

275188

275189

275190

275191

275192

275193

275194

275195

275196

275197

275198

275199

275200

275201

275202

True Airspeed, knots

Flight Path Angle, degrees

Figure 31: Source noise descent cases flown.

109
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 32: Descent hemi-sphere Be430103, 75.6 KTAS, -3.1◦

110
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

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Figure 33: Descent hemi-sphere Be430104, 78.9 KTAS, -2.7◦

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Figure 34: Descent hemi-sphere Be430105, 51.0 KTAS, -2.5◦

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Figure 35: Descent hemi-sphere Be430106, 50.0 KTAS, -3.4◦

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Figure 36: Descent hemi-sphere Be430108, 73.0 KTAS, -5.0◦

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Figure 37: Descent hemi-sphere Be430109, 66.6 KTAS, -5.3◦

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Figure 38: Descent hemi-sphere Be430110, 40.1 KTAS, -4.7◦

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Figure 39: Descent hemi-sphere Be430112, 42.1 KTAS, -5.5◦

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Figure 40: Descent hemi-sphere Be430113, 48.8 KTAS, -5.3◦

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Figure 41: Descent hemi-sphere Be430114, 53.2 KTAS, -4.9◦

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Figure 42: Descent hemi-sphere Be430115, 59.2 KTAS, -4.9◦

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Figure 43: Descent hemi-sphere Be430116, 81.0 KTAS, -5.5◦

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Figure 44: Descent hemi-sphere Be430145, 56.4 KTAS, -11.2◦

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Figure 45: Descent hemi-sphere Be430146, 53.7 KTAS, -11.4◦

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Figure 46: Descent hemi-sphere Be430147, 55.2 KTAS, -11.8◦

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Figure 47: Descent hemi-sphere Be430148, 77.9 KTAS, -11.8◦

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Figure 48: Descent hemi-sphere Be430149, 79.9 KTAS, -10.9◦

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Figure 49: Descent hemi-sphere Be430150, 59.6 KTAS, -9.1◦

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Figure 50: Descent hemi-sphere Be430151, 71.6 KTAS, -8.4◦

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Figure 51: Descent hemi-sphere Be430152, 58.5 KTAS, -9.7◦

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Figure 52: Descent hemi-sphere Be430153, 80.9 KTAS, -10.0◦

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Figure 53: Descent hemi-sphere Be430154, 88.6 KTAS, -9.4◦

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Figure 54: Descent hemi-sphere Be430155, 82.3 KTAS, -10.2◦

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Figure 55: Descent hemi-sphere Be430156, 57.2 KTAS, -8.3◦

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Figure 56: Descent hemi-sphere Be430157, 56.3 KTAS, -6.8◦

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Figure 57: Descent hemi-sphere Be430158, 55.7 KTAS, -6.9◦

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Figure 58: Descent hemi-sphere Be430159, 81.1 KTAS, -6.6◦

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Figure 59: Descent hemi-sphere Be430177, 82.2 KTAS, -6.4◦

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Figure 60: Descent hemi-sphere Be430178, 82.1 KTAS, -6.9◦

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Figure 61: Descent hemi-sphere Be430182, 61.4 KTAS, -8.1◦

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Figure 62: Descent hemi-sphere Be430183, 55.2 KTAS, -8.4◦

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Figure 63: Descent hemi-sphere Be430184, 81.3 KTAS, -8.5◦

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Figure 64: Descent hemi-sphere Be430185, 82.2 KTAS, -9.0◦

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Figure 65: Descent hemi-sphere Be430187, 87.1 KTAS, -7.5◦

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Figure 66: Descent hemi-sphere Be430188, 85.7 KTAS, -5.9◦

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Figure 67: Descent hemi-sphere Be430189, 92.1 KTAS, -5.8◦

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Figure 68: Descent hemi-sphere Be430190, 94.4 KTAS, -6.2◦

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Figure 69: Descent hemi-sphere Be430191, 63.3 KTAS, -5.8◦

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Figure 70: Descent hemi-sphere Be430192, 68.9 KTAS, -11.2◦

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o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 71: Descent hemi-sphere Be430193, 72.2 KTAS, -11.6◦

149
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 72: Descent hemi-sphere Be430194, 93.6 KTAS, -11.5◦

150
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 73: Descent hemi-sphere Be430195, 45.4 KTAS, -9.2◦

151
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 74: Descent hemi-sphere Be430196, 72.9 KTAS, -7.6◦

152
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 75: Descent hemi-sphere Be430197, 78.0 KTAS, -8.1◦

153
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 76: Descent hemi-sphere Be430198, 89.4 KTAS, -8.6◦

154
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 77: Descent hemi-sphere Be430199, 80.4 KTAS, -5.0◦

155
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 78: Descent hemi-sphere Be430200, 78.3 KTAS, -5.9◦

156
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 79: Descent hemi-sphere Be430201, 68.9 KTAS, -6.7◦

157
 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(a) OASPL, dB

 0

o

 270

o

 180

o

 90

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

75

80

85

90

95

100

105

110

(b) BVISPL, dB

Figure 80: Descent hemi-sphere Be430202, 91.2 KTAS, -7.1◦

158
40 50 60 70 80 90 100

−12

−11

−10

−9

−8

−7

−6

−5

−4

−3

−2

True Airspeed, knots

Flight Path Angle, degrees

BVISPL, dB

96 98 100 102 104 106

Figure 81: Source noise descent matrix maximum BVISPL.

159
40 50 60 70 80 90 100

−12

−11

−10

−9

−8

−7

−6

−5

−4

−3

−2

True Airspeed, knots

Flight Path Angle, degrees

75 80 85 90 95 100 105 110

BVISPL, dB

Figure 82: Flight path angle sweep at 80 knots true airspeed.

160
40 50 60 70 80 90 100

−12

−11

−10

−9

−8

−7

−6

−5

−4

−3

−2

True Airspeed, knots

Flight Path Angle, degrees

75 80 85 90 95 100 105 110

BVISPL, dB

Figure 83: True airspeed sweep at -6◦ flight path angle.

161
Reference Microphone

Entry Into Turn

Exit From Turn

Stabilized Turn

45

45 Microphone Array Line

Figure 84: Steady turn procedure sketch.

162
Figure 85: Steady turn flight paths (radius is to scale).

163
 0

o

 330

o

 300

o

 270

o

 240

o

 210

o

 180

o

 150

o

 120

o

 90

o

 60o

 30

o

 0

o

 −90

o

 −60

o

 −30

o

 0

o

Figure 86: Steady 80 knots, 30◦right turn microphone projection.

164
Figure 87: Steady turn OASPL semi-spheres.

165
Figure 88: Steady turn BVISPL semi-spheres.

166
−1000 −500 0 500

85

90

95

100

105

110

OASPL, dB

−1000 −500 0 500

0

500

z, feet

−1000 −500 0 500

20

40

60

X, Feet

Long. Cyclic, %

Figure 89: Cyclic pitch up from 80 knot, 6◦ descent housekeeping points.

167
Figure 90: Maneuver condition L1, 80 KIAS, level, run number 278301

168
Figure 91: Maneuver condition L1, 80 KIAS, level, run number 280341

169
Figure 92: Maneuver condition L1,80 KIAS, level, run number 280405

170
Figure 93: Maneuver condition L1, 80 KIAS, level, run number 282411

171
Figure 94: Maneuver condition L1, 80 KIAS, level, run number 282440

172
Figure 95: Maneuver condition L1, 80 KIAS, level, run number 282451

173
Figure 96: Maneuver condition L1, 80 KIAS, level, run number 285461

174
Figure 97: Maneuver condition L1, 80 KIAS, level, run number 285516

175
Figure 98: Maneuver condition L1, 80 KIAS, level, run number 287521

176
Figure 99: Maneuver condition L1, 80 KIAS, level, run number 287574

177
Figure 100: Maneuver condition A4, 60 KIAS, -3◦

, run number 285497

178
Figure 101: Maneuver condition A5, 60 KIAS, -4.5◦

, run number 280398

179
Figure 102: Maneuver condition A6, 60 KIAS, -6◦

, run number 282446

180
Figure 103: Maneuver condition A8, 60 KIAS, -9◦

, run number 282444

181
Figure 104: Maneuver condition A10, 60 KIAS, -12◦

, run number 282441

182
Figure 105: Maneuver condition A10, 60 KIAS, -12◦

, run number 282442

183
Figure 106: Maneuver condition A10, 60 KIAS, -12◦

, run number 285494

184
Figure 107: Maneuver condition A10, 60 KIAS, -12◦

, run number 285495

185
Figure 108: Maneuver condition A12, 70 KIAS, -4.5◦

, run number 280399

186
Figure 109: Maneuver condition A16, 70 KIAS, -10.5◦

, run number

280402

187
Figure 110: Maneuver condition A16, 70 KIAS, -10.5◦

, run number

280403

188
Figure 111: Maneuver condition A16, 70 KIAS, -10.5◦

, run number

280404

189
Figure 112: Maneuver condition A18, 80 KIAS, -3◦

, run number 282449

190
Figure 113: Maneuver condition A18, 80 KIAS, -3◦

, run number 285498

191
Figure 114: Maneuver condition A19, 80 KIAS, -4.5◦

, run number 280400

192
Figure 115: Maneuver condition A22, 80 KIAS, -9◦

, run number 282445

193
Figure 116: Maneuver condition A24, 80 KIAS, -12◦

, run number 282443

194
Figure 117: Maneuver condition A24, 80 KIAS, -12◦

, run number 285496

195
Figure 118: Maneuver condition A26, 90 KIAS, -4.5◦

run number 280401

196
Figure 119: Maneuver condition C1, 60 KIAS, slow collective pull-up,

run number 282435

197
Figure 120: Maneuver condition C1, 60 KIAS, slow collective pull-up,

run number 282436

198
Figure 121: Maneuver condition C3, 60 KIAS, fast collective pull-up,

run number 282437

199
Figure 122: Maneuver condition C3, 60 KIAS, fast collective pull-up,

run number 282438

200
Figure 123: Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 280390

201
Figure 124: Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 280391

202
Figure 125: Maneuver condition C4, 80 KIAS, slow collective pull-up,

run number 282434

203
Figure 126: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280392

204
Figure 127: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280393

205
Figure 128: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280394

206
Figure 129: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280395

207
Figure 130: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 280396

208
Figure 131: Maneuver condition C6, 80 KIAS, fast collective pull-up,

run number 282433

209
Figure 132: Maneuver condition C10, 80 KIAS, slow collective push-over,

run number 282426

210
Figure 133: Maneuver condition C10, 80 KIAS, slow collective push-over,

run number 282427

211
Figure 134: Maneuver condition C10, 80 KIAS, slow collective push-over,

run number 282428

212
Figure 135: Maneuver condition C10, 80 KIAS, slow collective push-over,

run number 287535

213
Figure 136: Maneuver condition C10, 80 KIAS, slow collective push-over,

run number 287536

214
Figure 137: Maneuver condition C12, 80 KIAS, fast collective push-over,

run number 282429

215
Figure 138: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 282430

216
Figure 139: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 282431

217
Figure 140: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 282432

218
Figure 141: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 287537

219
Figure 142: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 287538

220
Figure 143: Maneuver condition C12, 80 KIAS, slow collective push-over,

run number 287539

221
Figure 144: Maneuver condition D1, 60 KIAS, level, slow cyclic pitch up,

run number 282439

222
Figure 145: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 280363

223
Figure 146: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 280364

224
Figure 147: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 280365

225
Figure 148: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 280366

226
Figure 149: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 280367

227
Figure 150: Maneuver condition D3, 60 KIAS, level, fast cyclic pitch up,

run number 287531

228
Figure 151: Maneuver condition D4, 80 KIAS, level, slow cyclic pitch up,

run number 280356

229
Figure 152: Maneuver condition D4, 80 KIAS, level, slow cyclic pitch up,

run number 280357

230
Figure 153: Maneuver condition D4, 80 KIAS, level, slow cyclic pitch up,

run number 280358

231
Figure 154: Maneuver condition D5, 80 KIAS, level, medium cyclic pitch

up, run number 285475

232
Figure 155: Maneuver condition D5, 80 KIAS, level, medium cyclic pitch

up, run number 285476

233
Figure 156: Maneuver condition D6, 80 KIAS, level, fast cyclic pitch up,

run number 280359

234
Figure 157: Maneuver condition D6, 80 KIAS, level, fast cyclic pitch up,

run number 280360

235
Figure 158: Maneuver condition D6, 80 KIAS, level, fast cyclic pitch up,

run number 280361

236
Figure 159: Maneuver condition D6, 80 KIAS, level, fast cyclic pitch up,

run number 280362

237
Figure 160: Maneuver condition D6, 80 KIAS, level, fast cyclic pitch up,

run number 287530

238
Figure 161: Maneuver condition D7, 60 KIAS, -6◦

, slow cyclic pitch up,

run number 280350

239
Figure 162: Maneuver condition D7, 60 KIAS, -6◦

, slow cyclic pitch up,

run number 280351

240
Figure 163: Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch up,

run number 280352

241
Figure 164: Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch up,

run number 280353

242
Figure 165: Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch up,

run number 280354

243
Figure 166: Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch up,

run number 280355

244
Figure 167: Maneuver condition D9, 60 KIAS, -6◦

, fast cyclic pitch up,

run number 287533

245
Figure 168: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278303

246
Figure 169: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278304

247
Figure 170: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278305

248
Figure 171: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278306

249
Figure 172: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278330

250
Figure 173: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 278331

251
Figure 174: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 282413

252
Figure 175: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 282414

253
Figure 176: Maneuver condition D10, 80 KIAS, -6◦

, slow cyclic pitch up,

run number 282415

254
Figure 177: Maneuver condition D11, 80 KIAS, -6◦

, medium cyclic pitch

up, run number 285478

255
Figure 178: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 278302

256
Figure 179: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 278307

257
Figure 180: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 278308

258
Figure 181: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 278309

259
Figure 182: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 278310

260
Figure 183: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 280342

261
Figure 184: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 280406

262
Figure 185: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 282412

263
Figure 186: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 282450

264
Figure 187: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 285462

265
Figure 188: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 285517

266
Figure 189: Maneuver condition D12, 80 KIAS, -6◦

, fast cyclic pitch up,

run number 287575

267
Figure 190: Maneuver condition D19, 80 KIAS, -9◦

, slow cyclic pitch up,

run number 285490

268
Figure 191: Maneuver condition D19, 80 KIAS, -9◦

, slow cyclic pitch up,

run number 285491

269
Figure 192: Maneuver condition D21, 80 KIAS, -9◦

, fast cyclic pitch up,

run number 285492

270
Figure 193: Maneuver condition D21, 80 KIAS, -9◦

, fast cyclic pitch up,

run number 285493

271
Figure 194: Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287526

272
Figure 195: Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287527

273
Figure 196: Maneuver condition D22, 100 KIAS, level, medium cyclic

pitch up, run number 287528

274
Figure 197: Maneuver condition D23, 100 KIAS, level, fast cyclic pitch

up, run number 287529

275
Figure 198: Maneuver condition R3, 60 KIAS, level, fast cyclic roll left,

run number 285465

276
Figure 199: Maneuver condition R3, 60 KIAS, level, fast cyclic roll left,

run number 285466

277
Figure 200: Maneuver condition R4, 80 KIAS, level, slow cyclic roll left,

run number 280373

278
Figure 201: Maneuver condition R4, 80 KIAS, level, slow cyclic roll left,

run number 280374

279
Figure 202: Maneuver condition R4, 80 KIAS, level, slow cyclic roll left,

run number 280375

280
Figure 203: Maneuver condition R4, 80 KIAS, level, slow cyclic roll left,

run number 280376

281
Figure 204: Maneuver condition R4, 80 KIAS, level, slow cyclic roll left,

run number 280377

282
Figure 205: Maneuver condition R5, 80 KIAS, level, medium cyclic roll

left, run number 285473

283
Figure 206: Maneuver condition R5, 80 KIAS, level, medium cyclic roll

left, run number 285474

284
Figure 207: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280368

285
Figure 208: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280369

286
Figure 209: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280371

287
Figure 210: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 280372

288
Figure 211: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 285471

289
Figure 212: Maneuver condition R6, 80 KIAS, level, fast cyclic roll left,

run number 285472

290
Figure 213: Maneuver condition R9, 60 KIAS, -6◦

, fast cyclic roll left,

run number 285488

291
Figure 214: Maneuver condition R9, 60 KIAS, -6◦

, fast cyclic roll left,

run number 285489

292
Figure 215: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278316

293
Figure 216: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278317

294
Figure 217: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278318

295
Figure 218: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278319

296
Figure 219: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278320

297
Figure 220: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278321

298
Figure 221: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 278322

299
Figure 222: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 282418

300
Figure 223: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 282419

301
Figure 224: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 282420

302
Figure 225: Maneuver condition R10, 80 KIAS, -6◦

, slow cyclic roll left,

run number 282421

303
Figure 226: Maneuver condition R11, 80 KIAS, -6◦

, medium cyclic roll

left, run number 285481

304
Figure 227: Maneuver condition R11, 80 KIAS, -6◦

, medium cyclic roll

left, run number 285482

305
Figure 228: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 278311

306
Figure 229: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 278312

307
Figure 230: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 278313

308
Figure 231: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 278314

309
Figure 232: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 278315

310
Figure 233: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 282416

311
Figure 234: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 282417

312
Figure 235: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 285479

313
Figure 236: Maneuver condition R12, 80 KIAS, -6◦

, fast cyclic roll left,

run number 285480

314
Figure 237: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 280386

315
Figure 238: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 280387

316
Figure 239: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 280388

317
Figure 240: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 280389

318
Figure 241: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 285463

319
Figure 242: Maneuver condition R15, 60 KIAS, level, fast cyclic roll right,

run number 285464

320
Figure 243: Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280382

321
Figure 244: Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280383

322
Figure 245: Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280384

323
Figure 246: Maneuver condition R16, 80 KIAS, level, slow cyclic roll

right, run number 280385

324
Figure 247: Maneuver condition R17, 80 KIAS, level, medium cyclic roll

right, run number 285469

325
Figure 248: Maneuver condition R17, 80 KIAS, level, medium cyclic roll

right, run number 285470

326
Figure 249: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 280378

327
Figure 250: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 280379

328
Figure 251: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 280380

329
Figure 252: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 280381

330
Figure 253: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 285467

331
Figure 254: Maneuver condition R18, 80 KIAS, level, fast cyclic roll right,

run number 285468

332
Figure 255: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 280346

333
Figure 256: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 280347

334
Figure 257: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 280348

335
Figure 258: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 280349

336
Figure 259: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 287532

337
Figure 260: Maneuver condition R21, 60 KIAS, -6◦

, fast cyclic roll right,

run number 287534

338
Figure 261: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 278327

339
Figure 262: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 278328

340
Figure 263: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 278329

341
Figure 264: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 280343

342
Figure 265: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 280344

343
Figure 266: Maneuver condition R22, 80 KIAS, -6◦

, slow cyclic roll right,

run number 280345

344
Figure 267: Maneuver condition R23, 80 KIAS, -6◦

, medium cyclic roll

right, run number 285486

345
Figure 268: Maneuver condition R23, 80 KIAS, -6◦

, medium cyclic roll

right, run number 285487

346
Figure 269: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 278323

347
Figure 270: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 278324

348
Figure 271: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 278325

349
Figure 272: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 278326

350
Figure 273: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 282422

351
Figure 274: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 282423

352
Figure 275: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 282424

353
Figure 276: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 282425

354
Figure 277: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 285483

355
Figure 278: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 285484

356
Figure 279: Maneuver condition R24, 80 KIAS, -6◦

, fast cyclic roll right,

run number 285485

357
Figure 280: Maneuver condition R25, 100 KIAS, level, fast cyclic roll

right, run number 287524

358
Figure 281: Maneuver condition R25, 100 KIAS, level, fast cyclic roll

right, run number 287525

359
Figure 282: Maneuver condition R26, 100 KIAS, level, medium cyclic

roll right, run number 287522

360
Figure 283: Maneuver condition R26, 100 KIAS, level, medium cyclic

roll right, run number 287523

361
Figure 284: Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 285499

362
Figure 285: Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 285500

363
Figure 286: Maneuver condition M2, 80 to 100 KIAS, medium quick

start, run number 287545

364
Figure 287: Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285501

365
Figure 288: Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285502

366
Figure 289: Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 285503

367
Figure 290: Maneuver condition M3, 80 to 100 KIAS, fast quick start,

run number 287546

368
Figure 291: Maneuver condition M3, 80 to 60 KIAS, fast quick start,

run number 287547

369
Figure 292: Maneuver condition M4, 80 to 60 KIAS, slow quick stop,

run number 285504

370
Figure 293: Maneuver condition M5, 80 to 60 KIAS, medium quick stop,

run number 287540

371
Figure 294: Maneuver condition M5, 80 to 60 KIAS, medium quick stop,

run number 287541

372
Figure 295: Maneuver condition M5, 80 to 60 KIAS, medium quick stop,

run number 287542

373
Figure 296: Maneuver condition M5, 80 to 60 KIAS, medium quick stop,

run number 285505

374
Figure 297: Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 285506

375
Figure 298: Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 285507

376
Figure 299: Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 287543

377
Figure 300: Maneuver condition M6, 80 to 60 KIAS, fast quick stop,

run number 287544

378
Figure 301: Maneuver condition Z6, 80 KIAS, 0◦

to 6◦, roll left,

run number 287550

379
Figure 302: Maneuver condition Z6, 80 KIAS, 0◦

to 6◦, roll left,

run number 287551

380
Figure 303: Maneuver condition Z9, 80 KIAS, 0◦

to 9◦, roll left,

run number 287555

381
Figure 304: Maneuver condition Z9, 80 KIAS, 0◦

to 9◦, roll left,

run number 287556

382
Figure 305: Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285513

383
Figure 306: Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285514

384
Figure 307: Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 285515

385
Figure 308: Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 287548

386
Figure 309: Maneuver condition Z15, 80 KIAS, 0◦

to 6◦, roll right,

run number 287549

387
Figure 310: Maneuver condition Z18, 80 KIAS, 0◦

to 9◦, roll right,

run number 287552

388
Figure 311: Maneuver condition Z18, 80 KIAS, 0◦

to 9◦, roll right,

run number 287553

389
Figure 312: Maneuver condition Z18, 80 KIAS, 0◦

to 9◦, roll right,

run number 287554

390
Figure 313: Maneuver condition Y3, 60 to 80 KIAS at 1 kt/s, level cyclic

roll left, run number 287568

391
Figure 314: Maneuver condition Y3, 60 to 80 KIAS at 1 kt/s, level cyclic

roll left, run number 287569

392
Figure 315: Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level cyclic

roll left, run number 285508

393
Figure 316: Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level cyclic

roll left, run number 285509

394
Figure 317: Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level cyclic

roll left, run number 285510

395
Figure 318: Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level cyclic

roll left, run number 287571

396
Figure 319: Maneuver condition Y6, 60 to 80 KIAS at 2 kt/s, level cyclic

roll left, run number 287573

397
Figure 320: Maneuver condition Y12, 100 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287560

398
Figure 321: Maneuver condition Y12, 100 to 80 KIAS at 1 kt/s, level

cyclic roll left, run number 287561

399
Figure 322: Maneuver condition Y15, 100 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287564

400
Figure 323: Maneuver condition Y15, 100 to 80 KIAS at 2 kt/s, level

cyclic roll left, run number 287565

401
Figure 324: Maneuver condition Y21, 60 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287566

402
Figure 325: Maneuver condition Y21, 60 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287567

403
Figure 326: Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 285511

404
Figure 327: Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 285512

405
Figure 328: Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287570

406
Figure 329: Maneuver condition Y24, 60 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287572

407
Figure 330: Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287557

408
Figure 331: Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287558

409
Figure 332: Maneuver condition Y30, 100 to 80 KIAS at 1 kt/s, level

cyclic roll right, run number 287559

410
Figure 333: Maneuver condition Y33, 100 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287562

411
Figure 334: Maneuver condition Y33, 100 to 80 KIAS at 2 kt/s, level

cyclic roll right, run number 287563

412
Figure 335: Terminal area condition T1, 60 KIAS constant speed, -6◦

,

run number 288621

413
Figure 336: Terminal area condition T1, 60 KIAS constant speed, -6◦

,

run number 288623

414
Figure 337: Terminal area condition T2, 60 KIAS constant speed, -9◦

,

run number 288610

415
Figure 338: Terminal area condition T2, 60 KIAS constant speed, -9◦

,

run number 288611

416
Figure 339: Terminal area condition T2, 60 KIAS constant speed, -9◦

,

run number 288639

417
Figure 340: Terminal area condition T3, 100 KIAS decelerating, -6◦

,

run number 288624

418
Figure 341: Terminal area condition T3, 100 KIAS decelerating, -6◦

,

run number 288625

419
Figure 342: Terminal area condition T4, 100 KIAS decelerating, -9◦

,

run number 288612

420
Figure 343: Terminal area condition T4, 100 KIAS decelerating, -9◦

,

run number 288613

421
Figure 344: Terminal area condition T5, 100 KIAS decelerating, -12◦

,

run number 288614

422
Figure 345: Terminal area condition T5, 100 KIAS decelerating, -12◦

,

run number 288615. Quietest approach profile flown.

423
Figure 346: Terminal area condition T6, segmented 100 - 40 KIAS, -6◦

,

40 - 0 KIAS, -12◦, run number 288616

424
Figure 347: Terminal area condition T6, segmented 100 - 40 KIAS, -6◦

,

40 - 0 KIAS, -12◦, run number 288617

425
Figure 348: Terminal area condition T7, segmented 100 - 90 KIAS, 3◦

,

90 - 0 KIAS, -9.5◦, run number 288618

426
Figure 349: Terminal area condition T7, segmented 100 - 90 KIAS, 3◦

,

90 - 0 KIAS, -9.5◦, run number 288619

427
Figure 350: Terminal area condition T7, segmented 100 - 90 KIAS, 3◦

,

90 - 0 KIAS, -9.5◦, run number 288620

428
Figure 351: Terminal area condition T8, segmented 100 - 95 KIAS, -3◦

,

95 - 0 KIAS, -7.5◦, run number 288626

429
Figure 352: Terminal area condition T8, segmented 100 - 95 KIAS, -3◦

,

95 - 0 KIAS, -7.5◦, run number 288627

430
Figure 353: Terminal area condition T9, segmented 100 - 110 KIAS, -9◦

,

110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number 288629

431
Figure 354: Terminal area condition T9, segmented 100 - 110 KIAS, -9◦

,

110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number 288630

432
Figure 355: Terminal area condition T9A, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number 288631

433
Figure 356: Terminal area condition T9A, segmented 100 - 110 KIAS,

-9◦, 110 - 90 KIAS, -7.5◦, 90 - 0 KIAS, -4◦, run number 288632

434
Figure 357: Terminal area condition T10A, U shaped, 100 KIAS, -9◦

,

run number 288638

435
Figure 358: Terminal area condition T11, pilot discretion, run number

288633

436
Figure 359: Terminal area condition T11, pilot discretion, run number

288634

437
Figure 360: Terminal area condition T11A, pilot discretion, run number

288635

438
Figure 361: Terminal area condition L1, 80 KIAS, level, run number

288601

439
Figure 362: Terminal area condition L1, 80 KIAS, level, run number

288602

440
Figure 363: Terminal area condition L6, 100 KIAS, level, run number

288603

441
Figure 364: Terminal area condition L8, 120 KIAS, level, run number

288604

442
Figure 365: Terminal area condition L8, 120 KIAS, level, run number

288605

443
Figure 366: Terminal area condition L10, 140 KIAS, level, run number

288606

444
Figure 367: Terminal area condition L10, 140 KIAS, level, run number

288607

445
Figure 368: Electronic data file structure.

446
Figure 369: Flight 280, profile number 16.

447
REPORT DOCUMENTATION PAGE Form Approved

OMB No. 0704-0188

2. REPORT TYPE 

Technical Memorandum

 4. TITLE AND SUBTITLE

Maneuver Acoustic Flight Test of the Bell 430 Helicopter Data Report 

5a. CONTRACT NUMBER

 6. AUTHOR(S)

Watts, Michael E.; Greenwood, Eric; Smith, Charles D.; Snider, Royce; 

Conner, David A.

 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

NASA Langley Research Center

Hampton, VA 23681-2199

 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

Washington, DC 20546-0001

 8. PERFORMING ORGANIZATION

 REPORT NUMBER

L-20367

10. SPONSOR/MONITOR'S ACRONYM(S)

NASA

13. SUPPLEMENTARY NOTES

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Unclassified - Unlimited

Subject Category 71

Availability: NASA CASI (443) 757-5802

19a. NAME OF RESPONSIBLE PERSON

STI Help Desk (email: help@sti.nasa.gov)

14. ABSTRACT

A cooperative flight test by NASA, Bell Helicopter and the U.S. Army to characterize the steady state acoustics and measure 

the maneuver noise of a Bell Helicopter 430 aircraft was accomplished. The test occurred during June/July 2011 at Eglin Air 

Force Base, Florida. This test gathered a total of 410 test points over 10 test days and compiled an extensive database of 

dynamic maneuver measurements. Three microphone arrays with up to 31 microphones in each were used to acquire acoustic 

data. Aircraft data included Differential Global Positioning System, aircraft state and rotor state information. This paper 

provides an overview of the test and documents the data acquired.

15. SUBJECT TERMS

Acoustics; Bell helicopter; Data base; Global positioning system; Helicopter; Rotors; Steady state

18. NUMBER

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452

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(443) 757-5802

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c. THIS PAGE

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b. ABSTRACT

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17. LIMITATION OF 

 ABSTRACT

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Prescribed by ANSI Std. Z39.18

Standard Form 298 (Rev. 8-98)

3. DATES COVERED (From - To)

5b. GRANT NUMBER

5c. PROGRAM ELEMENT NUMBER

5d. PROJECT NUMBER

5e. TASK NUMBER

5f. WORK UNIT NUMBER

380046.02.07.03.01.02

11. SPONSOR/MONITOR'S REPORT

 NUMBER(S)

NASA/TM-2014-218266

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1. REPORT DATE (DD-MM-YYYY)

01- 05 - 2014