Crosswind Testing

of Transport Aircraft

A joint Airbus-Boeing presentation

Society of Experimental Test Pilots
Annual Symposium & Banquet
Anaheim, CA
27 September 2018
 Introductions

Presenters:
• Paul Bolds-Moorehead, Boeing S&C Associate Technical Fellow
• Capt. Van Chaney, Boeing 777 Chief Test Pilot
• Capt. Terry Lutz, Airbus Experimental Test Pilot (retired)
• Stephane Vaux, Airbus Flight Test Engineer, Stability & Control
Agenda/Outline

• Engineering
Engineering analysis
analysisand
andpreparation
preparation
• Risk management
• Pilot preparation and test techniques
• Post-test analysis
• Summary and conclusion
Engineering analysis and preparation
Why do crosswinds matter?
Can use rudder to “decrab” in a landing with a crosswind

‘Decrab’ Maneuver
before touchdown

Component

Crosswind
Balancing
Groundspeed Ground track
Crosswind Rudder Moment

Crosswind
Engineering analysis and preparation
Crosswind landing
Engineering analysis and preparation
What is downwind turning effect at take-off?
• On ground, and in strong crosswind conditions X-wind
Sideslip
(i.e. large sideslip), a thrust-induced yawing

VGROUND
moment in the wind direction is created, which
increases with thrust and counters the basic
aerodynamic weathercock yawing moment moment.

Weathercock
yawing moment

Force on vertical
tail from X-wind
(weathercock effect)
Engineering analysis and preparation
What is downwind turning effect at take-off?
• On ground, and in strong crosswind conditions X-wind
Sideslip
(i.e. large sideslip), a thrust-induced yawing

VGROUND
moment in the wind direction is created, which
increases with thrust and counters the basic
aerodynamic weathercock yawing moment.
• The thrust-induced yawing moment is
Force on inside of
the result of different phenomenon: inlet from airflow
direction change
Weathercock
1. Variation of momentum yawing moment Variation of momentum
According to Newton’s third law “when one body yawing moment
exerts a force on a second body the second body
simultaneously exerts a force equal in magnitude
and opposite in direction on the first body”

Force on vertical
tail from X-wind
(weathercock effect)
Engineering analysis and preparation
What is downwind turning effect at take-off?
• On ground, and in strong crosswind conditions X-wind
Sideslip
(i.e. large sideslip), a thrust-induced yawing

VGROUND
moment in the wind direction is created, which
increases with thrust and counters the basic
aerodynamic weathercock yawing moment.
• The thrust-induced yawing moment is
the result of different phenomenon:
Weathercock Thrust asymmetry
1. Variation of momentum yawing moment yawing moment
According to Newton’s third law “when one body
exerts a force on a second body the second body
simultaneously exerts a force equal in magnitude Lower thrust Higher thrust
and opposite in direction on the first body” from masking
of inlet flow
2. Thrust asymmetry Force on vertical
Downwind engine produces less thrust than upwind tail from X-wind
one due to fuselage inlet flow masking effect resulting in (weathercock effect)
a downwind yawing moment
Engineering analysis and preparation
What is downwind turning effect at take-off?
• On ground, and in strong crosswind conditions X-wind
Sideslip
(i.e. large sideslip), a thrust-induced yawing

VGROUND
moment in the wind direction is created, which
increases with thrust and counters the basic
aerodynamic weathercock yawing moment.
• The thrust-induced yawing moment is
the result of different phenomenon: Force on inlet Force on inlet

Weathercock
 Variation of momentum (70%) yawing moment
Total downwind
yawing moment
+
Lower thrust Higher thrust
 Thrust asymmetry (30%)
Force on vertical
= Downwind turning effect tail from X-wind
(weathercock effect)
 Engineering analysis and preparation
What is downwind turning effect at take-off?
• At low speed (generally below 70Kt) and with high thrust this downwind
yawing moment counteracts the natural aircraft weathercock effect
120
Yawing moment due to
110 weathercock effect
100 Yawing moment due to
downwind turning effect
90 Downwind

Resulting Moment
80 Upwind
Speed
(Kt) 70 Downwind turning and
weathercock effects balance
60 each other at this speed
50

40

30

20
Yawing
− 300 − 150 0 150 300 450 600 750 900 Moment
Downwind
(1,000 N.m)
Upwind
(−) (+)
Engineering analysis and preparation
Regulation/Guidance for Crosswind Certification
• § 25.237 (a)(1) states that the aircraft must be flown in crosswinds that must be
at least 20 knots or 0.2 Vsr0, whichever is greater, except that it need not exceed
25 knots.

• FAA AC25-7C 30(e)(2)(b) states that the applicant should perform 3 takeoffs and
3 landings, with at least one landing to a full stop. The airplane must be
satisfactorily controllable without requiring exceptional piloting skill or
strength.

• FAA AC25-7C 30(e)(1)(c) states that the crosswind component must be

determined at 10 meters (as required by 25.21(f)).
Engineering analysis and preparation
Test preparation
• Crosswind capability must be known
 Predictions using simulation and flight testing
(steady heading sideslips)
 Sideslip rate capability in ground effect
 Lateral control capability
 “Best tuning” of lateral control law for approach and
landing configurations flight tested
Engineering analysis and preparation
Test preparation
• Logistics of crosswind testing
 Often remote operation away from main base
 Have to ferry crews and supplies
 Plan for separate sorties for development testing and
certification testing?
 Boeing and Airbus moving toward single trip for certification only
(one shot!)

• Favorite terrain for crosswind testing (all

manufacturers): Keflavik (Iceland)
 Problem: For about two years now local authorities have refused flight
testing due to Superjet 100 accident in 2013 and additionally due to
increased traffic into the facility
Agenda/Outline

• Engineering analysis and preparation

• Risk management
Risk management
• Pilot preparation and test techniques
• Post-test analysis
• Summary and conclusion
Risk management
How and where to find the wind
• Not just about finding wind, runways must be 45m to
60m wide and preferably grooved
• Need wind consistently in the 30kt to 45kt range
• Chasing weather systems can be like chasing your tail
• Manufacturers go to known windy airports
 Within their own country
 To other countries: ICELAND, SCOTLAND, IRELAND,
CANADA, USA
 Risk management
The Keflavik assets
• Two perpendicular runways,
suitable for large aircraft
• Since 2000 – All new Airbus
and Boeing aircraft have
been tested there
• BIKF – Probability of
crosswinds > 35kt from
November to March is
greater than all other airports
in the world - combined
Risk management
Identify the hazards
1. Loss of lateral or directional control
2. Runway excursion
3. Inadvertent/hard landing gear contact
4. Wingtip/engine nacelle ground contact
5. Inlet distortion exceeding fan load or engine limits
6. Air data mis-compare with flight control mode changes
Example
7. Test crew fatigue
8. Downwind turning tendency on takeoff
Risk management
Risk assessment for crosswind testing

2, 4 3

1, 6, 7
Risk management
Mitigate the risks
2. Runway excursion
 Select the widest runway possible, with wide shoulders
 Runway should be grooved
 Practice in the sim and measure centerline deviations

4. Wingtip/Engine Nacelle Ground Contact

 Survey for hard obstacles, remove signs as appropriate
 Damage may occur, even with gear on runway
 All observing vehicles and the wind team should be clear
 Non-flying pilot to monitor bank angle limits
 Consider warnings as bank angle limits are approached
Risk management
Identify the hazards
6. Air data mis-compare with flight control mode changes
 Monitor individual pitot pressure source data
 Pilots monitor specific messages that are related (Status level)
 Brief specific procedures if limits are approached or exceeded
 If exceeded, brief aircraft characteristics in degraded flight control
mode
 Practice potential mode switching events in the sim prior to flight

8. Downwind turning tendency on takeoff

 Use slow power application and a rolling takeoff
 Consider offset upwind of the centerline
 Consider heading offset on the centerline
Agenda/Outline

• Engineering analysis and preparation

• Risk management
• Pilot preparationand
Pilot preparation andtest
test techniques
techniques
• Post-test analysis
• Summary and conclusion
 Pilot preparation and test techniques
Practice - Simulator
• Determine mitigation for downwind turning effect on takeoff
• Examine aft CG , light weight and runway condition effects
• Integrate the autopilot for approach – lowers workload
• BUT - When to turn off the autopilot – need to get in the
loop with the airplane
• Verify FCOM procedures – “rolling takeoff” versus “static
start”
• Work as a team to master failure cases (engine out,
hydraulic failures)
• Understand and practice various de-rotation and landing
techniques – what works best
 Pilot preparation and test techniques
Test procedures
• Downwind turning effect at take-off
 For modern large turbofans –
this may be the limiting condition
 Simulator may or may not model
this accurately – especially in wet
or contaminated conditions
 The effect is dramatic
Pilot preparation and test techniques
Test procedures
• High winds are not free - I like to say 2 sigma winds means 2
sigma trouble
 Dust storms
 Low visibility
 Severe turbulence
 Snow
 Rain
 Lightning
 Iceland is a unique asset – laminar flow, many ILS approaches and
normally a workable ceiling
 North America and Europe – not so good (expect weather hazards)
 Pilot preparation and test techniques
Test conduct
• Rolling takeoff recommended
 Minimizes disrupted airflow into engine
• Smooth application of thrust
• Light forward pressure on elevator
• Moderate aileron into wind
• Maintain centerline with rudder pedal steering and
rudder
• Do not preset rudder – Anticipate rudder reversal
 Pilot preparation and test techniques
Test conduct
• Crosswind Landing Techniques
 Side slip (wing low)
 Full Crab to touchdown
 Combination slip/crab
 Decrab during flare
Agenda/Outline

• Engineering analysis and preparation

• Risk management
• Pilot preparation and test techniques
• Post-test analysis
Post-test analysis
• Summary and conclusion
Post-test analysis
• What do we measure during a crosswind test?
 IRU or DGPS (when available) data are used to compute the wind
components
 Wind components must be re-computed at 10m
 Flight Test Guide has very recently changed concerning the way to compute
crosswind component and which phase during take-off and landing has to be
taken into account
 For take-off, the concerned phase is between 60Kt on the takeoff roll and
when the airplane has reached an altitude of 50ft above ground
 The reverse window applies for landing (50ft to 60Kt)
 In this phase a moving window of 3 seconds is applied
in which the average crosswind component is computed. Then from this
computation the maximum value encountered during the whole phase can be
declared as the maximum demonstrated crosswind “gust included”
Post-test analysis

60Kt

X-WIND at 10m Filtered 3 sec

X-WIND at 10m
X-WIND at a/c level

50ft

Crosswind landing
Post-test analysis

• Results are used to determine the “Maximum

Demonstrated Crosswinds” included in Performance
section of the AFM
• Recent industry/government changes regarding gusts
 25.237 Proposed Advisory material
 (c) Crosswind Demonstration. ... At the same time, the maximum gusts
encountered should be established and their effect on airplane handling
characteristics in crosswind assessed…
 (d) The crosswind component included in AFM, whether limiting or not,
should be provided as a single gust included value i.e. “XX kt (Gust
included)”. A set of two values, such as “Average XX kt with gusts up to
YYkt”, is acceptable although not preferred. Other formats, in particular those
not providing information related to gusts, should not be used
Post-test analysis

• Results generate guidelines

for operational use when
combined with analytical
means
 Includes runway contamination
Agenda/Outline

• Engineering analysis and preparation

• Risk management
• Pilot preparation and test techniques
• Post-test analysis
Summary and
• Summary andconclusion
Conclusions
Summary and conclusion

• Lessons Learned
 Be aware of “downwind turning” phenomenon with large bypass ratio engines
 Training and practice are critical for success
 Distance, time away from station and fatigue are important
 Keflavik is a key resource
 Always push all throttles forward for a go-around
 Predominant landing technique is to decrab prior to or at touchdown
 Be aware that crosswind capability can be affected by weight, CG, and
runway condition

Thank you for your time and attention