visual meteorlogical conditions (vmc) right turn curved ... · 15. supplementary notes 16. abstract...

AD-A280 771

Visual MeteorlogicalConditions (VMC) RightTurn Curved Approaches

.n M.. Wis ..w.,ICrvln Plotka ELECTE,

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S~May 1994

SDOT/FAAICT-TN93/24

This ment is available to the publicthrou ational Technical InformService, Sp, .• --

-94-19492

US Department of ikinsportohn

Technical CenterAtlantic City Interalional Airport, N.J. 08405

.-94 6 24 119

NOTICE

This document is disseminated under the sponsorshipof the U.S. Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorseproducts or manufacturers. Trade or manufacturers'names appear herein solely because they are consideredessential to the objective of this report.

0

Technicel Rtepet Documentation Pge.

I. Report me. 2. Government Accession No. 3. Recipient's Cateleg No.

DOT/FAA/CT-TN93/24

4. Title ad Sbtitle 5. Report Dote

Visual Meteorological Conditions (VMC) May 1994Right Turn Curved Aproaches 6. Porming Or•.g0st.en Code

ACD-3308. Performing Organization Report No.

7. Autheirs) DOT/FAA/CT-TN93/24Rosanne M. Weiss and Marvin Plotka

9. Performing Organisation Nane and Address 10. Work Unit No. (TRAIS)

U.S. Department of TransportationFederal Aviation Administration ii. Contractor Grant ,.oTechnical Center T0701UAtlantic City Int'l Airport, NJ 08405 13. Type of Report and Period Covered

12. Sponsoring Agency Name end Address Technical NoteDepartment of Transportation July andFederal Aviation Administration August 1992

* Vertical Flight Program Office 14. Sponsoring Agency Code

Washington, DC 205900 ARD-3015. Supplementary Notes

16. Abstract

Flight tests using left turns to final were conducted in 1989 and 1990at the Federal Aviation Administration (FAA) Technical Center to aidin answering questions concerning curved approaches to a heliport undervisual meteorological conditions (VMC). Those questions includedprotected airspace within the curved segment, the most feasible angleof turn, and minimum final approach segment.

Additional tests using the FAA's Sikorsky S-76, were conducted at theFAA Technical Center in 1992 using right turn to final. Results willbe used to help refine the airspace requirements for curved approaches.Three turn angles were examined, 45, 90 and 180 degrees each with threedifferent final segment lengths, 800, 1200 and 1600 feet. A ground-based tracking system was used to track all maneuvers. This reportdocuments the results of these flights. The test procedures,evaluation methodology, and technical and operational issues arediscussed. Analysis of pilot performance, as well as pilot subjectiveinput, are provided. Conclusions are drawn that address the airspace,turn angle, and final segment issues. The results will be considered

* in future modifications to the FAA Heliport Design Advisory Circular,AC 150/5390-2.

17. Key Words 18. Distribution Statement

Curved Approaches This document is available toApproach Surface the public through theFinal Segment National Technical InformationHeliport Service, Springfield, VA 22161

19. Security Classif. (of this report) 20. Security Clossif. (of 'this page) 21. No. of Pages 22. Price

Unclassified Unclassified 333

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY vii

INTRODUCTION 1

Background 1Objectives 3

METHODOLOGY 3

Test Location 3Facilities and Instrumentation 3

Aircraft 3Ground Tracking 3

Test Procedures 4Flight Procedures 4Subject Pilot Briefings 6Subject Pilots 6

DATA PROCESSING AND ANALYSIS 9

Source of Data 9

In-Flight Pilot Ratings 9Data Technician's Log 9Post Flight Questionnaire 9Tracker Data 9

Analysis Procedures 10

Flight Data 10Data Partitioning 10Statistics 12Plotting 12Flight Data Plots 12Statistical Plots 13Pilot Response Plots 13

RESULTS 13

Data Plots 13

Composite Plots 13Statistical Plots 18

On-Board Observations 21

iii

TABLE OF CONTENTS (Continued)

Page

In-Flight Pilot Questionnaire 22Pilot In-Flight Comments 24Post Flight Questionnaires 24Post Flight Pilot Comments 26

CONCLUSIONS 27

RECOMMENDATIONS 29

Appendixes

A - Flight LogB - Post Flight QuestionnaireC - Statistical ListingsD - Composite PlotsE - Statistical PlotsF - Plots of In-Flight Cooper-Harper RatingsG - Post Flight Questionnaire PlotsH - Comparisons of Left Versus Right Turn Envelopes

iv

LIST OF ILLUSTRATIONS

Figure Page

1. Visual Approach Surface 22. Flight Profiles 53. Modified Cooper-Harper Rating Scale 74. Rectangular Coordinate Reference System 115. Sample Individual Plot 146. Sample Composite Plot, Lateral View 157. Sample Composite Plot, Vertical View 16

LIST OF TABLES

Table Page

1. Flight Test Matrix 62. Subject Pilots By Experience and Affiliation 83. Subject Pilot Experience 84. Summary Table for Radial Errors 4 and 6 Standard

Deviation Envelopes 205. Summary Table for Crosstrack Errors 4 and 6 Standard

Deviation Envelopes 206. Distribution of In-Flight Ratings 237. Rankings of the Post Flight Turn Angle Ratings 258. Rankings of the Post Flight Final Segment Ratings 259. Post Flight Ratings for Final Segment by Turn Angle

Combinations 25

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EXECUTIVE SUMMARY

In 1989 and 1990, flight tests were conducted at the FederalAviation Administration (FAA) Technical Center. These flightsgathered data to answer questions concerning airspacerequirements and obstacle protection requirements for curvedapproaches to heliports under visual meteorological conditions(VMC). They were conducted under the worst case scenario, usingleft turns to the final segment. Following the completion ofthose fligts, it was decided that additional curved approaches beflown using right turns to final.

Therefore, follow-on flights were carried out in the summer of1992 to gather data that will help refine the airspacerequirements for curved approaches. These flights were conductedusing the FAA's Sikorsky S-76A. A total of 324 right turnapproaches were completed. Each approach evaluated one of threeturn angles, 45, 90, and 180 degrees and 1 of 3 final segments,800, 1200, and 1600 feet (ft). All maneuvers were tracked byground-based tracking systems to provide accurate, objectivethree-dimensional position information. Subjective data werealso collected via in-flight pilot questions and a post flightquestionnaire.

The in-flight answers were based on the pilot's immediate recallof what occurred during the approach. The post flightquestionnaire gathered the pilot's overall opinion of theprocedures.

In general, the results from these flights concur with those fromthe flights using left turns to final. The 45- and 90-degreeturns appear to be more practical than the 180-degree turns.Both require less lateral airspace during the curved segment ofthe approach. Overall, however, all of the approaches using theright turns required less lateral airspace than did those usingthe left turns.

In addition, the 800-ft final was not as acceptable to the pilotsas the 1200- and 1600-ft final segments, particularly from apassenger point of view. The objective data appear to indicatethat a minimum final segment length of 1000 ft is needed whenconducting right turn curved approaches.

vii

INTRODUCTION

BACKGROUND.

At the request of the Vertical Flight Program Office, ARD-30,flight test activities have been on-going since 1986 to examinethe airspace requirements and obstacle protection requirementsfor visual heliport approaches and departures.

The current Federal Aviation Advisory Circular (AC) 150/5390-2states:

The approach surface begins at the end of the heliportprimary surface with the same width as the primary surface,and extends outward and upward for a horizontal distance of4000 feet where its width is 500 feet. The slope of theapproach surface is 8 to 1 for civil heliports.

This reflects the Federal Air Regulation (FAR) Part 77requirements.

The term, primary surface, as defined in the AC is an imaginarysurface which overlies the designated takeoff and landing area.The AC does allow curved approaches when necessary. Figure 1shows these areas as they are depicted in AC 150/5390-2.

As a follow-on to previous tests conducted in 1987, the FederalAviation Administration (FAA) Technical Center's Airborne SystemsTechnology Branch, ACD-330, conducted flight tests in 1989 and1990 to examine issues specifically concerning airspacerequirements and obstacle protection requirements for curvedapproaches to heliports. These specific tests focused ondefining aspects of curved approaches, such as angle of turn toor entry into the final segment (intercept angle), and theminimal acceptable final segment length following the curvedportion.

However, the 1989/1990 tests were set up to require the worstcase scenario, left turns to final. Following the completion ofthose flights, it was decided that additional curved approachesbe flown using right turns to final. Through comparisons of thedata collected using right turns with data from the left turnflights, a more accurate decision can be made concerning theairspace requirements for curved approaches.

Therefore, flights were conducted at the FAA's Technical Centerin the summer of 1992 to gather flight data for approaches usingright turns to the final segment.

The Office of Airports Safety and Standards, Design andOperations Criteria Division, AAS-100, will use the data to helpdefine the dimensions of the airspace to be protected within the

1

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250' NOTES: 1. Although the figure Illustrates(76 m) a straight-in approach, theapproach may Include curves tothe left or right to avoid objects

500' (152 m) or noise sensitive areas.

2. The primary surface is physicallyIdentical to the takeoff andlanding area.

FIGURE 1. VISUAL APPROACH SURFACE

2

curved segment of the approach. In addition the data will helpdefine the best possible angle of intercept and the minimalstraight final segment length.

The flight test objectives were to determine:

a. The airspace consumed in the curved portion of right turnVFR approaches to a heliport.

b. The minimal straight final segment following the curvedportion of the approach.

c. The dispersions in flight paths for both the lateral andvertical planes throughout the entire curved VFR approach.

d. The best possible angle of entry or intercept angle tothe final straight segment.

These objectives were studied using both objective methods(statistical analysis) and subjective methods (pilotquestionnaires).

METHODOLOGYTEST LOCATION.

The flights were conducted at the FAA Technical Center's NationalConcepts Development and Demonstration Heliport from July 1992through August 1992. All approaches remained within a 2 nauticalmile (nmi) radius of the heliport.

FACILITIES AND INSTRUMENTATION.

AIRCRAFT. The FAA's Sikorsky S-76A was used for these flights.This particular helicopter is a twin engine, single main rotorhelicopter designed to carry a pilot and up to five passengers.It is capable of speeds up to 155 knots (kts), has a maximumtakeoff weight of 10,300 pounds (lbs), and a main rotor diameterof 44 feet (ft). This aircraft is certified for single pilotInstrument Flight Rules (IFR) operations and is representative ofIFR certified transport helicopters currently in use. During thetest flights, it was flown under VFR. The helicopter's grossweight was maintained between 9000 and 10,000 lbs during the testflights.

GROUND TRACKING. Two different ground-based radar trackingsystems were used to provide the aircraft's position during theapproaches. The two systems were the GTE Sylvania PrecisionAutomated Tracking System (PATS) and the VITRO RIR778 TrackingRadar.

3

GTE Sylvania PATS. This system measures azimuth (AZ),elevation (EL), and range, automatically, by transmitting a laserpulse to a target on the aircraft and measuring the angle ofreturn and round-trip time. The angle coverage for the AZ is 540degrees, and for EL, it is .5 to 85 degrees. The angle accuracyor maximum error for both AZ and EL is 20 arc seconds at allranges. The maximum reliable range coverage is 25 nmi.Accuracies are 1 ft for target ranges up to 5 nmi, 2 ft fortarget ranges of 5 nmi to 10 nmi, and 3 ft for target ranges of10 to 25nmi. The system is capable of tracking an aircraft fromtakeoff through touchdown. However, because of visibilityconditions, the operational range is limited at the TechnicalCenter to ranges of 7 to 10nmi.

VITRO RIR778 Tracking Radar. This system uses a NIKEHercules radar antenna. It is capable of operating either inbeacon (cooperative) mode or in skin paint mode. It iscalibrated to a one-sigma bias error of uncertainty envelope of0.014 degrees in AZ and EL. One-sigma range errors are 3.3meters for the beacon mode and 6.0 meters for the skin paintmode. The standard deviation of short term variations or jitteris within 0.009 degrees for both AZ and EL, and within 3.0 metersfor range. The beacon mode was used for these flights.

TEST PROCEDURES.

FLIGHT PROCEDURES.

Each flight consisted of 18 approaches. Each approach evaluatedone of three intercept angles, 45, 90, and 180 degrees and one ofthree final segments of 800, 1200, and 1600 ft. Thus 9 runprofiles were established and each was flown twice on a flight.Figure 2 shows each profile. In order to maintain a constant 10degree final descent angle on each of the three final segments,each final segment began at a different altitude. Table 1provides, for each run, a listing of each intercept angle and thefinal segment length and the altitude following the turn. Pilotsflew either one or two flights depending on time and weatherconstraints.

Each curved approach began at 500 ft above ground level (AGL). Asafety pilot guided the subject pilot to a position that set upone of the nine types of runs. The position at which the curvedportion began was determined by surveyed ground locations. Thisaircraft position was either on the downwind or base leg of theapproach. Using additional surveyed ground points, the subjectpilot was instructed by the safety pilot when to start the turnto the final approach segment. The subject pilot flew theapproach from the beginning of the turn to touchdown via visualreferences only.

4

Start of Curve

Start of Curve

Start of Curve

1600 1200 80045 DEG

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I Start of Curve

"I StStart of Cur ve.T

Start of Curve

T. T 1296787

L _._ I--_ I________1600 1200 800

90 DEG

Start of Curve

Start of Curve

Start of Curve I1296

1041

1600 1200 800

180 DEG

FIGURE 2. FLIGHT PROFILES

5

Table 1. Flight Test Matrix

Run Number Lateral Intercept Final SegmentAngle I nathg(ft) Start of Final

Seament

1,10 45 1600 2822,11 45 1200 2163,12 45 800 1414,13 90 1600 2825,14 90 1200 2166,15 90 800 1417,16 180 1600 2828,17 180 1200 2169,18 180 800 141

The safe..y pilot called out maximum bank angles during the turnand altitude upon final segment fix for data collection purposesonly.

Following each curved approach, the subject pilot was asked torate the maneuver in terms of safety, workload, andcontrollability using the Modified Cooper Harper Rating Scale. Acopy of this scale is found in figure 3.

SUBJECT PILOT BRIEFINGS.

The objectives of the flight tests and the flight procedures wereexplained to each subject pilot during a preflight briefing.Also, during this briefing, the use of the Cooper Harper RatingScale for the in-flight post-maneuver questions was explained tothe subject. In addition, the briefing explained; theresponsibilities of each crew member (subject pilot, safetypilot, and technician), local area conditions and aircraftinformation.

Following the briefing, each subject pilot was familiarized with

the curved approach routes.

SUBJECT PILOTS.

Eighteen pilots with diverse rotorcraft operations background,from the private sector, military, and the FAA participated inthese tests. This diversity of experiencd is representative ofthe rotorcraft industry at large. Table 2 presents a listing ofthe experience/affiliation of the subject pilots. Their flightexperience is shown in table 3. Their helicopter experienceranged from 200 to 8000 total hours, from 50 to 2600 hours intype, and from 10 to 250 hours in the past six months. Themedian number of total helicopter hours was 3850 hours. Themedian number of time-in-type hours was 1010, and for time overthe past 6 months the median was 100 hours. This indicates that

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Table 2. Subject Pilots By Experience and Affiliation

Number of Pilots Affiliation

2 FAA FAA + Industry1 FAA FAA + Military1 Military Military + Industry1 State Government State Government1 State Government State Government +

Industry2 Industry Industry

10 Industry Industry + Military

Table 3. Subject Pilot Experience

S-76 Subjects

Total FliQht Hours Number of Pilots

0-500 0501-1500 0

1501-3000 3> 3000 15

Total Helicopter Hours Number of Pilots

0-500 1501-1500 2

1501-3000 4> 3000 11

Total Time in Tyve Number of Pilots

0-500 6501-1500 6

1501-3000 5> 3000 0

Total Helicopter Hours Number of PilotsLast 6 Months

< 10 010-50 5

> 50 13

8

most of these subject pilots were fairly well experiencedhelicopter pilots and were also experienced in type. This wouldbe typical of the pilots flying corporate or commercialhelicopter operations in the field.

DATA PROCESSING AND ANALYSISSOURCE OF DATA.

Test data came from four sources: in-flight subject pilot Cooper-Harper ratings of each procedure, a data technician's log, postflight subject pilot questionnaire and ratings, and laser and/orNIKE tracking tapes.

Each of these sources is explained in more detail in thefollowing sections.

IN-FLIGHT PILOT RATINGS. Immediately following each approach,the subject pilot was asked to rate the maneuver in terms ofsafety, workload, and controllability. This questionnaire wasdesigned to provide immediate subject response. These ratingswere recorded on the flight log by the flight data technician.

DATA TECHNICIAN'S LOG. The flight data technician wasresponsible for filling in a log during each flight. The subjectpilot's name, flight date, start time for the run, start/stoptimes for each curve, and time of touchdown were recorded.Additional information included subject pilot comments, windconditions, angle of bank during the turn, and altitude uponbeginning the final segment. A sample flight log can be found inappendix A.

POST FLIGHT QUESTIONNAIRE. At the conclusion of the flight thesubject pilot was asked to complete a post flight questionnaire.Appendix B contains a sample post flight questionnaire. Unlikethe in-flight questionnaire, this questionnaire was designed toprovide comparative subject pilot measures across all testprofiles. It required the subject pilot to provide an overallrating for each type of curve, as well as rating for each curvein terms of safety, control margin, and pilot workload anddesirability. In addition each subject pilot was asked to rateeach final segment length in terms of safety, control, workload,and desirability. Finally the post flight questionnaire requireda rating for each combination of intercept angle and finalsegment. Pilot background information such as number of flighthours and aircraft experience was also collected. The subjectpilots were encouraged to include any comments they might haveabout the procedures.

TRACKER DATA. The NIKE and Laser tracker tapes contained datathat had been converted from slant range, azimuth, and elevationto X, Y, and Z coordinates (using the Technical Center TrackingCoordinate System) by the Technical Center's Honeywell 66/60

9

facility. The tapes were then converted from Honeywell format toVAX/VMS format for further data processing on ACD-300's VAXcomputer. The origin of the tracker data was translated to thecenter of the landing area with the X and Y axis running throughthe landing areas's center point. The X-axis is in-line andpositive on the approach side of the landing point and negativebeyond the landing area. The Y-axis is perpendicular to the X-axis through the landing point and within the plane of thelanding area. The Y-axis is positive to the right of theapproach centerline and negative to its left. The Z-axis isdrawn perpendicular to the X-Y plane at the landing point ofintercept, positive above and negative below the landing point(see figure 4). Ground tracking data were used to generate plotsdepicting both plan and profile views of each flight testprocedure relating to the desired curved approach. Tracking ofeach approach began prior to the curved portion and continuedthrough termination at the heliport.

ANALYSIS PROCEDURES.

FLIGHT DATA. Flight data were provided from two possiblesources: the laser and/or NIKE tracker tapes, and the datatechnician's flight logs. The data technician's logschronologically listed specific events that occurred during thevarious procedures, along with other supporting information aspreviously discussed.

DATA PARTITIONING. In order to perform the required statisticalanalysis it was necessary to partition, or bin, the data. Dataalong the straight and curved segments of the flight test pathswere projected onto the corresponding slant range segment. Thedata were binned along these projected paths, by range for thestraight segment, and by angle for the curved segment.

All horizontal and vertical binning for the straight segment wasbegun with the leading edge of the helipad as the first bin orbin zero. Bin ranges for other bins along the straight segmentwere calculated as follows:

BRn = BRo + (100 X COS(10) X BNn)

where BRn is the nth bin range in ft, BRo is the bin range forthe initial bin, bin zero in ft, 100 is the partition interval inft, COS(10) is the cosine of the 10 degree approach path, andBNn is the nth bin number.

Along the straight segment, this procedure was performed foraltitude, along-track velocity, altitude error, and crosstrackerror. The altitude and radial errors along the curved segmentwere computed by subtracting the aircraft's planned position fromits actual position., i.e., planned position in Z versus actual Zor planned position in Y versus actual Y.

10

* HELIA

PRBAY-x --- .X < AFMOACH

Gm-Z y

FIGURE 4. RECTANGULAR COORDINATE REFERENCE SYSTEM

11

The binning of the curved segments began from the end of thecurved paths. These bins were calculated as follows:

BRAn = BRAo + (100 X COS(1O) X BNRAn)R

where BRAn is the nth bin portion of the curved path segment indegrees, BRAo is the bin angle for bin zero in degrees, BNRAn isthe nth bin number for the radial, 100 is the arc partitiondistance or interval on the curved path in ft, COS(10) is thecosine of the 10 degree approach path, and R is the radius of theappropriate curve in ft.

Along the curved segment, this procedure was performed foraltitude, vertical velocity, along path speed, altitude error,and radial error.

STATISTI. statistical calculations were performed on thebinned data. For each bin, the parameters of interest were thenumber of data points (N), the arithmetic mean, and the unbiasedestimate of standard deviation, skewness, and kurtosis. Thefirst four moments about zero were calculated to aid in thecomputations of skewness and kurtosis. The formulas for skewnessand kurtosis are as follows:

Third moment (skewness)a 3 = 1/N f( (x-x)/s )3

Fourth moment (kurtosis)a4 = 1/N f( (x-x)/s )4

Further discussion of these statistics can be found in Elementsof Statistics by Elmer B. Mode, Prentice Hall, Inc., NJ, 1961

Results of these statistical calculations can be found inappendix C.

PLOTTING. All plotting for this project was accomplished usinga California Computer's Calcomp 1051 plotter using Calcomp 907software for the VAX 11/750 computer. The plots generated fallinto three categories: flight data plots, statistical data plots,and subjective pilot response plots. These plots were producedto help answer the questions raised in the objectives, as well asto provide a pictorial presentation of the flight data.

FLIGHT DATA PLOTS. Two classes of plots were prepared from thetracker data. The first graphically depicts lateral deviationsversus range from the heliport. The second depicts verticaldeviations versus range. These plots were prepared in two ways,individual and composite.

Individual Plots. The individual plots were prepared on a

per run basis. Individual X-Y plots were generated for

12

crosstrack in feet versus range in feet, and Z-Y plots foraltitude versus range in feet. The individual plots were used todetermine if valid tracker data were obtained for the run.Figure 5 presents a sample of these plots.

Composite Data Plots. Subject pilot group performance isshown in the composite approach plots. Lateral and vertical viewcomposite plots were generated for each combination of turn angleand final segment length. Figures 6 and 7 show a sample of thecomposite plots. The composite plots can be found in appendix D.

STATISTICAL PLOTS. A graphical presentation of the results ofthe statistical analysis was produced using four and six sigmaisoprobability contours. The statistics parameters plotted alongthe Y-axis for the curved portion, were altitude, verticalvelocity, along path speed, altitude error, and radial error. Onthe final segment, the parameters plotted were altitude, alongtrack or straight-in velocity, crosstrack error, and altitudeerror.

The X-Axis for the curved portion was the angular position or theposition in the curve in degrees. For example, the angular binposition of 20 degrees indicates the pilot was 20 degrees intothe turn, thus a bin position of 90 degrees for a 180-degree turnindicates the pilot was half way through the turn.

The X-axis for the final segment was distance from the heliportin ft.One set of these plots show the mean value plus and minus fourstandard deviations, while a second set shows mean plus/minus sixstandard deviations. All points are plotted against theircorresponding bin ranges or bin angles. Statistical plots can befound in appendix E.

PILOT RESPONSE PLOTS. Plots were also produced for the in-flightand post flight ratings.

* In-FliQht Questionnaire Data Plots. Plots were producedshowing the distribution of the Cooper-Harper in-flight ratingsfor safety, workload, and controllability. The plots of thisdata can be seen in appendix F.

Post Flight Ouestionnaire Data Plots. These plots show thedistribution of responses for each question. They can be foundin appendix G.

RESULTSDATA PLOTS.

COMPOSITE PLOTS. The composite plots were produced for thelateral, as well as vertical, views to determine how well thepilots as a whole performed along both the vertical and lateral

13

8/12/92 PH $-76 CURVED APPROACH DATA DATA PROCESSE SI IIC fAH I ECNICAL. CE••uEAIMIIC Cill £i•N . d J 400RUN TYPE , (90 DEG.. 800 FT.) 13-AUG-1992 11,,8618

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00 220 440 660 880 1100 1320 1540 1760 1980 2200

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FIGURE 5. SAMPLE INDIVIDUAL PLOT

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path. They were analyzed by type of turn for closeness to theplanned path.

Lateral View. With two exceptions, the pilots' actuallateral flight paths for the 45 degree turns, with the 1600 and800 foot final segments, tended to be centered around the desiredpath for the entire approach. Those for the 45 degree with a1200 foot final tended to be on the outside of the curve for thefirst third of the turn but were centered around the desired pathfor the remaining portion of the approach. These paths had asmaller spread during the curved segment than did the 90 and 180degree turns. However, the dispersions of all final segmentpaths for all 3 turns were very small. The dispersions of thefinal segment paths for the 90 degree turns appear to be theleast. The dispersions of the actual flight paths for the curvedportion of the 90-degree turns were somewhat wider than with the45-degree turns, with those for the curved segment for the 90degree/800ft final having the widest dispersion. The curvedsegment paths for all the 180-degree turns were more widelydispersed than those for the 45- and 90-degree turns. With the180-degree turns the paths with the 1600-ft final were not asdispersed as those with the 1200- and 800-ft finals. All but afew of the curved paths for the 180 degree turns were outside thedesired path, but, with one or two exceptions, all were on thedesired lateral path by about 1000 to 1500 ft from touchdown.

The observed offsets during the curved portion of the approachesare most likely due to the following:

a. There were no highly visible ground references to aid thepilot in maintaining the track.

b. With the 180-degree turns, the pilots were influenced bythe high bank angles to maintain track and therefore, flew wide.

Vertical View. Examination of the vertical view plots forall 3 turn angles reveal that most of the pilots began theirapproach below the desired course. This is probably due to alack of control on the actual entry altitude. However, theseplots indicate that the majority of the pilots tended to maintaina fairly constant descent angle down to a point just prior to the300 ft range from touchdown. By that point, they had correctedthe approach to be on or above the desired track. That is, thosewho began above the desired course tended to stay above, andthose who began below tended to stay below until just prior to apoint that was approximately 300 ft from touchdown.

This is in direct contrast with the paths seen during the leftturn approaches. With the 45- and 90-degree left turns, thepilots attempted to return to the desired altitude approximatelyby the end of the curve, just prior to the beginning of the final

17

segment, while with the 180-degree turns, they tended to dropbelow the desired surface.

overall. The pilots, when performing approaches with the1600- and 1200-ft finals, came out of their turns close to thedesired segment lengths. However, when flying the approacheswith the 800-foot final segment, the pilots tended to come out oftheir curve approximately 1000 ft from touchdown, regardless ofturn angle. This performance indicates that the subject pilotscould not conform to the requested 800-ft final segment.

Of the 3 turn angles, the 180-degree turns appear to consume themost airspace laterally, while the 45-degree turns had a muchsmaller lateral dispersion.

The vertical airspace consumed during both the curved andstraight segments, for all three type approaches, appears to beas large as 300 ft.

The small dispersions seen during the final segments for theseright turn approaches reflects what was seen with the left turnapproaches. However in contrast with the right turns, the pilotstended to come out of the turns anywhere from 1000 to therequired 1600 ft from the touchdown point, while with the leftturns, they tended to come out of their turns approximately 1200ft from the touchdown point, regardless of the desired finalsegment distance. It would seem the pilots had less of a problemwith the shorter final segment when using right turns to finalthan with the left turns to final. However, with both type turnsthe performance data appear to indicate the pilots were notcompletely comfortable with the 800-ft final segment.

Again, as found with the left turn flights, the ten degreerequested approach slope was flyable with the three turn anglesand final segments.

STATISTICAL PLOTS. The statistical plots, corresponding to thestatistical data found in appendix C, were analyzed to determinethe airspace consumed in the lateral and vertical perspective.

Lateral Variations. The plots of the lateral variation forthe curved segments (radial error) for the 45-degree turnsrevealed smaller lateral variations than those for the other twoturn angles. However, the wider variations for the 180-degreeturns were exhibited only during the middle third of the curve.In contrast, the envelopes of the 45-degree turns with 1200- and800-ft finals and all 3 of the 90 degree turns were approximatelyconstant through the first two-thirds of the turn while in thefinal third the envelopes narrowed, like a funnel. The envelopefor the 45-degree turn with the 1600-ft final was the smallest ofall and remained constant throughout the curve. The maximumwidths of the 6 standard deviation envelopes for the 45- and 90-

18

degree curves, for all 3 final segments, calculated from thestatistical listings, varied from a width of approximately 700 ftto a width of 1900 ft. For the four standard deviation envelopesthe maximum widths for thebe two curves varied from 450 to 1300ft. With the 180-degree turns the maximum 6 standard deviationenvelopes varied from 1800 to 2820 ft and from 1200 to 1880 ftfor the 4 standard deviation envelopes.

The constant envelopes seen for the 45-degree turns areconsistent with what would be expected during normal operations.

With the exception of the envelope for the 90-degree turns with1200-ft final, all the right turn envelopes are smaller thanthose seen with the left turns. The differences between theenvelopes plotted for the left versus right are as large as 600ft with the 4 standard deviation envelopes and as large as 800ft with the 6 standard deviation envelopes.

Again, as with the left turn approaches, there were no obstaclesin the testing area. Therefore the large lateral variations seenduring the curved segment would most likely be much smaller ifvisual references, such as obstacles, were available.

The lateral variation plots for the straight, i.e., crosstrackerror, are all shaped like funnels with widths at the widest end,the beginning of the straight segment, varying from 300 to 925 ftfor the 6 standard deviation envelopes, and from 200 to 615 ftfor the 4 standard deviation envelopes. At the smallest end, theportion of the final segment closest to the touchdown point, thewidths varied from 200 to 275 ft and from approximately 130 to180 ft for the 6 and 4 standard deviation envelopes respectively.All envelope widths were calculated using data from thestatistical listings found in appendix C.

With the exception of the envelope for the 180 degree 1600 ftfinal, the crosstrack envelopes for the right turn approacheswere smaller than those seen with the left turn approaches. Thedifferences were as large as 175 ft for the 4 standard deviation

* plots and 275 ft for the 6 standard deviation plots. Thesefigures represent the widths from the center of the helicopter.

A summary of these envelope widths, as calculated from the datain appendix C, can be found in tables 4 and 5. Table 4 presents4 and 6 times the largest observed deviation, along with theposition in the turn where that deviation occurred. Table 5presents the largest deviation at the beginning and end of thestraight segment. Appendix H contains a comparison of the leftturn envelopes with the right turn envelopes.

19

Table 4. Summary Table for Radial Errors 4 and 6 StandardDeviation Envelopes

Estimated Largest Deviation (in ft)/Position in Turn (degree)

Final Seament

800 1200 1600Turn Angle+- 4 Standard Deviations

45 +- 380/12 +- 325/10 +- 225/590 +- 605/10 +- 650/30 +- 425/35

180 +- 850/90 +- 940/90 +- 600/100

+- 6 Standard Deviations

45 +- 575/12 +- 480/10 +- 350/590 +- 905/10 +- 950/30 +- 650/35

180 +-1275/90 +-1410/90 +- 900/100

Table 5. Summary Table for Crosstrack Errors 4 and 6 StandardDeviation Envelopes

Estimated Maximum Deviation (in fc)Widest Portion/Narrowest Portion

Final Segment800 1200 1600

Turn AnQle+- 4 Standard Deviations

45 +-100/+-70 +-135/+-90 +-155/+-9090 +-110/+-65 +-150/+-75 +-150/+-65

180 +-155/+-75 +-145/+-75 +-305/+-75


45 +-150/+-100 +-210/+-135 +-230/+-13090 +-170/+-100 +-225/+-115 +-225/+-100

180 +-230/+-115 +-215/+-115 +-460/+-115

Vertical Variations. As seen with the composite plots, thestatistical plots for altitude and altitude error also revealthat, at the beginning of the turn, the pilots tended to be belowthe requested 500 ft starting altitude. The plots of the meanaltitudes for the 45- and 90-degree approaches reveal more of aconstant descent during the turn than those for the 180-degreeapproaches. The altitude error plots for the 45- and 90- degreecurves also show there is a tendency for the pilots to hold a

20

near constant angle of descent with a slight tendency to improvetoward the desired path as the turn progressed.

Four standard deviations about the mean takes in the airspacedown to approximately 50 to 100 ft above ground for the curvedportion. With six standard deviations about the mean, theairspace must be protected down to the ground.

The altitude and altitude error plots for the straight segmentreveal that, at the beginning of the final segment, the pilotswere at or just above the desired altitude and remained sothrough touchdown. Both the four and six standard deviationenvelopes take in the airspace all the way to the ground.

Velocity Plots. Mean vertical velocity and lateral speeds,or along path and along track speeds, were within the expectedlimits. During the curved segment the mean descent rates wereless than 800 ft per minute for the 45- and 90-degree approaches,With the 180-degree approaches the descent rates increasednoticeably in the middle of the turn, and then tended to decreaseto a rate of less than 800 ft/minute. During the curved segmentof the 45- and 90-degree approaches, the forward speeds averagedbetween 55 and 70 kts. With the 180-degree turns there was anoticeable change in forward speeds during the middle portion ofthe turn. On the final segment the pilots average closure ratewas between 30 and 50 kts for all approaches. These speedsindicate that no unusual velocity changes were needed to completethe maneuvers, particularly for the 45- and 90-degree turns. Thedescent rates were consistent with good piloting technique,providing for adequate controllability, passenger comfort, andairspeed in reserve for any unplanned events. Since there wereno obstacles in the approach area, it should be noted that thesespeeds may change under more restricted conditions. These plotsare found in appendix E.

ON-BOARD OBSERVATIONS.

Bank angles for each turn were recorded by the flight datatechnician. For the 45-degree turns, bank angles ranged from 5to 30 degrees with more than 85 percent greater than 10 degrees.These angles can be considered acceptable for normal operations.With the 90-degree turns, bank angles ranging from 12 to 45degrees were observed. Approximately 85 percent of those bankangles were from 12 to 30 degrees with 5 percent greater than 40degrees. Bank angles as large as 50 degrees were seen with the180-degree turns. More than half of the angles with the 180-degree turns fell between 20 and 35 degrees with 3 percent of thebank angles larger than 46 degrees. These large angles of bankare most likely due to the tight radius of turn for the 180-degree turns with the 1600- and 1200-ft final segments and theoccasional crosswind conditions.

21

The bank angles seen with the 45-degree turns are similar tothose seen with the left turn data, while those seen with the 90-degree turns were slightly larger. Similarly the bank anglesseen with the right turn 180 degree turns were also slightlylarger than those seen with the left turns.

IN-fELIGHT PILOT QUESTIONNAIRE.

The in-flight questions provide pilot responses immediatelyfollowing each procedure to gather subjective input concerningthe acceptablility of each procedure in terms of safety,controllability, and workload.

The Cooper-Harper Pilot Rating Scale used for the in-flightquestionnaire employs a one to ten scale. A rating of one tothree indicates the maneuver is fully acceptable for routineoperations. Ratings of four, five, or six indicate the pilotfelt the maneuver would be acceptable only on occasion, therewere more deficiencies and the safety margin deteriorated. Arating greater than six indicates the subject felt the maneuvershould seldom, if ever, be attempted.

Overall, there were 36 maneuvers for each combination ofintercept angle and final segment.

To further aid in the analysis, the ratings were grouped intothree major categories; from one to three, four to six, andgreater than six. These groupings are based on the breakdownsgiven on the Cooper Harper Rating Scale as seen in figure 3.Table 6 presents the break down of the number of ratings in eachgroup for each factor.

Plots of the in-flight ratings are found in appendix F.

Safety Margin. The figures in appendix F, pages F1 throughF9 present the results for safety margin for the 45-, 90-, and180-degree turns for all three final segment lengths.

At least 86 percent of the ratings of the safety margin with the45- and 90-degree angles of intercept for all three finalsegments fell in the acceptable category. In contrast, at most,73 percent of the safety margin ratings for the 180 degree turns,regardless of the final segment, fell within the acceptablecategory. That is, the 45- and 90-degree turns, regardless offinal segment length were rated noticeably better than the 180turns regardless of final segment length. Further examination ofthe plots reveals there were many more ratings of l's for the 45-degree turns than for the 90-degree turns and significantly moreratings of l's for the 90-degree turns than for the 180-degreeturns. However, the ratings within each angle intercept groupfor each final segment were not significantly different.

22

Table 6. Distribution of In-Flight Ratings

WORKLOAD SAFETY CONTROLGroup Group Group

1 2 3 1 2 3 1 2 3Procedure

Number of Responses

450,1600' 35 1 0 35 1 0 35 1 0450,12001 35 1 0 34 2 0 36 0 0450, 800' 32 4 0 32 4 1 33 3 0

900,16001 35 1 0 35 1 0 36 0 0900,12001 33 3 0 33 3 0 34 2 0900, 800' 31 5 0 31 4 1 33 3 0

1800,16001 23 13 0 25 11 0 27 9 01800,12001 26 10 0 26 10 0 26 10 01800, 8001 30 6 0 26 10 0 30 6 0

Group 1 = acceptable procedure for routine operations (ratings of 1-3)Group 2 = acceptable only on occasion, ratings of 4 to 6Group 3 = inadequate safety margin and major deficiencies, ratings >6

Workload. The figures found in appendix F, pages F10 throughF18 present the plots of the ratings for all 3 intercept anglesand final segments. As seen with the safety margin ratings, atleast 86 percent of the ratings for the 45- and 90-degree turnsfor all 3 final segments fell within the acceptable category.For the 180-degree turn with the 800-ft final, 82 percent of theratings were in the acceptable group while, at most, 72 percentfell into the acceptable group for the 180-degree turns with1600- and 1200-ft finals.

However, there were noticeably more ratings of 2's and 3's forthe 180 turns regardless of final segment. In addition, therewere more ratings of l's for the 45-degree turns than for the 90-degree turns, regardless of final segment. Although the ratingsfor the 45- and 90-degree turns were similar, the increase in thenumber of 2's and 3's from the 45 to the 90 and to the 180-degreeturns reveals the pilots felt there was an increase in workload(decrease in acceptability) as the angle of intercept increased.

Control. The figures found in appendix F, pages F19 throughF27 show the tabulation of the ratings for the controllabilityfor all three intercept angles for all three final segments. Asseen with the safety and workload ratings, these ratings alsotend to fall within the acceptable category for the 45- and 90-degree turn angles. However, there were more ratings of 2's and3's for the 90-degree turns than for the 45-degree turns. Again,there were fewer ratings falling in the acceptable category

23

(ratings of 1, 2, or 3) for the 180-degree turns. At least 91percent of the ratings fell in the acceptable range for the 45-and 90-degree turns, regardless of final segment. In contrast,at most 83 percent fell into the acceptable range for the 180-degree turns. There were considerably more ratings falling inthe "only on occasion" category for the 180-degree turns.Therefore, with the larger angle of intercept, the pilots tendedto feel the approach was less acceptable.

PILOT IN-FLIGHT COMMENTS.

Most of the in-flight pilot comments pertained to safety andpassenger comfort. The 180's with a 1600-ft final broughtcomments such as, "have to bank too much" and "tight, notrecommended, too sharp a turn." One pilot also felt the 180 witha 1200-foot final caused too steep of a bank angle. Another feltthe 180 with an 800-ft final was "less desirable a profile; likedit personally but for passengers wouldn't do it."

Only one pilot stated he wouldn't do the 90-degree turn with the1600-ft final with passengers.

POST FLIGHT QUESTIONNAIRES.

This questionnaire provided overall comparative measuresconcerning the acceptablility of each procedure. A tabularsynopsis of the post flight ratings is found in tables 7, 8,and 9.

Ratings for each turn angle. Only 1 of the 18 pilots'overall ratings for the 45- and 90-degree turn angles,regardless of final segment, was given as marginal, while 4marginal ratings and 1 inadequate rating were received for the180-degree turns. Their ratings for safety margin also reflect asimilar pattern; the 45- and 90-degree turns received betterratings than the 180-degree turns. Although there were 4 moreratings of 5 for the control margin aspect with the 45-degreeturns than with the 90-degree turns, both sets of ratingsindicate acceptable control margins. Again as with the otherfactors, the control margin factor with the 180- degree turns wasnot as acceptable. Workload ratings show the same pattern ascontrol margin; the 45- and 90-degree turns are more acceptablethan the 180-degree turns. As for desirability, the 45s had moreratings of 1 than the 90s, but both were rated desirable whilethe 180s had a wider spread of ratings with only 4 ratings of 1.

Overall the 45- and 90-degree turns were rated more desirablethan the 180 degree turns.

This pattern was also seen with the ratings received by pilotsfollowing the curved approaches using left turns to final.

24

Table 7. Rankings of the Post flight Turn Angle Ratings

Rating Area 45 90 180

Overall 1 1 2Control Margin 1 1 2Workload 1 2 3Safety Margin 1 1 2Desirability 1 1 2

1 = Generally acceptable, 2 = Neutral, 3= Not as Acceptable

Table 8. Rankings of the Post flight Final Segment Ratings

Rating Area 800 ft 1200 ft 1600 ft

Control Margin 2 1 1Workload 2 1 1Safety Margin 2 1 1Desirability 2 1 1

1 = Generally acceptable, 2 = Neutral, 3= Not as Acceptable

Table 9. Post flight Ratings for Final Segment by Turn AngleCombinations

180/ 90/ 45/ 180/ 90/ 45/ 180/ 90/ 45/

800 800 800 1200 1200 1200 1600 1600 1600

5 3 3 4 3 1 5 2 1

1 = Most Acceptable... 3 = Neutral... 5 = Least Acceptable

Ratings for each final secment. All three final segmentswere rated as adequate for all four factors, safety margin,control margin, workload, and desirability. However there weremore marginal ratings and fewer ratings of l's for the 800-ftfinal than for the 1200-ft and 1600-ft final segments. This isparticularly true with the ratings for desirability where 3pilots rated the 800-ft final as marginal and only 6 rated itwith a 1. This pattern indicates that the longer final segmentsare more desirable.

This too reflects what was seen with the approaches using leftturns to final.

Overall rating for turn angle and final segment combination.Of the combinations, the most desirable or adequate proceduresare the 45-degree turns with either the 1600-ft or 1200-ft finalsegment. The next most desirable procedure was the 90-degree turn

25

with the 1600-ft final. The least adequate procedures were the180-degree turns with either the 1600-ft or the 800-ft finalsegment.

The 180-degree turns with an 800-ft final were also rated the leastdesirable with the left turn approaches. In contrast, however,with the left turn approaches, the 90-degree turn with a 1600-ftfinal was rated most desirable and the 45-degree turn with a 1600-ft final was not rated as desirable.

POST FLIGHT PILOT COMMENTS.

Numerous comments were received concerning the effects of adversewind conditions, such as tailwinds, on both the pilot andpassengers. These comments provided additional subjective inputfor determining the acceptability of each procedure. Thefollowing are samples of the comments received:

1. "Wind conditions were 250-310 at 8 kts which allowed a goodheadwind component for approaches thus good ratings. A tailwindwould probably cause me to lower these. Also I would lower allof the ratings for night approaches."

2. "The acceptability of each geometry is dependent upon ambientwind. While these maneuvers may be safe and controllable theyare not conducive to passenger comfort and security."

3. " Significant pilot windshield distortion in lower forwardcorner interferes with rate of closure judgement.... Allapproaches except the 1800 at 1600 ft are comfortable. The turnin for the 180/1600 is too tight for passenger comfort and wouldbe expected to be bad at night. 450 and 900 approaches may bebetter at night than 1800 ."

4. "There is absolutely no justification in practice for forcinga steep 1800 (short radius) turn for the 1200 ft final segment.Turn radius should be independent of final segment length andshould be based solely on the performance margins, ground speedand perceived comfort of the helicopter being flown."

5. "All approaches mostly into wind. With a 900 or possiblyquartering tailwind the 1800/800 ft final would be challengingprobably a 3/4 (rating). A pilot using 1800 must be prepared toexecute the procedure without delay."

6. "Safety and controllability not a question. Workload noproblem ... "

7. "As a pilot... I found all of the approaches in allconfigurations fine (that is AS A PILOT). There were noproblems. Now, as a commercial pilot in charge of passengers,I'm sure I'd get complaints if I were going into 60th St NYC and

26

make a 1800 800 ft out. Even the 900 may not be comfortable tothe pax from the 800 ft distance. Those two I'm positive woulduncomfortable to the passengers. 1200 ft + 1600 ft would be okor the 450 turn would be ok even from the 800 ft distance. Fromthe passengers point of view, they'd by VERY unhappy if theseapproaches were done at night. If it were gusting at night, mywork would be compounded but I still feel it would nevercompromise safety but the passengers wouldn't like it AT ALL."

8. "... A good headwind would make a big difference. Rightseat right turns were easier than left turns- visibility andreference points are a lot more comfortable for workload andcontrollability."

9. "...I seem to be more comfortable doing the 180's at 800 and1200 ft range."

10. " the 900 app. is most desirable. The 1800 app, esp at 1600ft would be a 'test' at night. Passenger comfort on all 1800 appis very marginal. This is based on the tight turn required..... Concerning the 450 app..I have nothing positive ornegative."

11. "On the 450 intercept the initial turn 'felt' hurried..."

12. "All approaches from a pilots point of view are adequate.However our passengers are familiar with jet corporatetransportation and find banks in excess of 200, high rates ofdescent and rapid deceleration as trauma."

13. " from a pilot view all approaches were simple to complete.The 1800 app may be uncomfortable to passengers."

These comments verify that the 1800- turns are not the mostdesirable, particularly from the passenger point of view.

CONCLUSIONS

1. At most, 500 ft of lateral airspace, or approximately 250 fton either side of the desired path, was consumed during thecurved segment of the 45-degree turns, approximately 800 to 900ft during the 90-degree turns and as much as 1500 ft during the180-degree turns. This is discussed in more detail in theresults section of this report. Plots of this data can be foundin appendix D.

2. The lateral airspace required by the right turns, regardlessof turn angle or final segment, was less than that required bythe left turns. Nonetheless, both the right turn composite andstatistical plots support a conclusion that the 180-degree turnsare not as practical as the 45- and 90-degree turns for use athelipads that have certain restrictions, such as obstacle or

27

noise abatement requirements. In addition, both in-flight andpost-flight pilot ratings favor this conclusion. The lateralairspace required for the 180-degree turns is much larger thanthat for the 45- and 90-degree turns. Therefore, these turnshave less practical value. A similar conclusion was also foundwith the left turn approach data.

However, unlike the left turn approaches where the 45- and 90-degree turns required a similar amount of lateral airspacethroughout the entire approach, the 45-degree turns with theright turns required approximately 300 to 400 ft less than the90-degree turns during the curved segment. Both. required lessairspace than the 180-degree turns.

Pilot comment also supports the conclusion that the 180s would beunacceptable, particularly from a passenger point of view.

3. Although the pilots did not subjectively indicate any majorproblems with performing the maneuvers with an 800-ft finalsegment, the plots indicate that, when asked to perform thesemaneuvers, they tended to come out of the turn at a distanceapproximately 1000 ft from the touchdown point. This indicatesthey would opt for the added safety of a slightly longer finalsegment.

Therefore, as concluded with the left turn approach tests, the800-ft final segment would not be an acceptable option.

4. With four standard deviation envelopes, the dispersions inthe lateral planes with the 45- and 90-degree turns were as largeas +/- 650 ft, while with the six standard deviation envelopes,they were as large as +/- 950 ft. dispersions for the 180-degreeturns were as much as 500 ft larger in the lateral plane. In thevertical plane, the dispersions went to the ground for the sixstandard deviation envelopes and 50 to 100 above the ground withthe four standard deviation envelopes. These dispersions inflight paths, in both the lateral and vertical planes, arediscussed more in depth in the results section under the areatitled "Statistical Plots." The actual plots can be found inappendix E.

5. Since there were no obstacles in the testing area, theairspace requirements would most likely be smaller if visualreferences were available.

6. All the approaches are flyable with approach angles as largeas 10 degrees.

28

RECOMMENDATIONS

1. Curved approaches with any of the turn angles would beacceptable for areas that can not meet the current protectedairspace clearance requirements. However, the 45-degree turnswould be the most feasible, followed by the 90-degree turns ifthe 45s could not be conducted. The 180-degree turns could beperformed with normal pilot techniques, but further studies withthese turns might be necessary if passenger comfort is to beconsidered.

2. Based on the subjective data, and the pilots comments, thestraight segment following the turn should be no less than 1000ft if right turns are used, and no less than 1200 ft for leftturn approaches.

3. All the approaches are flyable with approach angles as largeas 10 degrees.

29

APPENDIX AFLIGHT LOG

VKC CURVED APPROACH FLIGHTS

FLT 8: Date: IAircraft: Tracker:

Subject Pilots Safety Pilot: Crew:

Event 1- Start Run Event 2- Start Curve Sync Clock to Tracker

Event 3- End Curve Event 4- Touchdown

Run Winds Events Contr Work Safety Comments

45 1600

45 1200

45 800

90 1600

90 1200 -

90 800

180 1600

180 1200

180 800

45 1600

45 1200

45 800-

90 1600-

90 1200

90 8O0

180 1600

180 1200

180 8oo

Hov would you rate this approach in terms of:a) controllability; b) york load; c) safety

A-1

APPENDIX BPOST FLIGHT QUESTIONAIRE

aa

HELICOPTER VISUAL METEOROLOGICAL CONDITIONS (VMC)

CURVED APPROACH TESTS

Aircraft Type:

Operational Pilot Information:

Name:

Affiliation:

Address:

City: -

Phone (Optional):

FAA Helicopter Ratings:

Total Flight Hours:

Total Helicopter Hours:_

Total Time in Type:

Total Helicopter Hours Last 6 Months:

Time In Type Last 6 Months:

B-i

1. Overall how would you rate t;,e:

Inadequate Marginal Adequate

a. 45 degree turns? 1 2 3 4 5

b. 90 degree turns? 1 2 3 4 5

c. 180 degree turns? 1 2 3 4 5

2. How would you rate the safety margin with the:





3. How would you rate the cotrol margin with the:

Inadequat. Marginal .Adequate




4. How would you rate t*.e workload with the:





B-2

5. How would you rate the desirability of the





6. How would you rate the safety margin with each final segment?


a. 800 foot final 1 2 3 4 5

b. 1200 foot final 1 2 3 4 5

c. 1600 foot final 1 2 3 4 5

7. How would you rate the control margin with each final segment?


a. 800 foot final 1 2 3 4 5

b. 1220 foot final 1 2 3 4 5

c. 1600 foot final 1 2 3 4 5

8. How would you rate the workload with each final segment?


a. 800 foot final 1 2 3 4 5

b. 1200 foot final 1 2 3 4 5

c. 1600 foot final 1 2 3 4 5

9. How would you rate the desirability of each final segment?


a. 800 foot final 1 2 3 4 5

b. 1200 foot final 1 2 3 4 5

c. 1600 foot final 1 2 3 4 5

B-3

10. Using the following scale rate each combination for the overall approach.

I - Inadequate23 - Marginal45 - Adequate

Final Segment

800 1200 1600

180Turn

90

45

Comments:

B-4

APPENDIX C

STATISTICAL LISTINGS

S76VERT. VELOCITY (ft/min) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS

PATH ( 45deg, 1600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER's GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are calcuLated as (Actual - PLanned);

'- 'on speed or velocity means reducing.

ANG POSITION MEAN STD SKEWNESS KURTOSIS DATA COUNT

-3.59 -495.10 258.02 1.03 2.24 40.00 -502.31 302.69 -0.72 3.06 273.59 -562.20 313.18 -0.48 3.16 357.18 -610.07 311.31 -0.33 3.36 35

10.77 -646.75 '01.27 0.23 3.11 3514.36 -670.56 69.41 -0.06 2.87 3517.95 -669.11 247.70 -0.30 2.30 3521.54 -734.77 266.82 -0.46 3.14 3525.13 -785.22 271.85 -0.19 3.16 3528.72 -726.46 237.18 -0.17 2.28 3532.31 -718.12 257.28 0.05 2.32 3535.90 -709.53 228.19 0.20 2.59 3539.49 -687.79 200.37 0.09 2.96 3543.08 -687.50 193.55 -0.18 2.15 35

S76FLIGHT ALTITUDE (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


data provided by HELICOPTER's GROUPFAA TECH CNTR, Atlantic City Airport, NJ.

1. These statistics were estimated on angLe positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (Actual - PLanned);

'- 'on speed or veLocity means reducing.

ANG POSITION MEAN STD SKEWHESS KURTOSIS DATA COUNT

-3.59 414.82 39.45 0.30 1.66 4

0.00 389.54 54.66 -0.24 2.72 27

3.59 387.09 57.38 0.16 3.09 357.18 377.88 58.10 0.23 3.13 35

10.77 367.95 59.04 0.26 3.15 35

14.36 357.56 60.06 0.27 3.16 3517.95 346.72 61.00 0.29 3.20 35

21.54 335.29 61.25 0.36 3.26 35

25.13 322.43 61.36 0 47 3.42 35

28.72 309.46 61.04 0.56 3.67 35

32.31 296.86 60.44 0.64 3.94 35

35.90 284.08 60.28 0.74 4.22 35

39.49 271.31 59.79 0.84 4.54 35

43.08 258.75 58.87 0.92 4.75 35

C-I

$76ALONG PATH SPEED (knot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 45deg, 16001t)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER'S GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics were estimated on angle positions in degr. scounted from the beginning of turns.2. Errors are caLculated as (Actual - PLanned);

'on speed or velocity means reducing.

ANG POSITION MEAN STO SKEWNESS KURTOSIS DATA COUNT

-3.59 73.21 12.60 1.12 2.31 40.00 66.69 7.39 1.83 8.43 27 m3.59 65.40 6.79 1.96 10.20 357.18 64.36 6.80 2.07 10.87 3510.77 63.12 6.89 2.11, 11.23 3514.36 61.76 7.01 2.16" 11.56 3517.95 60.24 7.12 2.16 11.65 3521.54 58.68 7.23 2.08 11.39 3525.13 57.19 7.22 2.00 10.89 3528.72 55.90 7.08 1.96 10.40 3532.31 54.97 6.99 1.69 8.82 3535.90 54.01 6.96 1.49 7.69 3539.49 52.96 6.90 1.47 7.40 3543.08 51.96 6.84 1.35 6.77 35

S76ALTITUDE ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 4Sdeg, 160Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are calcuLated as (AczuaL - PLanned);

'- on speed or velocity means reducing.


-3.59 -81.34 37.70 0.09 1.85 40.00 -110.14 54.68 -0.24 2.72 273.59 -95.36 57.38 0.16 3.09 357.18 -87.02 58.11 0.23 3.13 35

10.77 -79.40 59.04 0.26 3.15 3514.36 -72.23 60.06 0.27 3.16 3517.95 -65.52 61.00 0.29 3.20 3521.54 -59.40 61.25 0.36 3.26 3525.13 -54.71 61.36 0.47 3.42 3528.72 -50.12 61.04 0.56 3.67 3532.31 -45.17 60.44 0.64 3.94 3535.90 -40.40 60.28 0.74 4.22 3539.49 -35.62 59.79 0.84 4.54 3543.08 -30.62 56.67 0.92 4.75 35

C-2

M76RADIAL ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 4sdeg, 1600ft)CURVED APPROACH FLIGHT TESTS S "ARTED 1992

data provided by HELICOPTER's GROUPFAA TECH CMTR, Atlantic City Airport, NJ.

1. These statistics were estirated on angLe positions in degreescounted from the beginning of 'urns.2. Errors are ci.cuLated as (Actual - Ptanned);

.- 'on speed or velocity means reducing.


-3.59 233.70 598.45 1.13 2.32 40.00 -2.75 51.63 -2.24 8.70 273.59 6.65 56.32 -1.55 7.28 357.18 -1.83 54.94 -1.55 7.40 35

10.77 -8.91 53.97 -1.45 7.14 3514i36 -14.93 52.70 -1.35 6.77 3517.95 -19.78 50.78 -1.26 6.41 3521.54 -22.75 48.17 -1.20 6.14 3525.13 -23.99 44.93 -1.16 5.89 3528.72 -24.90 41.48 -1.06 5.24 3532.31 -26.02 38.60 -0.83 3.99 3535.90 -26.28 36.99 -0.54 2.99 3539.49 -24.40 36.57 -0.29 2.54 3543.08 -19.46 37.00 -0.06 2.37 35

576FLIGHT ALTITUDE (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWHWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 248.89 57.68 0.95 4.83 351477.21 235.47 55.61 0.99 4.86 351378.73 221.70 53.32 1.03 4.90 351280.25 207.90 50.70 1.06 4.90 351181.77 194.05 47.83 1.03 4.77 351083.29 180.08 45.05 1.01 4.73 35984.81 165.61 41.94 1.04 4.86 35886.33 151.12 38.79 1.09 5.04 35787.85 137.47 35.50 1.08 5.09 35689.37 122.91 32.39 1.08 5.19 35590.88 108.50 29.69 1.10 5.39 35492.40 93.93 27.23 1.21 5.93 35393.92 79.25 24.07 1.37 6.68 35295.44 64.89 19.60 1.92 8.86 34196.96 46.76 18.43 1.38 8.17 3398.48 29.81 t5.90 1.47 7.69 27

c-3

076ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 45d.g, 1600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER's GROUPFAA TECH CHTR, AtLantic City Airport, NJ.

1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are caLculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 50.37 6.69 1.18 5.90 351477.21 49.31 6.69 1.05 5.56 35

1378.73 48.12 6.60 0.93 5.34 351280.25 47.01 6.60 0.88 5.17 35

1181.77 46.21 6.52 0.74 4.87 35

1083.29 44.95 6.49 0.68 4.85 35984.81 /A 59 6.45 0.61 4.50 35

886.33 6.41 0.35 3.83 35787.85 6.22 0.29 3.80 35689.37 6.17 0.32 3.74 35

590.88 36.63 6.34 0.33 3.01 35492.40 34.09 6.09 0.42 2.56 35393.42 30.98 6.05 0.47 2.07 35295.46 26.86 5.80 0.46 1.97 34

196.96 22.46 5.48 0.47 1.97 3398.48 17.17 6.13 0.17 2.13 27

S76CROSS TRACK ERROR (ft) *strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEVWSS, and KURTOSIS

PATH ( 45deg, 1600 ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at locations in ft on

Extended Center Line from HeLiport.2. Errors are calcuLated as (Actual - PLanned);

I- 'on speed or velocity means reducing.

DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -13.13 37.50 0.07 2.34 351477.21 -5.63 37.76 0.18 2.45 351378.73 0.07 37.33 0.23 2.73 351280.25 4.17 36.03 0.27 3.15 351181.77 6.70 34.07 0.35 3.63 351083.29 7.88 31.80 0.47 4.13 35964.81 8.33 29.20 0.63 4.61 35886.33 8.04 26.73 0.72 4.88 35787.85 7.50 24.34 0.70 4.75 35689.37 7.01 22.07 0.53 4.14 35590.88 6.16 20.28 0.25 3.30 35492.40 4.67 19.23 -0.02 2.64 35393.92 2.48 18.36 -0.22 2.46 35295.44 -1.12 17.36 . -0.18 2.48 34196.96 -6.13 20.01 -1.16 5.29 3398.48 -11.45 22.72 -1.75 7.41 27

C-4

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanOARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 45de*g, 1600ft)

CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at Locations in ft onExtended Center Line from Hetiport.2. Errors are caLcuLated as (Actual - Planned);

.- 'on speed or veLocity means reducing.

DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -26.81 57.63 0.95 4.84 351477.21 -22.95 55.36 0.98 4.87 351378.73 -19.55 52.86 1 02 4.91 351280.25 -16.26 50.06 1.05 4.91 351181.77 -13.03 .47.05 1.00 4.76 351083.29 -9.91 44.22 - 0.96 4.69 35984.81 -7 41.10 0.97 4.77 35886.33 -4.59 37.98 1.00 4.86 35787.85 -1.04 34.80 0.96 4.80 35689.37 1.60 31.86 0.92 4.79 35590.88 4.44 29.29 0.91 4.90 35492.40 7.22 26.89 0.99 5.31 35393.92 10.01 23.80 1.10 5.86 35295.4" 13.37 19.27 1.60 7.59 34196.96 13.30 17.58 1.39 7.21 3398.48 14.56 15.25 1.30 6.48 27

PS76FLIGHT ALTITUDE (ft) - crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKENWISS, and KURTOSIS



1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are calculated as (Actual - Planned);

- 'on speed or velocity means reducing.

ANG POSITION- MEAN STO SKEWNESS KURTDSIS DATA COUNT

-5.42 312.10 4.64 0.00 1.00 2-2.71 370.96 91.49 0.70 1.50 30.00 397.04 54.09 -0.03 2.49 212.71 405.90 54.76 -0.20 2.40 345.42 395.61 54.6! -0.16 2.30 368.12 385.69 55.39 -0.12 2.24 36

10.83 374.99 56.34 -0.09 2.21 3613.54 363.73 57.53 -0.09 2.22 3616.25 351.81 58.12 -0.09 2.24 3618.96 338.81 58.25 -0.09 2.25 3621.67 324.22 58.00 -0.39 2.28 3624.37 309.49 57.95 -0.06 2.31 3627.08 295.46 57.77 -0.04 2.32 3629.79 281.62 56.97 0.01 2.37 3632.50 267.72 55.76 0.07 2.42 3635.21 253.76 54.94 0.17 2.47 3637.92 239.44 53.58 0.26 2.51 3640.62 225.21 51.74 0.35 2.56 3643.33 210.81 -49.46 0.43 2.69 36

C-5

S76VERT. VELOCITY (ft/min) - crvSTATISTIC DATA : MEAN, StanOARO DEVIATION, SKEWMWSS, and KURTOSIS

PATH ( 0Sdog, 1200ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLculated as (Actual - PLanned);


ANG POSITION MEAN STO SKEUHESS KURTOSIS DATA COUNT

-5.42• -450.91 71.56 0.00 1.00 2-2.71 -551.14 158.73 -0.52 1.50 30.00 -478.11 271.87 0.02 2.05 212.71 -558.74 280.65 0.01 2.51 345.42 -655.09 282.56 -0.12 2.57 368.12 -685.06 306.37 -0.12 2.28 36

10.83 -728.43 317.66 0.12 2.59 3613.54 -760.69 301.88 0.25 3.13 3616.25 -792.11 282.78 0.18 3.85 3618.96 -872.81 270.16 0.35 4.12 3621.67 -910.32 268.67 0.18 3.96 3624.37 -8U2.84 262.46 0.61 3.45 3627.08 -816.60 238.78 0.48 3.26 3629.79 -787.06 216.80 0.46 2.72 3632.50 -774.60 206.61 0.02 3.49 3635.21 -759.83 186.26 0.29 2.52 3637.92 -749.09 212.94 0.57 2.64 3640.62 -748.55 231.69 0.06 2.36 3643.33 -717.65 225.6 0.07 2.15 36

S76ALONG PATH SPEED-(kflot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS



1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (ActuaL - PLanned);


ANG POSITION MEAN STO SKEUNESS KURTOSIS DATA COUNT

-5..42 66.04 3.27 0.00 1.00 2

-2.71 67.97 4.06 -0.37 1.50 30.00 69.34 5.84 0.13 2.35 212.71 69.12 5.84 -0.07 2.59 345.42 67.72 6.01 -0.04 2.61 368.12 66.64 6.11 -0.01 2.73 36

10.83 65.53 6.28 0.08 2.72 3613.54 64.36 6.51 0.13 2.62 3616.25 63.04 6.70 0.18 2.54 3618.96 61.63 6.83 0.17 2.46 36

21.67 60.16 6.85 0.19 2.46 3624.37 58.87 6.77 0.22 2.46 3627.08 57.86 6.79 0.19 2.45 3629.79 56.83 6.92 0.22 2.39 36

32.50 55.53 7.01 0.25 2.30 3635.21 53.98 7.00 0.25 2.16 3637.92 52.39 6.95 0.20 2.02 3640.62 50.81 6.85 0.14 1.93 3643.33 49.41 6.73 0.12 1.94 36

C-6



data provided by HELICOPTER's GROUPFAA TECH CNTR, Atkantic City Airport, NJ.




-5.42 -187.90 4.64 0.00 1.00 2-2.71 -133.99 84.50 0.70 1.50 30.00 -102.54 54.07 -0.03 2.49 212.71 -76.65 54.76 -0.20 2.40 34

5.42 -69.48 54.63 -0.16 2.30 368.12 -61.95 55.39 -0.12 2.24 36

10.83 -55.20 56.35 -0.09 2.21 3613.54 -49.01 57.53 -0.09 2.22 3616.25 -43.47 58.12 -0.09 2.24 3618.96 -39.02 58.25 -0.09 2.25 3621.67 -36.16 58.00 -0.09 2.28 3624.37 -33. 4, 57.95 -0.06 2.31 3627.08 -30.01 57.77 -0.04 2.32 3629.79 -26.39 56.97 0.01 2.37 3632.50 -22.85 55.77 0.07 2.42 3635.21 -19.35 54.94 0.17 2.47 3637.92 -16.22 53.58 0.26 2.51 3640.62 -12.99 51.74 0.35 2.56 3643.33 -9.94 49.46 0.43 2.69 36

S76RADIAL ERROR (Ift) - crySTATISTIC DATA : MEAA, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 4Sdeg, 120Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. 'These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (Actual - PLanned);



-5.42 -127.50 0.97 0.00 1.00 2-2.71 233.47 523.44 0.71 1.50 30.00 -13.11 51.13 -1.38 4.46 212.71 18.92 68.98 -0.63 3.00 345.42 21.23 80.05 -0.19 2.72 368.12 14.74 81.67 -0.17 2.49 36

10.83 8.97 82.18 -0.11 2.38 3613.54 3.80 81.12 -0.05 2.36 3616.25 -0.50 78.57 0.01 2.37 3618.96 -3.06 75.00 0.06 2.38 3621.67 -3.89 69.95 0.09 2.35 3624.37 -4.56 62.77 0.10 2.28 3627.08 -6.12 54.50 0.09 2.19 3629.79 -8.01 46.95 0.02 2.14 3632.50 -9.10 41.27 -0.09 2.11 3635.21 -8.80 37.96 -0.03 2.14 3637.92 -7.13 36.56 0.29 2.54 3640.62 -4.06 35.88 0.68 3.18 3643.33 0.28 34.94 0.95 3.64 36

C-7

S76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATIOtN, SKEUNUSS, and KURTOSIS

PATH ( 4sdeg, 12i0ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are caLcuLated as (Actual - Planned);


DIST->PORT MEAN STD SKEUNESS KURTOSIS DATA COUNT1181.77 199.04 47.27 0.51 2.87 361083.29 184.11 44.54 0.62 3.21 36984.81 169.29 41.70 0.73 3.59 36886.33 154.71 38.78 0.84 3.99 36787.85 140.69 35.84 0.96 4.38 36689.37 126.20 32.44 1.07 4.87 36590.88 110.69 28.67 1.17 5.46 36492.40 94.99 24.71 1.19 5.64 36393.92 79.12 20.58 0.91 4.80 36295.44 64.00 15.28 0.66 3.62 35196.96 47.65 11.50 0.14 2.58 3498.48 29.83 11.13 -0.80 3.8? 28

S76ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNWSS, and KURTOSIS

PATH ( 4Sdeg, ilOft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are caLcuLated as (ActuaL - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 47.73 6.44 0.11 2.00 361083.29 46.38 6.32 0.02 2.21 36

984.81 44.96 6.19 0.08 2.38 36t 886.33 43.55 6.21 0.17 2.51 36

787.85 41.73 6.12 0.13 2.99 36689.37 39.48 5.73 0.36 2.90 36590.88 37.31 5.52 0.61 2.55 36492.40 34.68 5.58 0.64 2.42 36393.92 31.12 5.61 0.56 2.00 36295.44 27.43 5.16 0.53 2.11 35196.96 22.85 4.88 0.58 2.51 3498.48 17.28 5.01 0.29 2.57 28

C-3

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 45deg, 12W ft)CURVED APPROACH FLIGHT TESTS STARTED 1992

date provided by HELICOPTER's GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are calculated as (Actual - Planned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 4.76 33.90 1.05 3.82 361083.29 9.10 32.31 1.09 3.92 36984.81 11.18 30.41 1.08 4.00 36886.33 11.63 28.04 1.07 4.08 36787.85 10.79 25.49 1.00 3.97 36689.37 9. $4 23.47 0.78 3.49 36590.88 7.74 21.66 0.46 2.85 36492.40 5.27 20.03 0.17 2.25 36393.92 2.90 18.25 0.01 1.90 36295.44 -0.46 17.19 0.01 1.88 35196.96 -3.91 16.63 -0.08 2.09 3498.48 -10.70 22.95 -1.79 7.79 28

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 45deg, 120Wft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are calculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 -7.77 47.25 0.51 2.87 361083.29 -5.55 44.40 0.62 3.19 36984.81 -3.24 41.46 0.71 3.56 36886.33 -0.70 38.47 0.81 3.92 36787.85 2.46 35.50 0.92 4.27 36"689.37 5.17 32.13 1.01 4.72 36590.88 6.91 28.43 1.11 5.27 36492.40 8.52 24.58 1.11 5.41 36393.92 9.99 20.57 0.81 4.55 36295.44 12.34 15.29 0.52 3.31 35196.% 13.52 11.72 -0.01 2.48 34

98.48 13.62 10.96 -0.44 2.72 28

C-9

S76FLIGNT ALTITUD (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, Mnd KURTOSIS

PATH ( 4Sdeg, 800ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angLe positions in degrees

counted from the beginning of turns.

2. Errors are caLcuLated as (ActuaL - PLanned);



-4.35 422.65 4.00 0.00 1.00 2

-2.18 434.76 34.35 1.87 5.70 9

0.00 417.92 56.77 -0.27 2.45 28

2.18 409.67 55.70 -0.26 2.32 35

4.35 402.35 56.16 -0.27 2.36 36

6.53 392.17 56.25 -0.24 2.45 36

8.70 381.40 56.58 -0.20 2.51 36

10.88 370.27 57.07 -0.16 2.59 36

13.06 358.63 57.76 -0.12 2.66 36

15.23 346.49 58.16 -0.10 2.72 3617.41 333.54 58.36 -0.06 2.76 36

19.59 319.42 58.71 -0.03 2.79 36

21.76 304.76 58.35 0.00 2.85 36

23.94 290.26 57.68 0.04 2.85 36

26.11 275.85 56.64 0.08 2.85 36

28.29 261.01 55.53 0.14 2.89 36

30.47 245.65 54.4" 0.21 3.00 36

32.64 230.14 5304 0.30 3.24 36

34.82 214.57 51.26 0.42 3.62 3636.99 198.91 49.42 0.57 4.03 3639.17 183.81 47.19 0.71 4.42 36

41.35 168..57 44.54 0.84 4.84 36

43.52 153.62 41.72 0.95 5.24 36

S76VERT. VELOCITY (ft/min) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-4.35 71.97 60.94 0.00 1.00 ?

-2.18 -323.20 265.07 -0.51 2.42 9

0.00 -602.81 336.93 -0.39 2.72 28

2.18 -630.16 349.22 -0.43 1.87 35

4.35 -663.23 355.46 -0.31 2.01 36

6.53 -710.53 328.23 -0.32 2.07 36

8.70 -735.29 334.48 -0.61 2.57 36

10.88 -758.04 334.09 -0.37 2.43 36

13.06 -765.69 312.93 -0.11 2.53 36

15.23 -787.78 319.01 0.27 2.45 36

17.41 -827.15 304.16 0.15 3.00 36

19.59 -874.32 269.51 -0.18 4.46 36

21.76 -850.39 243.29 0.11 3.4' 36

23.94 -827.73 238.51 -0.01 3.30 36

26.11 -821.39 228.96 0.18 2.87. 36

28.29 -840.58 249.25 0.24 2.90 36

30.47 -839.87 236.59 -0.17 2.81 36

32.64 -820.07 259.77 -0.32 3.33 36

34.82 -812.04 240.00 -0.21 2.48 36

36.99 -739.90 262.44 -0.01 2.51 36

39.17 -726.41 238.37 -0.04 2.05 36

41.35 -690.68 224.18 -0.07 1.79 36

43.52 -664.54 213.94 -0.23 2.22 36

C- 10

S76ALONG PATH SPEED (knot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNWSS, and KURTOSIS

PATH ( 45deg, 80Wft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.

2. Errors are calculated as (Actual - Planned);.- 'on speed or velocity means reducing.

ANG POSITION MEAN ST SKEWNESS KURTOSIS DATA COUNT

-4.35 78.01 0.71 0.00 1.00 2-2.18 72.85 7.83 -0.32 2.37 90.00 69.85 7.73 -0.60 3.37 282.18 69.35 7.87 -0.50 3.15 354.35 68.82 8.14 -0.41 3.04 366.53 67.81 8.18 -0.39 3.08 368.70 66.75 8.26 -0.37 3.10 36

10.88 65.63 8.30 -0.33 3.20 3613.06 64.38 8.36 -0.24 3.36 3615.23 63.06 8.38 -0.09 3.44 3617.41 61.60 8.43 0.02 3.50 3619.59 60.18 8.34 0.06 3.55' 3621.76 58.85 8.23 0.02 3.60 3623.94 57.80 8.13 -0.19 3.60 3626.11 56.79 7.99 -0.29 3.41 3628.29 55.63 7.77 -0.27 3.36 3630.47 54.23 7.45 -0.28 3.44 3632.64 52.55 7.22 -0.40 3.76 3634.82 50.72 7.04 --C. " 3.80 3636.99 48.89 6.68 -0.25 3.29 3639.17 47.11 6.50 -0.24 3.34 3641.35 45:41 6.22 -0.06 3.17 3643.52 43.58 6.08 0.14 2.66 36

S76ALTITUDE ERROR (ft) - crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-4.35 -77.35 4.00 0.00 1.00 2-2.13 -65.24 34.35 1.87 5.70 90.00 -81.76 56.77 -0.27 2.45 282.18 -72.92 55.70 -0.26 2.32 354.35 -62.83 56.16 -0.27 2.36 366.53 -55.60 56.25 -0.24 2.45 368.70 -48.96 56.58 -0.20 2.51 36

10.88 -42.69 57.07 -0.16 2.59 3613.06 -36.91 57.76 -0.12 2.66 3615.23 -31.64 58.16 -0.10 2.72 3617.41 -27.18 58.36 -0.06 2.76 3619.59 -23.90 58.71 -0.03 2.79 3621.76 -21.15 58.35 0.00 2.85 3623.94 -18.23 57.3 0.04 2.85 3626.11 -15.24 5U 64 0.08 2.85 3628.29 -12.67 55.53 0.14 2.89 3630.47 -10.62 54.44 0.21 3.00 3632.64 -8.72 53.04 0.30 3.24 3634.82 -6.88 51.26 0.42 3.62 36

36.99 -5.13 49.42 0.57 4.03 3639.17 -2.82 47.19 0.71 4.42 3641.35 -0.65 44.54 0.84 4.84 3643.52 1.81 41.72 0.95 5.24 36

c - I

S76RADIAL ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS



1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (Actual - PLanned);



-4.35 -156.83 14.13 0.00 1.00 2-2.18 -89.16 44.02 -0.85 2.53 90.00 -26.35 56.50 -1.05 3.63 282.18 -3.92 74.80 -0.23 2.91 354.35 -0.62 85.91 0.30 3.49 366.53 -3.34 89.15 0.40 3.47 368.70 -5.41 92.22 0.46 3.51 36

10.88 -6.81 94.18 0.47 3.47 3613.06 -7.77 94.50 0.42 3.33 3615.23 -8.32 93.18 0.34 3.14 3617.41 -7.95 90.63 0.23 2.94 3619.59 -6.43 86.61 0.05 2.75 3621.76 -4.66 81.22 -0.18 2.74 3623.94 -3.96 74.96 -0.42 2.99 3626.11 -4.35 68.56 -0.67 3.41 3628.29 -4.67 62.86 -0.90 3.90 3630.47 -4.35 57.81 -1.06 4.36 3632.64 -3.41 52.93 -1.20 4.77 3634.82 -2.13 47.97 -1.28 5.14 3636.99 -0.93 42.87 -1.28 5.39 3639.17 0.24 37.34 -1.18 5.50 3641.35 1.69 31.90 -0.85 5.22 3643.52 3.89 27.38 -0.41 4.64 36

S76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are caLcuLated as (Actual - PLanned);

I- 'on speed or veLocity means reducing.

DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT787.85 141.67 39.14 0.99 5.41 36689.37 126.62 35.28 1.03 5.59 36590.88 111.12 30.92 0.97 5.22 36492.40 95.37 26.04 0.75 4.12 36393.92 79.88 20.57 0.41 2.78 36295.44 64.73 15.30% 0.32 2.12 35196.96 48.21 11.82 0.20 1.99 3298.48 31.95 10.36 -0.08 2 33 28

C- 12

S76ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 45deg, 8OOft)CURVED APPROACH FLIGHT TESTS STARTED 1992




DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT787.85 41.32 5.99 0.24 2.26 36

689.37 39.10 6.27 0.15 2.18 36590.88 36.97 6.17 0.39 2.44 36

492.40 34.42 5.99 0.35 2.32 36

393.92 31.48 5.76 0.37 2.15 36295.44": 27.78 5.34 0.35 2.21 35196.96 23.50 5.47 0.39 1.95 3298.48 17.74 5.65 0.38 2.13 28


PATH ( 45deg, 80Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER's GROUPFAA TECH CNTR, Attantic City Airport, NJ.

1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (Actual - Ptanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT787.85 6.11 24.88 -0.14 4.18 36689.37 7.76 23.22 0.01 3.54 36590.88 7.69 22.32 -0.08 2.98 36492.40 6.00 21.62 -0.23 2.59 36393.92 3.04 20.29 -0.26 2.43 36295.44 -0.15 19.02 -0.20 2.31 35196.96 -3.90 18.20 -0.35 2.26 3298.48 -9.73 16.45 -0.15 2.43 28

C- 13

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 4Sdeg, 8O0ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (Actual - Planned);


DIST->PORT MEAN STO SKEWNESS KURTOSIS DATA COUNT787.85 3.80 39.14 0.99 5.41 36689.37 5.92 35.23 1.03 5.60 36590.88 7.61 30.85 0.97 5.24 36492.40 9.08 25.96 0.74 4.15 36393.92 10.87 20.49 0.38 2.80 36295.44 13.04 15.22 0.29 2.12 35196.96 13.90 11.88 0.16 1.96 3298.48 15.19 * 10.70 -0.12 2.35 28

S76FLIGHT ALTITUDE (ft) - crvSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS




.- on speed or velocity means reducing.


-35.85 427.94 54.52 0.03 2.02 10-28.68 424.07 52.02 -0.09 1.99 13-21.51 415.77 52.91 -0.06 1.88 15-14.34 406.53 55.04 0.03 1.75 16

-7.17 393.49 54.28 0.37 1.79 190.00 389.54 54.40 0.22 1.81 217.17 384.34 55.73 0.11 1.93 22

14.34 377.87 57.56 0.09 2.06 2221.51 374.13 58.92 -0.03 2.12 2328.68 365.32 57.76 -0.12 2.38 2835.85 358.19 61.77 -0.09 2.43 3243.02 346.35 60.91 -0.25 2.44 3550.19 337.62 55.22 -0.30 2.67 3357.36 321.08 53.59 -0.38 2.89 33$4.53 304.44 51.92 -0.37 2.96 3371.70 289.17 50.18 -0.35 2.95 3378.87 275.27 48.55 -0.34 2.86 3386.04 261.87 47.00 -0.32 2.80 33

C- 14

576VERT. VELOCITY (ft/min) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS



1. These statistics were estimated on angLe positions in degreescounted from the beginning of turns.2. Errors are calculated as (Actual - PLanned);



-35.85 -179.26 214.47 -0.06 1.70 10-28.68 -230.69 247.11 -0.29 1.38 13-21.51 -237.78 289.20 0.42 3.13 15-14.34 -296.53 278.19 0.22 3.26 16-7.17 -372.26 334.48 -0.68 3.70 190.00 -458.98 338.35 -0.04 2.97 217.17 -397.92 287.33 0.16 2.48 22

14.34 -415.32 255.75 0.67 3.44 2221.51 -402.30 278.54 0.28 2.93 2328.68 -529.63 306.03 0.34 2.25 2835.85 -619.79 283.85 0.17 2.03 3243.02 -744.12 309.80 -0.17 2.54 3550.19 -851.04 307.59 -0.16 2.13 3357.36 -906.08 295.22 -0.27 2.07 3364.53 -887.13 290.83 -0.59 2.83 3371.70 -803.35 286.55 -0.55 2.38 3378.87 -759.44 260.73 -0.38 2.23 3386.04 -730.05 233.00 -0.22 2.09 33

S76ALONG PATH SPEED (knot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS


data provided by HELICOPTER'S GROUPFAA TECH CNTR, Atlantic City Airport, NJ.

1. These statistics were estimated on angLe positions it degreescounted from the beginning of turns.2. Errors are calculated as (Actual - PLanned);



-35.85 75.47 5.91 0.64 2.21 10-28.68 73.44 6.19 0.32 2.30 13-21.51 71.72 6.37 0.13 2.38 15-14.34 69.97 6.79 -0.08 2.21 16-7.17 67.93 7.36 -0.16 1.99 19-0.00 66.66 7.05 -0.28 1.96 217.17 64.92 6.76 -0.33 1.96 22

14.34 62.89 6.45 -0.18 1.77 2221.51 60.06 6.69 -0.10 1.74 2328.68 56.81 6.50 0.33 1.57 2835.85 55.16 6.21 0.25 1.58 3243.02 53.91 5.89 0.11 1.92 3550.19 53.30 5.60 0.16 2.47 3357.36 52.65 5.32 0.47 3.25 3364.53 52.26 5.31 0.59 3.45 3371.70 51.95 5.47 0.45 3.13 3378.87 51.70 5.62 0.39 2.85 3386.04 51.15 5.70 0.33 2.61 33

C-15

ALTITUD ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, ind KURTOSIS

PATH ( 9Odeg, 1600ft)



1. These statistics were estimated on angle positions in degrees

counted from the beginning of turns.2. Errors are caLcuLated as (ActuaL - PLanned);



-35.85 -72.06 54.52 0.03 2.02 10-28.68 -75.93 52.02 -0.09 1.99 13

-21.51 -84.23 52.91 -0.06 1.88 15

-14.34 -93.47 55.04 0.03 1.75 16

-7.17 -106.51 54.28 0.37 1.79 19

0.00 -110.11 54.35 0.21 1.81 21

7.17 -96.54 53.67 0.20 1.89 22

14.34 -83.89 53.54 0.27 1.93 22

21.51 -68.72 53.14 0.22 1.87 23

28.68 -59.57 51.71 0.13 2.15 2835.85 -48.70 55.87 0.09 2.35 32

43.02 -42.49 55.07 -0.15 2.45 35

50.19 -39.70 55.22 -0.30 2.67 3357.36 -38.71 53.59 -0.38 2.89 33

64.53 -37.82 51.92 -0.37 2.96 33

71.70 -35.57 50.18 -0.35 2.95 33

78.87 -31.95 48.55 -0.34 2.86 3386.04 -27.82 47.00 -0.32 2.80 33

S76RADIAL ERROR (ft) -'crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 9Odeg, 1600ft)


data provided by HELICOPTER'& GROUPFAA TECH CNTR, AtLantic City Airport, NJ.



ANG POSITION MEAN STD SKEWNESS KIURTOSIS DATA COUNT

-35.85 179.87 148.50 -1.95 6.00 10-28.68 115.39 124.21 -2.45 8.36 13

-21.51 62.95 110.76 -2.72 9.91 15-14.34 24.16 104.32 -2.79 10.49 16

-7.17 20.55 114.70 -1.59 7.94 190.00 1.81 102.62 -2.23 9.83 21

7.17 -11.44 96.79 -2.54 10.92 2214.34 -20.89 95.18 -2.54 10.84 22

21.51 -22.34 95.35 -2.30 10.02 23

28.68 -0.32 104.48 -1.47 7.17 .28

35.85 9.38 105.60 -1.22 6.17 32

43.02 7.80 101.25 -1.04 6.01 35

50.19 -9.14 90.66 -- .24 6.37 3357.36 -24.28 77.30 -1.53 7.15 33

64.53 -36.11 64.79 -1.84 7.97 3371.70 -43.66 54.93 -1.91 7.99 33

78.87 -45.57 47.57 -1.64 6.78 33

86.04 -40.39 41.59 -1.16 5.00 33

$76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS




'- on speed or velocity means reducing,

DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 249.48 44.73 -0.26 2.82 361477.21 236.13 43.34 -0.30 2.79 361378.73 222.74 41.74 -0.33 2.76 361280.25 209.54 40.31 -0.35 2.71 361181.77 196.21 38.78 -0.33 2.67 361083.29 182.67 36.71 -0.31 2.65 36984.81 169-13 34.36 -0.26 2.59 36886.33 155.1r8 31.82 -0.22 2.57 36787.85 141.34 29.31 -0.17 2.53 36689.37 126.60 26.94 -0.12 2.60 36590.88 111.60 24.49 0.02 2.70 36492.40 96.19 21.95 0.23 2.80 36393.92 80.81 19.10 0.49 3.08 36295.44 65.87 15.72 1.02 3.89 35196.96 49.64 13.23 1.36 4.31 33

98.48 31.40 11.28 0.94 3,68 29

S76ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 49.24 5.34 0.32 2.22 361477.21 48.77 5.23 0.30 2.22 361378.73 48.01 5.09 0.29 2.22 361280.25 47.12 5.04 0.26 2.35 361181.77 46.11 5.03 0.25 2.60 361083.29 45.16 5.12 0.18 2.40 36984.81 44.07 5.18 0.11 2.27 36886.33 42.84 4.99 0.35 2.56 36787.85 41.01 4.82 0.24 3.03 36689.37 38.87 4.65 0.29 2.66 36590.88 36.80 4.74 0.23 2.66 36492.40 34.42 4.72 0.26 2.64 36393.92 31.11 4.92 0.17 2.37 36295.44 27.63 4.90 0.08 2.30 35196.96 22.79 -4.85 0.16 1.94 3398.48 17.49 5.24 -0.17 2.10 29

C- 17

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNISS, and KURTOSIS

PATH ( 9Odeg, 16001t)CURVED APPROACH FLIGHT TESTS STARTED 1992

dota provided by HELICOPTER's GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are caLcuLated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -30.01 37.10 -0.76 3.65 361477.21 -18.50 32.55 -0.45 2.81 361378.73 -9.99 29.15 -0.31 2.50 361280.25 -3.49 26.64 -0.23 2.35 361181.77 1.46 24.88 -0.17 2.26 361083.29 4.91 23.57 -0.11 2.20 36964.81 6.87 22.49 -0.02 2.24 36886.33 7.37 21.53 0.06 2.2!0 36787.85 7.28 21.02 0.07 2.26 36689.37 6.75 20.29 0.05 2.16 36590.88 5.97 19.15 0.00 2.03 36492.40 4.52 18.86 -0.04 2.07 36393.92 2.22 18.48 -0.16 2.10 36295."4 -1.42 17.57 -0.22 2.28 35196.96 -4.67 17.14 -0.17 2.20 3398.48 -9.79 15."4 0.11 2.12 29

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are calculated as (ActuaL - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -26.08 44.72 -0.26 2.82 361477.21 -21.83 43.23 -0.31 2.82 361378.73 -17.98 41.49 -0.36 2.82 361280.25 -14.19 39.94 -0.39 2.78 361181.77 -10.66 38.36 -0.38 2.76 361083.29 -7.39 36.25 -0.37 2.75 36984.81 -4.06 33.95 -0.32 2.70 36886.33 -0.70 31.57 -0.28 2.68 36787.85 2.26 29.42 -0.23 2.61 36689.37 4.71 27.40 -0.20 2.64 36590.88 6.97 25.22 -0.11 2.65 36492.40 9.02 22.92 0.02 2.61 36393.92 11.40 20.36 0.18 2.62 36295.44 14.70 17.09 0.54 2.89 35196.96 16.75 15.46 0.66 3.08 3398.48 17.58 14.84 0.54 3.15 29

C- 18

$76FLIGHT ALTITUDE (ft) - crySTATISTIC DATA : MEAN, StarDARD DEVIATION, SKE.NWSS, and KURTOSIS



1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (Actual - Planned);



-27.10 434.75 43.17 0.17 2.04 24-21.68 428.74 44.23 0.24 2.07 26-16.26 422.68 45.18 0.32 2.08 28-10.84 417.44 46.75 0.37 1.97 28-5.42 412.54 48.15 0.35 1.89 280.00 406.75 49.61 0.35 1.83 285.42 402.70 51.63 0.28 1.72 29

10.84 395.34 53.20 0.29 1.73 2916.26 390.14 54.60 0.22 1.75 3121.68 385.67 59.85 0.32 2.00 3427.10 379.81 62.64 0.25 2.02 3632.52 369.29 64.48 0.25 2.12 3637.94 357.87 65.95 0.23 2.20 3643.36 345.47 67.11 0.19 2.26 3648.78 338.52 62.91 0.26 2.14 3454.20 323.64 62.42 0.23 2.14 3459.62 307.4" 61.64 0.20 2.17 3465.04 290.38 60.59 0.18 2.24 3470.46 273.48 59.20 0.18 2.32 3475.88 257.35 57.35 0.20 2.41 3481.30 241.04 54.98 0.22 2.51 3486.72 224.71 52.38 0.25 2.63 34

S76VERT. VELOCITY (ft/min) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-27.10 -212.66 310.87 -0.65 4.07 24-21.68 -241.88 293.05 -0.57 3.89 26-16.26 -300.84 284.09 -0.29 3.98 28-10.84 -356.78 280.66 -0.42 4.06 28

-5.42 -405.92 286.97 -0.15 3.31 280.00 -463.07 277.46 0.06 3.03 285.42 -515.74 285.52 -0.11 2.27 29

10.84 -553.05 331.28 -0.37 2.47 2916.26 -595.41 317.83 -0.31 1.97 3121.68 -626.03 307.28 -0.26 2.01 3427.10 -667.52 307.43 -0.32 2.00 3632.52 -698.36 283.84 -0.43 2.32 3637.94 -735.69 254.06 -0.34 2.34 3643.36 -784.86 238.00 -0.08 3.12 3648.78 -830.80 248.28 -0.08 2.63 3454.20 -887.12 260.11 0.04 2.23 3459.62 -908.32 268.95 -0.30 2.17 3465.04 -918.30 261.57 -0.61 2.91 3470.46 -858.46 240.21 -0.96 4.28 3475.88 -823.07 220.94 -0.87 4.04 3481.30 -807.71 235.58 -0.34 2.90 3486.72 -792.67 244.33 -0.39 2.83 34

C- 19

S76ALONG PATH SPEED (knot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNtdSS, and KURTOSIS

PATH ( 90deg, 12O2ft)CURVED APPROACH FLIGHT TESTS STARTED 1992

date provided by HELICOPTER's GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics waere estimated on angLe positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (ActuaL - PLanned);



-27.10 73.20 7.19 -0.27 2.03 24-21.68 72.78 6.93 -0.27 2.09 26-16.26 71.79 7.01 -0.11 1.97 28-10.84 71.13 7.11 -0.08 1.96 28-5.42 70.25 t. 7.21 -0.06 1.96 280.00 69.21 7.33 -0.05 1.94 285.42 68.11 7.43 -0.12 1.96 29

10.84 66.71 7.52 -0.11 2.00 2916.26 65.29 7.48 -0.10 1.96 3121.68 63.55 7.27 -0.01 1.84 3427.10 61.85 6.83 0.04 1.84 3632.52 60.18 6.52 0.14 1.91 3637.94 58.53 6.21 0.27 2.06 3643.36 57.05 6.08 0.29 2.18 3648.78 56.14 5.84 0.13 2.51 3454.20 54.91 5.61 -0.07 3.09 3459.62 53.65 5.49 -0.38 3.74 3465.04 52.39 5.47 -0.60 4.17 3470.46 51.10 5.53 -0.49 3.98 3475.88 49.88 5.62 -0.32 3.80 3481.30 48.47 5.69 -0.21 3.38 3486.72 47.07 5.72 -0.06 2.95 34

S76ALTITUDE ERROR (ft) - crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-27.10 -65.25 43.17 0.17 2.04 24-21.68 -71.26 44.23 0.24 2.07 26-16.26 -76.44 45.32 0.26 2.03 28-10.84 -82.56 46.75 0.37 1.97 28.- 5.42 -87.46 48.15 0.35 1.89 28

0.00 -92.80 49.60 0.35 1.83 285.42 -78.63 50.47 0.29 1.76 29

10.84 -67.32 50.86 0.33 1.80 2916.26 -54.09 51.17 0.29 1.80 3121.68 -40.36 55.88 0.41 2.07 3427.10 -28.01 58.05 0.35 2.06 3632.52 -20.10 59.43 0.35 2.14 3637.94 -13.08 60.60 0.32 2.19 3643.36 -7.04 61.57 0.27 2.20 3648.78 -4.29 62.91 0.26 2.14 3454.20 -1.71 62.42 0.23 2.14 3459.62 -0.44 61.64 0.20 2.17 3465.04 -0.03 60.59 0.18 2.24 3470.46 0.53 59.20 0.18 2.32 3475.88 1.86 57.35 0.20 2.41 3481.30 3.03 54.98 0.22 2.51 3486.72 4.15 52.38 0.25 2.63 34

C-20

S76RADIAL ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS




counted from the beginning of turns.2. Errors are caLcuLated as (Actual - Planned);



-27.10 29.32 165.33 -0.78 3.54 24

-21.68 -10.09 154.90 -0.92 3.83 26-16.26 -5.97 234.15 1.86 9.95 28-10.84 -67.24 148.36 -0.89 3.78 28-5.42 -87.58 148.18 -0.83 3.63 280.00 -101.40 148.85 -0.77 3.49 285.42 -104.79 149.75 -0.77 3.41 29

10.84 -109.29 150.58 -0.74 3.34 2916.26 -99.92 151.74 -0.78 3.31 31

21.68 -82.53 154.76 -0.79 3.27 34

- 27.10 -70.07 156.47 -0.75 3.25 3632.52 -69.15 153.58 -0.71 3.32 3637.94 -67.95 149.46 -0.66 3.41 3643.36 -66.63 143.37 -0.64 3.52 3648.78 -69.24 137.58 -0.60 3.45 34

54.20 -67.29 125.81 -0.72 3.57 34

59.62 -63.93 111.80 -0.94 3.75 34

65.04 -59.04 96.84 -1.22 4.11 3470.46 -53.17 81.64 -1.47 4.64 3475.88 -46.38 66.76 -1.65 5.19 34

81.30 -37.72 53.62 -1.74 5.65 34

86.72 -26.37 43.63 -1.69 5.72 34

S76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS




Extended Center Line from Heliport.2. Errors are calculated as (Actual - Planned);


DIST->PORT MEAN STO SKEWNESS KURTOSIS DATA COUNT

1181.77 212.57 49.05 0.24 2.82 361083.29 195.96 46.09 0.27 2.97 36

984.81 179.82 42.66 0.28 3.12 36

886.33 164.01 38.98 0.29 3.23 36

787.85 148.50 35.00 0.26 3.27 36

689.37 132.57 31.01 0.16 3.18 36

590.88 116.28 27.44 0.04 2.97 36492.40 100.59 23.82 -0.02 2.90 36

393.92 84.40 20.24 -0.14 2.77 36

295.44 67.92 16.16 -0.15 2.69 36

196.96 50.97 12.23 -0.20 2.56 3598.48 33.61 9.03 -0.69 3.04 26

C-2 I

S76ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (ActuaL - PLanned);


DIST->PORT MEAN STO SKEUNESS KURTOSIS DATA COUNT1181.77 44.92 5.40 0.20 3.05 361083.29 44.14 5.36 0.29 3.12 36984.81 43.32 5.37 0.37 3.13 36886.33 42.28 5.61 0.40 3.03 36787.65 41.11 5.42 0.37 3.34 36689.37 39.47 5.21 0.28 3.43 36590.88 37.54 5.17 0.18 2.74 36492.40 34.81 4.96 "0.24 2.47 36393.92 31.80 4.74 0.34 2.85 36295.44 28.45 4.30 0.38 3.03 36196.96 23.77 3.93 0.06 3.03 3598.48 18.25 3.95 -0.04 3.70 26

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUHNSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calculated as (Actual - Planned);


DIST->PORT MEAN STD SKEUNESS KURTOSIS DATA COUNT1181.77 -14.35 36.94 -1.51 5.33 361083.29 -2.91 31.47 -0.81 3.68 36984.81 3.84 28.39 -0.12 2.90 36886.33 7.33 26.46 0.32 2.98 36787.85 8.77 24.54 0.48 3.23 36689.37 9.36 22.67 0.38 3.02 36590.88 9.33 21.14 0.10 2.36 36492.40 8.06 19.91 -0.09 1.91 36393.92 5.42 18.41 -0.15 1.75 36295.44 1.45 17.26 -0.11 1.79 36196.96 -3.50 17.10 0.03 1.94 3598.48 -10.26 18.37 0.27 1.79 26

C-22

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are caLcuLated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 5.81 49.05 0.24 2.82 361083.29 6.46 45.98 0.25 2.95 36984.81 7.37 42.41 0.26 3.08 36886.33 8.56 38.59 0.25 3.16 36787.85 10.06 34.49 0.19 3.18 36689.37 11.17 30.42 0.06 3.09-. 36590.88 11.97 26.96 -0.09 2.91 36492.40 13.51 23.55 -0.18 2.86 36393.92 14.78 20.30 -0.31 2.76 36295.44 16.04 16.57 -0.31 2.63 36196.96 17.14 12.98 -0.28 2.29 3598.48 18.36 10.65 -0.66 2.86 26

S76FLIGHT ALTITUDE (ft) - crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


data provided by'HELICOPTER's GROUPFAA TECH CNTR, AtLantic City Airport, NJ.

1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are calculated as (Actual - PLanned);


ANG POSITION MEAtI STD SKEUNESS KURTOSIS DATA COUNT

-21.77 432.02 43.45 0.53 2.41 31-17.42 428.92 44.55 0.54 2.39 31-13.06 425.46 45.81 0.52 2.35 31-8.71 418.89 48.16 0.47 2.28 32-4.35 415.69 50.66 . 0.34 2.07 33

0.00 409.72 52.90 0.26 2.06 334.35 403.08 55.82 0.18 2.13 338.71 396.99 58.62 0.04 2.27 34

13.06 388.59 6 - -- -0.02 2.49 3417.42 379.72 64.73 -0.06-- 2..67 34,21.77 370.62 67.43 -0.07 2.85 3426.12 361.23 69.53 -0.07 2.99 3430.48 351.44 71.05 -0.07 3.13 3434.83 341.12 72.21 -0.06 3.29 3439.18 329.91 73.27 -0.07 3.46 3443.54 317.91 74.03 -0.06 3.60 3447.89 315.38 62.60 0.72 3.48 3252.25 301.02 62.41 0.75 3.48 3256.60 285.44 61.54 0.76 3.41 3260.95 268.83 59.51 0.72 3.24 3265.31 251.77 57.09 0.70 3.20 3269.66 234.06 54.56 0.67 3.25 3274.01 216.51 51.61 0.62 3.31 3278.37 198.71 47.12 0.59 3.42 3282.72 181.17 41.73 0.56 3.41 3287.08 163.96 36.80 0.44 3.23 32

("-23

S76VERT. VELOCITY (ft/sin) - crySTATISTIC DATA : NEAN, StanDARD DEVIATION, SKEIWNSS, and KURTOSIS

PATH ( 90deg, amOft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLculated as (ActuaL - Planned);



-21.77 -216.61 268.45 -0.79 4.39 31-17.42 -237.81 288.60 -0.68 3.79 31-13.06 -293.72 271.96 -0.63 3.06 31-8.71 -358.55 305.14 -0.25 3.27 32-4.35 -416.64 351.00 0.00 3.33 33

0.00 -460.51 376.26 0.17 3.19 334.35 -520.79 402.02 0.25 3.36 338.71 -584.59 397.99 0.31 3.49 34

13.06 -628.64 358.09 0.57 4.18 3417.42 -644.49 318.52 0.58 4.02 3421.77 -660.86 281.78 0.66 3.84 3426.12 -663.46 243.83 0.81 3.15 3430.48 -691.69 237.44 0.97 3.28 3434.83 -715.77 245.27 0.71 2.60 3439.18 -752.41 254.15 0.52 2.61 3443.54 -793.55 269.87 0.55 3.12 3447.89 -875.15 296.17 0.61 3.39 3252.25 -884.34 290.12 0.12 2.72 3256.60 -937.04 258.74 0.07 1.73 3260.95 -7894.56 252.31 -0.50 2.29 3265.31 -911.77 229.72 -0.79 2.65 3269.66 -886.22 232.42 -0.78 2.71 3274.01 -858.94 234.76 -0.73 2.55 3278.37 -821.61 281.35 -0.64 2.73 3282.72 -766.27 306.76 -0.72 3.15 3287.08 -725.06 266.87 -0.87 2.93 32

S76ALONG PATH SPEED (knot)- crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KUR.TOSIS


-21.77 73.46 7.69 -0.29 2.19 31-17.42 73.07 7.67 -0.33 2.15 31-13.06 72.53 7.64 -0.33 2.07 31-8.71 71.39 8.03 -0.34 2.00 32-4.35 70.91 8.06 -0.41 2.06 330.00 70.19 8.16 -0.42 2.07 334.35 69.41 8.27 -0.42 2.08 338.71 -83 ... ....8 22---..... • . . 1.96 34

13.-06 67.36 8.22 -0.28 1.9s 3417.42 66.27 8.08 -0.23 1.96 3421.77 65.08 7.90 -0.14 1.97 3426.12 63.74 7.76 -0.07 2.05 3430.48 62.37 7.62 -0.01 2.11 3434.83 61.00 7.43 0.04 2.17 3439.18 59.70 7.13 0.00 2.21 3443.54 58.37 6.88 -0.07 2.31 3447.89 57.77 6.04 0.09 - 2.41 3252.25 56.16 5.73 0.19 2.65 3256.60 54.44 5.60 0.24 2.65 3260.95 52.62 5.52 0.26 2.35 3265.31 51.07 5.32 0.18 2.08 3269.66 49.52 5.23 -0.01 1.82 3274.01 47.93 5.19 -0.06 1.73 3278.37 46.12 5.25 -0.11 1.95 3282.72 44.08 5.14 -0.08 2.05 3287.08 41.90 4.94 0.15 2.07 32

C- 24







-21.77 -67.98 43.45 0.53 2.41 31-17.42 -71.08 44.55 0.54 2.39 31-13.06 -74.54 45.81 0.52 2.35 31

-!.71 -81.11 48.16 0.47 2.28 32-4.35 -84.31 50.66 0.34 2.07 330.00 -89.85 52.86 0.27 2.06 334.35 -78.45 54.08 0.30 2.03 338.71 -66.13 55.08 0.29 2.02 34

13.06 -56.09 56.30 0.36 2.11 3417.42 -46.52 57.63 0.43 2.24 3421.77 -37.18 58.75 0.51 2.41 3426.12 -28.14 59.51 0.57 2.60 3430.48 -19.49 59.92 0.62 2.84 3434.83 -11.37 60.17 0.66 3.13 3439.18 -4.13 60.39 0.69 3.38 3443.54 2.31 60.62 0.71 3.56 3447.89 6.95 62.60 0.72 3.48 3252.25 10.00 62.41 0.75 3.48 3256.60 11.84 61.54 0.76 5.'1 3260.95 . 1a.64 59.51 0.72 3.24 3265.31 13.00 57.09 0.70 3.20 3269.66 12.71 54.56 0.67 3.25 3274.01 12.56 51.61 0.62 3.31 3278.37 12.19 47.12 0.59 3.42 3282.72 12.06 41.72 0.56 3.41 3287.08 12.26 36.80 0.44 3.23 32



-21.77 -20.93 129.97 -0.35 2.16 31-17.42 -58.70 126.27 -0.31 2.12 31-13.06 -88.26 124.95 -0.25 2.03 31-8.71 -96.74 146.27 0.53 3.59 32-4.35 -118.11 148.43 0.63 3.50 330.0c -129.88 149.75 0.64 3.28 334.35 -137.61 150.31 0.62 2.95 338.71 -136.76 150.52 0.48 2.39 34

13.06 -138.84 148.84 0.44 2.12 3417.42 -138.40 147.48 0.45 2.06 3421.77 -135.73 146.65 0.52 2.16 3426.12 -131.26 145.98 0.61 2.32 3430.48 -125.44 144.86 0.67 2.46 3434.83 -118.71 142.64 0.70 2.49 3439.18 -111.26 138.90 0.67 2.42 3443.54 -102.83 133.43 0.60 2.28 3447.89 -99.62 127.50 0.63 2.25 3252.25 -88.54 118.76 0.50 2.06 3256.60 -76.58 108.32 0.34 1.88 3260.95 -64.43 95.98 0.15 1.78 3265.31 -52.74 81.86 -0.05 1.81 3269.66 -42.31 67.75 -0.27 1.99 3274.01 -33.61 55.57 -0.47 2.26 3278.37 -25.92 45.51 -0.50 2.61 3282,12 -18.28 37.25 -0.37 3.10 3287.08 -10.13 31.06 -0.22 3.51 32

C-25

$76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEVNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are calcuLated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 314.92 31.12 0.00 1.00 21477.21 284.63 20.18 0.00 1.00 21378.73 254.SO 13.74 0.00 1.00 21280.25 228.09 10.66 0.00 1.00 21181.77 209.09 8.09 0.00 1.00 21083.29 193.96 8.68 0.00 1.00 2984.81 179.73 9.22 0.00 1.00 2886.33 167.76 6.74 0.00 1.00 2787.85 150.15 31.59 0.33 3.35 36689.37 133.95 27.58 0.10 2.97 36590.88 117.75 24.22 -0.04 2.65 36492.40 100.90 20.90 -0.16 2.56 36393.92 84.37 17.19 -0.06 2.71 36295.44 67.49 13.77 0.17 2.95 361%.Q6 50.73 10.97 0.42 3.14 3598.48 35.58 10.30 0.55 2.87 28

S76ALONG TRACK VELOCITY(KNOT) -strSTATISTIC DATA - MEAMN, StanDARD DEVIATION, SKEWNISS, and KURTOSIS

PATH ( 90deg, 8C0ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at locations in ft onExtended Center Line from Heliport.2. Errors are caLcuLated as (ActuaL - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DmTA COUNT1575.69 24.49 8.00 0.00 1.00 21477.21 29.46 5.52 0.00 1.00 21378.73 31.70 3.45 0.00 1.00 21280.25 35.13 3.51 0.00 1.00 21181.77 37.05 2.92 0.00 1.00 21083.29 37.18 1.00 0.00 1.00 2984.81 37.23 0.45 0.00 1.00 2886.33 35.63 0.28 0.00 1.00 2787.85 39.44 4.63 0.28 2.24 36689.37 37.90 4.61 0.20 2.36 36590.88 36.00 4.64 0.27 2.34 36492.40 33.93 4.49 0.22 2.14 36393.92 31.17 4.58 0.12 2.07 36295.44 27.81 4.72 0.27 2.57 36196.96 23.14 5.42 0.40 2.48 3598.48 17.97 5.39 0.95 3.55 28

C - :

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH ( 90deg, 80Mft)CURVED APPROACH FL1GHT TESTS STARTED 1992




DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -146.25 42.00 0.00 1.00 21477.21 -171.62 81.08 0.00 1.00 21378.73 -154.50 90.48 0.00 1.00 21280.25 -123.48 87.74 0.00 1.00 21181.77 -?5.87 74.48 0.00 1.00 21083.29 -72.23 59.54 0.00 1.00 2984.81 -52.91 43.46 0.00 1.00 2886.33 -35.17 27.65 0.00 1.00 2787.85 -3.24 26.82 -0.13 3.74 36689.37 3.20 24.32 -0.04 4.03 36590.88 6.00 22.58 0.09 4.11 36492.40 6.11 20.87 0.19 3.63 36393.92 4.38 19.21 0.06 3.07 36295. " 1.37 17.72 -0.23 2.77 36196.96 -2.32 16.55 -0.49 2.75 3598.48 -8.04 15.68 -0.45 2.33 28

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH ( 90deg, 8OWft)CURVED APPROACH FLIGHT TESTS STARTED 1992



- on speed or velocity means reducing.

DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1575.69 -38.28 13.38 0.00 1.00 21477.21 -19.16 4.28 0.00 1.00 21378.73 -13.12 0.94 0.00 1.00 21280.25 -10.76 1.63 0.00 1.00 21181.77 -5.86 2.92 0.00 1.00 21083.29 0.17 " 5.93 0.00 1.00 2984.81 5.46 7.99 0.00 1.00 2886.33 12.05 6.40 0.00 1.00 2787.85 12.29 31.58 0.33 3.35 36689.37 13.27 27.52 0.09 2.96 36590.88 14.18 24.12 -0.05 2.66 36492,40 14.49 20.79 -0.18 2.57 36393,92 15.21 17.15 -0.07 2.73 36295.44 15.71 13.87 0.16 2.90 36196.96 16.47 11.24 0.44 2.93 3598.48 19.13 10.88 0.48 2.66 28

(-7

s56FLIGHT ALTITUOE (ft) - crvSTATISTIC DATA : KEA, StanDARD DEVIATION, SKEUWHSS, and KURTOSIS

PATH (180deg, 1600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are caLculated as (ActuaL - Planned);

I- -on speed or velocity means reducing.


-71.70 470.66 7.01 0.00 1.00 2-57.36 461.91 3.82 0.00 1.00 2-43.02 437.35 3.70 0.00 1.00 2-28.68 398.63 10.06 0.00 1.00 2-14.34 417.42 46.18 0.08 1.92 6

0.00 426.02 63.57 -0.10 2.17 3614.34 419.70 65.55 -0.09 2.28 3528.68 416.84 66.80 -0.14 2.36 3643.02 412.31 68.94 -0.12 2.41 3657.36 414.31 64.96 0.16 2.26 3471.70 402.74 68.69 0.26 2.23 3486.04 379.29 71.23 0.35 2.42 34

100.38 344.44 69.59 0.42 2.65 34114.71 309.31 66.12 0.28 2.50 34129.05 282.78 63.11 0.24 2.66 34143.39 263.94 60.77 0.35 2.67 34157.73 250.01 58.70 0.46 2.67 34172.07 238.82 56.39 0.55 2.74 34

S76VERT. VELOCITY (ft/min) -crv

STATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWUNSS, and KURTOSIS






-71.70 -162.21 19.22 0.00 1.00 2-57.36 -494.57 141.66 0.00 1.00 2-43.02 -984.60 75.95 0.00 1.00 2-28.68 -1241.05 9.54 0.00 1.00 2-14.34 -383.64 569.77 -0.57 1.49 6

0.00 -261.91 292.80 -1.39 5.66 3614.34 -267.45 234.14 -0.82 3.13 3528.68 -251.86 269.51 -0.77 2.79 3643.02 -248.39 312.51 -0.09 2.25 3657.36 -312.82 320.39 -0.23 2.39 3471.70 -550.27 393.00 -0.43 2.89 3486.04 -935.27 427.95 -0.11 2.40 34

100.38 -1125.36 404.93 -0.27 2.63 34114.71 -1050.58 376.93 -0.49 2.64 34129.05 -865.34 378.91 -0.30 2.48 34143.39 -727.51 366.59 -0.68 2.72 34157.73 -639.27 317.85 -0.50 2.90 34172.07 -566.67 315.49 0.16 2.55 34

C-2

S76ALONG PATH SPEED (knot)- crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (l&0deg, 1600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992



counted from the beginning of turns.2. Errors are calculated as (Actual - Planned);



-71.70 60.03 1.48 0.00 1.00 2

-57.36 50.71 0.25 0.00 1.00 2

-43.02 47.35 0.01 0.00 1.00 2

-28.68 49.13 2.13 0.00 1.00 2

-14.34 69.37 15.43 -0.16 1.36 6

0.00 70.06 10.11 -0.19 2.35 3614.34 68.29 10.29 -0.05 2.33 35

28.68 65.42 10.29 0.14 2.57 36

43.02 61.30 10.48 0.32 2.93 3657.36 55.98 10.44 0.48 3.21 34

71.70 48.98 9.39 0.47 2.98 34

86.04 45.00 6.02 0.19 1.98 34

100.38 45.55 5.84 0.11 2.16 34

114.71 47.82 6.31 -0.15 2.48 34

129.05 49.52 6.07 -0.04 2.28 34

143.39 50.59 6.73 -0.32 2.42 34157.73 51.02 6.39 -0.39 2.48 34

172.07 51.11 6.42 -0.60 2.71 34

S76ALTITUDE ERROR (ft) - crvSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (180deg, 1600ft)




counted from the beginning of turns.2. Errors are calculated as (Actual - Planned);



-71.70 -29.34 7.01 0.00 1.00 2

-57.36 -38.09 3.82 0.00 1.00 2-43.02 -62.65 3.70 0.00 1.00 2-28.68 -101.37 10.06 0.00 1.00 2-14.34 -43.73 69.85 -0.47 1.55 6

0.00 -73.19 63.94 -0.08 2.16 3614.34 -59.77 61.54 0.03 2.36 35

28.68 -42.27 60.07 -0.01 2.54 36

43.02 -26.35 61.00 0.00 2.47 3657.36 -15.59 64.96 0.16 2.26 3471.70 -9.63 68.69 0.26 2.23 3486.04 -15.55 71.23 0.35 2.42 34

100.38 -32.88 69.59 0.42 2.65 34114.71 -50.48 66.12 0.28 2.50 34129.05 -59.49 63.11 0.24 2.66 34

143.39 -60.80 60.77 0.35 2.67 34157.73 -57.21 58.70 0.46 2.67 34

172.07 -50.87 56.39 0.55 2.74 34

C - -g






ANG POSITION MEAN STO SKEUNESS KURTOSIS DATA COUNT

-71.70 147.36 68.47 0.00 1.00 2-57.36 198.33 79.30 0.00 1.00 2-43.02 202.66 69.79 0.00 1.00 2-28.68 156.28 43.69 0.00 1.00 2-14.34 1272.47 1176.29 0.39 1.43 6

0.00 8.21 80.90 2.32 10.86 3614.34 -4.38 53.25 0.58 3.42 3528.68 10.92 55.66 0.60 3.10 3643.02 46.37 62.68 0.38 2.50 360T.36 103.96 74.46 0.11 2.29 3471.70 159.21 100.41 0.30 2.38 3486.04 186.92 132.43 0.65 2.74 34

100.38 171.24 144.00 0.72 2.91 34114.71 124.03 126.51 0.41 2.46 34129.05 70.44 104.44 0.44 3.10 34143.39 23.02 80.41 0.29 2.72 34157.73 -7.22 72.95 1.27 6.10 34172.07 -18.28 76.20 2.33 10.40 34

S76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS





DIST->PORT MEAN STO SKEWNESS KURTOSIS DATA COUNT1575.69 233.19 53.58 0.49 2.69 361477.21 222.51 50.21 0.53 2.72 361378.73 211.55 47.17 0.54 2.75 361280.25 200.47 44.38 0.55 2.76 361181.77 188.81 41.67 0.56 2.77 361083.29 176.43 38.69 0.55 2.76 36

984.81 163.86 3r.70 0.50 2.71 36886.33 151.41 33.02 0.52 2.68 36787.85 138.72 29.81 0.51 2.61 36689.37 125.86 26.88 0.50 2.54 36590.88 112.67 23.77 0.44 2.45 36492.40 99.02 20.96 0. 44 2.41 36393.92 84.37 18.12 0.44 2.51 36295.44 68.55 15.22 0.28 2.47 36196.96 51.83 12.56 -0.01 2.03 3598.48 33.95 q0.92 -0.23 2.37 35

C-30


PATH (080de, 1600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated at Locations in ft on

Extended Center Line from Heliport.

2. Errors are calculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT

1575.69 50.02 6.10 -0.80 3.08 36

1477.21 49.52 5.93 -0.66 2.69 36

1378.73 48.75 5.54 -0.53 2.58 36

1280.25 47.89 5.39 -0.32 2.54 36

1181.77 46.69 5.31, -0.11 2.57 36

1083.29 45.41 5.38 -- 0.07 2.66 36

984.81 4.13 5.27 0.39 2.73 36

886.33 42.75 5.25 0.46 2.68 36

787.85 41.10 5.23 0.59 2.86 36

689.37 38.56 5.33 0.64 2.89 36

590.88 36.36 4.95 0.74 3.06 36

492.40 33.41 4.84 0.69 3.11 36

393.92 30.21 4.50 0.85 3.47 36

295. " 26.22 4.38 1.14 4.68 36

196.96 21.83 4.48 0.86 3.95 35

98.48 15.32 4.85 0.37 2.91 35

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (180deg, l600ft)CURVED APPROACH FLIGHT TESTS STARTED 1992



Extended Center Line from Heliport.2. Errors are calculated as (Actual - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUN.

1575.69 -14.41 76.08 2.82 12.78 361477.21 -7.20 74.85 3.04 13.76 36

1378.73 -2.18 71.79 3.09 14.02 36

1280.25 1.35 66.32 3.06 13.91 36

1181.77 3.60 58.82 2.92 13.32 36

1083.29 ". 4.69 50.09 2.60 11.96 36

984.81 4.97 41.g5 2.10 9.71 36

886.33 4.79 33.36 1.31 6.36 36

787.85 4.41 26.90 0.37 3.02 36

689.37 3.81 22.58 -0.21 1.69 36

590.88 2.96 20.81 -0.11 1.84 36

492.40 1.22 20.73 -0.01 1.80 36

393.92 -1.11 21.44 -0.18 2.18 36

295.44 -3.38 21.17 -0.10 2.15 36196.96 -6.29 20.49 0.13 1.78 35

98.48 -8.57 18.74 0.08 1.81 35

C-3 1

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS

PATH (18deg, 1600ft)CURVED APPROACH FLIGHT TESTS STARTýD 1992



Extended Center Line from HeLiport.2. Errors are caLculated as (ActuaL - PLanned);

.- 'on speed or veLocity means reducing.

DIST->PORT MEAN STD SKEUNESS KURTOSIS DATA COUNT

1575.69 -42.27 53.57 0.50 2.70 36

1477.21 -35.03 50.01 0.54 2.77 36

1378.73 -28.60 46.57 0.57 2.84 36

1280.25 -22.64 43.34 0.59 2.90 361181.77 -17.48 40.41 0.60 2.93 36

1083.29 -13.09 37.45 0.55 2.91 36984.81 -8.85 34.67 0. 44 2.81 36

886.33 -4.39 32.34 0.40 2.74 36787.85 -0.09 29.63 0.30 2.60 36

689.37 4.22 27.66 0.20 2.43 36590.88 8.44 25.77 0.06 2.26 36492.40 12.79 24.52 -0.04 2.10 36393.92 16.68 23.95 -0.05 2.03 36295.44 19.51 22.71 -0.21 1.98 36196.96 22.05 21.96 -0.34 1.77 3598.48 23.20 20.92 -0.35 1.96 35

S76FLIGHT ALTITUDE (ft) - cry

STATISTIC DATA M&AN, StanDARD DEVIATION, SKEUNWSS, and KURTOSIS



1. These statistics were estimated on angLe positions in degrees

counted froa the beginning of turns.

2. Errors are caLcuLated as (ActuaL - PLanned);.- 'on speed or veLocity means reducing.


-54.20 341.64 15.49 0.00 1.00 2

-43.36 315.33 14.99 0.00 1.00 2

-32.52 290.13 10.52 0.00 1.00 2

-21.68 267.67 3.90 0.00 1.00 2

-10.84 247.38 2.29 0.00 1.00 2

0.00 421.18 68.09 -0.90 4.72 34

10.84 416.34 69.10 -1.00 5.10 34

21.68 410.90 69.73 -1.09 5.37 34

32.52 404.60 70.30 -1.17 5.48 34

43.36 398.34 71.32 -1.22 5.45 35

54.20 400.23 51.60 0.26 2.20 33

65.04 384.74 54.83 0.20 2.16 33

75.88 365.02 57." 0.21 2.18 33

86.72 341.61 58.27 0.31 2.34 33

97.57 317.29 57.89 0.40 2.54 33

108.41 295.36 56.17 0.44 2.65 33

119.25 276.41 53.99 0.47 2.70 33

130.09 260.30 52.46 0.52 2.68 33

140.93 246.24 51.12 0.55 2.60 33151.77 234.27 49.70 0.50 2.50 33

162.61 223.28 47.54 0.42 2.43 33

173.45 212.41 45.22 0.35 2.39 33

C- 2

S76VENT. VELOCITY (ft/min) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNWSS, and KURTOSIS

PATH (180deg, l200ft)CURVED APPROACH FLIGHT TESTS STARTED 1992





-54.20 -1231.07 81.05 0.00 1.00 2-43.36 -1227.82 73.32 0.00 1.00 2

-32.52 -1125.99 198.80 0.00 1.00 2

-21.68 -1062.28 172.20 0.00 1.00 2-10.84 -918.99 162.33 0.00 1.00 2

0.00 -259.84 265.82 -0.39 2.74 3410.84 -284.53 261.28 -0.36 3.06 34

21.68 -307.56 315.83 -0.56 3.64 34

32.52 -355.39 356.74 -0.74 4.03 34

43.36 -446.98 400.33 -0.99 4.05 35

54.20 -583.51 425.86 -0.91 3.21 3365.04 -750.32 415.22 0.09 3.40 3375.88 -876.20 355.96 1.13 5.36 33

86.72 -965.55 314.54 0.32 4.07 3397.57 -963.21 285.21 -1.36 4.91 33

108.41 -884.45 312.18 -1.30 5.34 33

119.25 -795.65 308.46 -1.24 5.56 33

130.09 -738.14 315.11 -1.37 6.63 33

140.93 -621.52 278.47 -0.66 3.44 33

151.77 -589.77 243.24 -0.90 3.11 33

162.61 -574.53 250.52 -0.65 3.48 33

173.45 -555.14 225.01 -0.72 3.93 33

S76ALONG PATH SPEED (knot)- cry

STATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-54.20 61.27 0.52 0.00 1.00 2

-43.36 60.47 1.38 0.00 1.00 2

-32.52 59.93 1.94 0.00 1.00 2

-21.68 59.13 2.21 0.00 1.00 2

-10.84 57.33 2.36 0.00 1.00 2

0.00 72.47 10.08 0.04 2.10 34

10.84 70.17 10.50 0.10 1.99 34

21.68 67.20 10.93 0.21 1.91 34

32.52 63.74 11.15 0.24 2.03 34

43.36 60.08 10.41 0.32 2.46 35

54.20 57.39 8.91 0.28 2.88 33

65.04 54.45 6.78 0.34 2.61 33

75.88 52.56 5.67 0.35 2.32 33

86.72 52.18 5.51 0.16 2.90 33

97.57 52.99 5.32 -0.03 2.86 33

108.41 53.34 5.42 -0.24 2.74 33

119.25 52.85 5.61 -0.22 2.60 33

130.09 51.66 5.93 -0.09 2.31 33

140.93 50.40 6.03 -0.13 2.25 33

151.77 49.58 5.82 -0.07 2.58 33

162.61 48.46 5.91 -0.20 3.56 33

173.45 47.49 5.53 0.14 3.32 33

C-33

$76ALTITUDE ERROR (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (180deg, 120Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angle positions in degreescounted from the beginning of turns.2. Errors are calculated as (Actuat - Planned);

'- on speed or veLocity means reducing.


-54.20 -158.36 15.49 0.00 1.00 2-43.36 -184.67 15.00 0.00 1.00 2-32.52 -209.87 10.52 0.00 1.00 2-21.68 -232.33 3.90 0.00 1.00 2-10.84 -252.63 2.29 0.00 1.00 2

0.00 -78.48 68.00 -0.89 4.71 3410.84 -63.11 60.78 -0.37 3.70 3421.68 -48.01 54.17 0.18 2.94 3432.52 -33.76 49.30 0.52 2.60 3443.36 -19.82 47.98 0.40 2.42 3554.20 -12.44 51.60 0.26 2.20 3365.04 -10.46 54.83 0.20 2.16 3375.88 -12.72 57.44 0.21 2.18 3386.72 -18.66 58.27 0.31 2.34 3397.57 -25.52 57.89 0.40 2.54 33

108.41 -29.99 56.17 0.44 2.65 33119.25 -31.47 53.99 0.47 2.70 33130.09 -3d.12 52.46 0.52 2.68 33140.93 -26.71 51.12 0.55 2.60 33151.77 -21.21 49.70 0.50 2.50 33162.61 -14.74 47.54 0.42 2.43 33173.45 -8.14 45.22 0.35 2.39 33

S76RADIAL ERROR (ft) - crySTATISTIC DATA MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS


-54.20 168.23 11.50 0.00 1.00 2-43.36 142.82 33.34 0.00 1.00 2-32.52 112.62 48.17 0.00 1.00 2-21.68 82.78 54.58 0.00 1.00 2-10.84 57.61 54.38 0.00ý. 1.00 2

0.00 107.92 63.58 0.76' 4.87 3410.84 101.34 57.09 0.40 3.58 3421.68 104.79 55.59 -0.04 2.36 3432.52 115.34 69.31 0.06 2.79 3443.36 132.12 101.07 0.26 3.56 3554.20 161.25 147.64 0.66 5.14 3365.04 176.57 197.25 0.99 5.88 3375.88 177.57 229.02 1.04 5.66 3386.72 159.90 234.60 0.89 4.84 3397.57 123.93 210.89 0. 44 3.23 33

108.41 80.79 176.75 0.01 2.35 331 .25 42.70 146.97 -0.25 2.22 33j.09 12.08 119.35 -0.50 2.31 33

140.93 -11.51 94.06 -0.75 2.67 33151.77 -28.76 70.97 -1.00 3.27 33162.61 -36.79 53.09 -1.17 4.18 33173.45 -34.75 41.42 -1.24 5.73 33

S76FLIGHT ALTITUDE (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are calculated as (Actual - Planned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 201.97 42.43 0.35 2.43 351083.29 188.92 39.56 0.25 2.46 35984.81 174.90 36.31 0.19 2.59 35886.33 160.92 33.12 0.20 2.82 35787.85 147.29 29.88 0.28 3.19 35689.37 133.06 -. 26.92 0.43 3.56 35590.88 118.32 23.82 0.57 3.97 35492.40 102.54 20.81 0.53 3.78 35393.92 86.14 17.05 0.41 3.26 35295.44 69.26 13.38 0.26 2.63 35196.96 51.34 10.44 0.09 1.99 35

98.48 32.75 8.05 0.21 1.64 34


PATH (180deg, 120Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992




DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 45.56 5.06 0.41 4.08 351083.29 44.80 4.94 0.57 4.33 35984.81 43.72 4.91 0.64 4.37 35886.33 42.22 5.22 0.55 4.77 35787.85 40.77 4.98 0.96 4.45 35689.37 38.60 4.96 0.82 3.45 35590.88 36.15 5.00 0.83 3.02 35492.40 33.33 5.04 0.81 3.90 35393.92 30.06 5.06 0.74 3.81 35295.44 26.37 4.78 0.87 3.89 35196.96 21.82 4.05 0.72 3.73 3598.48 15.88 3.76 0.62 3.39 34

C-35


PATH (180deg, 1200ft)



1. These statistics were estimated at Locations in ft onExtended Center Line from HeLiport.2. Errors are calcuLated as (ActuaL - PLanned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 -24.15 35,09 -1.36 7.33 351083.29 -12.30 32.05 -1.15 6.76 35984.81 -4.67 32.34 -0.77 5.05 35886.33 0.26 32.38 -0.49 3.98 35787.85 2.77 31.05 -0.32 3.36 35689.37 3.51 28.77 -0.20 3.00 35590.88 3.27 - 26.04 -0.09 2.51 35492.40 2.39 24.12 0.01 2.04 35393.92 0.77 22.53 -0.06 1.86 35295.44 -1.73 21.00 -0.10 1.69 35196.96 -4.77 20,37 -0.09 1.70 3598.48 -9.25 18.55 -0.06 1.78 34

S76ALTITUDE ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS



1. These statistics were estimated at Locations in ft onExtended Center Line from Heliport.2. Errors are caLculated as (Actual - Planned);


DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT1181.77 -4.66 42.47 0.34 2.43 351083.29 -0.06 39.52 0.22 2.41 35984.81 3.06 36.03 0.12 2.49 35886.33 6.00 32.74 0.07 2.64 35787.85 9.29 29.61 0.10 2.90 35689.37 12.09 27.08 0.21 3.12 35590.88 14.51 24.54 0.30 3.37 35492.40 16.07 22.28 0.19 3.05 35393.92 17.25 19.12 -0.02 2.53 35295. 4 18.35 15.97 -0.21 2.23 35196.96 18.77 14.07 -0.25 1.97 35

98.48 19.26 12.80 -0.10 1.92 34

C-36

S76FLIGHT ALTITUDE (ft) - crySTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (180deg, 8OWft)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER's GROUP

FAA TECH CHTR, Atlantic City Airport, NJ.


counted from the beginning of turns.

2. Errors are calculated as (Actual - Planned);'- on speed or velocity means reducing.


-43.54 315.61 29.74 0.00 1.00 2

-34.83 297.45 30.90 0.00 1.00 2

-26.12 281.77 29.55 0.00 1.00 2

-17.42 266.50 27.88 0.00 1.00 2

-8.71 248.55 28.89 0.00 1.00 2

0.00 425.21 70.63 -0.81 5.26 35

8.71 422.62 73.76 -0.94 5.55 36

17.42 417.29 76.77 -1.01 5.72 36

26.12 411.21 79.51 -1.04 5.79 36

34.83 404.21 82.10 -1.03 5.70 36

43.54 395.30 84.61 -0.97 5.56 36

52.25 396.74 62.92 0.83 3.04 34

60.95 379.72 65.62 0.88 3.08 34

69.66 360.81 67.68 0.87 3.07 34

78.11 341.62 68.20 0.84 3.02 34

87.08 322.46 67.81 0.84 3.02 34

95.78 303.63 66.34 0.86 3.05 34

104.49 285.85 64.17 0.95 3.25 34

113.20 269.09 62.08 1.04 3.54 34

121.91 252:40 59.84 1.10 3.77 34

130.61 235.86 57.81 1.18 4.04 34

139.32 219.78 56.23 1.23 4.22 34

148.03 204.62 55.01 1.28 4.41 34

156.74 190.17 53.84 1.32 4.60 34

165.44 176.24 52.32 1.35 4.81 34

174.15 162.04 49.29 1.35 4.79 34

S76VERT. VELOCITY (ft/min) -crv

STATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS


-43.54 -935.56 25.18 0.00 1.00 2

-34.83 -757.94 57.94 0.00 1.00 2

-26.12 -726.48 155.56 0.00 1.00 2

-17.42 -718.78 131.81 0.00 1.00 2

-8.71 -914.62 14.75 0.00 1.00 20.00 -247.42 335.59 -0.96 3.24 35

8.71 -299.78 326.34 -1.07 3.45 36

17.42 -323.04 287.52 -1.23 3.93 36

26.12 -348.06 285.27 -1.16 4.30 3634.83 -385.08 302.96 -0.83 3.68 36

43.54 -493.03 322.96 -0.31 2.82 36

52.25 -657.30 367.40 0.29 2.90 34

60.95 -756.62 327.74 0.49 2.95 34

69.66 -814.89 263.35 -0.22 2.76 3478.37 -838.09 246.02 -0.62 3.10 34

87.08 -847.19 246.13 -0.32 2.13 34

95.78 -830.00 278.40 -0.10 2.05 34

104.49 -794.79 271.81 0.08 2.65 34

113.20 -767.68 252.74 -0.32 2.88 34

121.91 -753.17 273.04 -0.21 2.21 34

130.61 -743.83 235.11 0.11 2.13 34139.32 -681.17 259.39 -0.44 2.24 34

148.03 -669.40 229.28 -0.81 3.03 34156.74 -639.99 197.58 -1.52 5.66 34

165.44 -622.88 183.62 -1.01 4.13 34

174.15 -628.30 218.57 -1.39 4.93 34

C-3 7

S76ALONG PATH SPEED (knot)- crySTATIS7IC DATA : MEAN, StanDARD DEVIATION, SKEWNYSS, and KURTOSIS

PATH ( ladeg, &)Oft)CURVED APPROACH FLIGHT TESTS STARTED 1992


1. These statistics were estimated on angLe positions in degreescounted from the beginning of turns.2. Errors are caLcuLated as (ActuaL - PLanned);



-43.54 64.73 0.44 0.00 1.00 2

-34.83 62.50 0.05 0.00 1.00 2-26.12 59.94 0.83 0.00 1.00 2-17.42 57.02 1.32 0.00 1.00 2

-8.71 53.69 1.52 0.00 -1.00 2

0.00 74.39 11.60 -0.06 2.16 358.71 72.77 11.50 0.08 2.19 36

17.42 70.62 11.54 0.16 2.22 3626.12 67.46 11.76 0.19 2.29 36

34.83 63.97 11.62 0.24 2.34 3643.54 60.74 10.99 0.31 2.42 3652.25 59.23 9.46 0.39 2.62 3460.95 57.81 8.19 0.30 2.71 3469.66 57.09 7.04 0.07 2.64 3478.37 56.67 6.27 -0.10 2.61 3487.08 56.46 5.45 -0.10 2.65 3495.78 56.03 5.12 -0.16 2.78 34

104.49 55.23 5.08 -0.02 2.72 34

113.20 53.98 5.30 0.15 2.52 34

121.91 -52:27 5.55 0.30 2.28 34

130.61 50.57 5.96 0.30 2.17 34139.32 49.10 6.33 0.29 2.04 34148.03 47.49 6.37 0.32 1.98 34156.74 45.63 6.12 0.28 2.20 34165.44 43.64 5.87 0.29 2.45 34174.15 41.74 5.83 0.51 2.63 34



-43.54 -184.39 29.75 0.00 1.00 2

-34.83 -202.55 30.90 0.00 1.00 2

-26.12 -218.23 29.55 0.00 1.00 2-17.42 -233.50 27.88 0.00 1.00 2

-8.71 -251.45 2&.89 0.00 1.00 2

0.00 -74.47 70'.58 -0.81 5.24 35

8.71 -57.06 65.90 -0.34 4.22 36

17.42 -42.08 61.96 0.16 3.41 36

26.12 -27.83 59.17 0.56 3.01 36

34.83 -14.52 58.12 0.76 2.96 3643.54 -3.11 59.21 0.78 3.03 36

52.25 1.24 62.92 0.83 3.04 34

60.95 1.63 65.62 0.88 3.08 34

69.66 0.13 67.68 0.87 3.07 34

78.37 -1.64 68.20 0.84 3.02 34

87.08 -3.39 67.81 0.84 3.02 34

95.78 -4.80 66.34 0.86 3.05 34104.49 -5.17 64.17 0.95 3,25 34

113.20 -4.52 62.08 1.04 3.54 34121.91 -3.79 59.84 1.10 3.77 34

130.61 -2.91 57.81 1.18 4.04 34

139.32 -1.57 56.23 1.23 4.22 34

148.03 0-68 55.01 1.28 4.41 34156.74 3.64 53.85 1.32 &.60 34

165.44 7.13 52.32 1.35 4.81 34174 15 10.34 49.29 1.35 4.79 34

C-33







-43.54 235.87 82.42 0.00 1.00 2-34.83 207.44 84.52 0.00 1.00 2-26.12 181.29 81.92 0.00 1.00 2-17.42 156.17 73.80 0.00 1.00 2

-& 71 132.15 62.55 0.00 1.00 20.00 169.64 103.26 0.52 2.95 358.71 167.77 109.46 0.57 2.82 36

17.42 175.55 121.88 0.55 2.52 36

26.12 190.26 137.45 0.44 2.32 3634.83 206.15 153.64 0.34 2 30 3643.54 218.37 168.14 0.27 2.41 3652.25 235.43 176.87 0.20 2.76 3460.95 228.40 190.23 0.26 2.91 3469.66 213.24 202.70 0.31 2.93 3478.37 192.79 210.75 0.32 2.91 34

87.(%8 167.99 212.53 0.31 2.87 3495.78 141.23 207.30 0.28 2.82 34

104.49 114.62 195.20 0.19 2.74 34113.20 89.69 1T7.88 0.06 2.64 34

121.91 . 67.58 157.17 -0.11 2.56 34130.61 46.21 131." -0.39 2.54 34139.32 24.43 103.56 -0.69 2.80 34148.03 4.95 78.11 -0.97 3.36 34156.74 -9.00 58.35 -1.20 4.23 34165.44 -16.17 46.50 -1.01 4.09 34174.1S -15.50 42.16 0.55 5.53 34

S76FLIGHT ALTITUDE (ft) - strSTATSTIC DATA MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS



1 These statistics were estimsted at Locations in ft onEZended Center Line from Heliport.2 Frors a~e caLcuLated as (Actual - PLanred);

I- 'on speed or velocity meats reducing.

DIST->PORT MEAN STD SKEWNES3 KURTOSIS DATA COUNT787.85 148.57 44.66 1.31 4.63 35689 37 133.39 39.73 1.26 4.51 35590.88 118.27 35.22 1.23 4.53 35492.40 102.67 30.26 1.25 4.73 35393 Q2 86.20 21 60 1.30 5.01 35295 44 69.12 18.90 1.33 5.18 35196.96 51.47 13 57 0.93 4.25 35q3.48 32.25 9.66 0. 00 2.51 34

$76ALONG TRACK VELOCITY(KNOT) -str

STATISTIC DATA : MEAN, StanDARD DEVIATION, SKEUNUSS, and KURTOSIS

PATH (180deg, 8(Oft)






DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT

787.85 39.74 6.15 0.47 2.40 35

689.37 38.37 5.80 0.67 2.65 35590.88 36.36 5.56 0.68 2.77 35

492.40 33.85 5.30 0.80 3.16 35

393.92 30.64 4.92 0.90 3.52 35295.44 26.72 4.52 0.67 3.32 35196.% 22.00 4.21 0.29 2.30 35

98.48 15.36 4.06 0.36 3.47 34

S76CROSS TRACK ERROR (ft) - strSTATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNUSS, and KURTOSIS






DIST->PORT MEAN STD SKEWNESS KURTOSIS DATA COUNT787.85 -7.28 38.46 1.94 10.01 35

689.37 -0.84 35.17 2.43 11.76 35

590.88 1.22 32.01 2.19 10.57 35

492.40 1.12 29.33 1.72 8.29 35

393.92 -0.15 27.15 1.24 6.41 35

295.44 -1.42 23.84 0.94 4.45 35

1%.96 -4.01 21.25 0.39 2.51 35

98.48 -8.35 18.41 0.07 1.86 34

C-4 C.

S76ALTITUDE ERROR (ft) - str

STATISTIC DATA : MEAN, StanDARD DEVIATION, SKEWNWSS, and KURTOSIS

PATH (180deg, 0Bft)CURVED APPROACH FLIGHT TESTS STARTED 1992

data provided by HELICOPTER's GROUP

FAA TECH CNTR, AtLantic City Airport, NJ.


Extended Center Line from HeLiport.

2. Errors are catcuLated as (Actual - PLanned);


DIST->PORT MEAN STO SKEWNESS KURTOSIS DATA COUNT

787.85 10.73 44.62 1.31 4.61 35

689.37 12.83 39.31 1.21 4.37 35

590.88 14.88 34.51 1.13 4.34 35

492.40 16.51 29.42 1.11 4.50 35

393.92 17.40 23.81 1.09 4.69 35

295.44 17.73 18.51 1.06 4.73 35

196.96 -. 17.77 13.94 0.55 3.74 35

98.48 16.72 11.15 -0.12 2.39 34

C-4 I

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APPENDIX FPLOTS OF IN-FLIGHT COOPER-HARPER RATINGS

6

4

6

6

VMC CURVED APPROACHESPILOT EVALUATIONS OF CONTROL

FOR S76

TURN% 45 FINALt 800

0 • DATA PRiOCIS[ 9S 1 THE FAA TECftICAL CENTERA!LA.VC CITY AM0.,1. 0 J 4030-SEP-1993 '24?'22

U)

MLn

L -

('J

Cy•

LiL

C/)ci,

Li o

M -

u')u

-

0 1 2 3 4 5 6 7 8 9 10COOPER-HARPER RESPONSE

GH y 1 6 KAJORDESIRABLE 4 DEFICIENCIES

F-i


FOR S76

TURNs 45 FINALt 1200

0 DATA PROCESSED BY THE FAA TECCAL CE. RATLANTIC ClIT AMIOW. N J "40530-SEP-1993 08%23945

ut)_

(I,L)MUM-0(%J

u_

C,,

U.L-0

WU)l

U,,

o

0 i 2 3 4 5 6 7 8 9 10COOPER-HARPER RESPONSE

HIGHLY _____ MAJORDESIRABLE • DEFICIENCIES

F-2


FOR S76

TURN% 45 FINAL: 1600

o DATA PROCESSED I1 THE FAA TECHICAL CENTERAlLMtlrC ClII AI SI. U J W40S30-SEP-1 993 06.23, 43

it)_

LL.JU)D04

Lu)

('J

CI_

LL) -

UT-

o 2 3 4 5 6 7 8 9 10COOPER-HARPER RESPONSE

DESIRABLE •DEFICIENCIES

F-3


FOR S76

TURN" 90 FINAL: 800

0 DATA PROCESSED By THE FAA TECMICAL CENTERATL1.VlC CII' At.4tAtf. 4 J 04405

30-SEP-1993 08 27s2l

r,)

Ur)

Ci,

ZLfI

of..

a-

U2) -

LU_

ZU-"CD--

0-

Lo


HIGH Y •L MAJORDESIRABLE 4 p DEFICIENCIES

F-4


FOR S76

TURNt 90 FINALt 1200

0• DATA PROCESSED U1 THE FAA TECMICAL CENTERA:L.WIIC cIr, Alftoaf. 0 J 0"4053O-SEP-1993 08*26,25

UL.

0 '

Iv)

Q_LiJu,

0•du)

n--

0_

0

0 1 2 3 4 5 6 7 8 9 l0COOPER-HARPER RESPONSE

HIGHLY AL, MAJORDESIRABLE F DEFICIENCIES

F-5


FOR S76

TURN: 90 FINAL: 1600

0DATA PROCESSED T TB E FA TECINICAL. CENTER

ATLANTIC CII? AIRPORT. 0 J 0640S30-SEP-1993 08'25'23

I',

I.

0•

C,)

Llu

0U)

__

CD

LL In I I I

U,)

0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHIGHLY kL MAJOR

DESIRA3LE pV DEFICIENCIES

F-6


FOR S76

TURN% 180 FINAL, 800

0- DATA PROCESSED NY TME FAA t ECIuICAL CENTER

AtLM!IC MYT AtRMI. 4 J 0640530-SEP1I993 08'3034

U-)

0

(I)LUI

C,,

7:U(f)LUi

U -

0_

Lou

U-7-

o ' FIf I I I I I I I0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHIGhL yl MAJOR

DESIRABLE IF OEFICI NCIES

F-7


FOR S76


DATA PROCETSSEO 3 THE FAA TECKWAL CENTERAMLAMI C ClOv A ,NRT. J o40s

30-SEP-1993 08,29'30

-,

0.

Uv)

LLdU')

uJ

(n--=Lliu

0-

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HIGHLY L MAJORDESIRABLE F'DEFICIENCIES

F-8


FOR S76


DATA PROCESSED It THE FAA TECNICA. CENTERATLANTIC CI€? AIRn t. I J OS40530-SEP-1993 01:2l129

U)Sr.

U)

c-I,

Qcr

a3-

L..C',

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LLJ Lo

* 0

U-1

o F FI I0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHI GHLY M 'IAJOR

DESIRABLE p DEFICIENCIES

F-9

VMC CURVED APPROACHESPILOT EVALUATIONS OF WORKLOAD

FOR S76

TURNt A5 FINAL% 800

0 OA!A PROCESSED BY THlE FA TEC.ICAL CEN.TERATLANIITC CITY hmROB. * .1 084030-SEP-t993 08s34.32

Ur)

LLILUC•)

(,DLJ

U--

Wuj

0LL_

U,~n

0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHIGHLY IL MAJOR

DESIRAKLE V1 DEFICIENCIES

F--10


FOR S76

TURNt 45 FINALt 1200

0 DATA PROCESSED 3? NHE FAA ?ECINICAL CEN7EI

AILA*IC Cill AIfIGm'. a j O4"30-SEP-1993 O03,35s

Li

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0

Cr)

F--

LL/

0-

a.Iuk

0 1 2 3 4 5 6 7 8 9 1OCOOPER-HARPER RESPONSE

HEIGAHLE n AJORDSRABE • DEFICIENCIES

F-Il


FOR S76

TURN: 45 FINALt 1600

0 DATA PROCESSED BY T!n FAA TECeICAL CENTER

AILM11C Cil 17AIWONT. 0 J 0040530-SEP-1993 08,33%53

Lid

c -ya-

0.p.,

LUj

S_~

Ll -C,,

ut-

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co E::II I I_

0l 1 2 3 A 5 6 7 8 9 10COOPER-HARPER RESPONSE

HIGHLY b MAJORDESIRABLE 7 DEFICIENCIES

F-12


FOR S76

TURNt 90 FINAL; 800

0 DATA PiCESSIED 9? TME F'AA !EICN¢ CENTER

%At.ASI C CII? AltAI. 11 @ "40* J0-SEP-1993 08,3?,3S

u-i

0

Z•-U)

oq

C.

zu,oc%j

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HIG~HLE ILA MAJORDESIRABL F DEFICIENCIES

F-13


FOR S76

TURN% 90 FINAL: 1200

C,' DATA PROCESSED 01 THE FAA TECMhICAL CEJNTERArTLANTIC CcT AIMPORt. 9 J 024030-SEP-1993 08,36436

U),

U)

CI)

0~

A.)

cr_

LIL.L

COPR-HRE RESPONS

S IYMA

Z ,


HIGKL, Y L IIA.JORDESIRABLE •p DEFICIENCIES

F-14


FOR S76

TURN' 90 FINALt 1600

DATA PROC9SED BY TE FAA TECIICAL CENTERAtL¢fIC OIf A ,Inftf. i J 04N30-SEP-1993 W8t3$134

U_

0-

0

U)LUJ

F-1

C,)

LLU

clJ

C-

1::D~u

COOPER-HARPER RESPONSEHIGHYE L, MAJOR

DESIRA LE r DEFICI ENCIES

F-15


FOR S76


0 __ DATA PROCESSED BY THE FAA ['ECIICAL CENTER

" LMW IC c1r? AI.4.00f. - j o84.30-SEP-1993 08 40s46

(It,

C,,

W/)

LLJU')

CyrQ3_zur0~

LLJC,,

m-

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T9

O,

0 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEH lGH Y • • MAJOR

DESIRAhLE pr DEFICIENCIES

F-16


FOR S76

TURNt 180 FINAL: 1200

SOAWA PROCIhSSD IT TiE FrA TEOGICAL CNTERALANVIC CUif AI410I1. I J M430-SEP-t193 08039s42

U)

U)0w-

zU"

0_

N "LLJ

Liiu

0 1 2 3 4 S 6 7 8 9 10COOPER-HARPER RESPONSE

DESIRABL DEFICIENCIESP-1

2F-Z


FOR S76

TURN% 180 FINALt 1600

0 DATA PROCESSED By THE F&A TECK41CAL CENTER

ATI.AN'C CI?? AlIR1t. 0 J 084"30-SEP-1993 083'841

U,

Z•.

0

U_

LUJ

C',LU

ILA

U-U

COOPER-HARPER RESPONSEHIGHY y k MIAJOR

DESIR AhLE q p DEFICIENCIES

F-18

VMC CURVED APPROACHESPILOT EVALUATIONS OF SAFETY

FOR S76

TUqNt 45 FINALt 800

0 • DATA POC"ESSEC 9? TWI FAA MECMICAL CEEN'RAAC C11? iII' IAI. N J W4030-SEP-1993 O 4?'"59

U,

0. .LU.V)

ocJ

CL(%J

Uc-0

0 1 2 3 4 5 6 7 8 9 10COOPER--HARPER RESPONSE

M41 yN k K AJORDESl R.ALE• DEFICIENCIES

F-19


FOR S76


O • DATA PROCESSED IY THE FAA TECK41ICAL CENTERAILA.ITIC CuIT AIRPORT. K J 0I40S30-SEP-1993 O084?%22

U-)•

04

LU

r,)

LU)

ilIL.)

I0_

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HIGHLL MAJORDESIRABE D EFICIENCIES

F-20


FOR S76


0 DATA PROCESSED BT THE F TECHICAL CENTERAfL.4A €€!C CTUT A)lit, i ""S30-SEP-1993 0ls4?,20

0_Cl)

V)

Q_V)

U-1

LL~u


DESIROLLYEDEFICIENCIES

F-2 1


FOR S76

TURNt 90 FINAL" 800

0• DATA PROCESSED BY TiE FAA TECHNICAL CENTER

ATLA•TIC CITY A'AAAT. 0 J oa4OS30-SEP-1993 08lS1.04

t).r)

Ci)

u')

LLJ0(./

U-0

CoJ

cifW~in

.Lur

0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHIG~HLY Ll MAJOR

DESI RA LE OF DEFICIENCIES

F-22


FOR S76TURNt 90 FINAL' 1200

0• DATA PROCESSED Bt THE FAA TECHNICAL CENTER.4- ATLAMIIC CIT AIWlU?. N J 00i"

30-SEP-1993 OWISOOI

V)Lu(n/c) C

0-U)LUI

LL.0

LjLJun

tU,_0_


HIGHL T h. IIAJORDESIRABLE •DEF CIENCIES

F-2 3


FOR S76TURN: 90 FINALt 1600

0. DATA PROCESSED 9T TiH FM TEC41CAL CEN'ERAT4 !I¢C MYi' AL•PIT. I J s4os30-SEP-i991I O8,49OO

U)

LU

iii

Q•_.

zu_03ci)

U -

r'

0•U,~n

0 -1 FI I- I I I I I0 1 2 3 4 5 6 7 8 9 10

COOPER-HARPER RESPONSEHIGHLY IL MAJOR

DESI RABLE F" DEFICIENCIES

F-24


FOR S76TURNt 180 FINAL, 800

0 DATA PROCESSED BY THE FAA TECHW1CAL CENTERATLANTIC CITY Al.PW T. I J 4OS430-SEP-1993 0sS4%41

Lrn,

U()

LLdUJ)mt')__

V,)zui

LLI

LLJ -m-

0

Lo~r

U-71

o 1 2 3 4 5 6 7 8 9 10COOPER-HARPER RESPONSE

HIL 0 y L MAJORDESIRABE O IDEFICIENCIES

F-25


FOR S76

TURN, 180 FINALt 1200

DATA PROCESSED IB THE FAA TECHNTCAL CENTERATLANTIC CITY AIR000?. 0 J "40S30-SEP-1993 0W153138

LdU)

roC

Q..

WU,

Liu

c\1JU-

03

LIJ -

0 -

D4

c' FFTT_0 1 2 3 4 5 6 7 8 9 l0

COOPER-HARPER RESPONSEDEIAL IF DEFICIENCIES

F- 26


FOR S76

TURNs 180 FINAL, 1600

DATA PROCESSEV BY THE FAA TECHNICAL CENTERATLTIC CtfT AIMP08T. q J 04"30-SEP-1 93 O,$S2'37

U)_

LU~

Cr)

zU,

U.)

LLJuor)

F--

Z~u')

D)T

0.

F-2

APPENDIX GPOST-FLIGHT QUESTIONAIRE PLOTS

VMC CURVED APPROACHESPOST-FLIGHT QUESTIONNAIRE RESPONSES

OVERALL RATING OF 45 DEGREE TURN AND 1600 FT FINAL SEGMENT

AIRCRAFTt S76

DATA PROCESSED BY TilE FAA TECINtCM. CENTER

AILANioC MY APMORY. U J 084030-SEP-1993 09&41145

'I,a'

('n

U)-LU-

0_

0

LUJ

U-

LUL

m''lu,)

0 1 2 3 4 5

INADEOUATE 4 ADEQUATE

G-1


OVERALL RATING OF 90 DEGREE TURN AND 1600 FT FINAL SEGMENTAIRCRAFTt S76

DATA PROCESSED BY THE FA TECHNICAL CENrTEATLANIdC C1? AI.RO.. U .J "U4030-SEP-1993 09s40,43

t.•

Lo.

er

L•-

0

0~

(D)O ,

LlUU,.-

m V)

cvJ

Io1I I 1 I1-0 1 2 3 4 5

INADEQUATE 4 • ADEQUATE

G-2



AIRCRAFT: S76

DATA PROCESSED BT THE FAA TECHNICAL CENTERAILA tIIC CIIV AIAPORI. U J 046S30-SEP-1993 09t39t43

LU-

(noU)

0C-

LU.

u_,

- I I I I I

0 1 2 3 4 5

INADEOUATE 4 I" ADEOUATE

G-3



AIRCRAFTz S76

DATA PROCESSED BY TIE FAPA rctfcilC cE£TERATLANTIC M!Y AIR.0lti . ' J 0840530-SEP-1993 09138&43

oC

cy-

C:0

0

Lu

U-

0

G-4


OVERALL RATING OF 90 DEGREE TURN AND 1200 FT FINAL SEGMENTAIRCRAFTt S76

DATA PROCESSED BT THE FAA TCtCICAL. 9 WERArLAaftI C1II AIRPOR. 0 J "a46530-SEP-1993 09o3?s03

cm-

Lu-

*0C)

uLJXoo

LL.~

uJ€rn ul)-

:D

0 1 2 3 4 5

INADEOUATE 4 ADEOUATE

G-5



AIRCRAFT% S76

DATA PROCESSED BY THE FAA TECHNICAL CENTERAAIrtIC Clf? AIRPORt. N J 0540530-SEP-1993 09036S08

Up

c'j

)-

CD(/)a)LiU

U-

LUJ

D

Inn

0 12 34 5

INADEQUATE 4 ADEQUATE

G-6


OVERALL RATING OF 45 DEGREE TURN AND 800 FT FINAL SEGMENTAIRCRAFT: S76

DATA PROCESSED BT NE F&A TEC."ICAL CENTERArL.APslC ClTT AI*M!. 0 J S4030-SEP-199j 09'35'08

C)

(I-

L--r 00

0~

LUJ

:D

F cI

0 1 2 3 4 5

INADEQUATE 4 • ADEOUATE

G-7



DATA PROCESSED BT E FAA TEC.401CAL. EN7EXATLASTIC CjfT AIRPORt. 9 J "4U30-SEP-1993 0903410?

U,

('J

0

0-LUJcr-

LL.

_D

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0 1 2 3 4 5


G-8



DATA PROCESSED BT T"E FA TE¢C0.1CAL CENTERAtLANtIC GIFT AIWWT. 9 J 0403o-SEP-1993 O,433,07

In

0(I-1±4-

(10

03U-

0 .

0 214 5

INADEOUATE 4 + ADEQUATE

G-9


OVERALL RATING OF 45 DEGREE TURNSAIRCRAFT1 S76

DATA PNOCESSED UT THE FA TECHNICAL CENTERAILMAIt CiTY AIRPOT. 0 J " s530-SEP-I993 09.01.12

U,

Ncr-

LJ-

0~CL

LLGor.-

LUJm un

NF

0 12 345

INADEQUATE 4ADEDUATE

G-10


OVERALL RATING OF 90 DEGREE TURNSAIRCRAFTt S76

4 DATA PROCESSED BY !HE FAA TECHNICAL CENTERAILw1IC Off? AIWf. N J 044"3O-SEP-1993 0,9OI12S

LoU) 0

0

--wroo-

LL_

LUJMu,

0 1 2 3 4 5


G-11


OVERALL RATING OF 180 DEGREE TURNSAIRCRAFT: S76

oATA PROCESSED BY THE FAA "EC.aICAL CENTERArL.UIYC MY? A)Rlk*M. I J 0846S30-SEP-1993 O9,O3 31

¢U,Cul

z/o

0

0~

LUJ

c~D

o,..-

I oI V T0 1 2 3 4 5


G-12


RATING OF SAFETY MARGIN WITH 45 DEGREE TURNSAIRCRAFT' S76

DATA PROCISS0 my THE FAA TECHNICAL CENTERAfLDTIC CIIT AIWORt. U J 0440N30-SEP-1993 09,'09,30

cl-V)-

CI)

Lii

LA_

Liijmu,)

c~j

F 0I I I I I0 12 3 4 .


G-13


RATING OF SAFETY MARGIN WITH 90 DEGREE TURNSAIRCRAFT, S76

DATA PROCESSED BT :HE FAA TECHNICAL CENTERAILANTIC CIT AISP !. U J 08a430-SEP-1993 09.10.27

LILI

,q-

u.wwo,-

U,

0

a-

w

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c'J

0 1 2 3 4 5

INADEOUATE 4 • ADEOUATE

G-14


RATING OF SAFETY MARGIN WITH 180 DEGREE TURNSAIRCRAFT, S76

DATA PROCESSEO ST THlE FAA !EICAL CU.NTERA L?•1C ClU? AIRt'. N J Wme30-SEP-1193 09llt25

c'j

UM_-Iv)_

(or

LLJMLo-

cy~

0 12 3 4 5

INADEQUATE •TADEQUATE

G-15

VMC CURVED APPROACHES,POST-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF CONTROL MARGIN WITH 45 DEGREE TURNSAIRCRAFT: S76

DATA PROCESSED BY THE FAA TECHNICAL CENTERATLA1•1iC CiIr AIoftl. *I J 084"30-SEP-1 993 09, 2,24

U.-M,-0

0~

mtn,

o 1 2 3 4 5


G-16

VMC CURVED APPROACHES?OST-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF CONTROL MARGIN WITH 90 DEGREE TURNSAIRCRAFT& S76

DATA P OCESSED By 7HE FAA TEINtOICAL CENTERAWLA.ItCI ClIT AIR=. 0 J "4"30-SEP-1993 09s 13,23

U-)

(I)-Lu.-

C)

LLU

Lii*rnu,-

IoI I I I~ T0 1 2 3 4 5


G-17

.VMC CURVED APPROACHESPOST-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF CONTROL MARGIN WITH 180 DEGREE TURNSA!RCRAFTt S76

DATA PROCESSED BY THE FAA 'ECKRtCAI CEWVERAlL.WI1C CUT AIWU!. U J "40330-SEP-1993 09,14,23

cv_

LU-

0

0

LL

Ld

-_50 I III

0 2 3 4 5


G-18


RATING OF WORKLOAD WITH 45 DEGREE TURNSAIRCRAFT% S76

DATA PROCESSEDO BY THt FA TECmICAL. CENTERATLANTIC CITY A1Pt . U J o84oS30-SEP-1993 091iSs22

U-)

(NI

LLi-

00Lmno.'

Lij

U-Qr

Lu.i* mu-,-

I I I I I I1 ~

0 1 2 3 4 5

INADEOUATE 4 I ADEOUATE

G-19


RATING OF WORKLOAD WITH 90 DEGREE TURNS

AIRCRAFT' S76

DATA PROCESSED BY THE FAA TECICAL CEN7ERAyLMATIC Clft A21% R!h. 0 J 04hs

30-SEP-1993 09sI6*20

U,__

a'-

LL--

z-

of

LLJ

F_0

0 1 2 3 4 5

INADEOUA T E 4 ADEGUATE

G-20


RATING OF WORKLOAD WITH 180 DEGREE TURNSAIRCRAFT, S76

DATA PROCESSED IT THE FA 'ECAiICA. CEPTERATLMVICflt CTft AI. I J 0840830-SEP-1993 09tt?%1-

oco

U-

0 I

INADEOUA'E 4 ADOEUATE

G-2 1


RATING OF DESIRABILITY OF 45 DEGREE TURNSAIRCRAFT: S76

DATA PROCESSED BT THE FAA TECHNICAL CENTERAILANTIC O1If AIRPthf. 0 J 084US30-SEP-1993 09'1I119

U')Iv)

LLJ

W_ Go

LL-

Lu

co

0 12 34 5

INADEDUATE •1V ADEGUATE

G-22


RATING OF DESIRABILITY OF 90 DEGREE TURNSAIRCRAFT& S76

DATA PROCESSED IB THE FAA TC.M"ICAU. CEN:ALANXIC CITY AIiPM?. 0 J 40

30-SEP-193 0o921917

L(JUI,-

00-

u.J

nwc)

- f

Ld

0 2 3 4 5


G-23


RATING OF DESIRABILITY OF 180 DEGREE TURNS

AIRCRAFTt S76

DATA PROCESSED 9T THE FAA ME¢NICAL CENTERAfLANTIC CITY AIRPUT. N J 080330-SEP-1993 09,201 7

U,,

LLJ

0

Q'__

woo

U-

0:~

0 12 :34 5

INADEOUATE 4 ADEDUATE

G-24


RATING OF SAFETY MARGIN WITH 800 FT FINAL SEGMENTAIRCRAFTt S76

DATA PROCESSED 01 THE FAA 7ECHNICAL CENTERAILM11C CIiy IWIS. 8 4 04S30-SE[P-It93 03'21 lsj

,r.

LL I"-0

cy"-

0 2 4

INADEOUATE • ADEQUATE

G-2 5


RATING OF SAFETY MARGIN WITH 1200 FT FINAL SEGMENTAIRCRAFTs S76

DATA ROCES.ED BY 7KE FAA !ECMICAL CNEN3AfLANIC CIMY AIAOT. N J "40S30-SEP-1993 09,22"13

pr'_

y--

(%J

0(L. --

0~

LiJ

crZ

qp

0 1 2 3 4 5

INADEQUATE 4 P ADEOUATE

G-26


RATING OF SAFETY MARGIN WITH 1600 FT FINAL SEGMENTAIRCRAFT, S76

SDATA RfOCESSED Sy THE FAA ?ECtIA COMNTARAfLJI¢C CIT? A iL !. I J 0640530"SEP-i993 09t23*13

cm(%J

(n-

Cj)O

U- w

('J

0 1 2 3 4 5


G-27


RATING OF CONTROL MARGIN WITH 800 FT FINAL SEGMENTAIRCRAFT: S76

DATA PROCESSED Y THE FAA TECHNICAL CENTERATLANTIC *t j AINIOT. 0 J 0440S30-SEf 1993 09124,12

('J

V)C)00-

Um

0~

w7-

c'J

oII

0 1 2 3 4 5

INADEQUATE • ADEQUATE

G-28


RATING OF CONTROL MARGIN WITH 1200 FT FINAL SEGMENTAIRCRAFT' S76

DATA PROCISSED BY T"E FAA 71ECMN1AL CNENTERAILAVIC CUT? A!U?. N J 00"S30-SEP-1993 09•2Ss 1

0o

U-

0~

C-ILL

I oII II10 1 2 3 4 5

INADEQUATE 4 P• ADEOUATE

G-29

IVMC CURVED APPROACHESPOST-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF CONTROL MARGIN WITH 1600 FT FINAL SEGMENT

AIRCRAFT: S76

DATA PROCESSED BT TIHE FAA YTCHNICAL CENTERA!L.d1iTIC CI€ AIRPORT. I J 0840S30--SEP-1993 09126%12

N

U,

C)-

U)

Lu

Lid

rb-ZD

-,

0 1 2 3 4 5


G-30

VMC CURVED APPROACHESPOST•-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF WORKLOAD WITH 800 FT FINAL SEGMENTAIRCRAFTt S76

a DATA PROCESSED 6Y THE FAA TECHNICAL CENTERATLATYIC CITY AIRPRT. 0 J U40530-SEP-1993 09%2?, II

(LI-

(/)

13.. --0~c.)of

LJLJ

L- 1

0 2 3 4 5


G-31


RATING OF WORKLOAD WITH 1200 FT FINAL SEGMENTAIRCRAFT: S76

DATA PROCESSED B? TNt FAA TEC491CAL CPTERATLANTIC CI I AIXPU7. N J 0 s4030-SEP-1993 09121liO

m,

C1-

Vo

0

0-

w

CL

ck0

wuin1

:z,

0 1 2 3 4 5

INADEQUATE • ADEQUATE

G-32

VMC CURVED APPROACHESPOST.-FLIGHT QUESTIONNAIRE RESPONSES

RATING OF WORKLOAD WITH 1600 FT FINAL SEGMENTAIRCRAFT: S76

OA!A PROCESSED BY THE FA. ,ECKMCAL CENTERATLAS.IC CITY U l&oo . 8 ,J o94os30--SEP-199S3 O929,11

Lo-U) 0

m-QCD

CLU

IL. o_ I

CD

0 1 2 3 4 5


G-33


RATING OF THE DESIRABILITY FOR 800 FT FINAL SEGMENTAIRCRAFT- S76

DATA PROCESSED 9T THE FAA TECHNICAL CENTERAILAf IIC CIT AIRPORT. I J 0840530-SEP-1993 09300,10

fr)

c'JC),

u-

/)0

025

I NADEOUATE • ADEOUATE

G-34

VMC CURVED APPROACHESPOST-FLIGHT QUESTIONNAIRE RESPONSESRATING OF THE DESIRABILITY FOR 1200 FT FINAL SEGMENT

AIRCRAFTt S76

DATA PROCESSED BY THE FA TEC�1CA. CENERATLAWIC CUf AIMW . 9 J "40330-SEP-1993 09%31&08

If

<%j

,)-LU-

0

0C-uLJ

LL_

C-uLJ

0 2 3 4 5


G-35

VMC CURVED APPROACHESPOST-FLIGHT QUESTIONNAIRE RESPONSESRATING OF THE DESIRABILITY FOR 1600 FT FINAL SEGMENT

AIRCRAFT% S76

DATA PROCESSED ST TE rFAA !EC4l1CAL CENTERATLANTIC City An02 . 4 J 004os30--SEP-1993 09,32,08

In

LL-

0L-LAU

U-

0 1 2 3 4 5

SL

INA0OUATE 4 ADEOUATE

G-36

APPENDIX HCOMPARISONS OF LEFT VERSUS RIGHT TURN ENVELOPES

A Comparison of Left Turn versus Right Turn Airspace Envelopes

Summary Table for S-76 Radial Error (Left Turns)4 and 6 Standard Deviation Envelopes(Table 4 from Report FAA/CT-TN92/46)

Estimated Laruest Deviation (in feet)/Position in Turn (degrees)

Final Seoment800 1200 1600

Turn AncIle+- 4 Standard Deviations

45 +- 550/20 +- 450/22 +- 450/2290 +- 650/40 +- 750/40 +- 550/40

180 +-1200/90 +-1275/90 +-1200/90


45 +- 800/20 +- 650/22 +- 675/2290 +- 975/40 +- 825/40 +- 800/40

180 +-1750/90 +-1900/90 +-1725/90

Summary Table for Radial Errors (Right Turns)4 and 6 standard Deviation Envelopes

(Table 4 from this report)

Estimated Largest Deviation (in Feet)/Position in Turn (degree)

Final Seament800 1200 1600

Turn Angle+- 4 Standard Deviations

45 +- 380/12 +- 325/10 +- 225/590 +- 605/10 +- 650/30 +- 425/35

180 +- 850/90 +- 940/90 +- 600/100


45 +- 575/12 +- 480/10 +- 350/590 +- 905/10 +- 950/30 +- 650/35

180 +-1275/90 +-1410/90 +- 900/100

H-1

Summary Table for S-76 Crosstrack Error (Left Turns)4 and 6 Standard Deviation Envelopes

(Table 6 from Report FAA/CT-TN92/46)

Estimated Maximum Deviation (in feet)Widest Portion/Narrowest Portion

Final SeiMent800 1200 1600Tur mAngle


45 +-225/+-150 +-275/+-150 +-275/+-15090 +-250/+-150 +-250/+-150 +-325/+-150

180 +-150/+-150 +-250/+-150 +-250/+-150


45 +-350/+-250 +-400/+-200 +-400/+-20090 +-350/+-225 +-275/+-225 +-500/+-225

180 +-250/+-225 +-375/+-200 +-375/+-200

Summary Table for Crosstrack Errors (Right Turns)4 and 6 Standard Deviation Envelopes

(Table 5 from this report)

Estimated Maximum Deviation (in feet)Widest Portion/Narrowest Portion

Final Se ment800 1200 1600

Turn Anqle+- 4 Standard Deviations

45 +-100/+-70 +-135/+-90 +-155/+-9090 +-110/+-65 +-150/+-75 +-150/+-65

180 +-155/+-75 +-145/+-75 +-305/+-75


45 +-150/+-100 +-210/+-135 +-230/+-13090 +-170/+-100 +-225/+-115 +-225/+-100

180 +-230/+-115 +-215/+-115 +-460/+-115

*US. GOVERNMENT PRINTING OFFICE: 1994-504-078-00060

H-2

visual meteorlogical conditions (vmc) right turn curved ... · 15. supplementary notes 16. abstract...

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