The F-18 simulator at NASA's Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2004-10-04

The F-18 simulator at NASA's Dryden Flight Research Center, Edwards, California. Simulators offer a safe and economical alternative to actual flights to gather data, as well as being excellent facilities for pilot practice and training. The F-18 Hornet is used primarily as a safety chase and mission support aircraft at NASA's Dryden Flight Research Center, Edwards, California. As support aircraft, the F-18's are used for safety chase, pilot proficiency, aerial photography and other mission support functions.

Dryden Flight Research Center (DFRC) Thermal Capabilities and Status

NASA Technical Reports Server (NTRS)

Holguin, Andrew; Kostyk, Christopher B.

2010-01-01

This presentation provides an overview of the thermal analysis and test capabilities at the Dryden Flight Research Center (DFRC) as well as highlights from the thermal analysis and test efforts of the past year.

Dryden Flight Research Center Critical Chain Project Management Implementation

NASA Technical Reports Server (NTRS)

Hines, Dennis O.

2012-01-01

In Fiscal Year 2011 Dryden Flight Research Center (DFRC) implemented a new project management system called Critical Chain Project Management (CCPM). Recent NASA audits have found that the Dryden workforce is strained under increasing project demand and that multi-tasking has been carried to a whole new level at Dryden. It is very common to have an individual work on 10 different projects during a single pay period. Employee surveys taken at Dryden have identified work/life balance as the number one issue concerning employees. Further feedback from the employees indicated that project planning is the area needing the most improvement. In addition, employees have been encouraged to become more innovative, improve job skills, and seek ways to improve overall job efficiency. In order to deal with these challenges, DFRC management decided to adopt the CCPM system that is specifically designed to operate in a resource constrained multi-project environment. This paper will discuss in detail the rationale behind the selection of CCPM and the goals that will be achieved through this implementation. The paper will show how DFRC is tailoring the CCPM system to the flight research environment as well as laying out the implementation strategy. Results of the ongoing implementation will be discussed as well as change management challenges and organizational cultural changes. Finally this paper will present some recommendations on how this system could be used by selected NASA projects or centers.

Propulsion Flight Research at NASA Dryden From 1967 to 1997

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Ray, Ronald J.; Conners, Timothy R.; Walsh, Kevin R.

1997-01-01

From 1967 to 1997, pioneering propulsion flight research activities have been conceived and conducted at the NASA Dryden Flight Research Center. Many of these programs have been flown jointly with the United States Department of Defense, industry, or the Federal Aviation Administration. Propulsion research has been conducted on the XB-70, F-111 A, F-111E, YF-12, JetStar, B-720, MD-11, F-15, F- 104, Highly Maneuverable Aircraft Technology, F-14, F/A-18, SR-71, and the hypersonic X-15 airplanes. Research studies have included inlet dynamics and control, in-flight thrust computation, integrated propulsion controls, inlet and boattail drag, wind tunnel-to-flight comparisons, digital engine controls, advanced engine control optimization algorithms, acoustics, antimisting kerosene, in-flight lift and drag, throttle response criteria, and thrust-vectoring vanes. A computer-controlled thrust system has been developed to land the F-15 and MD-11 airplanes without using any of the normal flight controls. An F-15 airplane has flown tests of axisymmetric thrust-vectoring nozzles. A linear aerospike rocket experiment has been developed and tested on the SR-71 airplane. This paper discusses some of the more unique flight programs, the results, lessons learned, and their impact on current technology.

Ed Schneider gives a "thumbs-up" after his last flight at the Dryden Flight Research Center

NASA Image and Video Library

2000-09-19

In a lighter mood, Ed Schneider gives a "thumbs-up" after his last flight at the Dryden Flight Research Center on September 19, 2000. Schneider arrived at the NASA Ames-Dryden Flight Research Facility on July 5, 1982, as a Navy Liaison Officer, becoming a NASA research pilot one year later. He has been project pilot for the F-18 High Angle-of-Attack program (HARV), the F-15 aeronautical research aircraft, the NASA B-52 launch aircraft, and the SR-71 "Blackbird" aircraft. He also participated in such programs as the F-8 Digital Fly-By-Wire, the FAA/NASA 720 Controlled Impact Demonstration, the F-14 Automatic Rudder Interconnect and Laminar Flow, and the F-104 Aeronautical Research and Microgravity projects.

The C-17 simulator at NASA's Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2004-10-04

The C-17 simulator at NASA's Dryden Flight Research Center, Edwards, California. Simulators offer a safe and economical alternative to actual flights to gather data, as well as being excellent facilities for pilot practice and training.

Small UAS Test Area at NASA's Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Bauer, Jeffrey T.

2008-01-01

This viewgraph presentation reviews the areas that Dryden Flight Research Center has set up for testing small Unmanned Aerial Systems (UAS). It also reviews the requirements and process to use an area for UAS test.

Main Building (4800) at Dryden FRC

NASA Image and Video Library

1991-09-05

The X-1E research aircraft provides a striking view at the entrance of NASA's Dryden Flight Research Center, Edwards, California. The X-1E, one of the three original X-1 aircraft modified with a raised cockpit canopy and an ejection seat, was flown at the facility between 1953 and 1958 to investigate speeds at twice that of sound, and also to evaluate a thin wing designed for high-speed flight. The Dryden complex was originally established in 1946 as a small high-speed flight station to support the X-1 program. The X-1 was the first aircraft to fly at supersonic speeds. The main administrative building is to the rear of the X-1E and is the center of a research installation that has grown to more than 450 government employees and nearly 400 civilian contractors. Located on the northwest "shore" of Rogers Dry Lake, the Dryden Center was built around the original administrative-hangar building constructed in 1954 at a cost of $3.8 million. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the newest addition, the Integrated Test Facility.

Suborbital Science Program: Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

DelFrate, John

2008-01-01

This viewgraph presentation reviews the suborbital science program at NASA Dryden Flight Research Center. The Program Objectives are given in various areas: (1) Satellite Calibration and Validation (Cal/val)--Provide methods to perform the cal/val requirements for Earth Observing System satellites; (2) New Sensor Development -- Provide methods to reduce risk for new sensor concepts and algorithm development prior to committing sensors to operations; (3) Process Studies -- Facilitate the acquisition of high spatial/temporal resolution focused measurements that are required to understand small atmospheric and surface structures which generate powerful Earth system effects; and (4) Airborne Networking -- Develop disruption-tolerant networking to enable integrated multiple scale measurements of critical environmental features. Dryden supports the NASA Airborne Science Program and the nation in several elements: ER-2, G-3, DC-8, Ikhana (Predator B) & Global Hawk and Reveal. These are reviewed in detail in the presentation.

More than 200 Dryden staff formed two long lines on the Dryden ramp to greet retired research pilot Gordon Fullerton after his final flight in a NASA F/A-18.

NASA Image and Video Library

2007-12-21

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Aircraft flight flutter testing at the NASA Ames-Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Kehoe, Michael W.

1988-01-01

Many parameter identification techniques have been used at the NASA Ames Research Center, Dryden Research Facility at Edwards Air Force Base to determine the aeroelastic stability of new and modified research vehicles in flight. This paper presents a summary of each technique used with emphasis on fast Fourier transform methods. Experiences gained from application of these techniques to various flight test programs are discussed. Also presented are data-smoothing techniques used for test data distorted by noise. Data are presented for various aircraft to demonstrate the accuracy of each parameter identification technique discussed.

NASA's Airborne Science DC-8 displays new colors in a check flight over the Dryden Flight Research Center

NASA Image and Video Library

2004-02-24

NASA's large Airborne Science research aircraft, a modified DC-8 airliner, displayed new colors in a check flight Feb. 24, 2004, over its home base, the NASA Dryden Flight Research Center at Edwards AFB, California.

Initial Flight Test of the Production Support Flight Control Computers at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Carter, John; Stephenson, Mark

1999-01-01

The NASA Dryden Flight Research Center has completed the initial flight test of a modified set of F/A-18 flight control computers that gives the aircraft a research control law capability. The production support flight control computers (PSFCC) provide an increased capability for flight research in the control law, handling qualities, and flight systems areas. The PSFCC feature a research flight control processor that is "piggybacked" onto the baseline F/A-18 flight control system. This research processor allows for pilot selection of research control law operation in flight. To validate flight operation, a replication of a standard F/A-18 control law was programmed into the research processor and flight-tested over a limited envelope. This paper provides a brief description of the system, summarizes the initial flight test of the PSFCC, and describes future experiments for the PSFCC.

UAV Research, Operations, and Flight Test at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2009-01-01

This slide presentation reviews some of the projects that have extended NASA Dryden's capabilities in designing, testing, and using Unmanned Aerial Vehicles (UAV's). Some of the UAV's have been for Science and experimental applications, some have been for flight research and demonstration purposes, and some have been small UAV's for other customers.

NASA Dryden Flight Research Center C-17 Research Overview

NASA Technical Reports Server (NTRS)

Miller, Chris

2007-01-01

A general overview of NASA Dryden Flight Research Center's C-17 Aircraft is presented. The topics include: 1) 2006 Activities PHM Instrumentation Refurbishment; 2) Acoustic and Vibration Sensors; 3) Gas Path Sensors; 4) NASA Instrumentation System Racks; 5) NASA C-17 Simulator; 6) Current Activities; 7) Future Work; 8) Lawn Dart ; 9) Weight Tub; and 10) Parachute Test Vehicle.

NASA's first Orion full-scale abort flight test crew module was placed in NASA Dryden's Abort Flight Test integration area for equipment installation.

NASA Image and Video Library

2008-04-01

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

The NASA Dryden Flight Research Center Unmanned Aircraft System Service Capabilities

NASA Technical Reports Server (NTRS)

Bauer, Jeff

2007-01-01

Over 60 years of Unmanned Aircraft System (UAS) expertise at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center are being leveraged to provide capability and expertise to the international UAS community. The DFRC brings together technical experts, UAS, and an operational environment to provide government and industry a broad capability to conduct research, perform operations, and mature systems, sensors, and regulation. The cornerstone of this effort is the acquisition of both a Global Hawk (Northrop Grumman Corporation, Los Angeles, California) and Predator B (General Atomics Aeronautical Systems, Inc., San Diego, California) unmanned aircraft system (UAS). In addition, a test range for small UAS will allow developers to conduct research and development flights without the need to obtain approval from civil authorities. Finally, experts are available to government and industry to provide safety assessments in support of operations in civil airspace. These services will allow developers to utilize limited resources to their maximum capability in a highly competitive environment.

NASA Dryden's T-38 Talon trainer jet in flight over the main base complex at Edwards Air Force Base

NASA Image and Video Library

2006-05-05

NASA Dryden's T-38 Talon trainer jet in flight over the main base complex at Edwards Air Force Base. Formerly at NASA's Langley Research Center, this Northrop T-38 Talon is now used for mission support and pilot proficiency at the Dryden Flight Research Center.

A B-52H, tail number 61-0025, arrives at NASA's Dryden Flight Research Center after landing July 30,

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center, Edwards, California, received an 'H' model B-52 Stratofortress aircraft on July 30, 2001. The B-52H will be used as an air-launch aircraft supporting NASA's flight research and advanced technology demonstration efforts. Dryden received the B-52H from the U.S. Air Force's (USAF) 23rd Bomb Squadron, 5th Bombardment Wing (Air Combat Command), located at Minot AFB, N.D. A USAF crew flew the aircraft to Dryden. The aircraft, USAF tail number 61-0025, will be loaned initially, then later transferred from the USAF to NASA. The B-52H is scheduled to leave Dryden Aug. 2 for de-militarization and Programmed Depot Maintenance (PDM) at Tinker Air Force Base (AFB), Oklahoma. The depot-level maintenance is scheduled to last about six months and includes a thorough maintenance and inspection process. The newly arrived B-52H is slated to replace Dryden's famous B-52B '008,' in the 2003-2004 timeframe. It will take about one year for the B-52H to be ready for flight research duties. This time includes PDM, construction of the new pylon, installation of the flight research instrumentation equipment, and aircraft envelope clearance flights.

The Dryden Flight Research Center at Edwards Air Force Base is NASA's premier center for atmospheric flight research to validate high-risk aerospace technology.

NASA Image and Video Library

2001-07-25

Since the 1940s the Dryden Flight Research Center, Edwards, California, has developed a unique and highly specialized capability for conducting flight research programs. The organization, made up of pilots, scientists, engineers, technicians, and mechanics, has been and will continue to be leaders in the field of advanced aeronautics. Located on the northwest "shore" of Rogers Dry Lake, the complex was built around the original administrative-hangar building constructed in 1954. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the Integrated Test Facility. One of the most prominent structures is the space shuttle program's Mate-Demate Device and hangar in Area A to the north of the main complex. On the lakebed surface is a Compass Rose that gives pilots an instant compass heading. The Dryden complex originated at Edwards Air Force Base in support of the X-1 supersonic flight program. As other high-speed aircraft entered research programs, the facility became permanent and grew from a staff of five engineers in 1947 to a population in 2006 of nearly 1100 full-time government and contractor employees.

Implementation of Dryden Continuous Turbulence Model into Simulink for LSA-02 Flight Test Simulation

NASA Astrophysics Data System (ADS)

Ichwanul Hakim, Teuku Mohd; Arifianto, Ony

2018-04-01

Turbulence is a movement of air on small scale in the atmosphere that caused by instabilities of pressure and temperature distribution. Turbulence model is integrated into flight mechanical model as an atmospheric disturbance. Common turbulence model used in flight mechanical model are Dryden and Von Karman model. In this minor research, only Dryden continuous turbulence model were made. Dryden continuous turbulence model has been implemented, it refers to the military specification MIL-HDBK-1797. The model was implemented into Matlab Simulink. The model will be integrated with flight mechanical model to observe response of the aircraft when it is flight through turbulence field. The turbulence model is characterized by multiplying the filter which are generated from power spectral density with band-limited Gaussian white noise input. In order to ensure that the model provide a good result, model verification has been done by comparing the implemented model with the similar model that is provided in aerospace blockset. The result shows that there are some difference for 2 linear velocities (vg and wg), and 3 angular rate (pg, qg and rg). The difference is instantly caused by different determination of turbulence scale length which is used in aerospace blockset. With the adjustment of turbulence length in the implemented model, both model result the similar output.

NASA Dryden Flight Research Center personnel accompany NASA's first Orion full-scale abort flight test crew module as it heads to its new home.

NASA Image and Video Library

2008-04-01

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

NASA's Airborne Science DC-8, displaying new colors in a check flight Feb. 24, 2004, over the Dryden Flight Research Center

NASA Image and Video Library

2004-02-24

NASA's large Airborne Science research aircraft, a modified DC-8 airliner, displayed new colors in a check flight Feb. 24, 2004, over its home base, the NASA Dryden Flight Research Center at Edwards AFB, California.

The SOFIA flight crew descends the stairs after ferrying the 747SP airborne observatory from Waco, TX, to NASA's Dryden Flight Research Center in California

NASA Image and Video Library

2007-05-31

The SOFIA flight crew, consisting of Co-pilot Gordon Fullerton; DFRC, Pilot Bill Brocket; DFRC, Test Conductor Marty Trout; DFRC, Test Engineer Don Stonebrook; L-3, and Flight Engineer Larry Larose; JSC, descend the stairs after ferrying the 747SP airborne observatory from Waco, Texas, to its new home at NASA's Dryden Flight Research Center in California. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Design and utilization of a Flight Test Engineering Database Management System at the NASA Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Knighton, Donna L.

1992-01-01

A Flight Test Engineering Database Management System (FTE DBMS) was designed and implemented at the NASA Dryden Flight Research Facility. The X-29 Forward Swept Wing Advanced Technology Demonstrator flight research program was chosen for the initial system development and implementation. The FTE DBMS greatly assisted in planning and 'mass production' card preparation for an accelerated X-29 research program. Improved Test Plan tracking and maneuver management for a high flight-rate program were proven, and flight rates of up to three flights per day, two times per week were maintained.

Dryden B-52 Launch Aircraft in Flight over Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable B-52 mothership flies over the main building at the Dryden Flight Research Center, Edwards, California. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and has also been both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of

A B-52H, on loan to NASA's Dryden Flight Research Center, makes a pass down the runway prior to land

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center, Edwards, California, received an 'H' model B-52 Stratofortress aircraft on July 30, 2001. The B-52H will be used as an air-launch aircraft supporting NASA's flight research and advanced technology demonstration efforts. Dryden received the B-52H from the U.S. Air Force's (USAF) 23rd Bomb Squadron, 5th Bombardment Wing (Air Combat Command), located at Minot AFB, N.D. A USAF crew flew the aircraft to Dryden. The aircraft, USAF tail number 61-0025, will be loaned initially, then later transferred from the USAF to NASA. The B-52H is scheduled to leave Dryden Aug. 2 for de-militarization and Programmed Depot Maintenance (PDM) at Tinker Air Force Base (AFB), Oklahoma. The depot-level maintenance is scheduled to last about six months and includes a thorough maintenance and inspection process. The newly arrived B-52H is slated to replace Dryden's famous B-52B '008,' in the 2003-2004 timeframe. It will take about one year for the B-52H to be ready for flight research duties. This time includes PDM, construction of the new pylon, installation of the flight research instrumentation equipment, and aircraft envelope clearance flights.

Flying an Autonomous Formation Flight mission, two F/A-18s from the NASA Dryden Flight Research Cent

NASA Technical Reports Server (NTRS)

2001-01-01

Flying an Autonomous Formation Flight mission, two F/A-18's from the NASA Dryden Flight Research Center, Edwards, California, gain altitude near Rogers Dry Lake. The Systems Research Aircraft (tail number 845) and F/A-18 tail number 847 are flying the second phase of a project that is demonstrating a 15-percent fuel savings of the trailing aircraft during cruise flight. Project goal was a 10-percent savings. The drag-reduction study mimics the formation of migrating birds. Scientists have known for years that the trailing birds require less energy than flying solo.

KENNEDY SPACE CENTER, FLA. - Dryden Flight Research Center Director Kevin Peterson talks about One NASA during the rollout of the Agency initiative at KSC. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Peterson, were KSC Director Jim Kennedy, James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - Dryden Flight Research Center Director Kevin Peterson talks about One NASA during the rollout of the Agency initiative at KSC. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Peterson, were KSC Director Jim Kennedy, James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

The Space Shuttle Atlantis receives post-flight servicing in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center, Edwards, Calif.

NASA Image and Video Library

2007-06-23

The Space Shuttle Atlantis receives post-flight servicing in the Mate-Demate Device (MDD), following its landing at NASA's Dryden Flight Research Center, Edwards, California, June 22, 2007. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft.

Overview of Recent Flight Flutter Testing Research at NASA Dryden

NASA Technical Reports Server (NTRS)

Brenner, Martin J.; Lind, Richard C.; Voracek, David F.

1997-01-01

In response to the concerns of the aeroelastic community, NASA Dryden Flight Research Center, Edwards, California, is conducting research into improving the flight flutter (including aeroservoelasticity) test process with more accurate and automated techniques for stability boundary prediction. The important elements of this effort so far include the following: (1) excitation mechanisms for enhanced vibration data to reduce uncertainty levels in stability estimates; (2) investigation of a variety of frequency, time, and wavelet analysis techniques for signal processing, stability estimation, and nonlinear identification; and (3) robust flutter boundary prediction to substantially reduce the test matrix for flutter clearance. These are critical research topics addressing the concerns of a recent AGARD Specialists' Meeting on Advanced Aeroservoelastic Testing and Data Analysis. This paper addresses these items using flight test data from the F/A-18 Systems Research Aircraft and the F/A-18 High Alpha Research Vehicle.

Six Decades of Flight Research: An Annotated Bibliography of Technical Publications of NASA Dryden Flight Research Center, 1946-2006

NASA Technical Reports Server (NTRS)

Fisher, David F.

2007-01-01

Titles, authors, report numbers, and abstracts are given for nearly 2900 unclassified and unrestricted technical reports and papers published from September 1946 to December 2006 by the NASA Dryden Flight Research Center and its predecessor organizations. These technical reports and papers describe and give the results of 60 years of flight research performed by the NACA and NASA, from the X-1 and other early X-airplanes, to the X-15, Space Shuttle, X-29 Forward Swept Wing, X-31, and X-43 aircraft. Some of the other research airplanes tested were the D-558, phase 1 and 2; M-2, HL-10 and X-24 lifting bodies; Digital Fly-By-Wire and Supercritical Wing F-8; XB-70; YF-12; AFTI F-111 TACT and MAW; F-15 HiDEC; F-18 High Alpha Research Vehicle, F-18 Systems Research Aircraft and the NASA Landing Systems Research aircraft. The citations of reports and papers are listed in chronological order, with author and aircraft indices. In addition, in the appendices, citations of 270 contractor reports, more than 200 UCLA Flight System Research Center reports, nearly 200 Tech Briefs, 30 Dryden Historical Publications, and over 30 videotapes are included.

Production Support Flight Control Computers: Research Capability for F/A-18 Aircraft at Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Carter, John F.

1997-01-01

NASA Dryden Flight Research Center (DFRC) is working with the United States Navy to complete ground testing and initiate flight testing of a modified set of F/A-18 flight control computers. The Production Support Flight Control Computers (PSFCC) can give any fleet F/A-18 airplane an in-flight, pilot-selectable research control law capability. NASA DFRC can efficiently flight test the PSFCC for the following four reasons: (1) Six F/A-18 chase aircraft are available which could be used with the PSFCC; (2) An F/A-18 processor-in-the-loop simulation exists for validation testing; (3) The expertise has been developed in programming the research processor in the PSFCC; and (4) A well-defined process has been established for clearing flight control research projects for flight. This report presents a functional description of the PSFCC. Descriptions of the NASA DFRC facilities, PSFCC verification and validation process, and planned PSFCC projects are also provided.

Dryden People

NASA Image and Video Library

2008-10-28

In support of NASA's 50th Anniversary, hundreds of NASA government and contractor employees dressed in red, white, and blue gathered to form a giant "50" on the back ramp at NASA's Dryden Flight Research Center.

Mrs. Hugh Dryden unveils the memorial to her late husband at center dedication, with center director

NASA Technical Reports Server (NTRS)

1976-01-01

On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden. The dedication was very much a local event; following Center Director David Scott's opening remarks, the Antelope Valley High School's symphonic band played the national anthem. Invocation was given followed by recognition of the invited guests. Dr. Hugh Dryden, a man of total humility, received praise from all those present. Dryden, who died in 1965, had been a pioneering aeronautical scientist who became director of the National Advisory Committee for Aeronautics (NACA) in 1949 and then deputy administrator of the NACA's successor, NASA, in 1958. Very much interested in flight research, he had been responsible for establishing a permanent facility at the location later named in his honor. As Center Director David Scott looks on, Mrs. Hugh L. Dryden (Mary Libbie Travers) unveils the memorial to her husband at the dedication ceremony.On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden.

Investigation of seismicity and related effects at NASA Ames-Dryden Flight Research Facility, Computer Center, Edwards, California

NASA Technical Reports Server (NTRS)

Cousineau, R. D.; Crook, R., Jr.; Leeds, D. J.

1985-01-01

This report discusses a geological and seismological investigation of the NASA Ames-Dryden Flight Research Facility site at Edwards, California. Results are presented as seismic design criteria, with design values of the pertinent ground motion parameters, probability of recurrence, and recommended analogous time-history accelerograms with their corresponding spectra. The recommendations apply specifically to the Dryden site and should not be extrapolated to other sites with varying foundation and geologic conditions or different seismic environments.

Retired NASA research pilot and former astronaut Gordon Fullerton was greeted by scores of NASA Dryden staff who bid him farewell after his final NASA flight.

NASA Image and Video Library

2007-12-21

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

The Space Shuttle Atlantis receives post-flight servicing in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center, Edwards, Calif.

NASA Image and Video Library

2007-06-25

Lit by sunlight filtered through the smoke of a distant forest fire, the Space Shuttle Atlantis receives post-flight servicing in the Mate-Demate Device (MDD), following its landing at NASA's Dryden Flight Research Center, Edwards, California. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft.

The NASA Dryden Flight Test Approach to an Aerial Refueling System

NASA Technical Reports Server (NTRS)

Hansen, Jennifer L.; Murray, James E.; Campos, Norma V.

2005-01-01

The integration of uninhabited aerial vehicles (UAVs) into controlled airspace has generated a new era of autonomous technologies and challenges. Autonomous aerial refueling would enable UAVs to travel further distances and loiter for extended periods over time-critical targets. The NASA Dryden Flight Research Center recently has completed a flight research project directed at developing a dynamic hose and drogue system model to support the development of an automated aerial refueling system. A systematic dynamic model of the hose and drogue system would include the effects of various influences on the system, such as flight condition, hose and drogue type, tanker type and weight, receiver type, and tanker and receiver maneuvering. Using two NASA F/A-18 aircraft and a conventional hose and drogue aerial refueling store from the Navy, NASA has obtained flight research data that document the response of the hose and drogue system to these effects. Preliminary results, salient trends, and important lessons are presented

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center d

NASA Technical Reports Server (NTRS)

2002-01-01

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center during a low-level flyby at Las Cruces Airport in New Mexico. The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based 'detect, see and avoid' equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft.

Space Shuttle Discovery landed at NASA's Dryden Flight Research Center at 5:11 a.m., following the very successful 14-day STS-114 return to flight mission

NASA Image and Video Library

2005-08-09

Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in Calif. at 5:11 a.m. this morning, following the very successful 14-day STS-114 return to flight mission.

Design of a Mission Data Storage and Retrieval System for NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Lux, Jessica; Downing, Bob; Sheldon, Jack

2007-01-01

The Western Aeronautical Test Range (WATR) at the NASA Dryden Flight Research Center (DFRC) employs the WATR Integrated Next Generation System (WINGS) for the processing and display of aeronautical flight data. This report discusses the post-mission segment of the WINGS architecture. A team designed and implemented a system for the near- and long-term storage and distribution of mission data for flight projects at DFRC, providing the user with intelligent access to data. Discussed are the legacy system, an industry survey, system operational concept, high-level system features, and initial design efforts.

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center at Mojave Airport in Southern California.

NASA Image and Video Library

2003-04-03

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center at Mojave Airport in Southern California. The unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. NASA Dryden's F/A-18 Hornet was one of many different aircraft used in the tests.

Dryden F-8 Research Aircraft Fleet 1973 in flight, DFBW and SCW

NASA Technical Reports Server (NTRS)

1973-01-01

F-8 Digital Fly-By-Wire (left) and F-8 Supercritical Wing in flight. These two aircraft fundamentally changed the nature of aircraft design. The F-8 DFBW pioneered digital flight controls and led to such computer-controlled airacrft as the F-117A, X-29, and X-31. Airliners such as the Boeing 777 and Airbus A320 also use digital fly-by-wire systems. The other aircraft is a highly modified F-8A fitted with a supercritical wing. Dr. Richard T. Whitcomb of Langley Research Center originated the supercritical wing concept in the late 1960s. (Dr. Whitcomb also developed the concept of the 'area rule' in the early 1950s. It singificantly reduced transonic drag.) The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide

Mrs. Hugh Dryden unveils the memorial to her late husband at center dedication, with center director David Scott

NASA Image and Video Library

1976-03-26

On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden. The dedication was very much a local event; following Center Director David Scott’s opening remarks, the Antelope Valley High School’s symphonic band played the national anthem. Invocation was given followed by recognition of the invited guests. Dr. Hugh Dryden, a man of total humility, received praise from all those present. Dryden, who died in 1965, had been a pioneering aeronautical scientist who became director of the National Advisory Committee for Aeronautics (NACA) in 1949 and then deputy administrator of the NACA’s successor, NASA, in 1958. Very much interested in flight research, he had been responsible for establishing a permanent facility at the location later named in his honor. As Center Director David Scott looks on, Mrs. Hugh L. Dryden (Mary Libbie Travers) unveils the memorial to her husband at the dedication ceremony.On March 26, 1976, the NASA Flight Research Center opened its doors to hundreds of guests for the dedication of the center in honor of Hugh Latimer Dryden.

Two NASA Dryden F/A-18s flown by Gordon Fullerton and Nils Larson fly in tight formation Dec. 21, 2007 during Fullerton's final flight before his retirement.

NASA Image and Video Library

2007-12-21

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of

Heat Stress Equation Development and Usage for Dryden Flight Research Center (DFRC)

NASA Technical Reports Server (NTRS)

Houtas, Franzeska; Teets, Edward H., Jr.

2012-01-01

Heat Stress Indices are equations that integrate some or all variables (e.g. temperature, relative humidity, wind speed), directly or indirectly, to produce a number for thermal stress on humans for a particular environment. There are a large number of equations that have been developed which range from simple equations that may ignore basic factors (e.g. wind effects on thermal loading, fixed contribution from solar heating) to complex equations that attempt to incorporate all variables. Each equation is evaluated for a particular use, as well as considering the ease of use and reliability of the results. The meteorology group at the Dryden Flight Research Center has utilized and enhanced the American College of Sports Medicine equation to represent the specific environment of the Mojave Desert. The Dryden WBGT Heat Stress equation has been vetted and implemented as an automated notification to the entire facility for the safety of all personnel and visitors.

NASA's SOFIA airborne observatory lands at Edwards AFB after being flown from Waco, Texas to NASA Dryden for systems installation, integration and flight test

NASA Image and Video Library

2007-05-31

NASA's SOFIA airborne observatory lands at Edwards AFB after being flown from Waco, Texas to NASA Dryden for systems installation, integration and flight test. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Tom McMurtry - chief of Dryden Flight Operations with STS mated to 747 SCA

NASA Technical Reports Server (NTRS)

1991-01-01

Thomas C. McMurtry in front of the 747 Shuttle Carrier Aircraft. He graduated in June 1957 from the University of Notre Dame with a Bachelor of Science degree in Mechanical Engineering. McMurtry had been part of the university's Navy ROTC program, and after graduation he joined the Navy as a pilot. Before retiring from the Navy in 1964 as a Lieutenant, he graduated from the U.S. Navy Test Pilot School, and had flown such aircraft as the F9F, A3D, A4D, F3D, F-8, A-6, and S-2. McMurtry was then a consultant for the Lockheed Corporation until joining NASA as a research pilot in 1967. While at the Dryden Flight Research Center, he was co-project pilot on the F-8 Digital Fly-By-Wire program, and the 747 Shuttle Carrier Aircraft, as well as project pilot on the F-15 Digital Electronic Engine Control (DEEC) project, the KC-135 Winglets, the F-8 Supercritical Wing project, and the AD-1 Oblique Wing Project. He also made research flights in NASA's YF-12C aircraft (actually a modified SR-71). McMurtry made the last glide flight of the X-24B lifting body on November 26, 1975, and was co-pilot of the 747 Shuttle Carrier Aircraft on the first free flight of the space shuttle Enterprise on August 12, 1977. He was involved in several remotely piloted research vehicle programs, including the FAA/NASA 720 Controlled Impact Demonstration and the 3/8 F-15 Spin Research Vehicle. During McMurtry's 32 years as a pilot and manager at Dryden, he received numerous awards. These include the NASA Exceptional Service Award for his work on the F-8 Supercritical Wing, and the Iven C. Kincheloe Award from the Society of Experimental Test Pilots for his role as chief pilot on the AD-1 project, the NASA Distinguished Service Medal, and the 1999 Milton O. Thomson Lifetime Achievement Award. McMurtry also held a number of management positions at Dryden, including Chief Pilot, Director of Flight Operations, Associate Director of Flight Operations, and was the acting Chief Engineer at the time of his

NASA's Dryden Flight Research Center is situated immediately adjacent to the compass rose on the bed of Rogers Dry Lake at Edwards Air Force Base, Calif.

NASA Image and Video Library

2001-07-25

Since the 1940s the Dryden Flight Research Center, Edwards, California, has developed a unique and highly specialized capability for conducting flight research programs. The organization, made up of pilots, scientists, engineers, technicians, and mechanics, has been and will continue to be leaders in the field of advanced aeronautics. Located on the northwest "shore" of Rogers Dry Lake, the complex was built around the original administrative-hangar building constructed in 1954. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the Integrated Test Facility. One of the most prominent structures is the space shuttle program's Mate-Demate Device and hangar in Area A to the north of the main complex. On the lakebed surface is a Compass Rose that gives pilots an instant compass heading. The Dryden complex originated at Edwards Air Force Base in support of the X-1 supersonic flight program. As other high-speed aircraft entered research programs, the facility became permanent and grew from a staff of five engineers in 1947 to a population in 2006 of nearly 1100 full-time government and contractor employees.

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet on March 14, 2001

NASA Image and Video Library

2001-03-14

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet on March 14, 2001. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A will undergo a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound.

A happy "thumbs up" from the crew of the Space Shuttle Endeavour and NASA Dryden Flight Research Center officials heralded the successful completion of mission STS-100

NASA Image and Video Library

2001-05-01

A happy "thumbs up" from the crew of the Space Shuttle Endeavour and NASA Dryden Flight Research Center officials heralded the successful completion of mission STS-100. Standing by the shuttle's rocket nozzles from left to right: Scott E. Prazynski, mission specialist (U.S.); Yuri V. Lonchakov, mission specialist (Russia); Kent V. Rominger, commander (U.S.); Wally Sawyer, NASA Dryden Flight Research Center deputy director; Kevin Petersen, NASA Dryden Flight Research Center director; Umberto Guidoni, mission specialist (European Space Agency); John L. Phillips, mission specialist (U.S.); Jeffrey S. Ashby, pilot (U.S.); and Chris A. Hadfield, mission specialist (Canadian Space Agency). The mission landed at Edwards Air Force Base, California, on May 1, 2001.

The Space Shuttle Atlantis centered in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center at Edwards, California

NASA Image and Video Library

2001-02-26

The Space Shuttle Atlantis is centered in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center at Edwards, California. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft. Space Shuttle Atlantis landed at 12:33 p.m. February 20, 2001, on the runway at Edwards Air Force Base, California, where NASA's Dryden Flight Research Center is located. The mission, which began February 7, logged 5.3 million miles as the shuttle orbited earth while delivering the Destiny science laboratory to the International Space Station. Inclement weather conditions in Florida prompted the decision to land Atlantis at Edwards. The last time a space shuttle landed at Edwards was Oct. 24, 2000.

Women in Flight Research at NASA Dryden Flight Research Center from 1946 to 1995. Number 6; Monographs in Aerospace History

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1997-01-01

This monograph discusses the working and living environment of women involved with flight research at NASA Dryden Flight Research Center during the late 1940s and early 1950s. The women engineers, their work and the airplanes they worked on from 1960 to December 1995 are highlighted. The labor intensive data gathering and analysis procedures and instrumentation used before the age of digital computers are explained by showing and describing typical instrumentation found on the X-series aircraft from the X-1 through the X-15. The data reduction technique used to obtain the Mach number position error curve for the X-1 aircraft and which documents the historic first flight to exceed the speed of sound is described and a Mach number and altitude plot from an X-15 flight is shown.

A review of recent developments in flight test techniques at the Ames Research Center, Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Layton, G. P.

1984-01-01

New flight test techniques in use at Ames Dryden are reviewed. The use of the pilot in combination with ground and airborne computational capabilities to maximize data return is discussed, including the remotely piloted research vehicle technique for high-risk testing, the remotely augmented vehicle technique for handling qualities research, and use of ground computed flight director information to fly unique profiles such as constant Reynolds number profiles through the transonic flight regime. Techniques used for checkout and design verification of systems-oriented aircraft are discussed, including descriptions of the various simulations, iron bird setups, and vehicle tests. Some newly developed techniques to support the aeronautical research disciplines are discussed, including a new approach to position-error determination, and the use of a large skin friction balance for the measurement of drag caused by various excrescencies.

One of NASA's Two Modified Boeing 747 Shuttle Carrier (SCA) Aircraft in Flight over NASA Dryden Flig

NASA Technical Reports Server (NTRS)

1999-01-01

seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF) flew mated to a specially-

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's centerline attachment point, underwent flight envelope expansion in order to verify its design and capabilities.

NASA Image and Video Library

2001-11-30

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's centerline attachment point, underwent flight envelope expansion in order to verify its design and capabilities.

X-38 sails to a landing at NASA Dryden Flight Research Center July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The seventh free flight of an X-38 prototype for an emergency space station crew return vehicle culminated in a graceful glide to landing under the world's largest parafoil. The mission began when the X-38 was released from NASA's B-52 mother ship over Edwards Air Force Base, California, where NASA Dryden Flight Research Center is located. The July 10, 2001 flight helped researchers evaluate software and deployment of the X-38's drogue parachute and subsequent parafoil. NASA intends to create a space-worthy Crew Return Vehicle (CRV) to be docked to the International Space Station as a 'lifeboat' to enable a full seven-person station crew to evacuate in an emergency.

X-38 sails to a landing at NASA Dryden Flight Research Center July 10, 2001

NASA Image and Video Library

2001-07-10

The seventh free flight of an X-38 prototype for an emergency space station crew return vehicle culminated in a graceful glide to landing under the world's largest parafoil. The mission began when the X-38 was released from NASA's B-52 mother ship over Edwards Air Force Base, California, where NASA Dryden Flight Research Center is located. The July 10, 2001 flight helped researchers evaluate software and deployment of the X-38's drogue parachute and subsequent parafoil. NASA intends to create a space-worthy Crew Return Vehicle (CRV) to be docked to the International Space Station as a "lifeboat" to enable a full seven-person station crew to evacuate in an emergency.

The NASA Dryden Flight Research Center Unmanned Aircraft System Service Capabilities

NASA Technical Reports Server (NTRS)

Bauer, Jeff

2007-01-01

Over 60 years of Unmanned Aircraft System (UAS) expertise at the NASA Dryden Flight Research Center are being leveraged to provide capability and expertise to the international UAS community. The DFRC brings together technical experts, UAS, and an operational environment to provide government and industry a broad capability to conduct research, perform operations, and mature systems, sensors, and regulation. The cornerstone of this effort is the acquisition of both a Global Hawk (Northrop Grumman Corporation, Los Angeles, California) and Predator B (General Atomics Aeronautical Systems, Inc., San Diego, California) unmanned aircraft system (UAS). In addition, a test range for small UAS will allow developers to conduct research and development flights without the need to obtain approval from civil authorities. Finally, experts are available to government and industry to provide safety assessments in support of operations in civil airspace. These services will allow developers to utilize limited resources to their maximum capability in a highly competitive environment.

Dryden Overview for Schools

NASA Technical Reports Server (NTRS)

1994-01-01

This video presentation gives a narrated, quick look at the Dryden Flight Research Center and the Center's various projects. The presentation is directed toward a 6th-grade audience and emphasizes staying in school to learn the vital skills needed to succeed today.

President Ronald Reagan speaks to a crowd of more than 45,000 people at NASA's Dryden Flight Research Center following the landing of STS-4 on July 4, 1982

NASA Image and Video Library

1982-07-04

President Ronald Reagan speaks to a crowd of more than 45,000 people at NASA's Dryden Flight Research Center following the landing of STS-4 on July 4, 1982. To the right of the President are Mrs. Reagan and NASA Administrator James M. Beggs. To the left are STS-4 Columbia astronauts Thomas K. Mattingly and Henry W. Hartsfield, Jr. Prototype Space Shuttle Enterprise is in the background.

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden -- Origins to First Flight

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2006-01-01

The NASA Dryden Flight Research Center, in partnership with the NASA Langley Research Center and industrial contractors, conducted the first flight tests of a supersonic combustion ramjet (scramjet) in 2004. This was a revolutionary airbreathing engine able to operate at speeds above Mach 5, which carries potential for both high-speed atmospheric flight and as a space launcher. For the Dryden engineers, the X-43 program was the culmination of a nearly 60-year history of flight research, going back to the early days of supersonic flight, and to rocket planes such as the X-1, D-558-II Skyrocket, and the X-15. For the propulsion community, it marked a turning point in a quest that had taken nearly as long. The scramjet engine did not arise from the work of a single individual or from a single technological breakthrough. It evolved instead from work under way on ramjets in the early 1950s, and from research programs at the National Advisory Committee for Aeronautics (NACA) Lewis Research Center, at the U.S. Army Aberdeen Proving Ground, and by the U.S. Navy. Studies developed in the course of these disparate projects raised the possibility of supersonic combustion. Many researchers had considered the notion impractical due to the difficulty of stabilizing a flame front in a supersonic airflow. NACA researchers at Lewis attempted to test the idea's feasibility by burning aluminum borohydride in a supersonic wind tunnel. Sustained burning was believed to have been observed at Mach 1.5, Mach 2, and Mach 3 for as long as two seconds.

The Space Shuttle Discovery receives post-flight servicing in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2005-08-11

The Space Shuttle Discovery receives post-flight servicing in the Mate-Demate Device (MDD), following its landing at NASA's Dryden Flight Research Center, Edwards, California, August 9, 2005. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT, August 9, 2005, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. In an unprecedented event, spacewalkers were called upon to remove protruding gap fillers from the heat shield on Discovery's underbelly. In other spacewalk activities, astronauts installed an external platform onto the Station's Quest Airlock and replaced one of the orbital outpost's Control Moment Gyroscopes. Inside the Station, the STS-114 crew conducted joint operations with the Expedition 11 crew. They unloaded fresh supplies from the Shuttle and the Raffaello Multi-Purpose Logistics Module. Before Discovery undocked, the crews filled Raffeallo with unneeded items and returned to Shuttle payload bay. Discovery launched on July 26 and spent almost 14 days on orbit.

The Space Shuttle Discovery receives post-flight servicing in the Mate-Demate Device (MDD) at NASA's Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2005-08-11

The Space Shuttle Discovery receives post-flight servicing in the Mate-Demate Device (MDD), following its landing at NASA's Dryden Flight Research Center, Edwards, California, August 9, 2005. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT this morning, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. In an unprecedented event, spacewalkers were called upon to remove protruding gap fillers from the heat shield on Discovery's underbelly. In other spacewalk activities, astronauts installed an external platform onto the Station's Quest Airlock and replaced one of the orbital outpost's Control Moment Gyroscopes. Inside the Station, the STS-114 crew conducted joint operations with the Expedition 11 crew. They unloaded fresh supplies from the Shuttle and the Raffaello Multi-Purpose Logistics Module. Before Discovery undocked, the crews filled Raffeallo with unneeded items and returned to Shuttle payload bay. Discovery launched on July 26 and spent almost 14 days on orbit.

The NASA Dryden AAR Project: A Flight Test Approach to an Aerial Refueling System

NASA Technical Reports Server (NTRS)

Hansen, Jennifer L.; Murray, James E.; Campos, Norma V.

2004-01-01

The integration of uninhabited aerial vehicles (UAVs) into controlled airspace has generated a new era of autonomous technologies and challenges. Autonomous aerial refueling would enable UAVs to travel further distances and loiter for extended periods over time-critical targets. The NASA Dryden Flight Research Center recently has completed a flight research project directed at developing a dynamic hose and drogue system model to support the development of an automated aerial refueling system. A systematic dynamic model of the hose and drogue system would include the effects of various influences on the system, such as flight condition, hose and drogue type, tanker type and weight, receiver type, and tanker and receiver maneuvering. Using two NASA F/A-18 aircraft and a conventional hose and drogue aerial refueling store from the Navy, NASA has obtained flight research data that document the response of the hose and drogue system to these effects. Preliminary results, salient trends, and important lessons are presented.

Navajo Code Talker Joe Morris, Sr. shared insights from his time as a secret World War Two messenger with his audience at NASA's Dryden Flight Research Center

NASA Image and Video Library

2002-11-26

Navajo Code Talker Joe Morris, Sr. shared insights from his time as a secret World War Two messenger with his audience at NASA's Dryden Flight Research Center on Nov. 26, 2002. NASA Dryden is located on Edwards Air Force Base in California's Mojave Desert.

Dryden Flight Research Center Chemical Pharmacy Program

NASA Technical Reports Server (NTRS)

Davis, Bette

1997-01-01

The Dryden Flight Research Center (DFRC) Chemical Pharmacy "Crib" is a chemical sharing system which loans chemicals to users, rather than issuing them or having each individual organization or group purchasing the chemicals. This cooperative system of sharing chemicals eliminates multiple ownership of the same chemicals and also eliminates stockpiles. Chemical management duties are eliminated for each of the participating organizations. The chemical storage issues, hazards and responsibilities are eliminated. The system also ensures safe storage of chemicals and proper disposal practices. The purpose of this program is to reduce the total releases and transfers of toxic chemicals. The initial cost of the program to DFRC was $585,000. A savings of $69,000 per year has been estimated for the Center. This savings includes the reduced costs in purchasing, disposal and chemical inventory/storage responsibilities. DFRC has chemicals stored in 47 buildings and at 289 locations. When the program is fully implemented throughout the Center, there will be three chemical locations at this facility. The benefits of this program are the elimination of chemical management duties; elimination of the hazard associated with chemical storage; elimination of stockpiles; assurance of safe storage; assurance of proper disposal practices; assurance of a safer workplace; and more accurate emissions reports.

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's cen

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

Dryden Test Pilots 1990 - Smolka, Fullerton, Schneider, Dana, Ishmael, Smith, and McMurtry

NASA Technical Reports Server (NTRS)

1990-01-01

It was a windy afternoon on Rogers Dry Lake as the research pilots of the National Aeronautics and Space Administration's Ames-Dryden Flight Research Facility gathered for a photo shoot. It was a special day too, the 30th anniversary of the first F-104 flight by research pilot Bill Dana. To celebrate, a fly over of Building 4800, in formation, was made with Bill in a Lockheed F-104 (826), Gordon Fullerton in a Northrop T-38, and Jim Smolka in a McDonnell Douglas F/A-18 (841) on March 23, 1990. The F-18 (841), standing on the NASA ramp is a backdrop for the photo of (Left to Right) James W. (Smoke) Smolka, C. Gordon Fullerton, Edward T. (Ed) Schneider, William H. (Bill) Dana, Stephen D. (Steve) Ishmael, Rogers E. Smith, and Thomas C. (Tom) McMurtry. Smolka joined NASA Ames-Dryden Flight Research Facility in September 1985. He has been the project pilot on the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) research and F-15 Aeronautical Research Aircraft programs. He has also flown as a pilot on the NASA B-52 launch aircraft, as a co-project pilot on the F-16XL Supersonic Laminar Flow Control aircraft and the F-18 High Angle-of-Attack Research Vehicle (HARV) aircraft. Other aircraft he has flown in research programs are the F-16, F-111, F-104 and the T-38 as support. Fullerton, joined NASA's Ames-Dryden Flight Research Facility in November 1986. He was project pilot on the NASA/Convair 990 aircraft to test space shuttle landing gear components, project pilot on the F-18 Systems Research Aircraft, and project pilot on the B-52 launch aircraft, where he was involved in six air launches of the commercially developed Pegasus space launch vehicle. Other assignments include a variety of flight research and support activities in multi-engine and high performance aircraft such as, F-15, F-111, F-14, X-29, MD-11 and DC-8. Schneider arrived at the NASA Ames-Dryden Flight Research Facility on July 5, 1982, as a Navy Liaison Officer, becoming a NASA research

NASA's SOFIA 747SP bearing a German-built 2.5-meter infrared telescope in its rear fuselage taxis up to NASA Dryden's ramp after a ferry flight from Waco, TX

NASA Image and Video Library

2007-05-31

NASA's SOFIA 747SP bearing a German-built 2.5-meter infrared telescope in its rear fuselage taxis up to NASA Dryden's ramp after a ferry flight from Waco, Texas. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Space Shuttle Atlantis/STS-98 shortly before being towed to NASA's Dryden Flight Research Center

NASA Image and Video Library

2001-02-20

Space Shuttle Atlantis landed at 12:33 p.m. February 20, 2001, on the runway at Edwards Air Force Base, California, where NASA's Dryden Flight Research Center is located. The mission, which began February 7, logged 5.3 million miles as the shuttle orbited earth while delivering the Destiny science laboratory to the International Space Station. Inclement weather conditions in Florida prompted the decision to land Atlantis at Edwards. The last time a space shuttle landed at Edwards was Oct. 24, 2000.

Wranglers steadied the X-40A at NASA's Dryden Flight Research Center, Edwards, California, March 14, 2001, as the experimental craft was carried to 15,000 feet for an unpiloted glide flight

NASA Image and Video Library

2001-03-14

Wranglers steadied the X-40A at NASA's Dryden Flight Research Center, Edwards, California, March 14, 2001, as the experimental craft was carried to 15,000 feet for an unpiloted glide flight. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A will undergo a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound.

Fifty Years of Flight Research: An Annotated Bibliography of Technical Publications of NASA Dryden Flight Research Center, 1946-1996

NASA Technical Reports Server (NTRS)

Fisher, David F.

1999-01-01

Titles, authors, report numbers, and abstracts are given for more than 2200 unclassified and unrestricted technical reports and papers published from September 1946 to December 1996 by NASA Dryden Flight Research Center and its predecessor organizations. These technical reports and papers describe and give the results of 50 years of flight research performed by the NACA and NASA, from the X-1 and other early X-airplanes, to the X-15, Space Shuttle, X-29 Forward Swept Wing, and X-31 aircraft. Some of the other research airplanes tested were the D-558, phase 1 and 2; M-2, HL-10 and X-24 lifting bodies; Digital Fly-By-Wire and Supercritical Wing F-8; XB-70; YF-12; AFTI F-111 TACT and MAW; F-15 HiDEC; F-18 High Alpha Research Vehicle, and F-18 Systems Research Aircraft. The citations of reports and papers are listed in chronological order, with author and aircraft indices. In addition, in the appendices, citations of 233 contractor reports, more than 200 UCLA Flight System Research Center reports and 25 video tapes are included.

X-43A departs NASA Dryden Flight Research Center for first free-flight attempt

NASA Image and Video Library

2001-06-02

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A close-up of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only

Space Technology Demonstrations Using Low Cost, Short-Schedule Airborne and Range Facilities at the Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Carter, John; Kelly, John; Jones, Dan; Lee, James

2013-01-01

There is a national effort to expedite advanced space technologies on new space systems for both government and commercial applications. In order to lower risk, these technologies should be demonstrated in a relevant environment before being installed in new space systems. This presentation introduces several low cost, short schedule space technology demonstrations using airborne and range facilities available at the Dryden Flight Research Center.

X-43A departs NASA Dryden Flight Research Center for first free-flight attempt.

NASA Technical Reports Server (NTRS)

2001-01-01

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A 'stack' lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing 'scramjet' engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz. The X-43A flights are the first actual flight tests of an aircraft powered by a scramjet engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). Some 90 minutes after takeoff, the Pegasus will launch from a B-52, rocketing the X-43A to Mach 7 at 95,000 feet altitude, or Mach 10 at 105,000 feet altitude. The X-43A will be powered by its revolutionary air-breathing supersonic-combustion ramjet or 'scramjet' engine. The X-43A will then fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments as it descends until it splashes into the Pacific Ocean.

Update on Piloted and Un-Piloted Aircraft at NASA Dryden

NASA Technical Reports Server (NTRS)

DelFrate, John H.

2007-01-01

This viewgraph presentation reviews the NASA Dryden Flight Research Center's (DFRC) environment for testing of experimental aircraft. Included are a satellite view of the Dryden locale, and a summary of the capabilities at DFRC. It reviews the capabilites of High Altitude Platform (HAP) testing; Gulfstream III (1.)Unmanned Aerial Vehicle (UAV) synthetic aperture radar (SAR) (2) Precision Trajectory Capability Global Hawk (ACTD); ER-2; Ikhana (Predator B);

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A head-on view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry

Doing Systems Engineering Without Thinking About It at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Bohn-Meyer, Marta; Kilp, Stephen; Chun, Peggy; Mizukami, Masashi

2004-01-01

When asked about his processes in designing a new airplane, Burt Rutan responded: ...there is always a performance requirement. So I start with the basic physics of an airplane that can get those requirements, and that pretty much sizes an airplane... Then I look at the functionality... And then I try a lot of different configurations to meet that, and then justify one at a time, throwing them out... Typically I'll have several different configurations... But I like to experiment, certainly. I like to see if there are other ways to provide the utility. This kind of thinking engineering as a total systems engineering approach is what is being instilled in all engineers at the NASA Dryden Flight Research Center.

Flight Approach to Adaptive Control Research

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen; Less, James L.; Larson, David Nils

2011-01-01

The National Aeronautics and Space Administration's Dryden Flight Research Center completed flight testing of adaptive controls research on a full-scale F-18 testbed. The testbed served as a full-scale vehicle to test and validate adaptive flight control research addressing technical challenges involved with reducing risk to enable safe flight in the presence of adverse conditions such as structural damage or control surface failures. This paper describes the research interface architecture, risk mitigations, flight test approach and lessons learned of adaptive controls research.

Flight Test Approach to Adaptive Control Research

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen; Less, James L.; Larson, David Nils

2011-01-01

The National Aeronautics and Space Administration s Dryden Flight Research Center completed flight testing of adaptive controls research on a full-scale F-18 testbed. The validation of adaptive controls has the potential to enhance safety in the presence of adverse conditions such as structural damage or control surface failures. This paper describes the research interface architecture, risk mitigations, flight test approach and lessons learned of adaptive controls research.

X-36 arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel steady the X-36 Tailless Fighter Agility Research Aircraft following arrival at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The aircraft is being hoisted out of it's shipping crate. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds

Selected Examples of NACA/NASA Supersonic Flight Research

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Ayers, Theodore G.

1995-01-01

The present Dryden Flight Research Center, a part of the National Aeronautics and Space Administration, has a flight research history that extends back to the mid-1940's. The parent organization was a part of the National Advisory Committee for Aeronautics and was formed in 1946 as the Muroc Flight Test Unit. This document describes 13 selected examples of important supersonic flight research conducted from the Mojave Desert location of the Dryden Flight Research Center over a 4 decade period beginning in 1946. The research described herein was either obtained at supersonic speeds or enabled subsequent aircraft to penetrate or traverse the supersonic region. In some instances there accrued from these research efforts benefits which are also applicable at lower or higher speed regions. A major consideration in the selection of the various research topics was the lasting impact they have had, or will have, on subsequent supersonic flight vehicle design, efficiency, safety, and performance or upon improved supersonic research techniques.

Conversion from Engineering Units to Telemetry Counts on Dryden Flight Simulators

NASA Technical Reports Server (NTRS)

Fantini, Jay A.

1998-01-01

Dryden real-time flight simulators encompass the simulation of pulse code modulation (PCM) telemetry signals. This paper presents a new method whereby the calibration polynomial (from first to sixth order), representing the conversion from counts to engineering units (EU), is numerically inverted in real time. The result is less than one-count error for valid EU inputs. The Newton-Raphson method is used to numerically invert the polynomial. A reverse linear interpolation between the EU limits is used to obtain an initial value for the desired telemetry count. The method presented here is not new. What is new is how classical numerical techniques are optimized to take advantage of modem computer power to perform the desired calculations in real time. This technique makes the method simple to understand and implement. There are no interpolation tables to store in memory as in traditional methods. The NASA F-15 simulation converts and transmits over 1000 parameters at 80 times/sec. This paper presents algorithm development, FORTRAN code, and performance results.

X-43A Flight Controls

NASA Technical Reports Server (NTRS)

Baumann, Ethan

2006-01-01

A viewgraph presentation detailing X-43A Flight controls at NASA Dryden Flight Research Center is shown. The topics include: 1) NASA Dryden, Overview and current and recent flight test programs; 2) Unmanned Aerial Vehicle Synthetic Aperture Radar (UAVSAR) Program, Program Overview and Platform Precision Autopilot; and 3) Hyper-X Program, Program Overview, X-43A Flight Controls and Flight Results.

NASA Dryden's F-15B aircraft with the Gulfstream Quiet Spike sonic boom mitigator attached undergoes ground vibration testing in preparation for test flights

NASA Image and Video Library

2006-05-01

NASA Dryden's F-15B testbed aircraft with the Gulfstream Quiet Spike sonic boom mitigator attached undergoes ground vibration testing in preparation for test flights. The project seeks to verify the structural integrity of the multi-segmented, articulating spike attachment designed to reduce and control a sonic boom.

A knowledge-based flight status monitor for real-time application in digital avionics systems

NASA Technical Reports Server (NTRS)

Duke, E. L.; Disbrow, J. D.; Butler, G. F.

1989-01-01

The Dryden Flight Research Facility of the National Aeronautics and Space Administration (NASA) Ames Research Center (Ames-Dryden) is the principal NASA facility for the flight testing and evaluation of new and complex avionics systems. To aid in the interpretation of system health and status data, a knowledge-based flight status monitor was designed. The monitor was designed to use fault indicators from the onboard system which are telemetered to the ground and processed by a rule-based model of the aircraft failure management system to give timely advice and recommendations in the mission control room. One of the important constraints on the flight status monitor is the need to operate in real time, and to pursue this aspect, a joint research activity between NASA Ames-Dryden and the Royal Aerospace Establishment (RAE) on real-time knowledge-based systems was established. Under this agreement, the original LISP knowledge base for the flight status monitor was reimplemented using the intelligent knowledge-based system toolkit, MUSE, which was developed under RAE sponsorship. Details of the flight status monitor and the MUSE implementation are presented.

The Space Shuttle Atlantis is towed from the runway at Edwards Air Force Base to NASA Dryden's Mate-Demate Device (MDD) for post-flight processing

NASA Image and Video Library

2007-06-22

Following its landing on June 22, 2007, the Space Shuttle Atlantis is towed from the runway at Edwards Air Force Base to NASA Dryden's Mate-Demate Device (MDD) for post-flight processing in preparation for its return to the Kennedy Space Center in Florida.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its unique design as it flies low over Rogers Dry Lake during a 1996 test flight from NASA's Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The twin pusher engines of the prototype Theseus research aircraft can be clearly seen in this photo of the aircraft during a 1996 research flight from the Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The twin pusher propeller-driven engines of the Theseus research aircraft can be clearly seen in this photo, taken during a 1996 research flight at NASA's Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite

The X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California.

NASA Image and Video Library

2000-12-08

The X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The captive carry flights are designed to verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether. Following a series of captive-carry flights, the X-40 made free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles.

Bob Meyer (right), acting deputy director of NASA Dryden, shakes hands with Les Bordelon, executive

NASA Technical Reports Server (NTRS)

2002-01-01

Bob Meyer (on the right), acting deputy director of NASA's Dryden Flight Research Center, Edwards, California, shakes hands with Les Bordelon, executive director of Edwards Air Force Base. The handshake represents Dryden's acceptance of an Air Force C-20A delivered from Ramstein Air Base, Germany. The aircraft will be modified to carry equipment and experiments in support of both NASA and U.S. Air Force projects. The joint use of this aircraft is a result of the NASA Dryden/Edwards Air Force Base Alliance which shares some resources as cost-cutting measures.

NASA Dryden's Dave Bushman aims the optics of a laser device at a panel on a model aircraft during the first flight demonstration of an aircraft powered by laser light.

NASA Image and Video Library

2003-09-17

NASA Dryden project engineer Dave Bushman carefully aims the optics of a laser device at a solar cell panel on a model aircraft during the first flight demonstration of an aircraft powered by laser light.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus research aircraft in flight over Rogers Dry Lake, Edwards, California, during a 1996 research flight. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A

NASA Image and Video Library

2004-01-24

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A. Visible in the photo, taken two days before the X-43's captive carry flight in January 2004, are [foreground to background]; Tony Kawano (Range Safety Officer), Brad Neal (Mission Controller), and Griffin Corpening (Test Conductor).

X-29 in Protective Cover Being Transported by Truck to Dryden

NASA Technical Reports Server (NTRS)

1988-01-01

In a stark juxtaposition of nature and technology, the second X-29 forward-swept-wing research aircraft is shown here passing by one of the classic, spiny Joshua trees that populate the Mojave desert while being transported by truck to NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, on November 7, 1988. The aircraft, with its protective covering, traveled by ship from the manufacturer's plant on Long Island through the Panama Canal to Port Hueneme and then was trucked to Dryden. X-29 No. 2 was used in a high angle-of-attack research program which began in spring 1989. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite

Theseus Landing Following Maiden Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it comes in for a landing on Rogers Dry Lake after its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able

KENNEDY SPACE CENTER, FLA. - NASA leaders discuss the Agency’s One NASA initiative with selected employees at the KSC Visitor Complex IMAX Theater®. From left are KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - NASA leaders discuss the Agency’s One NASA initiative with selected employees at the KSC Visitor Complex IMAX Theater®. From left are KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft waits on the lakebed before its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change

Theseus on Take-off for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft takes off for its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator aircraft during its maiden flight. The flight marks another milestone for the UCAV program, and verified the aircraft's flight control software

NASA Image and Video Library

2002-11-21

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its first flight on November 21, 2002, after taking off from a dry lakebed at NASA's Dryden Flight Research Center, Edwards Air Force Base, California. X-45A vehicle two flew for approximately 30 minutes and reached an airspeed of 195 knots and an altitude of 7500 feet. This flight validated the functionality of the UCAV flight software on the second air vehicle. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

NASA Dryden's UAS Service Capabilities

NASA Technical Reports Server (NTRS)

Bauer, Jeff

2007-01-01

The vision of NASA s Dryden Flight Research Center is to "fly what others only imagine." Its mission is to advance technology and science through flight. Objectives supporting the mission include performing flight research and technology integration to revolutionize aviation and pioneer aerospace technology, validating space exploration concepts, conducting airborne remote sensing and science missions, and supporting operations of the Space Shuttle and the International Space Station. A significant focus of effort in recent years has been on Unmanned Aircraft Systems (UAS), both in support of the Airborne Science Program and as research vehicles to advance the state of the art in UAS. Additionally, the Center has used its piloted aircraft in support of UAS technology development. In order to facilitate greater access to the UAS expertise that exists at the Center, that expertise has been organized around three major capabilities. The first is access to high-altitude, long-endurance UAS. The second is the establishment of a test range for small UAS. The third is safety case assessment support.

Theseus First Flight - May 24, 1996

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it lifts off from Rogers Dry Lake during its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to

NASA Dryden research pilot Gordon Fullerton flies his final mission in NASA F/A-18B #852 in formation with NASA F/A-18A #850 on Dec. 21, 2007.

NASA Image and Video Library

2007-12-21

Long-time NASA Dryden research pilot and former astronaut C. Gordon Fullerton capped an almost 50-year flying career, including more than 38 years with NASA, with a final flight in a NASA F/A-18 on Dec. 21, 2007. Fullerton and Dryden research pilot Jim Smolka flew a 90-minute pilot proficiency formation aerobatics flight with another Dryden F/A-18 and a Dryden T-38 before concluding with two low-level formation flyovers of Dryden before landing. Fullerton was honored with a water-cannon spray arch provided by two fire trucks from the Edwards Air Force Base fire department as he taxied the F/A-18 up to the Dryden ramp, and was then greeted by his wife Marie and several hundred Dryden staff after his final flight. Fullerton began his flying career with the U.S. Air Force in 1958 after earning bachelor's and master's degrees in mechanical engineering from the California Institute of Technology. Initially trained as a fighter pilot, he later transitioned to multi-engine bombers and became a bomber operations test pilot after attending the Air Force Aerospace Research Pilot School at Edwards Air Force Base, Calif. He then was assigned to the flight crew for the planned Air Force Manned Orbital Laboratory in 1966. Upon cancellation of that program, the Air Force assigned Fullerton to NASA's astronaut corps in 1969. He served on the support crews for the Apollo 14, 15, 16 and 17 lunar missions, and was later assigned to one of the two flight crews that piloted the space shuttle prototype Enterprise during the Approach and Landing Test program at Dryden. He then logged some 382 hours in space when he flew on two early space shuttle missions, STS-3 on Columbia in 1982 and STS-51F on Challenger in 1985. He joined the flight crew branch at NASA Dryden after leaving the astronaut corps in 1986. During his 21 years at Dryden, Fullerton was project pilot on a number of high-profile research efforts, including the Propulsion Controlled Aircraft, the high-speed landing tests of sp

Complete NASA Dryden Staff of 1985, in front of building 4800

NASA Technical Reports Server (NTRS)

1985-01-01

In 1985 the NASA Ames-Dryden Flight Research Facility employees and contractors gathered around the base of the X-1E for a picture. The X-1E is mounted in front of building 4800, the main building at Dryden. On Wednesday, October 1, 1958, the NACA yellow-backed winged symbol (see E-33718) that represented the National Advisory Committee for Aeronautics for 43-years, was removed from the front of the main building at the NASA High Speed Flight Station, making room for a new insignia belonging to the National Aeronautics and Space Administration. This NASA Insignia was created by retiree James J. Modarelli, former Chief of Technical Publication of Lewis Research Center; designed by the Army Institute of Heraldry; and approved by the Commission of Fine Arts and the NASA Administrator. This official insignia of the NASA is a dark blue disc with white stars. The white hand-cut letters 'NASA' are in the center of the disc and are encircled by a white diagonal orbit. A solid red 'V' shape appears behind and in front of the letters and extends beyond the disc. The 'V' is patterned after an actual wing design being tested by NACA researchers during the late 1950s. This insignia was used from 1958 to 1975 and was affectionately known at the 'meatball,' returning to NASA Insignia status in 1992. In the photo above the NASA Logotype appearing on the front of the main building replaced the NASA Insignia. The NASA Logotype was developed under the Federal Design Improvement Program initiated by the President in 1972, with the preferred color being red. It was approved by the Commission of Fine Arts and the NASA Administrator in October 1975. It symbolized NASA's role in aeronautics and space from 1975 to 1992 and has since been retired. In the logotype, the letters 'NASA' are reduced with the strokes being of one width; the elimination of cross strokes in the two 'A' letters imparts a quality of uniqueness and contemporary character. This familiar logo was known as 'The Worm'. On

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1989-01-01

Flight research and testing form a critical link in the aeronautic research and development chain. Brilliant concepts, elegant theories, and even sophisticated ground tests of flight vehicles are not sufficient to prove beyond a doubt that an unproven aeronautical concept will actually perform as predicted. Flight research and testing provide the ultimate proof that an idea or concept performs as expected. Ever since the Wright brothers, flight research and testing were the crucible in which aeronautical concepts were advanced and proven to the point that engineers and companies are willing to stake their future to produce and design aircraft. This is still true today, as shown by the development of the experimental X-30 aerospace plane. The Dryden Flight Research Center (Ames-Dryden) continues to be involved in a number of flight research programs that require understanding and characterization of the total airplane in all the aeronautical disciplines, for example the X-29. Other programs such as the F-14 variable-sweep transition flight experiment have focused on a single concept or discipline. Ames-Dryden also continues to conduct flight and ground based experiments to improve and expand the ability to test and evaluate advanced aeronautical concepts. A review of significant aeronautical flight research programs and experiments is presented to illustrate both the progress being made and the challenges to come.

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1988-01-01

Flight research and testing form a critical link in the aeronautic R and D chain. Brilliant concepts, elegant theories, and even sophisticated ground tests of flight vehicles are not sufficient to prove beyond doubt that an unproven aeronautical concept will actually perform as predicted. Flight research and testing provide the ultimate proof that an idea or concept performs as expected. Ever since the Wright brothers, flight research and testing have been the crucible in which aeronautical concepts have advanced and been proven to the point that engineers and companies have been willing to stake their future to produce and design new aircraft. This is still true today, as shown by the development of the experimental X-30 aerospace plane. The Dryden Flight Research Center (Ames-Dryden) continues to be involved in a number of flight research programs that require understanding and characterization of the total airplane in all the aeronautical disciplines, for example the X-29. Other programs such as the F-14 variable-sweep transition flight experiment have focused on a single concept or discipline. Ames-Dryden also continues to conduct flight and ground based experiments to improve and expand the ability to test and evaluate advanced aeronautical concepts. A review of significant aeronautical flight research programs and experiments is presented to illustrate both the progress made and the challenges to come.

Validation of the NASA Dryden X-31 simulation and evaluation of mechanization techniques

NASA Technical Reports Server (NTRS)

Dickes, Edward; Kay, Jacob; Ralston, John

1994-01-01

This paper shall discuss the evaluation of the original Dryden X-31 aerodynamic math model, processes involved in the justification and creation of the modified data base, and comparison time history results of the model response with flight test.

NASA Dryden technicians take measurements inside a fit-check mockup for prior to systems installation on a boilerplate Orion launch abort test crew capsule.

NASA Image and Video Library

2008-01-24

NASA Dryden technicians take measurements inside a fit-check mockup for prior to systems installation on a boilerplate Orion launch abort test crew capsule. A mockup Orion crew module has been constructed by NASA Dryden Flight Research Center's Fabrication Branch. The mockup is being used to develop integration procedures for avionics and instrumentation in advance of the arrival of the first abort flight test article.

Scaled Composites' Proteus aircraft with an F/A-18 Hornet and a Beechcraft KingAir from NASA's Dryden Flight Research Center during a low-level flyby at Mojave Airport in Southern California.

NASA Image and Video Library

2003-04-03

Scaled Composites' Proteus aircraft with an F/A-18 Hornet and a Beechcraft KingAir from NASA's Dryden Flight Research Center during a low-level flyby at Mojave Airport in Southern California. The unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests.

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype remotely-piloted aircraft (RPA) waits on the lakebed before its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental

NASA Dryden flow visualization facility

NASA Technical Reports Server (NTRS)

Delfrate, John H.

1995-01-01

This report describes the Flow Visualization Facility at NASA Dryden Flight Research Center, Edwards, California. This water tunnel facility is used primarily for visualizing and analyzing vortical flows on aircraft models and other shapes at high-incidence angles. The tunnel is used extensively as a low-cost, diagnostic tool to help engineers understand complex flows over aircraft and other full-scale vehicles. The facility consists primarily of a closed-circuit water tunnel with a 16- x 24-in. vertical test section. Velocity of the flow through the test section can be varied from 0 to 10 in/sec; however, 3 in/sec provides optimum velocity for the majority of flow visualization applications. This velocity corresponds to a unit Reynolds number of 23,000/ft and a turbulence level over the majority of the test section below 0.5 percent. Flow visualization techniques described here include the dye tracer, laser light sheet, and shadowgraph. Limited correlation to full-scale flight data is shown.

NASA Dryden technicians work on a fit-check mockup in preparation for systems installation work on an Orion boilerplate crew capsule for launch abort testing.

NASA Image and Video Library

2008-01-24

NASA Dryden technicians work on a fit-check mockup in preparation for systems installation work on an Orion boilerplate crew capsule for launch abort testing. A mockup Orion crew module has been constructed by NASA Dryden Flight Research Center's Fabrication Branch. The mockup is being used to develop integration procedures for avionics and instrumentation in advance of the arrival of the first abort flight test article.

2011-2012 Dryden Center Innovation Fund End of the Year Report: Altitude-Compensating Rocket Nozzles

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Bui, Trong T.

2012-01-01

This report highlights one of the many successful projects at the NASA Dryden Flight Research Center that was approved for FY12 funding under the Center Innovation Fund. This project was focused on advancing the technology readiness level of one specific type of altitude-compensating nozzle: the dual-bell rocket nozzle. When considering a rocket's performance over its entire integrated trajectory, the dual-bell nozzle has been predicted to achieve a higher total impulse over the conventional bell nozzle, which is expected to result in a greater capability of payload mass to low-Earth orbit. Although the dual-bell rocket nozzle has been thoroughly studied for several decades, this nozzle has still not been adequately tested in a relevant flight-like environment. This report provides highlights and top-level details on the FY12 feasibility effort to advance this promising technology through flight test, a collaborative effort which leverages NASA Marshall's dual-bell nozzle research and development with Dryden's expertise in propulsion-focused flight testing. To accomplish this goal, the NASA F-15B is proposed as the testbed for the initial flight-test campaign to advance this greatly needed capability.

Bob Mccall and NASA Dryden Center Director Kevin Petersen in the artist's studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Bob Mccall and NASA Dryden Director Kevin Petersen stand by "Celebrating One Hundred Years of Powered Flight, 1903-2003", in the artist's studio in Paradise Valley, Arizona. The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration will be to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the fu

NASA Administrator Sean O'Keefe, left, learned about the Mach 10 X-43 research vehicle from manager

NASA Technical Reports Server (NTRS)

2002-01-01

NASA Administrator Sean O'Keefe left, learned about the Mach 10 X-43 research vehicle from manager, Joel Sitz during O'Keefe's visit to the NASA Dryden Flight Research Center, Edwards, California, January 31, 2002.

DC-8 Airborne Laboratory arrival at NASA Dryden

NASA Image and Video Library

1997-12-29

NASA's DC-8 Airborne Science platform landed at Edwards Air Force Base, California, to join the fleet of aircraft at NASA's Dryden Flight Research Center. The white aircraft with a blue stripe running horizontally from the nose to the tail is shown with its main landing gear just above the runway. The former airliner is a "dash-72" model and has a range of 5,400 miles. The craft can stay airborne for 12 hours and has an operational speed range between 300 and 500 knots. The research flights are made at between 500 and 41,000 feet. The aircraft can carry up to 30,000 lbs of research/science payload equipment installed in 15 mission-definable spaces.

Rep. Ken Calvert, R-Calif., chairman of the House Subcommittee on Space and Aeronautics, was briefed by X-43A engineer Laurie Grindle during his tour of Dryden

NASA Image and Video Library

2005-06-02

Rep. Ken Calvert, (R-Calif.), chairman of the House Subcommittee on Space and Aeronautics, received an update on the mission of NASA's Dryden Flight Research Center during a visit on June 2, 2005. Rep. Calvert, accompanied by several staff members, was briefed by center management on the Dryden's role as a flight research institution, and then reviewed some of the center's recent, current and upcoming flight research projects during a tour of the facility. During the afternoon, Rep. Calvert received similar briefings on a variety of projects at several aerospace development firms at the Civilian Flight Test Center in Mojave. Rep. Calvert's tour of NASA Dryden was the second in a series of visits to all 10 NASA field centers to better acquaint him with the roles and responsibilities of each center.

Flow visualization techniques for flight research

NASA Technical Reports Server (NTRS)

Fisher, David F.; Meyer, Robert R., Jr.

1989-01-01

In-flight flow visualization techniques used at the Dryden Flight Research Facility of NASA Ames Research Center (Ames-Dryden) and its predecessor organizations are described. Results from flight tests which visualized surface flows using flow cones, tufts, oil flows, liquid crystals, sublimating chemicals, and emitted fluids were obtained. Off-surface flow visualization of vortical flow was obtained from natural condensation and two methods using smoke generator systems. Recent results from flight tests at NASA Langley Research Center using a propylene glycol smoker and an infrared imager are also included. Results from photo-chase aircraft, onboard and postflight photography are presented.

Flow Visualization Techniques for Flight Research

NASA Technical Reports Server (NTRS)

Fisher, David F.; Meyer, Robert R., Jr.

1988-01-01

In-flight flow visualization techniques used at the Dryden Flight Research Facility of NASA Ames Research Center (Ames-Dryden) and its predecessor organizations are described. Results from flight tests which visualized surface flows using flow cones, tufts, oil flows, liquid crystals, sublimating chemicals, and emitted fluids have been obtained. Off-surface flow visualization of vortical flow has been obtained from natural condensation and two methods using smoke generator systems. Recent results from flight tests at NASA Langley Research Center using a propylene glycol smoker and an infrared imager are also included. Results from photo-chase aircraft, onboard and postflight photography are presented.

A biased historical perspective of women in the engineering field at Dryden from 1946 to November 1992

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1994-01-01

Being a woman in engineering, and in particular, being the woman with the dubious distinction of having the most years at Dryden, gives the author a long-term perspective on the women who worked in the engineering field and their working environment. The working environment for the women was influenced by two main factors. One factor was the Dryden's growth of 14 persons (2 of them women) at the end of 1946 to the present size. The other factor was the need for programming knowledge when the digital computers came into use. Women have been involved with flight research at Dryden since the days of the first transonic and supersonic airplanes. This paper uses available records, along with memory, to document the number of women in engineering at Dryden, to comment about observed trends, and to make personal observations.

KC-135A in flight - winglet study

NASA Technical Reports Server (NTRS)

1979-01-01

This Boeing KC-135 Stratotanker, besides being used extensively in its primary role as an inflight aircraft refueler, has assisted in several projects at the NASA Dryden Flight Research Center, Edwards, California. In 1979 and 1980, Dryden was involved with general aviation research with the KC-135. A special wingtip 'winglet', developed by Richard Whitcomb of Langley Research Center, was tested on the jet aircraft. Winglets are small, nearly vertical fins installed on an airplane's wing tips to help produce a forward thrust in the vortices that typically swirl off the end of the wing, thereby reducing drag. This winglet idea was tested at the Dryden Flight Research Center on a KC-135A tanker loaned to NASA by the Air Force. The research showed that the winglets could increase an aircraft's range by as much as 7 percent at cruise speeds. The first application of NASA's winglet technology in industry was in general aviation business jets, but winglets are now being incorporated into most new commercial and military transport jets, including the Gulfstream III and IV business jets, the Boeing 747-400 and MD-11 airliners, and the C-17 military transport. In 1957 and 1958, Dryden was asked by what was then the Civil Aeronautics Administration (later absorbed into the Federal Aviation Administration (FAA) in 1958) to help establish new approach procedure guidelines on cloud-ceiling and visibility minimums for Boeing's first jet airliner, the B-707. Dryden used a KC-135, the military variant of the 707, to aid the CAA in these tests. In the 1980's, a KC-135 was used in support of the Space Shuttle program. Since the Shuttle was to be launched from Florida, researchers wanted to test the effect of rain on the sensitive thermal tiles. Tiles were mounted on special fixtures on an F-104 aircraft and a P-3 Orion. The F-104 was flown in actual rain conditions, and also behind the KC-135 spray tanker as it released water. The KC-135, however, proved incapable of simulating

Pathfinder aircraft flight #1

NASA Image and Video Library

1996-11-19

The Pathfinder solar-powered research aircraft is silhouetted against a clear blue sky as it soars aloft during a checkout flight from the Dryden Flight Research Center, Edwards, California, November, 1996.

The Space Shuttle Endeavour, mounted securely atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft, left NASA's Dryden Flight Research Center at Edwards Air Force Base in Southern California at sunrise on Friday, June 28

NASA Image and Video Library

2002-06-28

The Space Shuttle Endeavour, mounted securely atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft, left NASA's Dryden Flight Research Center at Edwards Air Force Base in Southern California at sunrise on Friday, June 28.

The Aerostructures Test Wing (ATW) experiment, which consisted of an 18-inch carbon fiber test wing with surface-mounted piezoelectric strain actuators, undergoing ground testing prior to flight on Dryden's F-15B Research Testbed aircraft

NASA Image and Video Library

2001-03-28

The Aerostructures Test Wing (ATW) experiment, which consisted of an 18-inch carbon fiber test wing with surface-mounted piezoelectric strain actuators, undergoing ground testing prior to flight on Dryden's F-15B Research Testbed aircraft

B-52/Pegasus with X-43A departing on first captive flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

B-52/Pegasus with X-43A in flight over Pacific Ocean.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Close view of B-52/Pegasus with X-43A in flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Dryden historian Christian Gelzer explains functions of a high-altitude pressure suit to (left to right) Brandon Blankenship, Garrett Clay and Eddie Patterson

NASA Image and Video Library

2004-06-22

NASA Dryden historian Christian Gelzer explains functions of the high-altitude pressure suit he is wearing to (left to right) Brandon Blankenship and Garrett Clay of Lancaster and Eddie Patterson of Tehachapi during Take Your Children to Work Day activities at NASA Dryden Flight Research Center June 22.

Advanced Command Destruct System (ACDS) Enhanced Flight Termination System (EFTS)

NASA Technical Reports Server (NTRS)

Tow, David K.

2011-01-01

This presentation provides information on the development, integration, and operational usage of the Enhanced Flight Termination System (EFTS) at NASA Dryden Flight Research Center and Air Force Flight Test Center. The presentation will describe the efforts completed to certify the system and acquire approval for operational usage, the efforts to integrate the system into the NASA Dryden existing flight termination infrastructure, and the operational support of aircraft with EFTS at Edwards AFB.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel remove protective covers from the newly arrived NASA/McDonnell Douglas Corporation X-36 Tailless Fighter Agility Research Aircraft. It arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft in it's hangar at NASA Dryden Flight Research Center, Edwards, California, following its arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel wait to attach a hoist to the X-36 Tailless Fighter Agility Research Aircraft, which arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft is steered to it's hangar at NASA Dryden Flight Research Center, Edwards, California, following arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a

The X-40A immediately after release from its harness suspended from a helicopter 15,000 feet above NASA's Dryden Flight Research Center at Edwards Air Force Base, California, on March 14, 2001

NASA Image and Video Library

2001-03-14

The X-40A immediately after release from its harness suspended from a helicopter 15,000 feet above NASA's Dryden Flight Research Center at Edwards Air Force Base, California, on March 14, 2001. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A will undergo a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound.

Perseus in Flight

NASA Image and Video Library

1991-11-15

The Perseus proof-of-concept vehicle in flight at the Dryden Flight Research Center, Edwards, California in 1991. Perseus is one of several remotely-piloted aircraft designed for high-altitude, long-endurance scientific sampling missions being evaluated under the ERAST program.

The use of an automated flight test management system in the development of a rapid-prototyping flight research facility

NASA Technical Reports Server (NTRS)

Duke, Eugene L.; Hewett, Marle D.; Brumbaugh, Randal W.; Tartt, David M.; Antoniewicz, Robert F.; Agarwal, Arvind K.

1988-01-01

An automated flight test management system (ATMS) and its use to develop a rapid-prototyping flight research facility for artificial intelligence (AI) based flight systems concepts are described. The ATMS provides a flight test engineer with a set of tools that assist in flight planning and simulation. This system will be capable of controlling an aircraft during the flight test by performing closed-loop guidance functions, range management, and maneuver-quality monitoring. The rapid-prototyping flight research facility is being developed at the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) to provide early flight assessment of emerging AI technology. The facility is being developed as one element of the aircraft automation program which focuses on the qualification and validation of embedded real-time AI-based systems.

The X-40 sub-scale technology demonstrator and its U.S. Army CH-47 Chinook helicopter mothership fly over a dry lakebed runway during a captive-carry test flight at NASA's Dryden Flight Research Center

NASA Image and Video Library

2000-12-08

The X-40 sub-scale technology demonstrator and its U.S. Army CH-47 Chinook helicopter mothership fly over a dry lakebed runway during a captive-carry test flight from NASA's Dryden Flight Research Center, Edwards, California. The X-40 is attached to a sling which is suspended from the CH-47 by a 110-foot-long cable during the tests, while a small parachute trails behind to provide stability. The captive carry flights are designed to verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether. Following a series of captive-carry flights, the X-40 made free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-047 (22 June 2007) --- Space Shuttle Atlantis' main landing gear touches down on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-050 (22 June 2007) --- With drag chute deployed, Space Shuttle Atlantis slows to a stop after landing on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-049 (22 June 2007) --- Space Shuttle Atlantis' main landing gear touches down on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

B-52/Pegasus with X-43A landing after first captive carry flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Finding of No Significant Impact and Environmental Assessment for Flight Test to the Edge of Space

DTIC Science & Technology

2008-12-01

Regulations [CFR] 1500–1508); 32 CFR Part 989, Environmental Impact Analysis Process; and National Aeronautics and Space Administration ( NASA ) policy and...agency. NASA Dryden Flight Research Center is a cooperating agency in the preparation of this EA. This programmatic EA serves as the foundation for... NASA installation or from any spaceport, or they could be air-launched from a carrier aircraft. Under Alternative B, high-speed vehicle flights would

X-38 on Lakebed after Landing on Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

T-34C in flight

NASA Image and Video Library

1997-03-21

A NASA T-34C aircraft, used for safety chase, is shown flying above the Dryden Flight Research Center, Edwards, California in March 1997. The aircraft was previously used at the Lewis Research Center in propulsion experiments involving turboprop engines, and was used as a chase aircraft at Dryden for smaller and slower research projects. Chase aircraft accompany research flights for photography and video purposes, and also as support for safety and research. At Dryden, the T-34 is used mainly for smaller remotely piloted vehicles which fly slower than NASA's F-18's, used for larger scale projects. This aircraft was returned to the U.S. Navy in May of 2002. The T-34C, built by Beech, carries a crew of 2 and is nicknamed the Mentor.

Former Dryden pilot and NASA astronaut Neil Armstrong

NASA Technical Reports Server (NTRS)

1991-01-01

Famed astronaut Neil A. Armstrong, the first man to set foot on the moon during the historic Apollo 11 space mission in July 1969, served for seven years as a research pilot at the NACA-NASA High-Speed Flight Station, now the Dryden Flight Research Center, at Edwards, California, before he entered the space program. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA's Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the High-Speed Flight Station at Edwards as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8

Simulation and Flight Evaluation of a Parameter Estimation Input Design Method for Hybrid-Wing-Body Aircraft

NASA Technical Reports Server (NTRS)

Taylor, Brian R.; Ratnayake, Nalin A.

2010-01-01

As part of an effort to improve emissions, noise, and performance of next generation aircraft, it is expected that future aircraft will make use of distributed, multi-objective control effectors in a closed-loop flight control system. Correlation challenges associated with parameter estimation will arise with this expected aircraft configuration. Research presented in this paper focuses on addressing the correlation problem with an appropriate input design technique and validating this technique through simulation and flight test of the X-48B aircraft. The X-48B aircraft is an 8.5 percent-scale hybrid wing body aircraft demonstrator designed by The Boeing Company (Chicago, Illinois, USA), built by Cranfield Aerospace Limited (Cranfield, Bedford, United Kingdom) and flight tested at the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California, USA). Based on data from flight test maneuvers performed at Dryden Flight Research Center, aerodynamic parameter estimation was performed using linear regression and output error techniques. An input design technique that uses temporal separation for de-correlation of control surfaces is proposed, and simulation and flight test results are compared with the aerodynamic database. This paper will present a method to determine individual control surface aerodynamic derivatives.

Dryden/Edwards 1994 Thrust-Vectoring Aircraft Fleet - F-18 HARV, X-31, F-16 MATV

NASA Technical Reports Server (NTRS)

1994-01-01

The three thrust-vectoring aircraft at Edwards, California, each capable of flying at extreme angles of attack, cruise over the California desert in formation during flight in March 1994. They are, from left, NASA's F-18 High Alpha Research Vehicle (HARV), flown by the NASA Dryden Flight Research Center; the X-31, flown by the X-31 International Test Organization (ITO) at Dryden; and the Air Force F-16 Multi-Axis Thrust Vectoring (MATV) aircraft. All three aircraft were flown in different programs and were developed independently. The NASA F-18 HARV was a testbed to produce aerodynamic data at high angles of attack to validate computer codes and wind tunnel research. The X-31 was used to study thrust vectoring to enhance close-in air combat maneuvering, while the F-16 MATV was a demonstration of how thrust vectoring could be applied to operational aircraft.

PIK-20 Aircraft in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

This photo shows NASA's PIK-20E motor-glider sailplane during a research flight from the Ames-Dryden Flight Research Facility (later, the Dryden Flight Research Center), Edwards, California, in 1991. The PIK-20E was a sailplane flown at NASA's Ames-Dryden Flight Research Facility (now Dryden Flight Research Center, Edwards, California) beginning in 1981. The vehicle, bearing NASA tail number 803, was used as a research vehicle on projects calling for high lift-over-drag and low-speed performance. Later NASA used the PIK-20E to study the flow of fluids over the aircraft's surface at various speeds and angles of attack as part of a study of airflow efficiency over lifting surfaces. The single-seat aircraft was used to begin developing procedures for collecting sailplane glide performance data in a program carried out by Ames-Dryden. It was also used to study high-lift aerodynamics and laminar flow on high-lift airfoils. Built by Eiri-Avion in Finland, the PIK-20E is a sailplane with a two-cylinder 43-horsepower, retractable engine. It is made of carbon fiber with sandwich construction. In this unique configuration, it takes off and climbs to altitude on its own. After reaching the desired altitude, the engine is shut down and folded back into the fuselage and the aircraft is then operated as a conventional sailplane. Construction of the PIK-20E series was rather unusual. The factory used high-temperature epoxies cured in an autoclave, making the structure resistant to deformation with age. Unlike today's normal practice of laying glass over gelcoat in a mold, the PIK-20E was built without gelcoat. The finish is the result of smooth glass lay-up, a small amount of filler, and an acrylic enamel paint. The sailplane was 21.4 feet long and had a wingspan of 49.2 feet. It featured a wooden, fixed-pitch propeller, a roomy cockpit, wingtip wheels, and a steerable tailwheel.

X-45A in flight with F-18 #846 chase aircraft, during first GPS-guided weapon demonstration flight

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Centurion in Flight over Lakebed

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing during an early morning test flight over the Rogers Dry Lake adjacent to at NASA's Dryden Flight Research Center, Edwards, California. The flight was one of an initial series of low-altitude, battery-powered test flights conducted in late 1998. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the

Flight experience with lightweight, low-power miniaturized instrumentation systems

NASA Technical Reports Server (NTRS)

Hamory, Philip J.; Murray, James E.

1992-01-01

Engineers at the NASA Dryden Flight Research Facility (NASA-Dryden) have conducted two flight research programs with lightweight, low-power miniaturized instrumentation systems built around commercial data loggers. One program quantified the performance of a radio-controlled model airplane. The other program was a laminar boundary-layer transition experiment on a manned sailplane. The purpose of this paper is to report NASA-Dryden personnel's flight experience with the miniaturized instrumentation systems used on these two programs. The paper will describe the data loggers, the sensors, and the hardware and software developed to complete the systems. The paper also describes how the systems were used and covers the challenges encountered to make them work. Examples of raw data and derived results will be shown as well. Finally, future plans for these systems will be discussed.

Dryden B-52 Launch Aircraft on Dryden Ramp

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket

Eddie Patterson enjoyed "flying" a C-17 simulator during Take Your Children to Work Day June 22 while Dryden engineer Ken Norlin and other students look on

NASA Image and Video Library

2004-06-22

Eddie Patterson, a fourth-grade student at Tehachapi's Tompkins Elementary School, enjoyed "flying" a C-17 multi-engine aircraft simulator during Take Your Children to Work Day June 22 at NASA Dryden Flight Research Center while NASA Dryden engineer Ken Norlin and other students look on.

Eclipse takeoff and flight

NASA Technical Reports Server (NTRS)

1998-01-01

This 25-second clip shows the QF-106 'Delta Dart' tethered to the USAF C-141A during takeoff and in flight. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate the reusable tow launch vehicle concept developed by KST. Kelly hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight measured values of tow rope tension were well within predictions

Veterans of the X-15 program reunited at Dryden during a historical colloquium on the 40th anniversary of the last X-15 flight that occurred Oct. 24, 1968.

NASA Image and Video Library

2008-10-24

Veterans of the X-15 flight research program, most of them now retired, reunited at Dryden on the 40th anniversary of the last X-15 flight on Oct. 24, 1968 for a historical colloquium on the X-15 by noted aerospace historian and author Dennis Jenkins on Oct. 24, 2008. Gathered in front of the replica of X-15 #3 the were (from left) Johnny Armstrong, Betty Love, Paul Reukauf, Bob Hoey, Dave Stoddard, Dean Webb, Vince Capasso, Bill Dana (who flew the last flight), John McTigue and T.D. Barnes. Jenkins, the author of "X-15: Extending the Frontiers of Flight," maintained during his presentation that despite setbacks, the X-15 program became the most successful of all the X-plane research programs due to the can-do, fix-the-problem and go-fly-again attitude of the X-15's cadre of engineers and technicians.

NASA Dryden's two T-38A mission support aircraft fly in tight formation while conducting a pitot-static airspeed calibration check near Edwards Air Force Base

NASA Image and Video Library

2007-09-26

NASA Dryden Flight Research Center's two T-38A Talon mission support aircraft flew together for the first time on Sept. 26, 2007 while conducting pitot-static airspeed calibration checks during routine pilot proficiency flights. The two aircraft, flown by NASA research pilots Kelly Latimer and Frank Batteas, joined up with a NASA Dryden F/A-18 flown by NASA research pilot Dick Ewers to fly the airspeed calibrations at several speeds and altitudes that would be flown by the Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP during its initial flight test phase. The T-38s, along with F/A-18s, serve in a safety chase role during those test missions, providing critical instrument and visual monitoring for the flight test series.

F-16XL Ship #2 during last flight showing titanium laminar flow glove on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

Dryden research pilot Dana Purifoy bends NASA F-16 XL #848 away from the tanker on the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight from NASA's Dryden Flight Research Center, Edwards, California, on Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds. The flight tests at Dryden involved use of a suction system which drew boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' that was fitted to the upper surface of the F-16XL's left wing.

Eclipse program QF-106 aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows one of the QF-106s used in the Eclipse project in flight. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Environmental Assessment for Flight Test to the Edge of Space

DTIC Science & Technology

2008-12-22

1508); 32 CFR Part 989, Environmental Impact Analysis Process; and National Aeronautics and Space Administration ( NASA ) policy and procedures (14 CFR...Part 1216, Subpart 1216.3). The U.S. Air Force Flight Test Center is representing the Department of Defense (DOD) as the lead agency. NASA Dryden...Kansas, Nebraska, South Dakota, and North Dakota; and-land at Edwards AFB. These vehicles could be launched from any DOD or NASA installation or from

X-38 - First Free Flight, March 12, 1998

NASA Image and Video Library

1998-03-12

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.

B-52/Pegasus with X-43A in flight over Pacific Ocean

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

Close view of B-52/Pegasus with X-43A in flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

B-52/Pegasus with X-43A departing on first captive flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

MD-11 PCA - Research flight team egress

NASA Technical Reports Server (NTRS)

1995-01-01

This McDonnell Douglas MD-11 has parked on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. Coming down the steps from the aircraft are Gordon Fullerton (in front), followed by Bill Burcham, Propulsion Controlled Aircraft (PCA) project engineer at Dryden; NASA Dryden controls engineer John Burken; John Feather of McDonnell Douglas; and Drew Pappas, McDonnell Douglas' project manager for PCA.

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported down a road at NASA's Dryden Flight Research Center, Edwards, California, upon its arrival there in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC). The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more

Development and Flight Testing of a Neural Network Based Flight Control System on the NF-15B Aircraft

NASA Technical Reports Server (NTRS)

Bomben, Craig R.; Smolka, James W.; Bosworth, John T.; Silliams-Hayes, Peggy S.; Burken, John J.; Larson, Richard R.; Buschbacher, Mark J.; Maliska, Heather A.

2006-01-01

The Intelligent Flight Control System (IFCS) project at the NASA Dryden Flight Research Center, Edwards AFB, CA, has been investigating the use of neural network based adaptive control on a unique NF-15B test aircraft. The IFCS neural network is a software processor that stores measured aircraft response information to dynamically alter flight control gains. In 2006, the neural network was engaged and allowed to learn in real time to dynamically alter the aircraft handling qualities characteristics in the presence of actual aerodynamic failure conditions injected into the aircraft through the flight control system. The use of neural network and similar adaptive technologies in the design of highly fault and damage tolerant flight control systems shows promise in making future aircraft far more survivable than current technology allows. This paper will present the results of the IFCS flight test program conducted at the NASA Dryden Flight Research Center in 2006, with emphasis on challenges encountered and lessons learned.

The Aerostructures Test Wing (ATW), which consisted of an 18-inch carbon fiber test wing with surface-mounted piezoelectric strain actuators, was mounted on a special ventral flight test fixture and flown on Dryden's F-15B Research Testbed aircraft

NASA Image and Video Library

2001-03-28

The Aerostructures Test Wing (ATW), which consisted of an 18-inch carbon fiber test wing with surface-mounted piezoelectric strain actuators, was mounted on a special ventral flight test fixture and flown on Dryden's F-15B Research Testbed aircraft

X-40A Free Flight #5

NASA Image and Video Library

2001-05-08

X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound.

Boeing 747 jet modified to carry shuttle en route to Dryden

NASA Technical Reports Server (NTRS)

1977-01-01

A Boeing 747 jet aircraft, modified for use by NASA for the Space Shuttle Orbiter Approach and Landing Tests (ALTs), is seen en route from the Boeing facility at Seattle, Washington, to the Dryden Flight Research Center in Southern California. Note the added structural supports atop the huge aircraft. The Shuttle Orbiter will ride 'piggy-back' atop the NASA 747 for the ALTs. The NASA 747 will be used also to transport Orbiters to the Space Shuttle launch sites.

NASA Dryden Status: Aerospace Control and Guidance Sub-Committee Meeting 109

NASA Technical Reports Server (NTRS)

Jacobson, Steven R.

2012-01-01

NASA Dryden has been engaging in some exciting work that will enable lighter weight and more fuel efficient vehicles through advanced control and dynamics technologies. The main areas of emphasis are Enabling Light-weight Flexible Structures, real time control surface optimization for fuel efficiency and autonomous formation flight. This presentation provides a description of the current and upcoming work in these areas. Additionally, status is for the Dreamchaser pilot training activity and KQ-X autonomous aerial refueling.

NASA's SOFIA infrared observatory in flight for the first of a series of test flights to verify the flight performance of the highly modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

KENNEDY SPACE CENTER, FLA. - KSC Director Jim Kennedy (left) and incoming KSC Deputy Director Woodrow Whitlow talk about One NASA during the rollout of the Agency initiative at KSC. They were joined at the IMAX Theater® by other NASA leaders James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; and implementation team lead Johnny Stevenson to explain how their respective centers contribute to One NASA. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - KSC Director Jim Kennedy (left) and incoming KSC Deputy Director Woodrow Whitlow talk about One NASA during the rollout of the Agency initiative at KSC. They were joined at the IMAX Theater® by other NASA leaders James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; and implementation team lead Johnny Stevenson to explain how their respective centers contribute to One NASA. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

KENNEDY SPACE CENTER, FLA. - NASA’s Ed Weiler, associate administrator for Space Science, speaks to employees and guests during the rollout at KSC of the Agency initiative One NASA . The event was held at the IMAX Theater®. Explaining how their respective centers contribute to One NASA, along with Weiler, were KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - NASA’s Ed Weiler, associate administrator for Space Science, speaks to employees and guests during the rollout at KSC of the Agency initiative One NASA . The event was held at the IMAX Theater®. Explaining how their respective centers contribute to One NASA, along with Weiler, were KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

B-52/Pegasus with X-43A landing after first captive carry flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

The second X-43A hypersonic research aircraft, shown here in its protective shipping jig, arrives at NASA's Dryden Flight Research Center

NASA Image and Video Library

2001-01-31

The second of three X-43A hypersonic research aircraft, shown here in its protective shipping jig, arrived at NASA's Dryden Flight Research Center, Edwards, California, on January 31, 2001. The arrival of the second X-43A from its manufacturer, MicroCraft, Inc., of Tullahoma, Tenn., followed by only a few days the mating of the first X-43A and its specially-designed adapter to the first stage of a modified Pegasus® booster rocket. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the 12-foot-long, unpiloted research aircraft to a predetermined altitude and speed after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it impacts into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10 (seven and 10 times the speed of sound respectively) with the first tentatively scheduled for early summer, 2001. The X-43A is powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine, and will use the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The X-43A flights will be the first actual flight tests of an aircraft powered by an air-breathing scramjet engine.

Pathfinder aircraft flight #1

NASA Image and Video Library

1996-11-19

The Pathfinder research aircraft's solar cell arrays are prominently displayed as it touches down on the bed of Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, following a test flight. The solar arrays covered more than 75 percent of Pathfinder's upper wing surface, and provided electricity to power its six electric motors, flight controls, communications links and a host of scientific sensors.

X-40A Free Flight #5

NASA Technical Reports Server (NTRS)

2001-01-01

X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. The X-37, carried into orbit by the Space Shuttle, is planned to fly two orbital missions to test reusable launch vehicle technologies.

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on a NASA Dryden pilot. F

NASA Technical Reports Server (NTRS)

2002-01-01

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on pilot Craig Bomben at NASA Dryden Flight Research Center, Edwards, Calif. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The obj

NASA Technical Reports Server (NTRS)

2002-01-01

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

An American knowledge base in England - Alternate implementations of an expert system flight status monitor

NASA Technical Reports Server (NTRS)

Butler, G. F.; Graves, A. T.; Disbrow, J. D.; Duke, E. L.

1989-01-01

A joint activity between the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) and the Royal Aerospace Establishment (RAE) on knowledge-based systems has been agreed. Under the agreement, a flight status monitor knowledge base developed at Ames-Dryden has been implemented using the real-time AI (artificial intelligence) toolkit MUSE, which was developed in the UK. Here, the background to the cooperation is described and the details of the flight status monitor and a prototype MUSE implementation are presented. It is noted that the capabilities of the expert-system flight status monitor to monitor data downlinked from the flight test aircraft and to generate information on the state and health of the system for the test engineers provides increased safety during flight testing of new systems. Furthermore, the expert-system flight status monitor provides the systems engineers with ready access to the large amount of information required to describe a complex aircraft system.

Eclipse program F-106 aircraft in flight, front view

NASA Technical Reports Server (NTRS)

1997-01-01

Shot of the QF-106 aircraft in flight with the landing gear deployed. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Trong Bui, NASA Dryden's principal investigator for the aerospike rocket tests, with one of two rockets flown in the first tests.

NASA Image and Video Library

2004-12-09

Trong Bui, NASA Dryden's principal investigator for the aerospike rocket tests, holds the first of two 10-ft. long rockets that were flown at speeds up to Mach 1.5, the first known supersonic tests of rockets with aerospike nozzles. The goals of the flight research project were to obtain aerospike rocket nozzle performance data in flight and to investigate the effects of transonic flow and transient flight conditions on aerospike nozzle performance.

National remote computational flight research facility

NASA Technical Reports Server (NTRS)

Rediess, Herman A.

1989-01-01

The extension of the NASA Ames-Dryden remotely augmented vehicle (RAV) facility to accommodate flight testing of a hypersonic aircraft utilizing the continental United States as a test range is investigated. The development and demonstration of an automated flight test management system (ATMS) that uses expert system technology for flight test planning, scheduling, and execution is documented.

Eclipse - tow flight closeup and release

NASA Technical Reports Server (NTRS)

1998-01-01

This clip, running 15 seconds in length, shows the QF-106 'Delta Dart' gear down, with the tow rope secured to the attachment point above the aircraft nose. First there is a view looking back from the C-141A, then looking forward from the nose of the QF-106, and finally a shot of the aircraft being released from the tow rope. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate a reusable tow launch vehicle concept developed by KST. Kelly Space and Technology hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed

Pathfinder on lakebed rolling out for test flight

NASA Image and Video Library

1995-12-10

The Pathfinder research aircraft's wing structure is clearly defined in this photo as personnel from AeroVironment rolled it out onto the lakebed at NASA's Dryden Flight Research Center, Edwards, California, for another test flight.

An automated calibration laboratory for flight research instrumentation: Requirements and a proposed design approach

NASA Technical Reports Server (NTRS)

Oneill-Rood, Nora; Glover, Richard D.

1990-01-01

NASA's Dryden Flight Research Facility (Ames-Dryden), operates a diverse fleet of research aircraft which are heavily instrumented to provide both real time data for in-flight monitoring and recorded data for postflight analysis. Ames-Dryden's existing automated calibration (AUTOCAL) laboratory is a computerized facility which tests aircraft sensors to certify accuracy for anticipated harsh flight environments. Recently, a major AUTOCAL lab upgrade was initiated; the goal of this modernization is to enhance productivity and improve configuration management for both software and test data. The new system will have multiple testing stations employing distributed processing linked by a local area network to a centralized database. The baseline requirements for the new AUTOCAL lab and the design approach being taken for its mechanization are described.

A NASA technician paints NASA's first Orion full-scale abort flight test crew module.

NASA Image and Video Library

2008-03-31

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

Technicians Ray Smith and Raphael Rodriguez remove one of the Extravehicular Mobility Units from the Space Shuttle Discovery after its landing at NASA Dryden

NASA Image and Video Library

2005-08-12

Flight Crew Systems Technicians Ray Smith and Raphael Rodriguez remove one of the Extravehicular Mobility Units, or EMUs, from the Space Shuttle Discovery after it's successful landing at NASA's Dryden Flight Research Center. The Space Shuttles receive post-flight servicing in the Mate-Demate Device (MDD) following landings at NASA's Dryden Flight Research Center, Edwards, California. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT, August 9, 2005, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. In an unprecedented event, spacewalkers were called upon to remove protruding gap fillers from the heat shield on Discovery's underbelly. In other spacewalk activities, astronauts installed an external platform onto the Station's Quest Airlock and replaced one of the orbital outpost's Control Moment Gyroscopes. Inside the Station, the STS-114 crew conducted joint operations with the Expedition 11 crew. They unloaded fresh supplies from the Shuttle and the Raffaello Multi-Purpose Logistics Module. Before Discovery undocked, the crews filled Raffeallo with unneeded items and returned to Shuttle payload bay. Discovery launched on July 26 and spent almost 14

NASA Beechcraft KingAir #801 in flight

NASA Technical Reports Server (NTRS)

1998-01-01

NASA 801 Beechcraft Beech Super KingAir in flight. The Beechcraft Beech 200 Super KingAir aircraft N7NA, known as NASA 7, has been a support aircraft for many years, flying 'shuttle' missions to Ames Research Center. It once flew from the Jet Propulsion Laboratory and back each day but now (2001) flies between the Dryden Flight Research Center and Ames. A second Beechcraft Beech 200 Super King Air, N701NA, redesignated N801NA, transferred to Dryden on 3 Oct. 1997 and is used for research missions but substitutes for NASA 7 on shuttle missions when NASA 7 is not available.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

Flight-determined engine exhaust characteristics of an F404 engine in an F-18 airplane

NASA Technical Reports Server (NTRS)

Ennix, Kimberly A.; Burcham, Frank W., Jr.; Webb, Lannie D.

1993-01-01

Personnel at the NASA Langley Research Center (NASA-Langley) and the NASA Dryden Flight Research Facility (NASA-Dryden) recently completed a joint acoustic flight test program. Several types of aircraft with high nozzle pressure ratio engines were flown to satisfy a twofold objective. First, assessments were made of subsonic climb-to-cruise noise from flights conducted at varying altitudes in a Mach 0.30 to 0.90 range. Second, using data from flights conducted at constant altitude in a Mach 0.30 to 0.95 range, engineers obtained a high quality noise database. This database was desired to validate the Aircraft Noise Prediction Program and other system noise prediction codes. NASA-Dryden personnel analyzed the engine data from several aircraft that were flown in the test program to determine the exhaust characteristics. The analysis of the exhaust characteristics from the F-18 aircraft are reported. An overview of the flight test planning, instrumentation, test procedures, data analysis, engine modeling codes, and results are presented.

Lockheed L-1011 TriStar first flight to support Adaptive Performance Optimization study

NASA Technical Reports Server (NTRS)

1997-01-01

Bearing the logos of the National Aeronautics and Space Administration and Orbital Sciences Corporation, Orbital's L-1011 Tristar lifts off the Meadows Field Runway at Bakersfield, California, on its first flight May 21, 1997, in NASA's Adaptive Performance Optimization project. Developed by engineers at NASA's Dryden Flight Research Center, Edwards, California, the experiment seeks to reduce fuel consumption of large jetliners by improving the aerodynamic efficency of their wings at cruise conditions. A research computer employing a sophisticated software program adapts to changing flight conditions by commanding small movements of the L-1011's outboard ailerons to give the wings the most efficient - or optimal - airfoil. Up to a dozen research flights will be flown in the current and follow-on phases of the project over the next couple years.

Eclipse project closeup of QF-106 under tow on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

The Kelly Space and Technology (KST)/USAF/NASA Eclipse project's modified QF-106 is shown under tow on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, is hosting the project, providing engineering and facility support as well as the project pilot, Mark Stucky. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

The Space Shuttle Endeavour, mounted securely atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft, left NASA's Dryden Flight Research Center at Edwards Air Force Base in Southern California at sunrise on Friday, June 28, nine days after conclu

NASA Image and Video Library

2002-06-28

The Space Shuttle Endeavour, mounted securely atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft, left NASA's Dryden Flight Research Center at Edwards Air Force Base in Southern California at sunrise on Friday, June 28, nine days after concluding mission STS-111 to the International Space Station with a landing at Edwards.

Automated flight test management system

NASA Technical Reports Server (NTRS)

Hewett, M. D.; Tartt, D. M.; Agarwal, A.

1991-01-01

The Phase 1 development of an automated flight test management system (ATMS) as a component of a rapid prototyping flight research facility for artificial intelligence (AI) based flight concepts is discussed. The ATMS provides a flight engineer with a set of tools that assist in flight test planning, monitoring, and simulation. The system is also capable of controlling an aircraft during flight test by performing closed loop guidance functions, range management, and maneuver-quality monitoring. The ATMS is being used as a prototypical system to develop a flight research facility for AI based flight systems concepts at NASA Ames Dryden.

Centurion in Flight with Internal Wing Structure Visible

NASA Technical Reports Server (NTRS)

1998-01-01

The lightweight wing structure and covering of the Centurion remotely piloted flying wing can be clearly seen in this photo of the plane during one of its initial low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight

NASA Deputy Administrator Tours Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

1968-01-01

Pictured from the left, in the Saturn I mockup, are: William Brooksbank, Marshall Space Flight Center (MSFC) Propulsion and Vehicle Engineering Laboratory; Dr. Thomas O. Paine, Deputy Administrator of the National Aeronautics and Space Administration (NASA); Dr. Wernher von Braun, MSFC director; Colonel Clare F. Farley, executive officer of the Office of the Administrator; and Charles J. Donlan, newly appointed deputy associate administrator for Manned Space Flight, technical. The party examined an ordinary man's shoe (held by Paine) outfitted for use in the Saturn I Workshop. The shoe had a unique fastener built into the sole to allow an astronaut to move about the workshop floor and to remain in one position if he desired. Dr. Paine and his party indulged in a two-day tour at the Marshall Space Flight Center getting acquainted with Marshall personnel and programs. It was Paine's first visit to the center since assuming the NASA post on February 1, 1968.

X-36 Being Prepared on Lakebed for First Flight

NASA Image and Video Library

1997-05-17

As the sun creeps above the horizon of Rogers Dry Lake at NASA's Dryden Flight Research Center, Edwards, California, technicians make final preparations for the first flight of the X-36 Tailless Fighter Agility Research Aircraft.

NASA Dryden Status

NASA Technical Reports Server (NTRS)

Jacobson, Steve R.

2009-01-01

This slide presentation reviews several projects that NASA Dryden personnel are involved with: Integrated Resilient Aircraft Controls Project (IRAC), NASA G-III Research Aircraft, X-48B Blended Wing Body aircraft, Stratospheric Observatory for Infrared Astronomy (SOFIA), and the Orion CEV Launch Abort Systems Tests.

First Phase of X-48B Flight Tests Completed

NASA Image and Video Library

2010-03-19

A joint NASA/Boeing team completed the first phase of flight tests on the unique X-48B Blended Wing Body aircraft at NASA's Dryden Flight Research Center at Edwards, CA. The team completed the 80th and last flight of the project's first phase on March 19, 2010.

Eclipse project QF-106 and C-141A takeoff on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW ROPE TAKEOFF - The Kelly Space & Technology (KST)/USAF Eclipse project's modified QF-106 and a USAF C-141A takeoff for the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Eclipse project closeup of QF-106 under tow on takeoff on first flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

OFF THE GROUND - The Kelly Space & Technology (KST)/USAF/NASA Eclipse project's modified QF-106 lifts off under tow on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

M2-F1 in flight

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here under tow by an unseen C-47 at the NASA Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The low-cost vehicle was the first piloted lifting body to be test flown. The lifting-body concept originated in the mid-1950s at the National Advisory Committee for Aeronautics' Ames Aeronautical Laboratory, Mountain View California. By February 1962, a series of possible shapes had been developed, and R. Dale Reed was working to gain support for a research vehicle. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at

KENNEDY SPACE CENTER, FLA. - KSC Director Jim Kennedy and Glenn Research Center Director Dr. Julian Earls share the stage during the rollout of the One NASA initiative at KSC. Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Kennedy and Earls, were James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - KSC Director Jim Kennedy and Glenn Research Center Director Dr. Julian Earls share the stage during the rollout of the One NASA initiative at KSC. Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Kennedy and Earls, were James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson.

KENNEDY SPACE CENTER, FLA. - KSC’s incoming Deputy Director Woodrow Whitlow speaks to employees and guests during the rollout at KSC of the Agency initiative One NASA . The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Whitlow, were KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - KSC’s incoming Deputy Director Woodrow Whitlow speaks to employees and guests during the rollout at KSC of the Agency initiative One NASA . The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Whitlow, were KSC Director Jim Kennedy; James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; and implementation team lead Johnny Stevenson. Glenn Research Center Director Dr. Julian Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center.

Hyper-X Research Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

L to R: STS-98 Mission Specialist Thomas Jones, Pilot Mark Polansky, and Commander Kenneth Cockrell greet STS-92 Commander Brian Duffy, Dryden Center Director Kevin Petersen, and AFFTC Commander Major General Richard Reynolds

NASA Image and Video Library

2001-02-20

L to R: STS-98 Mission Specialist Thomas Jones, Pilot Mark Polansky, and Commander Kenneth Cockrell greet STS-92 Commander Brian Duffy, Dryden Center Director Kevin Petersen, and AFFTC Commander Major General Richard Reynolds after landing on the runway at Edwards Air Force Base, California, where NASA's Dryden Flight Research Center is located.

A convoy of specialized support vehicles follow the Space Shuttle Endeavour as it is towed up a taxiway at NASA's Dryden Flight Research Center on Edwards Air Force Base, California, after landing on May 1, 2001

NASA Image and Video Library

2001-05-01

A convoy of specialized support vehicles follow the Space Shuttle Endeavour as it is towed up a taxiway at NASA's Dryden Flight Research Center on Edwards Air Force Base, California, after landing on May 1, 2001. The two largest vehicles trailing the shuttle provide electrical power and air conditioning to the shuttle's systems during post-flight recovery operations. The Endeavour had just completed mission STS-100, an almost 12-day mission to install the Canadarm 2 robotic arm and deliver some three tons of supplies and experiments to the International Space Station. The landing was the 48th shuttle landing at Edwards since shuttle flights began in 1981. After post-flight processing, the Endeavour was mounted atop one of NASA's modified Boeing 747 shuttle carrier aircraft and ferried back to the Kennedy Space Center in Florida on May 8, 2001.

X-36 Being Prepared on Lakebed for First Flight

NASA Image and Video Library

1997-05-17

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997.

X-36 Being Prepared on Lakebed for First Flight

NASA Image and Video Library

1997-05-17

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997.

Intelligent Flight Control System and Aeronautics Research at NASA Dryden

NASA Technical Reports Server (NTRS)

Brown, Nelson A.

2009-01-01

This video presentation reviews the F-15 Intelligent Flight Control System and contains clips of flight tests and aircraft performance in the areas of target tracking, takeoff and differential stabilators. Video of the APG milestone flight 1g formation is included.

Linear Aerospike SR-71 Experiment (LASRE) dumps water after first in-flight cold flow test

NASA Image and Video Library

1998-03-04

The NASA SR-71A successfully completed its first cold flow flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California on March 4, 1998. During a cold flow flight, gaseous helium and liquid nitrogen are cycled through the linear aerospike engine to check the engine's plumbing system for leaks and to check the engine operating characterisitics. Cold-flow tests must be accomplished successfully before firing the rocket engine experiment in flight. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards at 12:13 p.m. PST. "I think all in all we had a good mission today," Dryden LASRE Project Manager Dave Lux said. Flight crew member Bob Meyer agreed, saying the crew "thought it was a really good flight." Dryden Research Pilot Ed Schneider piloted the SR-71 during the mission. Lockheed Martin LASRE Project Manager Carl Meade added, "We are extremely pleased with today's results. This will help pave the way for the first in-flight engine data-collection flight of the LASRE."

X-36 Being Prepared on Lakebed for First Flight

NASA Image and Video Library

1997-05-17

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, a technician prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997.

Parachute-Deployment Flight Termination System on X-48C

NASA Image and Video Library

2013-02-28

The X-48C Hybrid Wing Body aircraft flew over Rogers Dry Lake on Feb. 28, 2013, from NASA's Dryden Flight Research Center, Edwards, CA. The long boom protruding from between the tails was part of the aircraft's parachute-deployment flight termination system.

HL-10 mounted on a pedestal in front of the Dryden main gate at sunset

NASA Technical Reports Server (NTRS)

1992-01-01

The HL-10 Lifting Body, as shown here, is currently displayed on a pedestal in front of the main gate at NASA's Dryden Flight Research Center, Edwards, California. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.

X-38 in Flight during Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 in Flight during Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

An Electronic Workshop on the Performance Seeking Control and Propulsion Controlled Aircraft Results of the F-15 Highly Integrated Digital Electronic Control Flight Research Program

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke (Compiler)

1995-01-01

Flight research for the F-15 HIDEC (Highly Integrated Digital Electronic Control) program was completed at NASA Dryden Flight Research Center in the fall of 1993. The flight research conducted during the last two years of the HIDEC program included two principal experiments: (1) performance seeking control (PSC), an adaptive, real-time, on-board optimization of engine, inlet, and horizontal tail position on the F-15; and (2) propulsion controlled aircraft (PCA), an augmented flight control system developed for landings as well as up-and-away flight that used only engine thrust (flight controls locked) for flight control. In September 1994, the background details and results of the PSC and PCA experiments were presented in an electronic workshop, accessible through the Dryden World Wide Web (http://www.dfrc.nasa.gov/dryden.html) and as a compact disk.

NASA's Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP flies over NASA DFRC after a ferry flight from Waco, Texas

NASA Image and Video Library

2007-05-31

NASA's Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP flies over NASA's Dryden Flight Research Center after a ferry flight from Waco, Texas. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Centurion Quarter-scale Prototype Pre-flight Checkout

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians perform pre-test checks of a battery-powered quarter-scale prototype of the remotely-piloted Centurion flying wing during taxi tests In March 1997 at California's El Mirage Dry Lake. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar

X-29 Number Two in Flight Closeup of Spin Chute Mechanism

NASA Image and Video Library

1989-06-27

Because the number two X-29 at NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center) flew at higher angles of attack than the number one aircraft, it required a spin chute system for safety. The system deployed a parachute for recovery of the aircraft if it inadvertently entered an uncontrolled spin. Most of the components of the spin chute system were located on a truss at the aft end of the aircraft. In addition, there were several cockpit modifications to facilitate use of the chute. The parachute was made of nylon and was of the conical ribbon type.

A neural based intelligent flight control system for the NASA F-15 flight research aircraft

NASA Technical Reports Server (NTRS)

Urnes, James M.; Hoy, Stephen E.; Ladage, Robert N.; Stewart, James

1993-01-01

A flight control concept that can identify aircraft stability properties and continually optimize the aircraft flying qualities has been developed by McDonnell Aircraft Company under a contract with the NASA-Dryden Flight Research Facility. This flight concept, termed the Intelligent Flight Control System, utilizes Neural Network technology to identify the host aircraft stability and control properties during flight, and use this information to design on-line the control system feedback gains to provide continuous optimum flight response. This self-repairing capability can provide high performance flight maneuvering response throughout large flight envelopes, such as needed for the National Aerospace Plane. Moreover, achieving this response early in the vehicle's development schedule will save cost.

Perseus Post-flight

NASA Technical Reports Server (NTRS)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved

Centurion Quarter-scale Prototype Pre-flight Taxi Test

NASA Technical Reports Server (NTRS)

1997-01-01

As crewmen jog and cycle alongside, a battery-powered, quarter-scale prototype of the remotely-piloted Centurion flying wing rolls across the El Mirage Dry Lake during pre-flight taxi tests. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar

Eclipse project QF-106 and C-141A climbs out under tow on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW LAUNCH DEMONSTRATION - The Kelly Space & Technology (KST)/USAF/NASA Eclipse project's modified QF-106 climbs out under tow by a USAF C-141A on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort

Flight Testing the Landing Radar for Mars Science Laboratory

NASA Image and Video Library

2011-06-21

A NASA Dryden Flight Research Center F/A-18 852 aircraft performs a roll during June 2011 flight tests of a Mars landing radar. A test model of the landing radar for NASA Mars Science Laboratory mission is inside a pod under the aircraft left wing.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA

Analysis of the Dryden Wet Bulb GLobe Temperature Algorithm for White Sands Missile Range

NASA Technical Reports Server (NTRS)

LaQuay, Ryan Matthew

2011-01-01

In locations where workforce is exposed to high relative humidity and light winds, heat stress is a significant concern. Such is the case at the White Sands Missile Range in New Mexico. Heat stress is depicted by the wet bulb globe temperature, which is the official measurement used by the American Conference of Governmental Industrial Hygienists. The wet bulb globe temperature is measured by an instrument which was designed to be portable and needing routine maintenance. As an alternative form for measuring the wet bulb globe temperature, algorithms have been created to calculate the wet bulb globe temperature from basic meteorological observations. The algorithms are location dependent; therefore a specific algorithm is usually not suitable for multiple locations. Due to climatology similarities, the algorithm developed for use at the Dryden Flight Research Center was applied to data from the White Sands Missile Range. A study was performed that compared a wet bulb globe instrument to data from two Surface Atmospheric Measurement Systems that was applied to the Dryden wet bulb globe temperature algorithm. The period of study was from June to September of2009, with focus being applied from 0900 to 1800, local time. Analysis showed that the algorithm worked well, with a few exceptions. The algorithm becomes less accurate to the measurement when the dew point temperature is over 10 Celsius. Cloud cover also has a significant effect on the measured wet bulb globe temperature. The algorithm does not show red and black heat stress flags well due to shorter time scales of such events. The results of this study show that it is plausible that the Dryden Flight Research wet bulb globe temperature algorithm is compatible with the White Sands Missile Range, except for when there are increased dew point temperatures and cloud cover or precipitation. During such occasions, the wet bulb globe temperature instrument would be the preferred method of measurement. Out of the 30

NASA's SOFIA infrared observatory lifts off on the first of a series of test flights to verify the flight performance of the highly modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Nonclassical Flight Control for Unhealthy Aircraft

NASA Technical Reports Server (NTRS)

Lu, Ping

1997-01-01

This research set out to investigate flight control of aircraft which has sustained damage in regular flight control effectors, due to jammed control surfaces or complete loss of hydraulic power. It is recognized that in such an extremely difficult situation unconventional measures may need to be taken to regain control and stability of the aircraft. Propulsion controlled aircraft (PCA) concept, initiated at the NASA Dryden Flight Research Center. represents a ground-breaking effort in this direction. In this approach, the engine is used as the only flight control effector in the rare event of complete loss of normal flight control system. Studies and flight testing conducted at NASA Dryden have confirmed the feasibility of the PCA concept. During the course of this research (March 98, 1997 to November 30, 1997), a comparative study has been done using the full nonlinear model of an F-18 aircraft. Linear controllers and nonlinear controllers based on a nonlinear predictive control method have been designed for normal flight control system and propulsion controlled aircraft. For the healthy aircraft with normal flight control, the study shows that an appropriately designed linear controller can perform as well as a nonlinear controller. On the other hand. when the normal flight control is lost and the engine is the only available means of flight control, a nonlinear PCA controller can significantly increase the size of the recoverable region in which the stability of the unstable aircraft can be attained by using only thrust modulation. The findings and controller design methods have been summarized in an invited paper entitled.

Preliminary analysis of STS-2 entry flight data

NASA Technical Reports Server (NTRS)

1982-01-01

A preliminary analysis of the data obtained during the entry of the STS-2 flight was completed. The stability and control derivatives from STS-2 were examined. Questions still remain throughout the flight envelope and the area below Mach 3 needs more study. With three controls operating in a high gain feedback system, it is difficult to separate the individual effects of each of the controls. Analysis of the aerothermal data shows that wing structural-temperature measurements are generally repeatable and consistent with the trajectories. The measured wing upper surface temperatures are in reasonable agreement with Dryden predictions but wing lower surface temperatures are higher than Dryden predictions. Heating and heat transfer models will be adjusted to improve the temperature prediction capability for future trajectories.

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

Rapid prototyping facility for flight research in artificial-intelligence-based flight systems concepts

NASA Technical Reports Server (NTRS)

Duke, E. L.; Regenie, V. A.; Deets, D. A.

1986-01-01

The Dryden Flight Research Facility of the NASA Ames Research Facility of the NASA Ames Research Center is developing a rapid prototyping facility for flight research in flight systems concepts that are based on artificial intelligence (AI). The facility will include real-time high-fidelity aircraft simulators, conventional and symbolic processors, and a high-performance research aircraft specially modified to accept commands from the ground-based AI computers. This facility is being developed as part of the NASA-DARPA automated wingman program. This document discusses the need for flight research and for a national flight research facility for the rapid prototyping of AI-based avionics systems and the NASA response to those needs.

Free Industry Flight Training of Inspectors - Federal Aviation Administration

DOT National Transportation Integrated Search

1997-12-09

This is our final report on the audit of Free Industry Flight Training of Federal Aviation Administration (FAA) flight standards" inspectors. We concluded that FAA's Aircrew Designated Examiner Program (Program), which is dependent on a "quid pro quo...

NASA's SOFIA infrared observatory and F/A-18 safety chase during the first series of test flights to verify the flight performance of the modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Sporting a fresh paint job, NASA's first Orion full-scale abort flight test crew module awaits avionics and other equipment installation.

NASA Image and Video Library

2008-04-01

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

Flight testing and simulation of an F-15 airplane using throttles for flight control

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel; Wolf, Thomas

1992-01-01

Flight tests and simulation studies using the throttles of an F-15 airplane for emergency flight control have been conducted at the NASA Dryden Flight Research Facility. The airplane and the simulation are capable of extended up-and-away flight, using only throttles for flight path control. Initial simulation results showed that runway landings using manual throttles-only control were difficult, but possible with practice. Manual approaches flown in the airplane were much more difficult, indicating a significant discrepancy between flight and simulation. Analysis of flight data and development of improved simulation models that resolve the discrepancy are discussed. An augmented throttle-only control system that controls bank angle and flight path with appropriate feedback parameters has also been developed, evaluated in simulations, and is planned for flight in the F-15.

Implementation of an Adaptive Controller System from Concept to Flight Test

NASA Technical Reports Server (NTRS)

Larson, Richard R.; Burken, John J.; Butler, Bradley S.; Yokum, Steve

2009-01-01

The National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) is conducting ongoing flight research using adaptive controller algorithms. A highly modified McDonnell-Douglas NF-15B airplane called the F-15 Intelligent Flight Control System (IFCS) is used to test and develop these algorithms. Modifications to this airplane include adding canards and changing the flight control systems to interface a single-string research controller processor for neural network algorithms. Research goals include demonstration of revolutionary control approaches that can efficiently optimize aircraft performance in both normal and failure conditions and advancement of neural-network-based flight control technology for new aerospace system designs. This report presents an overview of the processes utilized to develop adaptive controller algorithms during a flight-test program, including a description of initial adaptive controller concepts and a discussion of modeling formulation and performance testing. Design finalization led to integration with the system interfaces, verification of the software, validation of the hardware to the requirements, design of failure detection, development of safety limiters to minimize the effect of erroneous neural network commands, and creation of flight test control room displays to maximize human situational awareness; these are also discussed.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Image and Video Library

1999-07-09

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments.

Enhancing the usability of CRT displays in test flight monitoring

NASA Astrophysics Data System (ADS)

Granaas, Michael M.; Sredinski, Victoria E.

1991-01-01

Enhancing the usability of Mission Control Center (MCC) CRT displays stands to improve the quality, productivity, and safety of flight-test research at the NASA Ames-Dryden Flight Research Facility. The results of this research suggests that much can be done to assist the user and improve the quality of flight research through the enhancement of current displays. This research has applications to a variety of flight data monitoring displays.

Centurion in Flight over Lakebed with STS Mate-DeMate Device in Background

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing in flight during an initial series of low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. The special Mate-DeMate structure used by NASA to attach Space Shuttle orbiters to the back of modified Boeing 747s for transport to other locations can be seen in the background of this photo. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For

KENNEDY SPACE CENTER, FLA. - At the rollout of the One NASA initiative at KSC, Glenn Research Center Director Dr. Julian Earls embraces implementation team lead Johnny Stevenson while KSC Director Jim Kennedy (left) applauds. Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Kennedy and Earls, were James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson.

NASA Image and Video Library

2003-08-20

KENNEDY SPACE CENTER, FLA. - At the rollout of the One NASA initiative at KSC, Glenn Research Center Director Dr. Julian Earls embraces implementation team lead Johnny Stevenson while KSC Director Jim Kennedy (left) applauds. Earls gave a motivational speech during the luncheon held at the Visitor Complex Debus Conference Center. The event was held at the IMAX Theater® where NASA leaders discussed One NASA with selected employees. Explaining how their respective centers contribute to One NASA, along with Kennedy and Earls, were James Jennings, NASA’s associate deputy administrator for institutions and asset management; Ed Weiler, associate administrator for Space Science; Kevin Peterson, Dryden Flight Research Center director; incoming KSC Deputy Director Woodrow Whitlow; and implementation team lead Johnny Stevenson.

F-104 in flight

NASA Technical Reports Server (NTRS)

1988-01-01

F-104G (N826NA) in flight over the Mojave Desert in January 1988. This aircraft was the last of eleven F-104s delivered to the Dryden Flight Research Center over a period of four decades. The initial group of four (a YF-104A, two F-104As and a two-seat F-104B) arrived between August 1956 and December 1959. One of the F-104As was returned to the Air Force in 1961, and the other was lost in a non-fatal accident in 1962. To support X-15 activities, three special F-104Ns went to NASA in 1963. One crashed in the XB-70 midair collision, and it was replaced by an F-104A/G. (This was an F-104A modified to a G configuration.) As the initial F-104 fleet aged, a pair of two-seat TF-104Gs and a single-seat F-104G joined the Dryden inventory in June 1975. F-104G N826NA, shown in the photo, was one of these. Between 1975 and 1990, the older F-104s were retired - the YF-104A in November 1975, the F-104A/G in June 1977, the F-104B in June 1983, and the two F-104Ns in January 1987 and October 1990. As the F-104s phased out, the replacement F-18s started arriving at Dryden in 1984. F-104s N826NA made its 1,415th and last flight on February 3, 1994. The last two TF-104s ended service in September 1995, ending a 39 year involvement with the aircraft by the NACA and NASA.

Analysis procedures and subjective flight results of a simulator validation and cue fidelity experiment

NASA Technical Reports Server (NTRS)

Carr, Peter C.; Mckissick, Burnell T.

1988-01-01

A joint experiment to investigate simulator validation and cue fidelity was conducted by the Dryden Flight Research Facility of NASA Ames Research Center (Ames-Dryden) and NASA Langley Research Center. The primary objective was to validate the use of a closed-loop pilot-vehicle mathematical model as an analytical tool for optimizing the tradeoff between simulator fidelity requirements and simulator cost. The validation process includes comparing model predictions with simulation and flight test results to evaluate various hypotheses for differences in motion and visual cues and information transfer. A group of five pilots flew air-to-air tracking maneuvers in the Langley differential maneuvering simulator and visual motion simulator and in an F-14 aircraft at Ames-Dryden. The simulators used motion and visual cueing devices including a g-seat, a helmet loader, wide field-of-view horizon, and a motion base platform.

An Indispensable Ingredient: Flight Research and Aircraft Design

NASA Technical Reports Server (NTRS)

Gorn, Michael H.

2003-01-01

Flight research-the art of flying actual vehicles in the atmosphere in order to collect data about their behavior-has played a historic and decisive role in the design of aircraft. Naturally, wind tunnel experiments, computational fluid dynamics, and mathematical analyses all informed the judgments of the individuals who conceived of new aircraft. But flight research has offered moments of realization found in no other method. Engineer Dale Reed and research pilot Milt Thompson experienced one such epiphany on March 1, 1963, at the National Aeronautics and Space Administration s Dryden Flight Research Center in Edwards, California. On that date, Thompson sat in the cockpit of a small, simple, gumdrop-shaped aircraft known as the M2-F1, lashed by a long towline to a late-model Pontiac Catalina. As the Pontiac raced across Rogers Dry Lake, it eventually gained enough speed to make the M2-F1 airborne. Thompson braced himself for the world s first flight in a vehicle of its kind, called a lifting body because of its high lift-to-drag ratio. Reed later recounted what he saw:

NASA paint shop technicians prepare the Orion full-scale flight test crew module for painting in the Edwards Air Force Base paint hangar.

NASA Image and Video Library

2008-03-29

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle in flight at the Dryden Flight Research Center, Edwards, California in 1991. Perseus is one of several remotely-piloted aircraft designed for high-altitude, long-endurance scientific sampling missions being evaluated under the ERAST program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially

Pathfinder aircraft in flight

NASA Image and Video Library

1995-07-27

The Pathfinder research aircraft's wing structure was clearly defined as it soared under a clear blue sky during a test flight July 27, 1995, from Dryden Flight Research Center, Edwards, California. The center section and outer wing panels of the aircraft had ribs constructed of thin plastic foam, while the ribs in the inner wing panels are fabricated from lightweight composite material. Developed by AeroVironment, Inc., the Pathfinder was one of several unmanned aircraft being evaluated under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

New Air-Launched Small Missile (ALSM) Flight Testbed for Hypersonic Systems

NASA Technical Reports Server (NTRS)

Bui, Trong T.; Lux, David P.; Stenger, Michael T.; Munson, Michael J.; Teate, George F.

2007-01-01

The Phoenix Air-Launched Small Missile (ALSM) flight testbed was conceived and is proposed to help address the lack of quick-turnaround and cost-effective hypersonic flight research capabilities. The Phoenix ALSM testbed results from utilization of the United States Navy Phoenix AIM-54 (Hughes Aircraft Company, now Raytheon Company, Waltham, Massachusetts) long-range, guided air-to-air missile and the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (Edwards, California) F-15B (McDonnell Douglas, now the Boeing Company, Chicago, Illinois) testbed airplane. The retirement of the Phoenix AIM-54 missiles from fleet operation has presented an opportunity for converting this flight asset into a new flight testbed. This cost-effective new platform will fill the gap in the test and evaluation of hypersonic systems for flight Mach numbers ranging from 3 to 5. Preliminary studies indicate that the Phoenix missile is a highly capable platform; when launched from a high-performance airplane, the guided Phoenix missile can boost research payloads to low hypersonic Mach numbers, enabling flight research in the supersonic-to-hypersonic transitional flight envelope. Experience gained from developing and operating the Phoenix ALSM testbed will assist the development and operation of future higher-performance ALSM flight testbeds as well as responsive microsatellite-small-payload air-launched space boosters.

Preliminary Flight Results of a Fly-by-throttle Emergency Flight Control System on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies were followed by flight tests. The principles of throttles only control, the F-15 airplane, the augmented system, and the flight results including actual landings with throttles-only control are discussed.

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need

M2-F1 in flight

NASA Technical Reports Server (NTRS)

1965-01-01

The M2-F1 Lifting Body is seen here under tow, high above Rogers Dry Lake near the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. R. Dale Reed effectively advocated the project with the support of NASA research pilot Milt Thompson. Together, they gained the support of Flight Research Center Director Paul Bikle. After a six-month feasibility study, Bikle gave approval in the fall of 1962 for the M2-F1 to be built. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The objective was to obtain data on fit, comfort and functionality.

NASA Image and Video Library

2002-08-07

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Flight Test Results of an Axisymmetric Channeled Center Body Supersonic Inlet at Off-Design Conditions

NASA Technical Reports Server (NTRS)

St. John, Clinton W.; Frederick, Michael Alan

2013-01-01

Flight-testing of a channeled center-body axisymmetric supersonic inlet design concept was conducted at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center in collaboration with the NASA Glenn Research Center (Cleveland, Ohio) and TechLand Research, Inc. (North Olmsted, Ohio). This testing utilized the Propulsion Flight Test Fixture, flown on the NASA F-15B research test bed airplane (NASA tail number 836) at local experiment Mach numbers up to 1.50. The translating channeled center-body inlet was designed by TechLand Research, Inc. (U.S. Patent No. 6,276,632 B1) to allow for a novel method of off-design flow matching, with original test planning conducted under a NASA Small Business Innovative Research study. Data were collected in flight at various off-design Mach numbers for fixed-geometry representations of both the channeled center-body design and an equivalent area smooth center-body design for direct comparison of total pressure recovery and limited distortion measurements.

Pegasus Mated to B-52 Mothership - First Flight

NASA Image and Video Library

1989-11-09

The Pegasus air-launched space booster is carried aloft under the right wing of NASA's B-52 carrier aircraft on its first captive flight from the Dryden Flight Research Center, Edwards, California. The first of two scheduled captive flights was completed on November 9, 1989. Pegasus is used to launch satellites into low-earth orbits cheaply. In 1997, a Pegasus rocket booster was also modified to test a hypersonic experiment (PHYSX). An experimental "glove," installed on a section of its wing, housed hundreds of temperature and pressure sensors that sent hypersonic flight data to ground tracking facilities during the experiment’s flight.

A NASA painter applies the first primer coat to NASA's Orion full-scale abort flight test crew module in the Edwards Air Force Base paint hangar.

NASA Image and Video Library

2008-03-29

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

Paint shop technicians carefully apply masking prior to painting the Orion full-scale abort flight test crew module in the Edwards Air Force Base paint hangar.

NASA Image and Video Library

2008-03-29

A full-scale flight-test mockup of the Constellation program's Orion crew vehicle arrived at NASA's Dryden Flight Research Center in late March 2008 to undergo preparations for the first short-range flight test of the spacecraft's astronaut escape system later that year. Engineers and technicians at NASA's Langley Research Center fabricated the structure, which precisely represents the size, outer shape and mass characteristics of the Orion space capsule. The Orion crew module mockup was ferried to NASA Dryden on an Air Force C-17. After painting in the Edwards Air Force Base paint hangar, the conical capsule was taken to Dryden for installation of flight computers, instrumentation and other electronics prior to being sent to the U.S. Army's White Sands Missile Range in New Mexico for integration with the escape system and the first abort flight test in late 2008. The tests were designed to ensure a safe, reliable method of escape for astronauts in case of an emergency.

Advanced Command Destruct System (ACDS) Enhanced Flight Termination System (EFTS)

NASA Technical Reports Server (NTRS)

Tow, David

2009-01-01

NASA Dryden started working towards a single vehicle enhanced flight termination system (EFTS) in January 2008. NASA and AFFTC combined their efforts to work towards final operating capability for multiple vehicle and multiple missions simultaneously, to be completed by the end of 2011. Initially, the system was developed to support one vehicle and one frequency per mission for unmanned aerial vehicles (UAVs) at NASA Dryden. By May 2008 95% of design and hardware builds were completed, however, NASA Dryden's change of software safety scope and requirements caused delays after May 2008. This presentation reviews the initial and final operating capabilities for the Advanced Command Destruct System (ACDS), including command controller and configuration software development. A requirements summary is also provided.

Implementation of an Adaptive Controller System from Concept to Flight Test

NASA Technical Reports Server (NTRS)

Larson, Richard R.; Burken, John J.; Butler, Bradley S.

2009-01-01

The National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) is conducting ongoing flight research using adaptive controller algorithms. A highly modified McDonnell-Douglas NF-15B airplane called the F-15 Intelligent Flight Control System (IFCS) was used for these algorithms. This airplane has been modified by the addition of canards and by changing the flight control systems to interface a single-string research controller processor for neural network algorithms. Research goals included demonstration of revolutionary control approaches that can efficiently optimize aircraft performance for both normal and failure conditions, and to advance neural-network-based flight control technology for new aerospace systems designs. Before the NF-15B IFCS airplane was certified for flight test, however, certain processes needed to be completed. This paper presents an overview of these processes, including a description of the initial adaptive controller concepts followed by a discussion of modeling formulation and performance testing. Upon design finalization, the next steps are: integration with the system interfaces, verification of the software, validation of the hardware to the requirements, design of failure detection, development of safety limiters to minimize the effect of erroneous neural network commands, and creation of flight test control room displays to maximize human situational awareness.

third "free flight" of Shuttle Orbiter 101 Spacecraft

NASA Image and Video Library

1977-09-23

S77-28542 (23 Sept 1977) --- The shuttle Orbiter 101 "Enterprise" separates from the NASA 747 carrier aircraft during the third free flight of the Shuttle Approach and Landing Tests (ALT) conducted on September 23, 1977, at the Dryden Flight Research Center (DFRC) in Southern California. The vehicle, with astronauts Fred W. Haise Jr., commander, and C. Gordon Fullerton, pilot, remained in unpowered flight for five-minutes and 34-seconds before landing on the desert land of Edwards Air Force Base.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Image and Video Library

1998-04-27

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Image and Video Library

1998-04-27

The Perseus B remotely piloted aircraft on the runway at Edwards Air Force Base, California at the conclusion of a development flight at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

EM-0115-02

NASA Image and Video Library

2013-05-22

During a visit to NASA's Dryden Flight Research Center on May 22, 2013, NASA Administrator Charlie Bolden spoke at a media event showcasing Sierra Nevada Corporation’s (SNC) Dream Chaser flight test vehicle that had recently arrived at the center. Bolden, a former Marine Corps pilot and space shuttle astronaut, also flew a simulation of the Dream Chaser's approach and landing profile at Dryden.

Former Dryden pilot and NASA astronaut Neil Armstrong being inducted into the Aerospace Walk of Hono

NASA Technical Reports Server (NTRS)

1991-01-01

Famed astronaut Neil A. Armstrong, the first man to set foot on the moon during the historic Apollo 11 space mission in July 1969, served for seven years as a research pilot at the NACA-NASA High-Speed Flight Station, now the Dryden Flight Research Center, at Edwards, California, before he entered the space program. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA's Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the High-Speed Flight Station at Edwards as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8

Solar-powered Gossamer Penguin in flight

NASA Technical Reports Server (NTRS)

1979-01-01

Gossamer Penguin in flight above Rogers Dry Lakebed at Edwards, California, showing the solar panel perpendicular to the wing and facing the sun. Background The first flight of a solar-powered aircraft took place on November 4, 1974, when the remotely controlled Sunrise II, designed by Robert J. Boucher of AstroFlight, Inc., flew following a launch from a catapult. Following this event, AeroVironment, Inc. (founded in 1971 by the ultra-light airplane innovator--Dr. Paul MacCready) took on a more ambitious project to design a human-piloted, solar-powered aircraft. The firm initially took the human-powered Gossamer Albatross II and scaled it down to three-quarters of its previous size for solar-powered flight with a human pilot controlling it. This was more easily done because in early 1980 the Gossamer Albatross had participated in a flight research program at NASA Dryden in a program conducted jointly by the Langley and Dryden research centers. Some of the flights were conducted using a small electric motor for power. Gossamer Penguin The scaled-down aircraft was designated the Gossamer Penguin. It had a 71-foot wingspan compared with the 96-foot span of the Gossamer Albatross. Weighing only 68 pounds without a pilot, it had a low power requirement and thus was an excellent test bed for solar power. AstroFlight, Inc., of Venice, Calif., provided the power plant for the Gossamer Penguin, an Astro-40 electric motor. Robert Boucher, designer of the Sunrise II, served as a key consultant for both this aircraft and the Solar Challenger. The power source for the initial flights of the Gossamer Penguin consisted of 28 nickel-cadmium batteries, replaced for the solar-powered flights by a panel of 3,920 solar cells capable of producing 541 Watts of power. The battery-powered flights took place at Shafter Airport near Bakersfield, Calif. Dr. Paul MacCready's son Marshall, who was 13 years old and weighed roughly 80 pounds, served as the initial pilot for these flights to

Pathfinder aircraft flight #1

NASA Image and Video Library

1996-11-19

The Pathfinder solar-powered research aircraft settles in for landing on the bed of Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, after a successful test flight Nov. 19, 1996. The ultra-light craft flew a racetrack pattern at low altitudes over the flight test area for two hours while project engineers checked out various systems and sensors on the uninhabited aircraft. The Pathfinder was controlled by two pilots, one in a mobile control unit which followed the craft, the other in a stationary control station. Pathfinder, developed by AeroVironment, Inc., is one of several designs being evaluated under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program.

An Overview of Flight Test Results for a Formation Flight Autopilot

NASA Technical Reports Server (NTRS)

Hanson, Curtis E.; Ryan, Jack; Allen, Michael J.; Jacobson, Steven R.

2002-01-01

The first flight test phase of the NASA Dryden Flight Research Center Autonomous Formation Flight project has successfully demonstrated precision autonomous station-keeping of an F/A-18 research airplane with a second F/A-18 airplane. Blended inertial navigation system (INS) and global positioning system (GPS) measurements have been communicated across an air-to-air telemetry link and used to compute relative-position estimates. A precision research formation autopilot onboard the trailing airplane controls lateral and vertical spacing while the leading airplane operates under production autopilot control. Four research autopilot gain sets have been designed and flight-tested, and each exceeds the project design requirement of steady-state tracking accuracy within 1 standard deviation of 10 ft. Performance also has been demonstrated using single- and multiple-axis inputs such as step commands and frequency sweeps. This report briefly describes the experimental formation flight systems employed and discusses the navigation, guidance, and control algorithms that have been flight-tested. An overview of the flight test results of the formation autopilot during steady-state tracking and maneuvering flight is presented.

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2001-03-13

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

LSRA in flight

NASA Image and Video Library

1993-04-07

A NASA CV-990, modified as a Landing Systems Research Aircraft (LSRA), in flight over NASA's Dryden Flight Research Center, Edwards, California, for a test of the space shuttle landing gear system. The space shuttle landing gear test unit, operated by a high-pressure hydraulic system, allowed engineers to assess and document the performance of space shuttle main and nose landing gear systems, tires and wheel assemblies, plus braking and nose wheel steering performance. The series of 155 test missions for the space shuttle program provided extensive data about the life and endurance of the shuttle tire systems and helped raise the shuttle crosswind landing limits at Kennedy.

Preliminary flight test results of a fly-by-throttle emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. G.; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies have been followed by flight tests. This paper discusses the principles of throttles-only control, the F-15 airplane, the augmented system, and the flight results including landing approaches with throttles-only control to within 10 ft of the ground.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted research aircraft, seen here during a test flight in June 1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST

A Flight Dynamics Perspective of the Orion Pad Abort One Flight Test

NASA Technical Reports Server (NTRS)

Idicula, Jinu; Williams-Hayes, Peggy S.; Stillwater, Ryan; Yates, Max

2009-01-01

The Orion Crew Exploration Vehicle is America s next generation of human rated spacecraft. The Orion Launch Abort System will take the astronauts away from the exploration vehicle in the event of an aborted launch. The pad abort mode of the Launch Abort System will be flight-tested in 2009 from the White Sands Missile Range in New Mexico. This paper examines some of the efforts currently underway at the NASA Dryden Flight Research Center by the Controls & Dynamics group in preparation for the flight test. The concept of operation for the pad abort flight is presented along with an overview of the guidance, control and navigation systems. Preparations for the flight test, such as hardware testing and development of the real-time displays, are examined. The results from the validation and verification efforts for the aerodynamic and atmospheric models are shown along with Monte Carlo analysis results.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA

Fairing Well: Aerodynamic Truck Research at NASA Dryden Flight Research Center. From Shoebox to Bat Truck and Beyond

NASA Technical Reports Server (NTRS)

Gelzer, Christian

2011-01-01

In 1973 engineers at Dryden began investigating ways to reduce aerodynamic drag on land vehicles. They began with a delivery van whose shape they changed dramatically, finally reducing its aerodynamic drag by more than 5 percent. They then turned their attention to tracator-trailers, modifying a cab-over and reducing its aerodynamic drag by nearly 25 percent. Further research identified additional areas worth attention, but in the intervening decades few of those changes have appeared.

This NASA Dryden F/A-18 is participating in the Automated Aerial Refueling (AAR) project. F/A-18 (No

NASA Technical Reports Server (NTRS)

2002-01-01

A NASA Dryden F/A-18 is participating in the Automated Aerial Refueling (AAR) project. F/A-18 (No. 847) is acting as an in-flight refueling tanker in the study to develop analytical models for an automated aerial refueling system for unmanned vehicles. A 300-gallon aerodynamic pod containing air-refueling equipment is seen beneath the fuselage. The hose and refueling basket are extended during an assessment of their dynamics on the F/A-18A.

X-38 Ship #2 in Free Flight

NASA Image and Video Library

1999-07-09

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parachute during a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.

M2-F1 in flight being towed by a C-47

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here being towed behind a C-47 at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. In this rear view, the M2-F1 is flying above and to one side of the C-47. This was done to avoid wake turbulence from the towplane. Lacking wings, the M2-F1 used an unusual configuration for its control surfaces. It had two rudders on the fins, two elevons (called 'elephant ears') mounted on the outsides of the fins, and two body flaps on the upper rear fuselage. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and

Lockheed L-1011 Test Station installation in support of the Adaptive Performance Optimization flight

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians John Huffman, Phil Gonia and Mike Kerner of NASA's Dryden Flight Research Center, Edwards, California, carefully insert a monitor into the Research Engineering Test Station during installation of equipment for the Adaptive Performance Optimization experiment aboard Orbital Sciences Corporation's Lockheed L-1011 in Bakersfield, California, May, 6, 1997. The Adaptive Performance Optimization project is designed to reduce the aerodynamic drag of large subsonic transport aircraft by varying the camber of the wing through real-time adjustment of flaps or ailerons in response to changing flight conditions. Reducing the drag will improve aircraft efficiency and performance, resulting in signifigant fuel savings for the nation's airlines worth hundreds of millions of dollars annually. Flights for the NASA experiment will occur periodically over the next couple of years on the modified wide-bodied jetliner, with all flights flown out of Bakersfield's Meadows Field. The experiment is part of Dryden's Advanced Subsonic Transport Aircraft Research program.

Perseus A in Flight with Moon

NASA Technical Reports Server (NTRS)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research aircraft, is seen here framed against the moon and sky during a research mission at the Dryden Flight Research Center, Edwards, California in August 1994. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft

The Aircraft Simulation Role in Improving Flight Safety Through Control Room Training

NASA Technical Reports Server (NTRS)

Shy, Karla S.; Hageman, Jacob J.; Le, Jeanette H.; Sitz, Joel (Technical Monitor)

2002-01-01

NASA Dryden Flight Research Center uses its six-degrees-of-freedom (6-DOF) fixed-base simulations for mission control room training to improve flight safety and operations. This concept is applied to numerous flight projects such as the F-18 High Alpha Research Vehicle (HARV), the F-15 Intelligent Flight Control System (IFCS), the X-38 Actuator Control Test (XACT), and X-43A (Hyper-X). The Dryden 6-DOF simulations are typically used through various stages of a project, from design to ground tests. The roles of these simulations have expanded to support control room training, reinforcing flight safety by building control room staff proficiency. Real-time telemetry, radar, and video data are generated from flight vehicle simulation models. These data are used to drive the control room displays. Nominal static values are used to complete information where appropriate. Audio communication is also an integral part of training sessions. This simulation capability is used to train control room personnel and flight crew for nominal missions and emergency situations. Such training sessions are also opportunities to refine flight cards and control room display pages, exercise emergency procedures, and practice control room setup for the day of flight. This paper describes this technology as it is used in the X-43A and F-15 IFCS and XACT projects.

Touchdown: The Development of Propulsion Controlled Aircraft at NASA Dryden

NASA Technical Reports Server (NTRS)

Tucker, Tom

1999-01-01

This monograph relates the important history of the Propulsion Controlled Aircraft project at NASA's Dryden Flight Research Center. Spurred by a number of airplane crashes caused by the loss of hydraulic flight controls, a NASA-industry team lead by Frank W. Burcham and C. Gordon Fullerton developed a way to land an aircraft safely using only engine thrust to control the airplane. In spite of initial skepticism, the team discovered that, by manually manipulating an airplane's thrust, there was adequate control for extended up-and-away flight. However, there was not adequate control precision for safe runway landings because of the small control forces, slow response, and difficulty in damping the airplane phugoid and Dutch roll oscillations. The team therefore conceived, developed, and tested the first computerized Propulsion Controlled Aircraft (PCA) system. The PCA system takes pilot commands, uses feedback from airplane measurements, and computes commands for the thrust of each engine, yielding much more precise control. Pitch rate and velocity feedback damp the phugoid oscillation, while yaw rate feedback damps the Dutch roll motion. The team tested the PCA system in simulators and conducted flight research in F-15 and MD-11 airplanes. Later, they developed less sophisticated variants of PCA called PCA Lite and PCA Ultralite to make the system cheaper and therefore more attractive to industry. This monograph tells the PCA story in a non- technical way with emphasis on the human aspects of the engineering and flic,ht-research effort. It thereby supplements the extensive technical literature on PCA and makes the development of this technology accessible to a wide audience.

Enterprise Separates from 747 SCA for First Tailcone off Free Flight

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise rises from NASA's 747 Shuttle Carrier Aircraft (SCA) to begin a powerless glide flight back to NASA's Dryden Flight Research Center, Edwards, California, on its fourth of the five free flights in the shuttle program's Approach and Landing Tests (ALT), 12 October 1977. The tests were carried out at Dryden to verify the aerodynamic and control characteristics of the orbiters in preparation for the first space mission with the orbiter Columbia in April 1981. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth

DC-8 Airborne Laboratory in flight during research mission - view from above

NASA Technical Reports Server (NTRS)

1999-01-01

The DC-8 Airborne Science Laboratroy is shown flying above a solid layer of clouds. The aircraft was transferred from the Ames Research Center to the Dryden Flight Research Center in late 1997. Over the past several years, it has undertaken a wide range of research in such fields as archeology, ecology, hydrology, meteorology, oceanography, volcanology, atmospheric chemistry, and other fields. In this photo, it is shown flying over a bank of clouds. NASA is using a DC-8 aircraft as a flying science laboratory. The platform aircraft, based at NASA's Dryden Flight Research Center, Edwards, Calif., collects data for many experiments in support of scientific projects serving the world scientific community. Included in this community are NASA, federal, state, academic and foreign investigators. Data gathered by the DC-8 at flight altitude and by remote sensing have been used for scientific studies in archeology, ecology, geography, hydrology, meteorology, oceanography, volcanology, atmospheric chemistry, soil science and biology.

Flight control system design factors for applying automated testing techniques

NASA Technical Reports Server (NTRS)

Sitz, Joel R.; Vernon, Todd H.

1990-01-01

Automated validation of flight-critical embedded systems is being done at ARC Dryden Flight Research Facility. The automated testing techniques are being used to perform closed-loop validation of man-rated flight control systems. The principal design features and operational experiences of the X-29 forward-swept-wing aircraft and F-18 High Alpha Research Vehicle (HARV) automated test systems are discussed. Operationally applying automated testing techniques has accentuated flight control system features that either help or hinder the application of these techniques. The paper also discusses flight control system features which foster the use of automated testing techniques.

SR-71 - In-flight from Tanker

NASA Technical Reports Server (NTRS)

1994-01-01

Dryden's SR-71B, NASA 831, slices across the snow-covered southern Sierra Nevada Mountains of California after being refueled by an Air Force tanker during a 1994 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward

SR-71B - in flight over snow-capped mountains

NASA Technical Reports Server (NTRS)

1995-01-01

Dryden's SR-71B, NASA 831, slices across the snowy southern Sierra Nevada Mountains of California after being refueled by an Air Force Flight Test Center tanker during a recent flight. The Mach 3 aircraft, on loan to NASA by the U.S. Air Force, were flown by the Dryden Flight Research Center, Edwards, California, during the decade of the 1990s as testbeds for high-speed, high-altitude aeronautical research. Capable of flying more than 2200 mph and at altitudes of over 80,000 feet, they were excellent platforms for research and experiments in aerodynamics, propulsion, structures, thermal protection materials, atmospheric studies, and sonic boom characterization. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground much like sharp thunderclaps when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startle affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It

NASA's Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP flares for landing at Edwards AFB after a ferry flight from Waco, Texas

NASA Image and Video Library

2007-05-31

NASA's Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP flares for landing at Edwards AFB after a ferry flight from Waco, Texas. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

In-flight gust monitoring and aeroelasticity studies

NASA Astrophysics Data System (ADS)

Alvarez-Salazar, Oscar Salvador

An in-flight gust monitoring and aeroelasticity study was conducted on board NASA Dryden's F15-B/FTF-II test platform (``FTF''). A total of four flights were completed. This study is the first in a series of flight experiments being conducted jointly by NASA Dryden Flight Research Center and UCLA's Flight Systems Research Center. The first objective of the in-flight gust- monitoring portion of the study was to demonstrate for the first time anywhere the measurability of intensity variations of a collimated Helium-Neon laser beam due to atmospheric air turbulence while having both the source and target apertures mounted outside an airborne aircraft. Intensity beam variations are the result of forward scattering of the beam by variations in the air's index of refraction, which are carried across the laser beam's path by a cross flow or air (i.e., atmospheric turbulence shifting vertically in the atmosphere). A laser beam was propagated parallel to the direction of flight for 1/2 meter outside the flight test fixture and its intensity variations due to atmospheric turbulence were successfully measured by a photo- detector. When the aircraft did not fly through a field of atmospheric turbulence, the laser beam proved to be insensitive to the stream velocity's cross component to the path of the beam. The aeroelasticity portion of the study consisted of measurements of the dynamic response of a straight, 18.25 inch span, 4.00 inch chord, NACA 0006 airfoil thickness profile, one sided wing to in-flight aircraft maneuvers, landing gear buffeting, unsteady aerodynamics, atmospheric turbulence, and aircraft vibration in general. These measurements were accomplished through the use of accelerometers, strain gauges and in-flight video cameras. Data collected will be used to compute in-flight root loci for the wing as functions of the aircraft's stream velocity. The data may also be used to calibrate data collected by the gust-monitoring system flown, and help verify the

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Flight-Test Results

NASA Technical Reports Server (NTRS)

Brown, Nelson Andrew; Schaefer, Jacob Robert

2013-01-01

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.

Peak-Seeking Optimization of Trim for Reduced Fuel Consumption: Flight-test Results

NASA Technical Reports Server (NTRS)

Brown, Nelson Andrew; Schaefer, Jacob Robert

2013-01-01

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. The algorithm consistently rediscovered the solution from several initial conditions. These results show that the algorithm has good performance in a relevant environment.

F-15 Intelligent Flight Control System and Aeronautics Research at NASA Dryden

NASA Technical Reports Server (NTRS)

Brown, Nelson A.

2009-01-01

This viewgraph presentation reviews the F-15 Intelligent Flight Control System and Aeronautics including Autonomous Aerial Refueling Demonstrations, X-48B Blended Wing Body, F-15 Quiet Spike, and NF-15 Intelligent Flight Controls.

Hypersonic Research Vehicle (HRV) real-time flight test support feasibility and requirements study. Part 1: Real-time flight experiment support

NASA Technical Reports Server (NTRS)

Rediess, Herman A.; Ramnath, Rudrapatna V.; Vrable, Daniel L.; Hirvo, David H.; Mcmillen, Lowell D.; Osofsky, Irving B.

1991-01-01

The results are presented of a study to identify potential real time remote computational applications to support monitoring HRV flight test experiments along with definitions of preliminary requirements. A major expansion of the support capability available at Ames-Dryden was considered. The focus is on the use of extensive computation and data bases together with real time flight data to generate and present high level information to those monitoring the flight. Six examples were considered: (1) boundary layer transition location; (2) shock wave position estimation; (3) performance estimation; (4) surface temperature estimation; (5) critical structural stress estimation; and (6) stability estimation.

Design of an expert-system flight status monitor

NASA Technical Reports Server (NTRS)

Regenie, V. A.; Duke, E. L.

1985-01-01

The modern advanced avionics in new high-performance aircraft strains the capability of current technology to safely monitor these systems for flight test prior to their generalized use. New techniques are needed to improve the ability of systems engineers to understand and analyze complex systems in the limited time available during crucial periods of the flight test. The Dryden Flight Research Facility of NASA's Ames Research Center is involved in the design and implementation of an expert system to provide expertise and knowledge to aid the flight systems engineer. The need for new techniques in monitoring flight systems and the conceptual design of an expert-system flight status monitor is discussed. The status of the current project and its goals are described.

High Stability Engine Control (HISTEC) Flight Test Results

NASA Technical Reports Server (NTRS)

Southwick, Robert D.; Gallops, George W.; Kerr, Laura J.; Kielb, Robert P.; Welsh, Mark G.; DeLaat, John C.; Orme, John S.

1998-01-01

The High Stability Engine Control (HISTEC) Program, managed and funded by the NASA Lewis Research Center, is a cooperative effort between NASA and Pratt & Whitney (P&W). The program objective is to develop and flight demonstrate an advanced high stability integrated engine control system that uses real-time, measurement-based estimation of inlet pressure distortion to enhance engine stability. Flight testing was performed using the NASA Advanced Controls Technologies for Integrated Vehicles (ACTIVE) F-15 aircraft at the NASA Dryden Flight Research Center. The flight test configuration, details of the research objectives, and the flight test matrix to achieve those objectives are presented. Flight test results are discussed that show the design approach can accurately estimate distortion and perform real-time control actions for engine accommodation.

SR-71 - In-flight Close-up from Tanker

NASA Technical Reports Server (NTRS)

1994-01-01

This extreme close-up of the SR-71B operated by NASA's Dryden Flight Research Center, Edwards, California, gives an unusual view of the twin cockpit of Dryden's SR-71B, NASA 831, and its helmeted crew members. The photo was taken from an Air Force tanker refueling the Blackbird during a 1994 flight. The Mach 3 Blackbird aircraft were loaned to NASA by the U.S. Air Force for high-speed, high-altitude aeronautical research. Capable of flying more than 2200 mph and at altitudes of over 85,000 feet, they are excellent platforms for research and experiments in aerodynamics, propulsion, structures, thermal protection materials, atmospheric studies, and sonic boom characterization. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data

SR-71 in Flight over Rogers Dry Lakebed

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows NASA Dryden Flight Research Center's SR-71B, tail number 831, over Rogers Dry Lakebed during a July 1995 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's

Flight test experience and controlled impact of a remotely piloted jet transport aircraft

NASA Technical Reports Server (NTRS)

Horton, Timothy W.; Kempel, Robert W.

1988-01-01

The Dryden Flight Research Center Facility of NASA Ames Research Center (Ames-Dryden) and the FAA conducted the controlled impact demonstration (CID) program using a large, four-engine, remotely piloted jet transport airplane. Closed-loop primary flight was controlled through the existing onboard PB-20D autopilot which had been modified for the CID program. Uplink commands were sent from a ground-based cockpit and digital computer in conjunction with an up-down telemetry link. These uplink commands were received aboard the airplane and transferred through uplink interface systems to the modified PB-20D autopilot. Both proportional and discrete commands were produced by the ground system. Prior to flight tests, extensive simulation was conducted during the development of ground-based digital control laws. The control laws included primary control, secondary control, and racetrack and final approach guidance. Extensive ground checks were performed on all remotely piloted systems; however, piloted flight tests were the primary method and validation of control law concepts developed from simulation. The design, development, and flight testing of control laws and systems required to accomplish the remotely piloted mission are discussed.

Initial Flight Tests of the NASA F-15B Propulsion Flight Test Fixture

NASA Technical Reports Server (NTRS)

Palumbo, Nathan; Moes, Timothy R.; Vachon, M. Jake

2002-01-01

Flights of the F-15B/Propulsion Flight Test Fixture (PFTF) with a Cone Drag Experiment (CDE) attached have been accomplished at NASA Dryden Flight Research Center. Mounted underneath the fuselage of an F-15B airplane, the PFTF provides volume for experiment systems and attachment points for propulsion experiments. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. The force balance mounts between the PFTF and experiment and measures three forces and moments. The CDE has been attached to the force balance for envelope expansion flights. This experiment spatially and inertially simulates a large propulsion test article. This report briefly describes the F-15B airplane, the PFTF, and the force balance. A detailed description of the CDE is provided. Force-balance ground testing and stiffness modifications are described. Flight profiles and selected flight data from the envelope expansion flights are provided and discussed, including force-balance data, the internal PFTF thermal and vibration environment, a handling qualities assessment, and performance capabilities of the F-15B airplane with the PFTF installed.

DAST in Flight

NASA Technical Reports Server (NTRS)

1980-01-01

The modified BQM-34 Firebee II drone with Aeroelastic Research Wing (ARW-1), a supercritical airfoil, during a 1980 research flight. The remotely-piloted vehicle, which was air launched from NASA's NB-52B mothership, participated in the Drones for Aerodynamic and Structural Testing (DAST) program which ran from 1977 to 1983. The DAST 1 aircraft (Serial #72-1557), pictured, crashed on 12 June 1980 after its right wing ripped off during a test flight near Cuddeback Dry Lake, California. The crash occurred on the modified drone's third free flight. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of

An overview of integrated flight-propulsion controls flight research on the NASA F-15 research airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gatlin, Donald H.; Stewart, James F.

1995-01-01

The NASA Dryden Flight Research Center has been conducting integrated flight-propulsion control flight research using the NASA F-15 airplane for the past 12 years. The research began with the digital electronic engine control (DEEC) project, followed by the F100 Engine Model Derivative (EMD). HIDEC (Highly Integrated Digital Electronic Control) became the umbrella name for a series of experiments including: the Advanced Digital Engine Controls System (ADECS), a twin jet acoustics flight experiment, self-repairing flight control system (SRFCS), performance-seeking control (PSC), and propulsion controlled aircraft (PCA). The upcoming F-15 project is ACTIVE (Advanced Control Technology for Integrated Vehicles). This paper provides a brief summary of these activities and provides background for the PCA and PSC papers, and includes a bibliography of all papers and reports from the NASA F-15 project.

NASA's F-15B from the Dryden Flight Research Center flew in the supersonic shockwave of a modified U.S. Navy F-5E jet in support of the Shaped Sonic Boom Demonstration (SSBD) project. On Aug. 27, 2003, the F-5 SSBD aircraft demonstrated a method to reduce

NASA Image and Video Library

2003-08-25

NASA's F-15B research testbed jet from NASA's Dryden Flight Research Center flew in the supersonic shockwave of a Northrop Grumman Corp. modified U.S. Navy F-5E jet in support of the Shaped Sonic Boom Demonstration (SSBD) project, which is part of the DARPA's Quiet Supersonic Platform (QSP) program. On Aug. 27, 2003, the F-5 SSBD aircraft demonstrated a method to reduce the intensity of sonic booms.

Design and Predictions for a High-Altitude (Low-Reynolds-Number) Aerodynamic Flight Experiment

NASA Technical Reports Server (NTRS)

Greer, Donald; Hamory, Phil; Krake, Keith; Drela, Mark

1999-01-01

A sailplane being developed at NASA Dryden Flight Research Center will support a high-altitude flight experiment. The experiment will measure the performance parameters of an airfoil at high altitudes (70,000 to 100,000 ft), low Reynolds numbers (200,000 to 700,000), and high subsonic Mach numbers (0.5 and 0.65). The airfoil section lift and drag are determined from pitot and static pressure measurements. The locations of the separation bubble, Tollmien-Schlichting boundary layer instability frequencies, and vortex shedding are measured from a hot-film strip. The details of the planned flight experiment are presented. Several predictions of the airfoil performance are also presented. Mark Drela from the Massachusetts Institute of Technology designed the APEX-16 airfoil, using the MSES code. Two-dimensional Navier-Stokes analyses were performed by Mahidhar Tatineni and Xiaolin Zhong from the University of California, Los Angeles, and by the authors at NASA Dryden.

Peak-Seeking Control For Reduced Fuel Consumption: Flight-Test Results For The Full-Scale Advanced Systems Testbed FA-18 Airplane

NASA Technical Reports Server (NTRS)

Brown, Nelson

2013-01-01

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. This presentation also focuses on the design of the flight experiment and the practical challenges of conducting the experiment.

Leah Robson and Bridgette Puljiz in the flight deck of NASA's 747 shuttle carrier during Take Your Children to Work Day

NASA Image and Video Library

2004-06-22

Leah Robson and Bridgette Puljiz of Tehachapi in the flight deck of NASA's modified Boeing 747 space shuttle carrier aircraft during Take Your Children to Work Day June 22 at NASA Dryden Flight Research Center.

Flight testing a propulsion-controlled aircraft emergency flight control system on an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Burken, John; Maine, Trindel A.

1994-01-01

Flight tests of a propulsion-controlled aircraft (PCA) system on an F-15 airplane have been conducted at the NASA Dryden Flight Research Center. The airplane was flown with all flight control surfaces locked both in the manual throttles-only mode and in an augmented system mode. In the latter mode, pilot thumbwheel commands and aircraft feedback parameters were used to position the throttles. Flight evaluation results showed that the PCA system can be used to land an airplane that has suffered a major flight control system failure safely. The PCA system was used to recover the F-15 airplane from a severe upset condition, descend, and land. Pilots from NASA, U.S. Air Force, U.S. Navy, and McDonnell Douglas Aerospace evaluated the PCA system and were favorably impressed with its capability. Manual throttles-only approaches were unsuccessful. This paper describes the PCA system operation and testing. It also presents flight test results and pilot comments.

Flight Demonstration of X-33 Vehicle Health Management System Components on the F/A-18 Systems Research Aircraft

NASA Technical Reports Server (NTRS)

Schweikhard, Keith A.; Richards, W. Lance; Theisen, John; Mouyos, William; Garbos, Raymond

2001-01-01

The X-33 reusable launch vehicle demonstrator has identified the need to implement a vehicle health monitoring system that can acquire data that monitors system health and performance. Sanders, a Lockheed Martin Company, has designed and developed a COTS-based open architecture system that implements a number of technologies that have not been previously used in a flight environment. NASA Dryden Flight Research Center and Sanders teamed to demonstrate that the distributed remote health nodes, fiber optic distributed strain sensor, and fiber distributed data interface communications components of the X-33 vehicle health management (VHM) system could be successfully integrated and flown on a NASA F-18 aircraft. This paper briefly describes components of X-33 VHM architecture flown at Dryden and summarizes the integration and flight demonstration of these X-33 VHM components. Finally, it presents early results from the integration and flight efforts.

Flight Demonstration of X-33 Vehicle Health Management System Components on the F/A-18 Systems Research Aircraft

NASA Technical Reports Server (NTRS)

Schweikhard, Keith A.; Richards, W. Lance; Theisen, John; Mouyos, William; Garbos, Raymond; Schkolnik, Gerald (Technical Monitor)

1998-01-01

The X-33 reusable launch vehicle demonstrator has identified the need to implement a vehicle health monitoring system that can acquire data that monitors system health and performance. Sanders, a Lockheed Martin Company, has designed and developed a commercial off-the-shelf (COTS)-based open architecture system that implements a number of technologies that have not been previously used in a flight environment. NASA Dryden Flight Research Center and Sanders teamed to demonstrate that the distributed remote health nodes, fiber optic distributed strain sensor, and fiber distributed data interface communications components of the X-33 vehicle health management (VHM) system could be successfully integrated and flown on a NASA F-18 aircraft. This paper briefly describes components of X-33 VHM architecture flown at Dryden and summarizes the integration and flight demonstration of these X-33 VHM components. Finally, it presents early results from the integration and flight efforts.

Surrounded by work platforms, the full-scale Orion AFT crew module (center) is undergoing preparations for the first flight test of Orion's launch abort system.

NASA Image and Video Library

2008-05-20

Surrounded by work platforms, NASA's first full-scale Orion abort flight test (AFT) crew module (center) is undergoing preparations at the NASA Dryden Flight Research Center in California for the first flight test of Orion's launch abort system.

X-38 Vehicle #132 in Flight Approaching Landing during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), maneuvers toward landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting

SR-71A - in Flight from Below at Takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

With landing gear retracting, NASA Dryden Flight Research Center's SR-71A Blackbird, tail number 844, powers its way off the Edwards AFB runway with two Pratt & Whitney JT11D-20 engines rated at 34,000 pounds of thrust each, on a 1997 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet

Important factors in the maximum likelihood analysis of flight test maneuvers

NASA Technical Reports Server (NTRS)

Iliff, K. W.; Maine, R. E.; Montgomery, T. D.

1979-01-01

The information presented is based on the experience in the past 12 years at the NASA Dryden Flight Research Center of estimating stability and control derivatives from over 3500 maneuvers from 32 aircraft. The overall approach to the analysis of dynamic flight test data is outlined. General requirements for data and instrumentation are discussed and several examples of the types of problems that may be encountered are presented.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the Solar-powered, remotely piloted Centurion ultra-high-altitude flying wing demonstrates its abilities during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the solar-powered, remotely piloted Centurion ultra-high-altitude flying wing soars over California's Mojave Desert on a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for

X-36 during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft climbs out from Rogers Dry Lake at the Dryden Flight Research Center on its first flight in May 1997. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19

Design, analysis and control of large transports so that control of engine thrust can be used as a back-up of the primary flight controls. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Roskam, Jan; Ackers, Deane E.; Gerren, Donna S.

1995-01-01

A propulsion controlled aircraft (PCA) system has been developed at NASA Dryden Flight Research Center at Edwards Air Force Base, California, to provide safe, emergency landing capability should the primary flight control system of the aircraft fail. As a result of the successful PCA work being done at NASA Dryden, this project investigated the possibility of incorporating the PCA system as a backup flight control system in the design of a large, ultra-high capacity megatransport in such a way that flight path control using only the engines is not only possible, but meets MIL-Spec Level 1 or Level 2 handling quality requirements. An 800 passenger megatransport aircraft was designed and programmed into the NASA Dryden simulator. Many different analysis methods were used to evaluate the flying qualities of the megatransport while using engine thrust for flight path control, including: (1) Bode and root locus plot analysis to evaluate the frequency and damping ratio response of the megatransport; (2) analysis of actual simulator strip chart recordings to evaluate the time history response of the megatransport; and (3) analysis of Cooper-Harper pilot ratings by two NaSA test pilots.

Shuttle Enterprise Mated to 747 SCA in Flight

NASA Technical Reports Server (NTRS)

1983-01-01

The Space Shuttle Enterprise, the nation's prototype space shuttle orbiter, departed NASA's Dryden Flight Research Center, Edwards, California, at 11:00 a.m., 16 May 1983, on the first leg of its trek to the Paris Air Show at Le Bourget Airport, Paris, France. Carried by the huge 747 Shuttle Carrier Aircraft (SCA), the first stop for the Enterprise was Peterson AFB, Colorado Springs, Colorado. Piloting the 747 on the Europe trip were Joe Algranti, Johnson Space Center Chief Pilot, Astronaut Dick Scobee, and NASA Dryden Chief Pilot Tom McMurtry. Flight engineers for that portion of the flight were Dryden's Ray Young and Johnson Space Center's Skip Guidry. The Enterprise, named after the spacecraft of Star Trek fame, was originally carried and launched by the 747 during the Approach and Landing Tests (ALT) at Dryden Flight Research Center. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused

Working as an Electronics Engineer at NASA Dryden

NASA Technical Reports Server (NTRS)

Chan, Patrick

2011-01-01

This is a general presentation of fiber optics instrumentation development work being conducted at NASA Dryden for the past 10 years and recent achievements in the field of fiber optics strain sensors.

Development of an integrated set of research facilities for the support of research flight test

NASA Technical Reports Server (NTRS)

Moore, Archie L.; Harney, Constance D.

1988-01-01

The Ames-Dryden Flight Research Facility (DFRF) serves as the site for high-risk flight research on many one-of-a-kind test vehicles like the X-29A advanced technology demonstrator, F-16 advanced fighter technology integration (AFTI), AFTI F-111 mission adaptive wing, and F-18 high-alpha research vehicle (HARV). Ames-Dryden is on a section of the historic Muroc Range. The facility is oriented toward the testing of high-performance aircraft, as shown by its part in the development of the X-series aircraft. Given the cost of research flight tests and the complexity of today's systems-driven aircraft, an integrated set of ground support experimental facilities is a necessity. In support of the research flight test of highly advanced test beds, the DFRF is developing a network of facilities to expedite the acquisition and distribution of flight research data to the researcher. The network consists of an array of experimental ground-based facilities and systems as nodes and the necessary telecommunications paths to pass research data and information between these facilities. This paper presents the status of the current network, an overview of current developments, and a prospectus on future major enhancements.

PA-30 Twin Comanche - NASA 808 in flight

NASA Technical Reports Server (NTRS)

1979-01-01

Dryden Flight Research Center's Piper PA-30 Twin Commanche, which helped validate the RPRV concept, descends to a remotely controlled landing on Rogers Dry Lake, unassisted by the onboard pilot. A Piper PA-30 Twin Commanche, known as NASA 808, was used at the NASA Dryden Flight Research Center as a rugged workhorse in a variety of research projects associated with both general aviation and military projects. In the early 1970s, the PA-30, serial number 301498, was used to test a flight technique used to fly Remotely Piloted Research Vehicles (RPRV's). The technique was first tested with the cockpit windows of the light aircraft blacked out while the pilot flew the aircraft utilizing a television monitor which gave him a 'pilot's eye' view ahead of the aircraft. Later pilots flew the aircraft from a ground cockpit, a procedure used with all RPRV's. TV and two-way telemetry allow the pilot to be in constant control of the aircraft. The apparatus mounted over the cockpit is a special fish eye lens camera, used to obtain images that are transmitted to the ground based cockpit. This project paved the way for sophisticated, highly successful research programs involving high risk spin, stall, and flight control conditions, such as the HiMAT and the subscale F-15 remotely piloted vehicles. Over the years, NASA 808 has also been used for spin and stall research related to general aviation aircraft and also research to alleviate wake vortices behind large jetliners.

PA-30 Twin Comanche - NASA 808 in flight

NASA Image and Video Library

1971-10-08

Dryden Flight Research Center's Piper PA-30 Twin Commanche, which helped validate the RPRV concept, descends to a remotely controlled landing on Rogers Dry Lake, unassisted by the onboard pilot. A Piper PA-30 Twin Commanche, known as NASA 808, was used at the NASA Dryden Flight Research Center as a rugged workhorse in a variety of research projects associated with both general aviation and military projects. In the early 1970s, the PA-30, serial number 301498, was used to test a flight technique used to fly Remotely Piloted Research Vehicles (RPRV's). The technique was first tested with the cockpit windows of the light aircraft blacked out while the pilot flew the aircraft utilizing a television monitor which gave him a "pilot's eye" view ahead of the aircraft. Later pilots flew the aircraft from a ground cockpit, a procedure used with all RPRV's. TV and two-way telemetry allow the pilot to be in constant control of the aircraft. The apparatus mounted over the cockpit is a special fish eye lens camera, used to obtain images that are transmitted to the ground based cockpit. This project paved the way for sophisticated, highly successful research programs involving high risk spin, stall, and flight control conditions, such as the HiMAT and the subscale F-15 remotely piloted vehicles. Over the years, NASA 808 has also been used for spin and stall research related to general aviation aircraft and also research to alleviate wake vortices behind large jetliners.

Autonomous Formation Flight

NASA Technical Reports Server (NTRS)

Schkolnik, Gerard S.; Cobleigh, Brent

2004-01-01

NASA's Strategic Plan for the Aerospace Technology Enterprise includes ambitious objectives focused on affordable air travel, reduced emissions, and expanded aviation-system capacity. NASA Dryden Flight Research Center, in cooperation with NASA Ames Research Center, the Boeing Company, and the University of California, Los Angeles, has embarked on an autonomous-formation-flight project that promises to make significant strides towards these goals. For millions of years, birds have taken advantage of the aerodynamic benefit of flying in formation. The traditional "V" formation flown by many species of birds (including gulls, pelicans, and geese) enables each of the trailing birds to fly in the upwash flow field that exists just outboard of the bird immediately ahead in the formation. The result for each trailing bird is a decrease in induced drag and thus a reduction in the energy needed to maintain a given speed. Hence, for migratory birds, formation flight extends the range of the system of birds over the range of birds flying solo. The Autonomous Formation Flight (AFF) Project is seeking to extend this symbiotic relationship to aircraft.

Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight

NASA Technical Reports Server (NTRS)

Ray, Ronald J.; Cobleigh, Brent R.; Vachon, M. Jake; SaintJohn, Clinton

2002-01-01

The Autonomous Formation Flight research project has been implemented at the NASA Dryden Flight Research Center to demonstrate the benefits of formation flight and develop advanced technologies to facilitate exploiting these benefits. Two F/A-18 aircraft have been modified to precisely control and monitor relative position, and to determine performance of the trailing airplane. Flight test maneuvers and analysis techniques have been developed to determine the performance advantages, including drag and fuel flow reductions and improvements in range factor. By flying the trailing airplane through a matrix of lateral, longitudinal, and vertical offset positions, a detailed map of the performance benefits has been obtained at two flight conditions. Significant performance benefits have been obtained during this flight test phase. Drag reductions of more than 20 percent and fuel flow reductions of more than 18 percent have been measured at flight conditions of Mach 0.56 and an altitude of 25,000 ft. The results show favorable agreement with published theory and generic predictions. An F/A-18 long-range cruise mission at Mach 0.8 and an altitude of 40,000 ft has been simulated in the optimum formation position and has demonstrated a 14-percent fuel reduction when compared with a controlled chase airplane of similar configuration.

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on a NASA Dryden pilot. Five pilots evaluated the helmet for fit, comfort and functionality during the summer and fall of 2002.

NASA Image and Video Library

2002-08-07

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on pilot Craig Bomben at NASA Dryden Flight Research Center, Edwards, Calif. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

X-38 Vehicle #132 in Flight with Deployed Parafoil during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting

X-40A on runway after Free Flight #2A

NASA Image and Video Library

2001-04-12

Second free-flight of the X-40A at the NASA Dryden Flight Research Center, on Edwards AFB, Calif., was made on Apr. 12, 2001. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, is proving the capability of an autonomous flight control and landing system in a series of glide flights at Edwards. The April 12 flight introduced complex vehicle maneuvers during the landing sequence. The X-40A was released from an Army Chinook helicopter flying 15,050 feet overhead. Ultimately, the unpiloted X-37 is intended as an orbital testbed and technology demonstrator, capable of landing like an airplane and being quickly serviced for a follow-up mission.

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet

NASA Technical Reports Server (NTRS)

2000-01-01

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing 'jumbo jets' that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet

NASA Image and Video Library

2000-02-03

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2010-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, and it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flowfield properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of 2 were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, an< it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flow-field properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

An SR-71B Blackbird aircraft, based at NASA's Dryden Flight Research Center, Edwards, California, is seen here silhouetted against the golden colors of a sunset sky on a 1995 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

The setting sun peeks beneath a SR-71B Blackbird, silhouetted against the orange hues of the western sky on a 1995 flight from at NASA's Dryden Flight Research Center, Edwards, California. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward

SR-71A - in Flight over Southern Sierra Nevada Mountains

NASA Technical Reports Server (NTRS)

1997-01-01

NASA Dryden Flight Research Center's SR-71A, tail number 844, banks away over the Sierra Nevada mountains after air refueling from a USAF tanker during a 1997 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet

Geohydrology, water quality, and simulation of groundwater flow in the stratified-drift aquifer system in Virgil Creek and Dryden Lake Valleys, Town of Dryden, Tompkins County, New York

USGS Publications Warehouse

Miller, Todd S.; Bugliosi, Edward F.

2013-01-01

In 2002, the U.S. Geological Survey, in cooperation with the Tompkins County Planning Department and the Town of Dryden, New York, began a study of the stratified-drift aquifer system in the Virgil Creek and Dryden Lake Valleys in the Town of Dryden, Tompkins County. The study provided geohydrologic data needed by the town and county to develop a strategy to manage and protect their water resources. In this study area, three extensive confined sand and gravel aquifers (the upper, middle, and lower confined aquifers) compose the stratified-drift aquifer system. The Dryden Lake Valley is a glaciated valley oriented parallel to the direction of ice movement. Erosion by ice extensively widened and deepened the valley, truncated bedrock hillsides, and formed a nearly straight, U-shaped bedrock trough. The maximum thickness of the valley fill in the central part of the valley is about 400 feet (ft). The Virgil Creek Valley in the east part of the study area underwent less severe erosion by ice than the Dryden Lake Valley, and hence, it has a bedrock floor that is several hundred feet higher in altitude than that in the Dryden Lake Valley. The sources and amounts of recharge were difficult to identify in most areas because the confined aquifers are overlain by confining units. However, in the vicinity of the Virgil Creek Dam, the upper confined aquifer crops out at land surface in the floodplain of a gorge eroded by Virgil Creek, and this is where the aquifer receives large amounts of recharge from precipitation that directly falls over the aquifer and from seepage losses from Virgil Creek. The results of streamflow measurements made in Virgil Creek where it flows through the gorge indicated that the stream lost 1.2 cubic feet per second (ft3/s) or 0.78 million gallons per day (Mgal/d) of water in the reach extending from 220 ft downstream from the dam to 1,200 ft upstream from the dam. In the southern part of the study area, large amounts of recharge also replenish the

76 FR 1195 - Privacy Act System of Records Notice (11-001)

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-07

... Aeronautics and Space Administration Washington, DC 20546-0001 Location 2 Ames Research Center, National Aeronautics and Space Administration, Moffett Field, CA 94035-1000 Location 3 Dryden Flight Research Center... Center, FL 32899-0001 Location 7 Langley Research Center, National Aeronautics and Space Administration...

Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Webb, Lannie Dean

1996-01-01

A propulsion-controlled aircraft (PCA) system for emergency flight control of aircraft with no flight controls was developed and flight tested on an F-15 aircraft at the NASA Dryden Flight Research Center. The airplane has been flown in a throttles-only manual mode and with an augmented system called PCA in which pilot thumbwheel commands and aircraft feedback parameters were used to drive the throttles. Results from a 36-flight evaluation showed that the PCA system can be used to safety land an airplane that has suffered a major flight control system failure. The PCA system was used to recover from a severe upset condition, descend, and land. Guest pilots have also evaluated the PCA system. This paper describes the principles of throttles-only flight control; a history of loss-of-control accidents; a description of the F-15 aircraft; the PCA system operation, simulation, and flight testing; and the pilot comments.

X-36 Taking off during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft lifts off from Rogers Dry Lake at the Dryden Flight Research Center on its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams

X-36 Taking off During First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 remotely piloted aircraft lifts off on its first flight, May 17, 1997, at NASA's Dryden Flight Research Center, Edwards, California. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet

Analysis of a Channeled Centerbody Supersonic Inlet for F-15B Flight Research

NASA Technical Reports Server (NTRS)

Ratnayake, Nalin A.

2010-01-01

The Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center is a unique test platform available for use on the NASA F-15B airplane, tail number 836, as a modular host for a variety of aerodynamics and propulsion research. The first experiment that is to be flown on the test fixture is the Channeled Centerbody Inlet Experiment. The objectives of this project at Dryden are twofold: 1) flight evaluation of an innovative new approach to variable geometry for high-speed inlets, and 2) flight validation of channeled inlet performance prediction by complex computational fluid dynamics codes. The inlet itself is a fixed-geometry version of a mixed-compression, variable-geometry, supersonic in- let developed by TechLand Research, Inc. (North Olmsted, Ohio) to improve the efficiency of supersonic flight at off-nominal conditions. The concept utilizes variable channels in the centerbody section to vary the mass flow of the inlet, enabling efficient operation at a range of flight conditions. This study is particularly concerned with the starting characteristics of the inlet. Computational fluid dynamics studies were shown to align well with analytical predictions, showing the inlet to remain unstarted as designed at the primary test point of Mach 1.5 at an equivalent pressure altitude of 29,500 ft local conditions. Mass-flow-related concerns such as the inlet start problem, as well as inlet efficiency in terms of total pressure loss, are assessed using the flight test geometry.

Flight Research: Problems Encountered and What They Should Teach Us

NASA Technical Reports Server (NTRS)

Thompson, Milton O.; Hunley, J. D.; Launius, Roger (Technical Monitor)

2000-01-01

The document by Milt Thompson that is reproduced here was an untitled rough draft found in Thompson's papers in the Dryden Historical Reference Collection. Internal evidence suggests that it was written around 1974. I have not attempted to second guess what Milt might have done in revising the paper, but I have made some minor stylistic changes to make it more readable without changing the sense of what Milt initially wrote. For the most part, I have not attempted to bring his comments up to date. For readers who may not be familiar with the history of what is today the NASA Dryden Flight Research Center and of its predecessor organizations, I have added a background section.

F-15B/Flight Test Fixture 2: A Test Bed for Flight Research

NASA Technical Reports Server (NTRS)

Richwine, David M.

1996-01-01

NASA Dryden Flight Research Center has developed a second-generation flight test fixture for use as a generic test bed for aerodynamic and fluid mechanics research. The Flight Test Fixture 2 (FTF-2) is a low-aspect-ratio vertical fin-like shape that is mounted on the centerline of the F-I5B lower fuselage. The fixture is designed for flight research at Mach numbers to a maximum of 2.0. The FTF-2 is a composite structure with a modular configuration and removable components for functional flexibility. This report documents the flow environment of the fixture, such as surface pressure distributions and boundary-layer profiles, throughout a matrix of conditions within the F-15B/FTF-2 flight envelope. Environmental conditions within the fixture are presented to assist in the design and testing of future avionics and instrumentation. The intent of this document is to serve as a user's guide and assist in the development of future flight experiments that use the FTF-2 as a test bed. Additional information enclosed in the appendices has been included to assist with more detailed analyses, if required.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its long, narrow wing as it flies over the broad expanse of El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

With the snow-covered San Gabriel Mountains as a backdrop and a motorcycle-mounted chase crew alongside, a quarter-scale model of the Centurion solar-powered flying wing soars over El Mirage Dry Lake on an early test flight in March 1997. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Framed by wispy contrails left by passing jets high above, a quarter-scale model of the Centurion solar-electric flying wing shows off its graceful lines during a March 1997 test flight at El Mirage Dry Lake in California's Mojave Desert. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Trailed by a van carrying the remote pilot and observers, a radio-controlled quarter-scale model of the Centurion solar-electric flying wing makes a low pass over El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its internal rib structure as it floats over the El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate

DC-8 being pushed out of the Arena Arctica hangar in Kiruna, Sweden for the second flight of the SAG

NASA Technical Reports Server (NTRS)

2000-01-01

This photo shows NASA's DC-8 being pushed out of the Arena Arctica hangar in Kiruna, Sweden for the second flight of the SAGE III Ozone Loss and Validation Experiment (SOLVE). One of Dryden's high-flying ER-2 Airborne Science aircraft, a civilian variant of Lockheed's U-2, and another NASA flying laboratory, Dryden's DC-8, were based north of the Arctic Circle in Kiruna, Sweden during the winter of 2000 to study ozone depletion as part of SOLVE. A large hangar built especially for research, 'Arena Arctica' housed the instrumented aircraft and the scientists. Scientists observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew science collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. 'The collaborative campaign will provide an immense new body of information about the Arctic stratosphere,' said program scientist Dr. Michael Kurylo, NASA Headquarters. 'Our understanding of the Earth's ozone will be greatly enhanced by this research.' NASA is using a DC-8 aircraft as a flying science laboratory. The platform aircraft, based at NASA's Dryden Flight Research Center, Edwards, Calif., collects data for many experiments in support of scientific projects serving the world scientific community. Included in this community are NASA, federal, state, academic and foreign investigators. Data gathered by the DC-8 at flight altitude and by remote sensing have been used for scientific studies in archeology, ecology, geography, hydrology, meteorology, oceanography, volcanology, atmospheric chemistry, soil science and biology.

A rapid prototyping facility for flight research in advanced systems concepts

NASA Technical Reports Server (NTRS)

Duke, Eugene L.; Brumbaugh, Randal W.; Disbrow, James D.

1989-01-01

The Dryden Flight Research Facility of the NASA Ames Research Facility of the NASA Ames Research Center is developing a rapid prototyping facility for flight research in flight systems concepts that are based on artificial intelligence (AI). The facility will include real-time high-fidelity aircraft simulators, conventional and symbolic processors, and a high-performance research aircraft specially modified to accept commands from the ground-based AI computers. This facility is being developed as part of the NASA-DARPA automated wingman program. This document discusses the need for flight research and for a national flight research facility for the rapid prototyping of AI-based avionics systems and the NASA response to those needs.

DAST Being Calibrated for Flight in Hangar

NASA Technical Reports Server (NTRS)

1982-01-01

DAST-2, a modified BQM-34 Firebee II drone, undergoes calibration in a hangar at the NASA Dryden Flight Research Center. After the crash of the first DAST vehicle, project personnel fitted a second Firebee II (serial # 72-1558) with the rebuilt ARW-1 (ARW-1R) wing. The DAST-2 made a captive flight aboard the B-52 on October 29, 1982, followed by a free flight on November 3, 1982. During January and February of 1983, three launch attempts from the B-52 had to be aborted due to various problems. Following this, the project changed the launch aircraft to a DC-130A. Two captive flights occurred in May 1983. The first launch attempt from the DC-130 took place on June 1, 1983. The mothership released the DAST-2, but the recovery system immediately fired without being commanded. The parachute then disconnected from the vehicle, and the DAST-2 crashed into a farm field near Harper Dry Lake. Wags called this the 'Alfalfa Field Impact Test.' These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and

Lockheed L-1011 Test Station on-board in support of the Adaptive Performance Optimization flight res

NASA Technical Reports Server (NTRS)

1997-01-01

This console and its compliment of computers, monitors and commmunications equipment make up the Research Engineering Test Station, the nerve center for a new aerodynamics experiment being conducted by NASA's Dryden Flight Research Center, Edwards, California. The equipment is installed on a modified Lockheed L-1011 Tristar jetliner operated by Orbital Sciences Corp., of Dulles, Va., for Dryden's Adaptive Performance Optimization project. The experiment seeks to improve the efficiency of long-range jetliners by using small movements of the ailerons to improve the aerodynamics of the wing at cruise conditions. About a dozen research flights in the Adaptive Performance Optimization project are planned over the next two to three years. Improving the aerodynamic efficiency should result in equivalent reductions in fuel usage and costs for airlines operating large, wide-bodied jetliners.

X-38 V-132 Free Flight 2 (This is a video tape)

NASA Technical Reports Server (NTRS)

Bordano, Aldo J.

2000-01-01

Mr. Aldo Bordano will be presenting details of some of the JSC flight mechanics involvement in the X-38 testing program. Focus shall be on the parafoil system with regards its testing, performance analysis, and GN&C. An excellent example of a recent flight test at Dryden Flight Research Center shall be shown which portrays the system characteristics, sequencing, performance, and testing techniques. The intent is to inform the scientific and engineering communities about the developments in the X-38 parafoil program, as well as invite feedback on potential improvements in testing or systems.

M2-F2 flight preparation and launch

NASA Technical Reports Server (NTRS)

1969-01-01

This movie clip runs about 27 seconds and shows the cockpit canopy close-out by the ground crew, the aircraft hanging from the NB-52B wing pylon, and the M2-F2 being dropped away from the mothership. A fleet of lifting bodies flown at the NASA Flight Research Center (FRC), Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. They served as precursors of today's Space Shuttle, the X-33, and the X-38, providing technical and operational engineering data that shaped all three space vehicles. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center (DFRC) in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1. Built by Gus Briegleb, a sailplane builder from El Mirage, California, it featured a plywood shell, placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA Ames Research Center and NASA and Langley Research Center -- the M2-F2 and the HL-10, both built by the Northrop Corporation, Los Angeles, California. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing' and '10' is for the tenth lifting body model to be investigated by Langley. The first flight of the M2-F2 -- which looked much like the M2-F1 -- occurred on July 12, 1966. Thompson was the pilot. By then, the same B-52 used to air launch the famed X-15 rocket research aircraft had been modified to also carry the lifting bodies into the air and Thompson was

X-31 in flight, Herbst maneuver

NASA Technical Reports Server (NTRS)

1990-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International Palmdale, California, facility and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an aircraft with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack--with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the X-31 aircraft exhaust nozzle directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust

NASA Dryden Flight Research Center: Unmanned Aircraft Operations

NASA Technical Reports Server (NTRS)

Pestana, Mark

2010-01-01

This slide presentation reviews several topics related to operating unmanned aircraft in particular sharing aspects of unmanned aircraft from the perspective of a pilot. There is a section on the Global Hawk project which contains information about the first Global Hawk science mission, (i.e., Global Hawk Pacific (GloPac). Included in this information is GloPac science highlights, a listing of the GloPac Instruments. The second Global Hawk science mission was Genesis and Rapid Intensification Process (GRIP), for the NASA Hurricane Science Research Team. Information includes the instrumentation and the flights that were undertaken during the program. A section on Ikhana is next. This section includes views of the Ground Control Station (GCS), and a discussion of how the piloting of UAS is different from piloting in a manned aircraft. There is also discussion about displays and controls of aircraft. There is also discussion about what makes a pilot. The last section relates the use of Ikhana in the western states fire mission.

F-15 HiDEC in flight over Mojave desert

NASA Technical Reports Server (NTRS)

1990-01-01

NASA's F-15 HIDEC (Highly Integrated Digital Electronic Control) research aircraft cruises over California's Mojave Desert at sunset on a flight out of the Dryden Flight Research Center, Edwards, California. The aircraft was used to carry out research on engine and flight control systems and most recently demonstrated the use of computer-assisted engine controls as a means of landing an aircraft safely with only engine power if its normal control surfaces such as elevators, rudders or ailerons are disabled. The aircraft also tested and evaluated a computerized self-repair flight control system for the Air Force that detects damaged or failed flight control surfaces, and then reconfigures undamaged flight surfaces so the mission can continue or the aircraft is landed safely. Nearly all research being carried out in the HIDEC program is applicable to future civilian and military aircraft.

Development and flight test of an experimental maneuver autopilot for a highly maneuverable aircraft

NASA Technical Reports Server (NTRS)

Duke, Eugene L.; Jones, Frank P.; Roncoli, Ralph B.

1986-01-01

This report presents the development of an experimental flight test maneuver autopilot (FTMAP) for a highly maneuverable aircraft. The essence of this technique is the application of an autopilot to provide precise control during required flight test maneuvers. This newly developed flight test technique is being applied at the Dryden Flight Research Facility of NASA Ames Research Center. The FTMAP is designed to increase the quantity and quality of data obtained in test flight. The technique was developed and demonstrated on the highly maneuverable aircraft technology (HiMAT) vehicle. This report describes the HiMAT vehicle systems, maneuver requirements, FTMAP development process, and flight results.

CFD to Flight: Some Recent Success Stories of X-Plane Design to Flight Test at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2007-01-01

Several examples from the past decade of success stories involving the design and flight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the author s personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the author s experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Surrounded by work platforms, the full-scale Orion AFT crew module (center) is undergoing preparations for the first flight test of Orion's launch abort system.

NASA Image and Video Library

2008-05-20

Surrounded by work platforms, NASA's first full-scale Orion abort flight test (AFT) crew module (center) is undergoing preparations at the NASA Dryden Flight Research Center in California for the first flight test of Orion's launch abort system. To the left is a space shuttle orbiter purge vehicle sharing the hangar.

M2-F1 in flight on tow line

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here under tow at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The wingless, lifting-body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The M2-F1 project had limited goals. They were to show that a piloted lifting body could be built, that it could not only fly but be controlled in flight, and that it could make a successful landing. While the M2-F1 did prove the concept, with a wooden fuselage and fixed landing gear, it was far from an operational spacecraft. The next step in the lifting-body development was to build a heavyweight, rocket-powered vehicle that was more like an operational lifting body, albeit one without the thermal protection system that would be needed for reentry into the atmosphere from space at near-orbital speeds. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to

A restored NACA P-51D Mustang in flight

NASA Image and Video Library

2000-09-15

The huge compass rose on Rogers Dry Lake formed a backdrop for a genuine NACA (National Advisory Committee for Aeronautics) P-51D Mustang owned and flown by William C. Allmon during a visit to the NASA Dryden Flight Research Center in California's Mojave Desert Sept. 15, 2000 for a reunion of former NACA employees. The NACA was the forerunner of NASA.

Fly-by-Wire Systems Enable Safer, More Efficient Flight

NASA Technical Reports Server (NTRS)

2012-01-01

Using the ultra-reliable Apollo Guidance Computer that enabled the Apollo Moon missions, Dryden Flight Research Center engineers, in partnership with industry leaders such as Cambridge, Massachusetts-based Draper Laboratory, demonstrated that digital computers could be used to fly aircraft. Digital fly-by-wire systems have since been incorporated into large airliners, military jets, revolutionary new aircraft, and even cars and submarines.

Tiny two-inch string tufts blanket the telescope cavity door and related fairings to aid visual monitoring of airflow patterns during SOFIA 747SP flight tests

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Real-time In-Flight Strain and Deflection Monitoring with Fiber Optic Sensors

NASA Technical Reports Server (NTRS)

Richards, Lance; Parker, Allen R.; Ko, William L.; Piazza, Anthony

2008-01-01

This viewgraph presentation reviews Dryden's efforts to develop in-flight monitoring based on Fiber Optics. One of the motivating factors for this development was the breakup of the Helios aircraft. On Ikhana the use of fiber optics for wing shape sensing is being developed. They are being used to flight validate fiber optic sensor measurements and real-time wing shape sensing predictions on NASA's Ikhana vehicle; validate fiber optic mathematical models and design tools; Assess technical viability and, if applicable, develop methodology and approach to incorporate wing shape measurements within the vehicle flight control system, and develop and flight validate advanced approaches to perform active wing shape control.

At NASA Dryden, Aerospace industry representatives view actual and mock-up versions of 'X-Planes' in

NASA Technical Reports Server (NTRS)

2000-01-01

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

X-31 in flight - Double Reversal

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an airplane with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while he aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and

X-31 in flight - Herbst Turn

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an airplane with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls

Perseus A, Part of the ERAST Program, in Flight

NASA Technical Reports Server (NTRS)

1993-01-01

The Perseus A remotely-piloted research vehicle flies low over Rogers Dry Lake on its maiden voyage Dec. 21, 1993, at the Dryden Flight Research Center, Edwards, California. The Perseus, designed and built by Aurora Flight Sciences Corp., was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999

Technicians inspect external tank attachment fittings on the Space Shuttle Discovery as part of its post-flight processing at NASA DFRC

NASA Image and Video Library

2005-08-12

Robert 'Skip' Garrett; main propulsion advanced systems technician, and Chris Jacobs; main propulsion systems engineering technician, inspect external tank attachment fittings on the Space Shuttle Discovery as part of it's post-flight processing at NASA's Dryden Flight Research Center. The Space Shuttles receive post-flight servicing in the Mate-Demate Device (MDD) following landings at NASA's Dryden Flight Research Center, Edwards, California. The gantry-like MDD structure is used for servicing the shuttle orbiters in preparation for their ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA's modified Boeing 747 Shuttle Carrier Aircraft. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT, August 9, 2005, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. In an unprecedented event, spacewalkers were called upon to remove protruding gap fillers from the heat shield on Discovery's underbelly. In other spacewalk activities, astronauts installed an external platform onto the Station's Quest Airlock and replaced one of the orbital outpost's Control Moment Gyroscopes. Inside the Station, the STS-114 crew conducted joint operations with the Expedition 11 crew. They unloaded fresh supplies from the Shuttle and the Raffaello Multi-Purpose Logistics Module. Before Discovery undocked, the crews filled Raffeallo with unneeded items and returned to Shuttle pa

First Shuttle/747 Captive Flight

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise rides smoothly atop NASA's first Shuttle Carrier Aircraft (SCA), NASA 905, during the first of the shuttle program's Approach and Landing Tests (ALT) at the Dryden Flight Research Center, Edwards, California, in 1977. During the nearly one year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype. In this photo, the main engine area on the aft end of Enterprise is covered with a tail cone to reduce aerodynamic drag that affects the horizontal tail of the SCA, on which tip fins have been installed to increase stability when the aircraft carries an orbiter. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes

SR-71A - in Flight View from Tanker during an Airborne Refueling

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows a USAF tanker aircraft Boom Operator's or 'Boomer's' view of NASA Dryden Flight Research Center's SR-71A, tail number 844, following air refueling during a 1997 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward

Design Challenges Encountered in a Propulsion-Controlled Aircraft Flight Test Program

NASA Technical Reports Server (NTRS)

Maine, Trindel; Burken, John; Burcham, Frank; Schaefer, Peter

1994-01-01

The NASA Dryden Flight Research Center conducted flight tests of a propulsion-controlled aircraft system on an F-15 airplane. This system was designed to explore the feasibility of providing safe emergency landing capability using only the engines to provide flight control in the event of a catastrophic loss of conventional flight controls. Control laws were designed to control the flightpath and bank angle using only commands to the throttles. Although the program was highly successful, this paper highlights some of the challenges associated with using engine thrust as a control effector. These challenges include slow engine response time, poorly modeled nonlinear engine dynamics, unmodeled inlet-airframe interactions, and difficulties with ground effect and gust rejection. Flight and simulation data illustrate these difficulties.

SR-71B - in Flight - View from Air Force Tanker

NASA Technical Reports Server (NTRS)

1997-01-01

This look-down view shows NASA 831, an SR-71B flown by Dryden Flight Research Center, Edwards, California, as it cruises over the Mojave Desert. The photo was from an Air Force refueling tanker taken on a 1997 mission. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in

The role of simulation in the development and flight test of the HiMAT vehicle

NASA Technical Reports Server (NTRS)

Evans, M. B.; Schilling, L. J.

1984-01-01

Real time simulations have been essential in the flight test program of the highly maneuverable aircraft technology (HiMAT) remotely piloted research vehicle at NASA Ames Research Center's Dryden Flight Research Facility. The HiMAT project makes extensive use of simulations in design, development, and qualification for flight, pilot training, and flight planning. Four distinct simulations, each with varying amounts of hardware in the loop, were developed for the HiMAT project. The use of simulations in detecting anomalous behavior of the flight software and hardware at the various stages of development, verification, and validation has been the key to flight qualification of the HiMAT vehicle.

76 FR 16643 - NASA Advisory Council; Aeronautics Committee; Meeting

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-24

... NATIONAL AERONAUTICS AND SPACE ADMINISTRATION [Notice (11-024)] NASA Advisory Council; Aeronautics... Aeronautics and Space Administration announces a meeting of the Aeronautics Committee of the NASA Advisory.... ADDRESSES: Thursday, April 14, 2011--NASA Dryden Flight Research Center (DFRC), Lilly Drive Building 4825...

Low Bandwidth Robust Controllers for Flight

NASA Technical Reports Server (NTRS)

Biezad, Daniel J.; Chou, Hwei-Lan

1993-01-01

Through throttle manipulations, engine thrust can be used for emergency flight control for multi-engine aircraft. Previous study by NASA Dryden has shown the use of throttles for emergency flight control to be very difficult. In general, manual fly-by-throttle is extremely difficult - with landing almost impossible, but control augmentation makes runway landings feasible. Flight path control using throttles-only to achieve safe emergency landing for a large jet transport airplane, Boeing 720, was investigated using Quantitative Feedback Theory (QFT). Results were compared to an augmented control developed in a previous simulation study. The control augmentation corrected the unsatisfactory open-loop characteristics by increasing system bandwidth and damping, but increasing the control bandwidth substantially proved very difficult. The augmented pitch control is robust under no or moderate turbulence. The augmented roll control is sensitive to configuration changes.

Low bandwidth robust controllers for flight

NASA Technical Reports Server (NTRS)

Biezad, Daniel J.; Chou, Hwei-Lan

1993-01-01

Through throttle manipulations, engine thrust can be used for emergency flight control for multi-engine aircraft. Previous study by NASA Dryden has shown the use of throttles for emergency flight control to be very difficult. In general, manual fly-by-throttle is extremely difficult - with landing almost impossible, but control augmentation makes runway landings feasible. Flight path control using throttles-only to achieve safe emergency landing for a large jet transport airplane, Boeing 720, was investigated using Quantitative Feedback Theory (QFT). Results were compared to an augmented control developed in a previous simulation study. The control augmentation corrected the unsatisfactory open-loop characteristics by increasing system bandwidth and damping, but increasing the control bandwidth substantially proved very difficult. The augmented pitch control is robust under no or moderate turbulence. The augmented roll control is sensitive to configuration changes.

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free of NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Facility, Edwards, California in 1977 as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Center, Edwards, California in 1977, as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry

X-31 in flight - Post Stall Maneuver

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an aircraft with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls

X-31 in flight - Post Stall Maneuver

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at Rockwell International's Palmdale, Calif., facility and the NASA Dryden Flight Research Center, Edwards, Calif., to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on Oct. 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft's body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust vectoring paddles made of graphite epoxy mounted on the X-31's exhaust nozzle directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31s were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplyied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high

Aeroelastic Deformation: Adaptation of Wind Tunnel Measurement Concepts to Full-Scale Vehicle Flight Testing

NASA Technical Reports Server (NTRS)

Burner, Alpheus W.; Lokos, William A.; Barrows, Danny A.

2005-01-01

The adaptation of a proven wind tunnel test technique, known as Videogrammetry, to flight testing of full-scale vehicles is presented. A description is presented of the technique used at NASA's Dryden Flight Research Center for the measurement of the change in wing twist and deflection of an F/A-18 research aircraft as a function of both time and aerodynamic load. Requirements for in-flight measurements are compared and contrasted with those for wind tunnel testing. The methodology for the flight-testing technique and differences compared to wind tunnel testing are given. Measurement and operational comparisons to an older in-flight system known as the Flight Deflection Measurement System (FDMS) are presented.

Digital Fly-By-Wire Flight Control Validation Experience

NASA Technical Reports Server (NTRS)

Szalai, K. J.; Jarvis, C. R.; Krier, G. E.; Megna, V. A.; Brock, L. D.; Odonnell, R. N.

1978-01-01

The experience gained in digital fly-by-wire technology through a flight test program being conducted by the NASA Dryden Flight Research Center in an F-8C aircraft is described. The system requirements are outlined, along with the requirements for flight qualification. The system is described, including the hardware components, the aircraft installation, and the system operation. The flight qualification experience is emphasized. The qualification process included the theoretical validation of the basic design, laboratory testing of the hardware and software elements, systems level testing, and flight testing. The most productive testing was performed on an iron bird aircraft, which used the actual electronic and hydraulic hardware and a simulation of the F-8 characteristics to provide the flight environment. The iron bird was used for sensor and system redundancy management testing, failure modes and effects testing, and stress testing in many cases with the pilot in the loop. The flight test program confirmed the quality of the validation process by achieving 50 flights without a known undetected failure and with no false alarms.

X-38 on Lakebed after Landing on Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, a technician prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19