14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications E... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Pt. 91, App. E Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Helicopter Flight Recorder Specifications F... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Pt. 91, App. F Appendix F to Part 91—Helicopter Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR 61.189 - Flight instructor records.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight instructor records. 61.189 Section 61.189 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... person that instructor has endorsed for a knowledge test or practical test, and the record shall also...

14 CFR 61.189 - Flight instructor records.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight instructor records. 61.189 Section 61.189 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... person that instructor has endorsed for a knowledge test or practical test, and the record shall also...

14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Helicopter Flight Recorder Specifications E.... E Appendix E to Part 135—Helicopter Flight Recorder Specifications Parameters Range Accuracy sensor... Controls (Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) 3 Full range ±3% 2 0.5% 1 Flight Control...

14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Helicopter Flight Recorder Specifications C.... C Appendix C to Part 135—Helicopter Flight Recorder Specifications Parameters Range Installed system... Maximum range +5% 1 1% 2 Engine torque Maximum range ±5% 1 1% 2 Flight Control—Hydraulic Pressure Primary...

75 FR 17041 - Extension of the Compliance Date for Cockpit Voice Recorder and Digital Flight Data Recorder...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-05

...] RIN 2120-AJ65 Extension of the Compliance Date for Cockpit Voice Recorder and Digital Flight Data... March 7, 2008, the FAA published a final rule titled ``Revisions to Cockpit Voice Recorder and Digital... digital flight data recorder equipment on certain aircraft beginning April 7, 2010. That compliance date...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Helicopter Flight Recorder Specifications C Appendix C to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... C Appendix C to Part 135—Helicopter Flight Recorder Specifications Parameters Range Installed system...

14 CFR 125.228 - Flight data recorders: filtered data.

Code of Federal Regulations, 2014 CFR

2014-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

14 CFR 135.156 - Flight data recorders: filtered data.

Code of Federal Regulations, 2013 CFR

2013-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

14 CFR 125.228 - Flight data recorders: filtered data.

Code of Federal Regulations, 2012 CFR

2012-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

14 CFR 135.156 - Flight data recorders: filtered data.

Code of Federal Regulations, 2012 CFR

2012-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

14 CFR 135.156 - Flight data recorders: filtered data.

Code of Federal Regulations, 2014 CFR

2014-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

14 CFR 125.228 - Flight data recorders: filtered data.

Code of Federal Regulations, 2013 CFR

2013-01-01

... when an original sensor signal has been changed in any way, other than changes necessary to: (1... sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under... original sensor signal value can be reconstructed from the recorded data. This demonstration requires that...

Crash Position Indicator/Crash Survivable Flight Data Recorder Ejectable versus Nonejectable

DTIC Science & Technology

1983-07-27

for environmental protection. The radio beacon transmitter, antenna, and manual shutoff switch are molded into the airfoil foam. The battery and CSFDR...FWD BATERY LRADIO) BEACON ANTENNA TRANSMITTER SOLID-STATE FLIGHT INCIDENT RECORDER Figure 2 DEPLOYABLE FLIGHT INCIDENT RECORDER/CRASH POSITION LOCATOR...mechanical and thermal environment than do ejectable systems that depart the aircraft and clear the crash and fire. As a result of the more stringent

Pathfinder aircraft liftoff on altitude record setting flight of 71,500 feet

NASA Image and Video Library

1997-07-07

The Pathfinder aircraft has set a new unofficial world record for high-altitude flight of over 71,500 feet for solar-powered aircraft at the U.S. Navy's Pacific Missile Range Facility, Kauai, Hawaii. Pathfinder was designed and manufactured by AeroVironment, Inc, of Simi Valley, California, and was operated by the firm under a jointly sponsored research agreement with NASA's Dryden Flight Research Center, Edwards, California. Pathfinder's record-breaking flight occurred July 7, 1997. The aircraft took off at 11:34 a.m. PDT, passed its previous record altitude of 67,350 feet at about 5:45 p.m. and then reached its new record altitude at 7 p.m. The mission ended with a perfect nighttime landing at 2:05 a.m. PDT July 8. The new record is the highest altitude ever attained by a propellor-driven aircraft. Before Pathfinder, the altitude record for propellor-driven aircraft was 67,028 feet, set by the experimental Boeing Condor remotely piloted aircraft.

14 CFR 121.346 - Flight data recorders: filtered data.

Code of Federal Regulations, 2013 CFR

2013-01-01

... sensor signal has been changed in any way, other than changes necessary to: (1) Accomplish analog to... high frequency component of a signal that is outside the operational bandwidth of the sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under § 121.344 may be...

14 CFR 121.346 - Flight data recorders: filtered data.

Code of Federal Regulations, 2014 CFR

2014-01-01

... sensor signal has been changed in any way, other than changes necessary to: (1) Accomplish analog to... high frequency component of a signal that is outside the operational bandwidth of the sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under § 121.344 may be...

14 CFR 121.346 - Flight data recorders: filtered data.

Code of Federal Regulations, 2012 CFR

2012-01-01

... sensor signal has been changed in any way, other than changes necessary to: (1) Accomplish analog to... high frequency component of a signal that is outside the operational bandwidth of the sensor. (b) An original sensor signal for any flight recorder parameter required to be recorded under § 121.344 may be...

Study of flight data recorder, underwater locator beacon, data logger and flarm collision avoidance system

NASA Astrophysics Data System (ADS)

Timi, Purnota Hannan; Shermin, Saima; Rahman, Asifur

2017-06-01

Flight data recorder is one of the most important sources of flight data in event of aviation disaster which records a wide range of flight parameters including altitude, airspeed, heading etc. and also helps monitoring and analyzing aircraft performance. Cockpit voice recorder records radio microphone transmissions and sounds in the cockpit. These devices help to find out and understand the root causes of aircraft crashes and help building better aircraft systems and technical solutions to prevent similar type of crashes in future, which lead to improvement in safety of aircrafts and passengers. There are other devices also which enhance the aircraft safety and assists in emergency or catastrophic situations. This paper discusses the concept of Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR), Underwater Locator Beacon (ULB), Data logger and flarm-collision avoidance system for aircraft and their applications in aviation.

Pathfinder aircraft liftoff on altitude record setting flight of 71,500 feet

NASA Technical Reports Server (NTRS)

1997-01-01

The Pathfinder aircraft has set a new unofficial world record for high-altitude flight of over 71,500 feet for solar-powered aircraft at the U.S. Navy's Pacific Missile Range Facility, Kauai, Hawaii. Pathfinder was designed and manufactured by AeroVironment, Inc, of Simi Valley, California, and was operated by the firm under a jointly sponsored research agreement with NASA's Dryden Flight Research Center, Edwards, California. Pathfinder's record-breaking flight occurred July 7, 1997. The aircraft took off at 11:34 a.m. PDT, passed its previous record altitude of 67,350 feet at about 5:45 p.m. and then reached its new record altitude at 7 p.m. The mission ended with a perfect nighttime landing at 2:05 a.m. PDT July 8. The new record is the highest altitude ever attained by a propellor-driven aircraft. Before Pathfinder, the altitude record for propellor-driven aircraft was 67,028 feet, set by the experimental Boeing Condor remotely piloted aircraft. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard

Pathfinder ground preparations prior to altitude record setting flight of 71,500 feet

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians make final adjustments on the solar-powered Pathfinder remotely piloted research aircraft prior to the craft's taking off on a flight which established a new unofficial world's altitude record for both propellor-driven and solar-powered aircraft. The new record of more than 71,500 feet was set during a 14 1/2-hour flight July 7, 1997, from the U.S. Navy's Pacific Missile Range Facility (PMRF) at Barking Sands, Kauai, Hawaii. The new altitude record is subject to verification by the National Aeronautics Association. The Pathfinder took off at 8:34 a.m. HDT, passed its previous record altitude of 67,350 feet about 2:45 p.m., and then reached its new mark at about 4 p.m. Controllers on the ground then initiated a slow decent, and Pathfinder landed seven hours later at 11:05 p.m. HDT. The experimental Boeing Condor remotely-piloted aircraft had held the previous record for propellor-driven craft of 67,028 feet. The Pathfinder had exceeded that height on a previous flight on June 9, 1997, but not by a large enough margin to be considered a new record. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the

Investigation of system integration methods for bubble domain flight recorders

NASA Technical Reports Server (NTRS)

Chen, T. T.; Bohning, O. D.

1975-01-01

System integration methods for bubble domain flight records are investigated. Bubble memory module packaging and assembly, the control electronics design and construction, field coils, and permanent magnet bias structure design are studied. A small 60-k bit engineering model was built and tested to demonstrate the feasibility of the bubble recorder. Based on the various studies performed, a projection is made on a 50,000,000-bit prototype recorder. It is estimated that the recorder will occupy 190 cubic in., weigh 12 lb, and consume 12 w power when all of its four tracks are operated in parallel at 150 kHz data rate.

Ground-recorded sonic boom signatures of F-18 aircraft formation flight

NASA Technical Reports Server (NTRS)

Bahm, Catherine M.; Haering, Edward A., Jr.

1995-01-01

Two F-18 aircraft were flown, one above the other, in two formations, in order for the shock systems of the two aircraft to merge and propagate to the ground. The first formation had the canopy of the lower F-18 in the inlet shock of the upper F-18 (called inlet-canopy). The flight conditions were Mach 1.22 and an altitude of 23,500 ft. An array of five sonic boom recorders was used on the ground to record the sonic boom signatures. This paper describes the flight test technique and the ground level sonic boom signatures. The tail-canopy formation resulted in two, separated, N-wave signatures. Such signatures probably resulted from aircraft positioning error. The inlet-canopy formation yielded a single modified signature; two recorders measured an approximate flattop signature. Loudness calculations indicated that the single inlet-canopy signatures were quieter than the two, separated tail-canopy signatures. Significant loudness occurs after a sonic boom signature. Such loudness probably comes from the aircraft engines.

Meteorological Support of the Helios World Record High Altitude Flight to 96,863 Feet

NASA Technical Reports Server (NTRS)

Teets, Edward H., Jr.; Donohue, Casey J.; Wright, Patrick T.; DelFrate, John (Technical Monitor)

2002-01-01

In characterizing and understanding atmospheric behavior when conducting high altitude solar powered flight research flight planning engineers and meteorologists are able to maximize the use of available airspace and coordinate aircraft maneuvers with pilots to make the best use of changing sun elevation angles. The result of this cooperative research produced a new world record for absolute altitude of a non-rocket powered aircraft of 96,863 ft (29,531.4 m). The Helios prototype solar powered aircraft, with a wingspan of 247 ft (75.0m), reached this altitude on August 13, 2001, off the coast of Kauai, Hawaii. The analyses of the weather characterization, the planning efforts, and the weather-of-the-day summary that led to at record flight are described in this paper.

Analysis of severe atmospheric disturbances from airline flight records

NASA Technical Reports Server (NTRS)

Wingrove, R. C.; Bach, R. E., Jr.; Schultz, T. A.

1989-01-01

Advanced methods were developed to determine time varying winds and turbulence from digital flight data recorders carried aboard modern airliners. Analysis of several cases involving severe clear air turbulence encounters at cruise altitudes has shown that the aircraft encountered vortex arrays generated by destabilized wind shear layers above mountains or thunderstorms. A model was developed to identify the strength, size, and spacing of vortex arrays. This model is used to study the effects of severe wind hazards on operational safety for different types of aircraft. The study demonstrates that small remotely piloted vehicles and executive aircraft exhibit more violent behavior than do large airliners during encounters with high-altitude vortices. Analysis of digital flight data from the accident at Dallas/Ft. Worth in 1985 indicates that the aircraft encountered a microburst with rapidly changing winds embedded in a strong outflow near the ground. A multiple-vortex-ring model was developed to represent the microburst wind pattern. This model can be used in flight simulators to better understand the control problems in severe microburst encounters.

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2010 CFR

2010-01-01

... flight crew reference) 0-360° and Discrete “true” or “mag” ±2° 1 0.5° When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be recorded. 5... synchronizationreference On-Off (Discrete)None. 1 Preferably each crew member but one discrete acceptable for all...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications E... air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso, to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when...

14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specifications M.... 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4. Heading (Primary...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specification F... from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D ±5% and ±3% 1 1 kt Data should be obtained from the air data...

Analysis of the nature and cause of turbulence upset using airline flight records

NASA Technical Reports Server (NTRS)

Parks, E. K.; Bach, R. E., Jr.; Wingrove, R. C.

1982-01-01

The development and application of methods for determining aircraft motions and related winds, using data normally recorded during airline flight operations, are described. The methods are being developed, in cooperation with the National Transportation Safety Board, to aid in the analysis and understanding of circumstances associated with aircraft accidents or incidents. Data from a recent DC-10 encounter with severe, high-altitude turbulence are used to illustrate the methods. The analysis of this encounter shows the turbulence to be a series of equally spaced horizontal swirls known as 'cat's eyes' vortices. The use of flight-data analysis methods to identify this type of turbulence phenomenon is presented for the first time.

Extracting a representative loading spectrum from recorded flight data

NASA Technical Reports Server (NTRS)

Denyer, Anthony G.

1994-01-01

One of the more important ingredients when computing the life of a structure is the loading environment. This paper describes the development of an aircraft loading spectrum that closely matches the service experience, thus allowing a more accurate assessment of the structural life. The paper outlines the flight loads data collection system, the procedures developed to compile and interpret the service records and the techniques used to define a spectrum suitable for structural life analysis. The areas where the procedures were tailored to suit the special situation of the USAF B-1B bomber are also discussed. the results of the methodology verification, achieved by comparing the generated spectra with the results of strain gage monitoring during service operations, are also presented.

The Application of Acoustic Measurements and Audio Recordings for Diagnosis of In-Flight Hardware Anomalies

NASA Technical Reports Server (NTRS)

Welsh, David; Denham, Samuel; Allen, Christopher

2011-01-01

In many cases, an initial symptom of hardware malfunction is unusual or unexpected acoustic noise. Many industries such as automotive, heating and air conditioning, and petro-chemical processing use noise and vibration data along with rotating machinery analysis techniques to identify noise sources and correct hardware defects. The NASA/Johnson Space Center Acoustics Office monitors the acoustic environment of the International Space Station (ISS) through periodic sound level measurement surveys. Trending of the sound level measurement survey results can identify in-flight hardware anomalies. The crew of the ISS also serves as a "detection tool" in identifying unusual hardware noises; in these cases the spectral analysis of audio recordings made on orbit can be used to identify hardware defects that are related to rotating components such as fans, pumps, and compressors. In this paper, three examples of the use of sound level measurements and audio recordings for the diagnosis of in-flight hardware anomalies are discussed: identification of blocked inter-module ventilation (IMV) ducts, diagnosis of abnormal ISS Crew Quarters rack exhaust fan noise, and the identification and replacement of a defective flywheel assembly in the Treadmill with Vibration Isolation (TVIS) hardware. In each of these examples, crew time was saved by identifying the off nominal component or condition that existed and in directing in-flight maintenance activities to address and correct each of these problems.

Record statistics of a strongly correlated time series: random walks and Lévy flights

NASA Astrophysics Data System (ADS)

Godrèche, Claude; Majumdar, Satya N.; Schehr, Grégory

2017-08-01

We review recent advances on the record statistics of strongly correlated time series, whose entries denote the positions of a random walk or a Lévy flight on a line. After a brief survey of the theory of records for independent and identically distributed random variables, we focus on random walks. During the last few years, it was indeed realized that random walks are a very useful ‘laboratory’ to test the effects of correlations on the record statistics. We start with the simple one-dimensional random walk with symmetric jumps (both continuous and discrete) and discuss in detail the statistics of the number of records, as well as of the ages of the records, i.e. the lapses of time between two successive record breaking events. Then we review the results that were obtained for a wide variety of random walk models, including random walks with a linear drift, continuous time random walks, constrained random walks (like the random walk bridge) and the case of multiple independent random walkers. Finally, we discuss further observables related to records, like the record increments, as well as some questions raised by physical applications of record statistics, like the effects of measurement error and noise.

Doppler-shift compensation in the Taiwanese leaf-nosed bat (Hipposideros terasensis) recorded with a telemetry microphone system during flight

NASA Astrophysics Data System (ADS)

Hiryu, Shizuko; Katsura, Koji; Lin, Liang-Kong; Riquimaroux, Hiroshi; Watanabe, Yoshiaki

2005-12-01

Biosonar behavior was examined in Taiwanese leaf-nosed bats (Hipposideros terasensis; CF-FM bats) during flight. Echolocation sounds were recorded using a telemetry microphone mounted on the bat's head. Flight speed and three-dimensional trajectory of the bat were reconstructed from images taken with a dual high-speed video camera system. Bats were observed to change the intensity and emission rate of pulses depending on the distance from the landing site. Frequencies of the dominant second harmonic constant frequency component (CF2) of calls estimated from the bats' flight speed agreed strongly with observed values. Taiwanese leaf-nosed bats changed CF2 frequencies depending on flight speed, which caused the CF2 frequencies of the Doppler-shifted echoes to remain constant. Pulse frequencies were also estimated using echoes returning directly ahead of the bat and from its sides for two different flight conditions: landing and U-turn. Bats in flight may periodically alter their attended angles from the front to the side when emitting echolocation pulses.

In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety.

PubMed

Signal, T Leigh; Gander, Philippa H; van den Berg, Margo J; Graeber, R Curtis

2013-01-01

To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). N/A. Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated.

Capability and flight record of the versatile space shuttle OMS engine

NASA Astrophysics Data System (ADS)

Judd, D. Craig

The development contract for Aerojet's Orbital Manuevering Subsystem (OMS) engine was awarded in February 1974. This paper provides a description of the OMS subcomponents along with a summary of the OMS development program and subsequent flight record. The major subcomponents include the platelet injector, regeneratively cooled chamber, radiation cooled nozzle extension, bipropellant valve, thrust mount, gimbal actuator assembly, and propellant feedlines. The OMS engine underwent an extensive development program between 1974 and 1978 that included approximately 3680 tests performed on 21 separate engines on components for a total duration of more than 19,000 seconds. This was followed with qualification testing of two engines with another 521 tests and 18,504 seconds of hot fire testing. The Space Shuttle system has completed 45 orbital flights with the OMS engines having fired a total of 356 times with a cumulative duration of 38,094 seconds. In all cases, the OMS engine has performed as required because of its maturity, simplicity, and built-in redundancy. Also described are the results of studies performed to increase the performance of the OMS engine either by using LOX/hydrocarbon propellants or by converting to a pump fed system to increase chamber pressure and area ratio.

Airplane tracking documents the fastest flight speeds recorded for bats.

PubMed

McCracken, Gary F; Safi, Kamran; Kunz, Thomas H; Dechmann, Dina K N; Swartz, Sharon M; Wikelski, Martin

2016-11-01

The performance capabilities of flying animals reflect the interplay of biomechanical and physiological constraints and evolutionary innovation. Of the two extant groups of vertebrates that are capable of powered flight, birds are thought to fly more efficiently and faster than bats. However, fast-flying bat species that are adapted for flight in open airspace are similar in wing shape and appear to be similar in flight dynamics to fast-flying birds that exploit the same aerial niche. Here, we investigate flight behaviour in seven free-flying Brazilian free-tailed bats ( Tadarida brasiliensis ) and report that the maximum ground speeds achieved exceed speeds previously documented for any bat. Regional wind modelling indicates that bats adjusted flight speeds in response to winds by flying more slowly as wind support increased and flying faster when confronted with crosswinds, as demonstrated for insects, birds and other bats. Increased frequency of pauses in wing beats at faster speeds suggests that flap-gliding assists the bats' rapid flight. Our results suggest that flight performance in bats has been underappreciated and that functional differences in the flight abilities of birds and bats require re-evaluation.

In-Flight Sleep of Flight Crew During a 7-hour Rest Break: Implications for Research and Flight Safety

PubMed Central

Signal, T. Leigh; Gander, Philippa H.; van den Berg, Margo J.; Graeber, R. Curtis

2013-01-01

Study Objectives: To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Design: Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Setting: Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Participants: Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). Interventions: N/A. Measurements and Results: Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. Conclusions: This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated. Citation: Signal TL; Gander PH; van den Berg MJ; Graeber RC. In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety. SLEEP 2013;36(1):109–115. PMID:23288977

Pre-flight sensorimotor adaptation protocols for suborbital flight.

PubMed

Shelhamer, Mark; Beaton, Kara

2012-01-01

Commercial suborbital flights, which include 3-5 minutes of 0 g between hyper-g launch and landing phases, will present suborbital passengers with a challenging sensorimotor experience. Based on the results of neurovestibular research in parabolic and orbital flight, and the anticipated wide range of fitness and experience levels of suborbital passengers, neurovestibular disturbances are likely to be problematic in this environment. Pre-flight adaptation protocols might alleviate some of these issues. Therefore, we describe a set of sensorimotor tests to evaluate passengers before suborbital flight, including assessment of the angular vestibulo-ocular reflex (VOR), ocular skew and disconjugate torsion, subjective visual vertical, and roll vection. Performance on these tests can be examined for correlations with in-flight experience, such as motion sickness, disorientation, and visual disturbances, based on questionnaires and cabin video recordings. Through an understanding of sensorimotor adaptation to parabolic and orbital flight, obtained from many previous studies, we can then suggest appropriate pre-flight adaptation procedures.

Advanced aircraft service life monitoring method via flight-by-flight load spectra

NASA Astrophysics Data System (ADS)

Lee, Hongchul

This research is an effort to understand current method and to propose an advanced method for Damage Tolerance Analysis (DTA) for the purpose of monitoring the aircraft service life. As one of tasks in the DTA, the current indirect Individual Aircraft Tracking (IAT) method for the F-16C/D Block 32 does not properly represent changes in flight usage severity affecting structural fatigue life. Therefore, an advanced aircraft service life monitoring method based on flight-by-flight load spectra is proposed and recommended for IAT program to track consumed fatigue life as an alternative to the current method which is based on the crack severity index (CSI) value. Damage Tolerance is one of aircraft design philosophies to ensure that aging aircrafts satisfy structural reliability in terms of fatigue failures throughout their service periods. IAT program, one of the most important tasks of DTA, is able to track potential structural crack growth at critical areas in the major airframe structural components of individual aircraft. The F-16C/D aircraft is equipped with a flight data recorder to monitor flight usage and provide the data to support structural load analysis. However, limited memory of flight data recorder allows user to monitor individual aircraft fatigue usage in terms of only the vertical inertia (NzW) data for calculating Crack Severity Index (CSI) value which defines the relative maneuver severity. Current IAT method for the F-16C/D Block 32 based on CSI value calculated from NzW is shown to be not accurate enough to monitor individual aircraft fatigue usage due to several problems. The proposed advanced aircraft service life monitoring method based on flight-by-flight load spectra is recommended as an improved method for the F-16C/D Block 32 aircraft. Flight-by-flight load spectra was generated from downloaded Crash Survival Flight Data Recorder (CSFDR) data by calculating loads for each time hack in selected flight data utilizing loads equations. From

75 FR 60740 - Record of Decision for the Base Closure and Realignment Beddown and Flight Operations of Remotely...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-01

... DEPARTMENT OF DEFENSE Department of the Air Force Record of Decision for the Base Closure and Realignment Beddown and Flight Operations of Remotely Piloted Aircraft at Grand Forks Air Force Base (AFB), ND... United States Air Force signed the ROD for the 2005 Base Closure and Realignment (BRAC 2005) directed...

Dependence of reconstructed image characteristics on the observation condition in light-in-flight recording by holography.

PubMed

Komatsu, Aya; Awatsuji, Yasuhiro; Kubota, Toshihiro

2005-08-01

We analyze the dependence of the reconstructed image characteristic on the observation condition in the light-in-flight recording by holography both theoretically and experimentally. This holography makes it possible to record a propagating light pulse. We have found that the shape of the reconstructed image is changed when the observation position is vertically moved along the hologram plane. The reconstructed image is numerically simulated on the basis of the theory and is experimentally obtained by using a 373 fs pulsed laser. The numerical results agree with the experimental result, and the validity of the theory is verified. Also, experimental results are analyzed and the restoration of the reconstructed image is discussed.

Flight crew sleep during multiple layover polar flights.

PubMed

Sasaki, M; Kurosaki, Y S; Spinweber, C L; Graeber, R C; Takahashi, T

1993-07-01

This study investigated changes in sleep after multiple transmeridian flights. The subjects were 12 B747 airline pilots operating on the following polar flight: Tokyo (TYO)-Anchorage (ANC)-London (LON)-Anchorage-Tokyo. Sleep polysomnograms were recorded on two baseline nights (B1, B2), during layovers, and, after returning to Tokyo, two recovery nights were recorded (R1, R2). In ANC (outbound), total sleep time (TST) was reduced and, sleep efficiency was low (72.0%). In London, time in bed (TIB) increased slightly, but sleep efficiency was still reduced. On return to ANC (inbound), there was considerable slow wave sleep (SWS) rebound and multiple awakenings reduced sleep efficiency to 76.8%. Sleep efficiency on R2 was significantly lower than on B1 (t-test, p < 0.05) but not different from R1. To sum up, sleep of aircrews flying multiple transmeridian flights is disrupted during layovers and this effect persists during the two recovery nights. As a result, there is a marked cumulative sleep loss during multi-legs polar route trip in comparison to single leg flights. These findings suggest that following such extensive transmeridian trips, crews should have at least three nights of recovery sleep in their home time zone before returning to duty.

Flight crew sleep during multiple layover polar flights

NASA Technical Reports Server (NTRS)

Sasaki, Mitsuo; Kurosaki, Yuko S.; Spinweber, Cheryl L.; Graeber, R. C.; Takahashi, Toshiharu

1993-01-01

This study investigated changes in sleep after multiple transmeridian flights. The subjects were 12 B747 airline pilots operating on the following polar flight: Tokyo (TYO)-Anchorage (ANC)-London (LON)-Anchorage-Tokyo. Sleep polysmonograms were recorded on two baseline nights (B1, B2), during layovers, and, after returning to Tokyo, two recovery nights were recorded (R1, R2). In ANC (outbound), total sleep time was reduced and, sleep efficiency was low (72.0 percent). In London, time in bed increased slightly, but sleep efficiency was still reduced. On return to ANC (inbound), there was considerable slow wave sleep rebound and multiple awakenings reduced sleep efficiency to 76.8 percent. Sleep efficiency on R2 was significantly lower than on B1 but not different from R1. To sum up, sleep of aircrews flying multiple transmeridian flights is disrupted during layovers and this effect persists during the two recovery nights. As a result, there is a marked cumulative sleep loss during multilegs polar route trip in comparison to single leg flights. These findings suggest that following such extensive transmeridian trips, crews should have at least three nights of recovery sleep in their home time zone before returning to duty.

Personal miniature electrophysiological tape recorder

NASA Astrophysics Data System (ADS)

Green, H.

1981-11-01

The use of a personal miniature electrophysiological tape recorder to measure the physiological reactions of space flight personnel to space flight stress and weightlessness is described. The Oxford Instruments Medilog recorder, a battery-powered, four-channel cassette tape recorder with 24 hour endurance is carried on the person and will record EKG, EOG, EEG, and timing and event markers. The data will give information about heart rate and morphology changes, and document adaptation to zero gravity on the part of subjects who, unlike highly trained astronauts, are more representative of the normal population than were the subjects of previous space flight studies.

14 CFR 135.152 - Flight data recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane); (23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h...) Ground spoiler position and speed brake selection; and (88) All cockpit flight control input forces... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Aircraft and...

14 CFR 135.152 - Flight data recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane); (23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h...) Ground spoiler position and speed brake selection; and (88) All cockpit flight control input forces... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Aircraft and...

14 CFR 135.152 - Flight data recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane); (23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h...) Ground spoiler position and speed brake selection; and (88) All cockpit flight control input forces... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Aircraft and...

14 CFR 135.152 - Flight data recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplane); (23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h...) Ground spoiler position and speed brake selection; and (88) All cockpit flight control input forces... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Aircraft and...

14 CFR 135.152 - Flight data recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane); (23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h...) Ground spoiler position and speed brake selection; and (88) All cockpit flight control input forces... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Aircraft and...

A Simplified Instrument for Recording and Indicating Frequency and Intensity of Icing Conditions Encountered in Flight

NASA Technical Reports Server (NTRS)

Perkins, Porter J; Mccullough, Stuart; Lewis, Ralph D

1951-01-01

An instrument for recording and indicating the frequency and intensity of aircraft icing conditions encountered in flight has been developed by the NACA Lewis Laboratory to obtain statistical icing data over world-wide air routes during routine airline operations. The operation of the instrument is based on the creation of a differential pressure between an ice-free total-pressure system and a total-pressure system in which small total-pressure holes vented to static pressure are allowed to plug with ice accretion. The simplicity of this operating principle permits automatic operation, and provides relative freedom from maintenance and operating problems. The complete unit weighing only 18 pounds records icing rate, airspeed, and altitude on photographic film and provides visual indications of icing intensity to the pilot.

14 CFR 91.609 - Flight data recorders and cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical... recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical... continuously from the instant the airplane begins the takeoff roll or the rotorcraft begins lift-off until the...

Future Flight Opportunities and Calibration Protocols for CERES: Continuation of Observations in Support of the Long-Term Earth Radiation Budget Climate Data Record

NASA Technical Reports Server (NTRS)

Priestley, Kory J.; Smith, George L.

2010-01-01

The goal of the Clouds and the Earth s Radiant Energy System (CERES) project is to provide a long-term record of radiation budget at the top-of-atmosphere (TOA), within the atmosphere, and at the surface with consistent cloud and aerosol properties at climate accuracy. CERES consists of an integrated instrument-algorithm validation science team that provides development of higher-level products (Levels 1-3) and investigations. It involves a high level of data fusion, merging inputs from 25 unique input data sources to produce 18 CERES data products. Over 90% of the CERES data product volume involves two or more instruments. Continuation of the Earth Radiation Budget (ERB) Climate Data Record (CDR) has been identified as critical in the 2007 NRC Decadal Survey, the Global Climate Observing System WCRP report, and in an assessment titled Impacts of NPOESS Nunn-McCurdy Certification on Joint NASA-NOAA Climate Goals . Five CERES instruments have flown on three different spacecraft: TRMM, EOS-Terra and EOS-Aqua. In response, NASA, NOAA and NPOESS have agreed to fly the existing CERES Flight Model (FM-5) on the NPP spacecraft in 2011 and to procure an additional CERES Sensor with modest upgrades for flight on the JPSS C1 spacecraft in 2014, followed by a CERES follow-on sensor for flight in 2018. CERES is a scanning broadband radiometer that measures filtered radiance in the SW (0.3-5 m), total (TOT) (0.3-200 m) and WN (8-12 m) regions. Pre-launch calibration is performed on each Flight Model to meet accuracy requirements of 1% for SW and 0.5% for outgoing LW observations. Ground to flight or in-flight changes are monitored using protocols employing onboard and vicarious calibration sources. Studies of flight data show that SW response can change dramatically due to optical contamination. with greatest impact in blue-to UV radiance, where tungsten lamps are largely devoid of output. While science goals remain unchanged for ERB Climate Data Record, it is now understood

A Preliminary Flight Investigation of Formation Flight for Drag Reduction on the C-17 Aircraft

NASA Technical Reports Server (NTRS)

Pahle, Joe; Berger, Dave; Venti, Michael W.; Faber, James J.; Duggan, Chris; Cardinal, Kyle

2012-01-01

Many theoretical and experimental studies have shown that aircraft flying in formation could experience significant reductions in fuel use compared to solo flight. To date, formation flight for aerodynamic benefit has not been thoroughly explored in flight for large transport-class vehicles. This paper summarizes flight data gathered during several two ship, C-17 formation flights at a single flight condition of 275 knots, at 25,000 ft MSL. Stabilized test points were flown with the trail aircraft at 1,000 and 3,000 ft aft of the lead aircraft at selected crosstrack and vertical offset locations within the estimated area of influence of the vortex generated by the lead aircraft. Flight data recorded at test points within the vortex from the lead aircraft are compared to data recorded at tare flight test points outside of the influence of the vortex. Since drag was not measured directly, reductions in fuel flow and thrust for level flight are used as a proxy for drag reduction. Estimated thrust and measured fuel flow reductions were documented at several trail test point locations within the area of influence of the leads vortex. The maximum average fuel flow reduction was approximately 7-8%, compared to the tare points flown before and after the test points. Although incomplete, the data suggests that regions with fuel flow and thrust reduction greater than 10% compared to the tare test points exist within the vortex area of influence.

Do birds sleep in flight?

NASA Astrophysics Data System (ADS)

Rattenborg, Niels C.

2006-09-01

The following review examines the evidence for sleep in flying birds. The daily need to sleep in most animals has led to the common belief that birds, such as the common swift ( Apus apus), which spend the night on the wing, sleep in flight. The electroencephalogram (EEG) recordings required to detect sleep in flight have not been performed, however, rendering the evidence for sleep in flight circumstantial. The neurophysiology of sleep and flight suggests that some types of sleep might be compatible with flight. As in mammals, birds exhibit two types of sleep, slow-wave sleep (SWS) and rapid eye-movement (REM) sleep. Whereas, SWS can occur in one or both brain hemispheres at a time, REM sleep only occurs bihemispherically. During unihemispheric SWS, the eye connected to the awake hemisphere remains open, a state that may allow birds to visually navigate during sleep in flight. Bihemispheric SWS may also be possible during flight when constant visual monitoring of the environment is unnecessary. Nevertheless, the reduction in muscle tone that usually accompanies REM sleep makes it unlikely that birds enter this state in flight. Upon landing, birds may need to recover the components of sleep that are incompatible with flight. Periods of undisturbed postflight recovery sleep may be essential for maintaining adaptive brain function during wakefulness. The recent miniaturization of EEG recording devices now makes it possible to measure brain activity in flight. Determining if and how birds sleep in flight will contribute to our understanding of a largely unexplored aspect of avian behavior and may also provide insight into the function of sleep.

Design of a Computerised Flight Mill Device to Measure the Flight Potential of Different Insects.

PubMed

Martí-Campoy, Antonio; Ávalos, Juan Antonio; Soto, Antonia; Rodríguez-Ballester, Francisco; Martínez-Blay, Victoria; Malumbres, Manuel Pérez

2016-04-07

Several insect species pose a serious threat to different plant species, sometimes becoming a pest that produces significant damage to the landscape, biodiversity, and/or the economy. This is the case of Rhynchophorus ferrugineus Olivier (Coleoptera: Dryophthoridae), Semanotus laurasii Lucas (Coleoptera: Cerambycidae), and Monochamus galloprovincialis Olivier (Coleoptera: Cerambycidae), which have become serious threats to ornamental and productive trees all over the world such as palm trees, cypresses, and pines. Knowledge about their flight potential is very important for designing and applying measures targeted to reduce the negative effects from these pests. Studying the flight capability and behaviour of some insects is difficult due to their small size and the large area wherein they can fly, so we wondered how we could obtain information about their flight capabilities in a controlled environment. The answer came with the design of flight mills. Relevant data about the flight potential of these insects may be recorded and analysed by means of a flight mill. Once an insect is attached to the flight mill, it is able to fly in a circular direction without hitting walls or objects. By adding sensors to the flight mill, it is possible to record the number of revolutions and flight time. This paper presents a full description of a computer monitored flight mill. The description covers both the mechanical and the electronic parts in detail. The mill was designed to easily adapt to the anatomy of different insects and was successfully tested with individuals from three species R. ferrugineus, S. laurasii, and M. galloprovincialis.

Design of a Computerised Flight Mill Device to Measure the Flight Potential of Different Insects

PubMed Central

Martí-Campoy, Antonio; Ávalos, Juan Antonio; Soto, Antonia; Rodríguez-Ballester, Francisco; Martínez-Blay, Victoria; Malumbres, Manuel Pérez

2016-01-01

Several insect species pose a serious threat to different plant species, sometimes becoming a pest that produces significant damage to the landscape, biodiversity, and/or the economy. This is the case of Rhynchophorus ferrugineus Olivier (Coleoptera: Dryophthoridae), Semanotus laurasii Lucas (Coleoptera: Cerambycidae), and Monochamus galloprovincialis Olivier (Coleoptera: Cerambycidae), which have become serious threats to ornamental and productive trees all over the world such as palm trees, cypresses, and pines. Knowledge about their flight potential is very important for designing and applying measures targeted to reduce the negative effects from these pests. Studying the flight capability and behaviour of some insects is difficult due to their small size and the large area wherein they can fly, so we wondered how we could obtain information about their flight capabilities in a controlled environment. The answer came with the design of flight mills. Relevant data about the flight potential of these insects may be recorded and analysed by means of a flight mill. Once an insect is attached to the flight mill, it is able to fly in a circular direction without hitting walls or objects. By adding sensors to the flight mill, it is possible to record the number of revolutions and flight time. This paper presents a full description of a computer monitored flight mill. The description covers both the mechanical and the electronic parts in detail. The mill was designed to easily adapt to the anatomy of different insects and was successfully tested with individuals from three species R. ferrugineus, S. laurasii, and M. galloprovincialis. PMID:27070600

Long duration exposure facility post-flight thermal analysis, part 1

NASA Technical Reports Server (NTRS)

Berrios, William M.; Sampair, Thomas R.

1992-01-01

Results of the post-flight thermal analysis of the Long Duration Exposure Facility (LDEF) mission are presented. The LDEF mission thermal analysis was verified by comparing the thermal model results to flight data from the LDEF Thermal Measurements System (THERM). Post-flight calculated temperature uncertainties have been reduced to under +/- 18 F from the pre-flight uncertainties of +/- 40 F. The THERM consisted of eight temperature sensors, a shared tape recorder, a standard LDEF flight battery, and an electronics control box. The temperatures were measured at selected locations on the LDEF structure interior during the first 390 days of flight and recorded for post-flight analysis. After the LDEF retrieval from Space on 12 Jan. 1990, the tape recorder was recovered from the spacecraft and the data reduced for comparison to the LDEF predicted temperatures. The LDEF mission temperatures were calculated prior to the LDEF deployment on 7 Apr. 1980, and updated after the LDEF retrieval with the following actual flight parameter data: including thermal fluxes, spacecraft attitudes, thermal coatings degradation, and contamination effects. All updated data used for the calculation of post-flight temperatures is also presented in this document.

The role of situation assessment and flight experience in pilots' decisions to continue visual flight rules flight into adverse weather.

PubMed

Wiegmann, Douglas A; Goh, Juliana; O'Hare, David

2002-01-01

Visual flight rules (VFR) flight into instrument meteorological conditions (IMC) is a major safety hazard in general aviation. In this study we examined pilots' decisions to continue or divert from a VFR flight into IMC during a dynamic simulation of a cross-country flight. Pilots encountered IMC either early or later into the flight, and the amount of time and distance pilots flew into the adverse weather prior to diverting was recorded. Results revealed that pilots who encountered the deteriorating weather earlier in the flight flew longer into the weather prior to diverting and had more optimistic estimates of weather conditions than did pilots who encountered the deteriorating weather later in the flight. Both the time and distance traveled into the weather prior to diverting were negatively correlated with pilots' previous flight experience. These findings suggest that VFR flight into IMC may be attributable, at least in part, to poor situation assessment and experience rather than to motivational judgment that induces risk-taking behavior as more time and effort are invested in a flight. Actual or potential applications of this research include the design of interventions that focus on improving weather evaluation skills in addition to addressing risk-taking attitudes.

Robinson on aft flight deck

NASA Image and Video Library

1998-10-30

STS095-E-5065 (30 Oct. 1998) --- Astronaut Stephen K. Robinson, STS-95 mission specialist, looks toward Earth in this electronic still camera's (ESC) image of Flight Day two activity aboard the Space Shuttle Discovery. The scene was recorded on the aft flight deck at 12:02:11 GMT, Oct. 30.

PLT Polansky on aft flight deck

NASA Image and Video Library

2001-02-10

STS98-E-5084 (10 February 2001) --- Astronaut Mark L. Polansky, STS-98 pilot, takes notes on the aft flight deck of the Space Shuttle Atlantis. The scene was recorded with a digital still camera during Flight Day 4 activities.

Flight Capacities and Diurnal Flight Patterns of the Ambrosia Beetles, Xyleborus glabratus and Monarthrum mali (Coleoptera: Curculionidae).

PubMed

Seo, Meeja; Martini, Xavier; Rivera, Monique J; Stelinski, Lukasz L

2017-06-01

We compared the flight activity of Xyleborus glabratus Eichhoff, vector and symbiont of the causal agent of laurel wilt disease (Raffaelea lauricola), with a native species Monarthrum mali (Fitch) using flight mills. Flight mills were operated either for 24 h or for three 3-h time intervals. During the 3-h interval experiment, the shortest time to flight initiation for X. glabratus occurred at 1600-1900 hours. The average flight time and total flying distance during 1600-2100 hours were also higher than those quantified during the other two recording times investigated. However, total flight duration and proportion of fliers was highest at 1000-1300 hours. We compared several flight parameters. About 64.0% of tested X. glabratus flew <20 m. During 24-h recording periods, M. mali flew longer distances than X. glabratus. Over 50.0% of M. mali flew over 100 m on the flight mill. Xyleborus glabratus flight activity was greatest between 1200 and 1800 hours, while M. mali flew most frequently between 1500 and 2100 hours. Monarthrum mali flew more than five times more frequently than X. glabratus, and their longest single flight distance (37.5 ± 12.5 m) and total flight distance (213.7 ± 85.5 m) were greater than those of X. glabratus. These data will be useful for development of species-specific control and monitoring protocols for these ambrosia beetles based on greater understanding of their flight capacities and associated invasion distance. © The Authors 2017. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Hyper-X Hot Structures Comparison of Thermal Analysis and Flight Data

NASA Technical Reports Server (NTRS)

Amundsen, Ruth M.; Leonard, Charles P.; Bruce, Walter E., III

2004-01-01

The Hyper-X (X-43A) program is a flight experiment to demonstrate scramjet performance and operability under controlled powered free-flight conditions at Mach 7 and 10. The Mach 7 flight was successfully completed on March 27, 2004. Thermocouple instrumentation in the hot structures (nose, horizontal tail, and vertical tail) recorded the flight thermal response of these components. Preflight thermal analysis was performed for design and risk assessment purposes. This paper will present a comparison of the preflight thermal analysis and the recorded flight data.

Landsat-1 and Landsat-2 flight evaluation

NASA Technical Reports Server (NTRS)

1975-01-01

The flight performance of Landsat 1 and Landsat 2 is analyzed. Flight operations of the satellites are briefly summarized. Other topics discussed include: orbital parameters; power subsystem; attitude control subsystem; command/clock subsystem; telemetry subsystem; orbit adjust subsystem; magnetic moment compensating assembly; unified s-band/premodulation processor; electrical interface subsystem; thermal subsystem; narrowband tape recorders; wideband telemetry subsystem; attitude measurement sensor; wideband video tape recorders; return beam vidicon; multispectral scanner subsystem; and data collection subsystem.

The ATIC Experiment: First Balloon Flight

NASA Technical Reports Server (NTRS)

Wefel, J. P.; Whitaker, Ann F. (Technical Monitor)

2001-01-01

The Advanced Thin Ionization Calorimeter (ATIC) Balloon Experiment had its maiden, test, flight from McMurdo, Antarctica 28/12/00 to 13/01/01, local time, recording over 360 hours of data. ATIC was designed to measure the composition and energy spectra of cosmic rays from approximately 10 GeV to near 100 TeV utilizing a Si-matrix detector to determine charge in conjunction with a scintillator hodoscope which measures charge and trajectory. Cosmic rays that interact in a Carbon target have their energy determined from the shower that develops within a fully active calorimeter composed of a stack of scintillating BGO crystals. ATIC's geometry factor is about 0.25 m**2-sr. During line-of-sight operations much of the datastream was transmitted to the ground. For most of the flight, the data was recorded on-board, yielding 45 GB of flight data for analysis. The payload construction, operations and in-flight performance are described, along with preliminary results from the on-going analysis.

Physician flight accidents.

DOT National Transportation Integrated Search

1966-09-01

An analysis of physician flight accidents during the period 1964-1965 is presented. More than thirty physicians sustained fatal injuries while piloting light aircraft: a fatality record four times the ratio of physician pilots in the general aviation...

14 CFR 61.197 - Renewal requirements for flight instructor certification.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Instructors Other than Flight Instructors With a Sport Pilot Rating § 61.197 Renewal requirements for flight... the following renewal requirements— (i) A record of training students showing that, during the... completed an approved flight instructor refresher course consisting of ground training or flight training...

14 CFR 61.197 - Renewal requirements for flight instructor certification.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Instructors Other than Flight Instructors With a Sport Pilot Rating § 61.197 Renewal requirements for flight... the following renewal requirements— (i) A record of training students showing that, during the... completed an approved flight instructor refresher course consisting of ground training or flight training...

Stress training improves performance during a stressful flight.

PubMed

McClernon, Christopher K; McCauley, Michael E; O'Connor, Paul E; Warm, Joel S

2011-06-01

This study investigated whether stress training introduced during the acquisition of simulator-based flight skills enhances pilot performance during subsequent stressful flight operations in an actual aircraft. Despite knowledge that preconditions to aircraft accidents can be strongly influenced by pilot stress, little is known about the effectiveness of stress training and how it transfers to operational flight settings. For this study, 30 participants with no flying experience were assigned at random to a stress-trained treatment group or a control group. Stress training consisted of systematic pairing of skill acquisition in a flight simulator with stress coping mechanisms in the presence of a cold pressor. Control participants received identical flight skill acquisition training but without stress training. Participants then performed a stressful flying task in a Piper Archer aircraft. Stress-trained research participants flew the aircraft more smoothly, as recorded by aircraft telemetry data, and generally better, as recorded by flight instructor evaluations, than did control participants. Introducing stress coping mechanisms during flight training improved performance in a stressful flying task. The results of this study indicate that stress training during the acquisition of flight skills may serve to enhance pilot performance in stressful operational flight and, therefore, might mitigate the contribution of pilot stress to aircraft mishaps.

Daedalus - Last Dryden flight

NASA Technical Reports Server (NTRS)

1988-01-01

The Daedalus 88, with Glenn Tremml piloting, is seen here on its last flight for the NASA Dryden Flight Research Center, Edwards, California. The Light Eagle and Daedalus human powered aircraft were testbeds for flight research conducted at Dryden between January 1987 and March 1988. These unique aircraft were designed and constructed by a group of students, professors, and alumni of the Massachusetts Institute of Technology within the context of the Daedalus project. The construction of the Light Eagle and Daedalus aircraft was funded primarily by the Anheuser Busch and United Technologies Corporations, respectively, with additional support from the Smithsonian Air and Space Museum, MIT, and a number of other sponsors. To celebrate the Greek myth of Daedalus, the man who constructed wings of wax and feathers to escape King Minos, the Daedalus project began with the goal of designing, building and testing a human-powered aircraft that could fly the mythical distance, 115 km. To achieve this goal, three aircraft were constructed. The Light Eagle was the prototype aircraft, weighing 92 pounds. On January 22, 1987, it set a closed course distance record of 59 km, which still stands. Also in January of 1987, the Light Eagle was powered by Lois McCallin to set the straight distance, the distance around a closed circuit, and the duration world records for the female division in human powered vehicles. Following this success, two more aircraft were built, the Daedalus 87 and Daedalus 88. Each aircraft weighed approximately 69 pounds. The Daedalus 88 aircraft was the ship that flew the 199 km from the Iraklion Air Force Base on Crete in the Mediterranean Sea, to the island of Santorini in 3 hours, 54 minutes. In the process, the aircraft set new records in distance and endurance for a human powered aircraft. The specific areas of flight research conducted at Dryden included characterizing the rigid body and flexible dynamics of the Light Eagle, investigating sensors for an

Statistical Detection of Atypical Aircraft Flights

NASA Technical Reports Server (NTRS)

Statler, Irving; Chidester, Thomas; Shafto, Michael; Ferryman, Thomas; Amidan, Brett; Whitney, Paul; White, Amanda; Willse, Alan; Cooley, Scott; Jay, Joseph;

Remote radio control of insect flight.

PubMed

Sato, Hirotaka; Berry, Christopher W; Peeri, Yoav; Baghoomian, Emen; Casey, Brendan E; Lavella, Gabriel; Vandenbrooks, John M; Harrison, Jon F; Maharbiz, Michel M

2009-01-01

We demonstrated the remote control of insects in free flight via an implantable radio-equipped miniature neural stimulating system. The pronotum mounted system consisted of neural stimulators, muscular stimulators, a radio transceiver-equipped microcontroller and a microbattery. Flight initiation, cessation and elevation control were accomplished through neural stimulus of the brain which elicited, suppressed or modulated wing oscillation. Turns were triggered through the direct muscular stimulus of either of the basalar muscles. We characterized the response times, success rates, and free-flight trajectories elicited by our neural control systems in remotely controlled beetles. We believe this type of technology will open the door to in-flight perturbation and recording of insect flight responses.

[EEG-correlates of pilots' functional condition in simulated flight dynamics].

PubMed

Kiroy, V N; Aslanyan, E V; Bakhtin, O M; Minyaeva, N R; Lazurenko, D M

2015-01-01

The spectral characteristics of the EEG recorded on two professional pilots in the simulator TU-154 aircraft in flight dynamics, including takeoff, landing and horizontal flight (in particular during difficult conditions) were analyzed. EEG recording was made with frequency band 0.1-70 Hz continuously from 15 electrodes. The EEG recordings were evaluated using analysis of variance and discriminant analysis. Statistical significant of the identified differences and the influence of the main factors and their interactions were evaluated using Greenhouse - Gaiser corrections. It was shown that the spectral characteristics of the EEG are highly informative features of the state of the pilots, reflecting the different flight phases. High validity ofthe differences including individual characteristic, indicates their non-random nature and the possibility of constructing a system of pilots' state control during all phases of flight, based on EEG features.

Inflight Emergencies During Eurasian Flights.

PubMed

Kesapli, Mustafa; Akyol, Can; Gungor, Faruk; Akyol, Angelika Janitzky; Guven, Dilek Soydam; Kaya, Gokhan

2015-01-01

This study evaluated the incidence and status of urgent medical conditions, the attitudes of health professionals who encounter such conditions, the adequacy of medical kits and training of cabin crew in data-received-company aircrafts suggested by Aerospace Medical Association, and the demographic data of patients. Data were collected from medical records of a major flight company from 2011 through 2013. All patients with complete records were included in the study. Numerical variables were defined as median and interquartiles (IQR) for median, while categorical variables were defined as numbers and percentage. During the study period, 10,100,000 passengers were carried by the company flights, with 1,312 (0.013%) demands for urgent medical support (UMS). The median age of the passengers who requested UMS was 45 years (IQR: 29-62). Females constituted 698 (53.2%) among the patients, and 721 (55%) patients were evaluated by medical professionals found among passengers. The most common nontraumatic complaints resulting in requests for UMS were flight anxiety (311 patients, 23.7%) and dyspnea (145 patients, 11%). The most common traumatic complaint was burns (221 patients, 16.8%) resulting from trauma during flight. A total of 22 (1.67%) emergency landings occurred for which the most frequent reasons were epilepsy (22.7%) and death (18.2%). Deaths during flights were recorded in 13 patients, whose median age was 77 years (IQR: 69-82), which was significantly higher compared to the age of patients requiring UMS (p < 0.0001). A total of 592 (45%) patients did not require any treatment for UMS. Medical kits and training were found to be sufficient according to the symptomatic treatments. Most of the urgent cases encountered during flights can be facilitated with basic medical support. "Traumatic emergency procedures inflight medical care" would be useful for additional training. Medical professionals as passengers are significantly involved in encountered

Online Recorded Data-Based Composite Neural Control of Strict-Feedback Systems With Application to Hypersonic Flight Dynamics.

PubMed

Xu, Bin; Yang, Daipeng; Shi, Zhongke; Pan, Yongping; Chen, Badong; Sun, Fuchun

2017-09-25

This paper investigates the online recorded data-based composite neural control of uncertain strict-feedback systems using the backstepping framework. In each step of the virtual control design, neural network (NN) is employed for uncertainty approximation. In previous works, most designs are directly toward system stability ignoring the fact how the NN is working as an approximator. In this paper, to enhance the learning ability, a novel prediction error signal is constructed to provide additional correction information for NN weight update using online recorded data. In this way, the neural approximation precision is highly improved, and the convergence speed can be faster. Furthermore, the sliding mode differentiator is employed to approximate the derivative of the virtual control signal, and thus, the complex analysis of the backstepping design can be avoided. The closed-loop stability is rigorously established, and the boundedness of the tracking error can be guaranteed. Through simulation of hypersonic flight dynamics, the proposed approach exhibits better tracking performance.

The ATIC Experiment: First Balloon Flight

NASA Technical Reports Server (NTRS)

Wefel, J. P.; Adams, J. H.; Ahn, H.; Ampe, J.; Bashindzhagyan, G.; Case, G.; Whitaker, Ann F. (Technical Monitor)

2001-01-01

The Advanced Thin Ionization Calorimeter (ATIC) Balloon Experiment had its maiden test flight from McMurdo, Antarctica 28/12/00 to 13/01/01, local time, recording over 360 hours of data. ATIC was designed to measure the composition and energy spectra of cosmic rays from approx. 10 GeV to near 100 TeV utilizing a Si matrix detector to determine charge in conjunction with a scintillator hodoscope which measures charge and trajectory. Cosmic rays that interact in a carbon target have their energy determined from the shower that develops within a fully active calorimeter composed of a stack of scintillating BGO (Bismuth Germanate) crystals. ATIC's geometry factor is about 0.25 sq. m -sr. During line-of-sight operations much of the datastream was transmitted to the ground. For most of the flight, the data was recorded on-board, yielding 45 GB of flight data for analysis. The payload construction, operations and in-flight performance are described, along with preliminary results from the on-going analysis.

APMS 3.0 Flight Analyst Guide: Aviation Performance Measuring System

NASA Technical Reports Server (NTRS)

Jay, Griff; Prothero, Gary; Romanowski, Timothy; Lynch, Robert; Lawrence, Robert; Rosenthal, Loren

2004-01-01

The Aviation Performance Measuring System (APMS) is a method-embodied in software-that uses mathematical algorithms and related procedures to analyze digital flight data extracted from aircraft flight data recorders. APMS consists of an integrated set of tools used to perform two primary functions: a) Flight Data Importation b) Flight Data Analysis.

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, R. W.

1986-01-01

The purpose of the Solar Array Flight Dynamic Experiment (SAFDE) is to demonstrate the feasibility of on-orbit measurement and ground processing of large space structures dynamic characteristics. Test definition or verification provides the dynamic characteristic accuracy required for control systems use. An illumination/measurement system was developed to fly on space shuttle flight STS-31D. The system was designed to dynamically evaluate a large solar array called the Solar Array Flight Experiment (SAFE) that had been scheduled for this flight. The SAFDE system consisted of a set of laser diode illuminators, retroreflective targets, an intelligent star tracker receiver and the associated equipment to power, condition, and record the results. In six tests on STS-41D, data was successfully acquired from 18 retroreflector targets and ground processed, post flight, to define the solar array's dynamic characteristic. The flight experiment proved the viability of on-orbit test definition of large space structures dynamic characteristics. Future large space structures controllability should be greatly enhanced by this capability.

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, Richard W.

1986-01-01

The purpose of the Solar Array Flight Dynamic Experiment (SAFDE) is to demonstrate the feasibility of on-orbit measurement and ground processing of large space structures dynamic characteristics. Test definition or verification provides the dynamic characteristic accuracy required for control systems use. An illumination/measurement system was developed to fly on Space Shuttle flight STS-31D. The system was designed to dynamically evaluate a large solar array called the Solar Array Flight Experiment (SAFE) that had been scheduled for this flight. The SAFDE system consisted of a set of laser diode illuminators, retroreflective targets, an intelligent star tracker receiver and the associated equipment to power, condition, and record the results. In six tests on STS-41D, data was successfully acquired from 18 retroreflector targets and ground processed, post flight, to define the solar array's dynamic characteristic. The flight experiment proved the viability of on-orbit test definition of large space structures dynamic characteristics. Future large space structures controllability should be greatly enhanced by this capability.

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, Richard W.

1987-01-01

The purpose of the Solar Array Flight Dynamic Experiment (SAFDE) is to demonstrate the feasibility of on-orbit measurement and ground processing of large space structures' dynamic characteristics. Test definition or verification provides the dynamic characteristic accuracy required for control systems use. An illumination/measurement system was developed to fly on space shuttle flight STS-41D. The system was designed to dynamically evaluate a large solar array called the Solar Array Flight Experiment (SAFE) that had been scheduled for this flight. The SAFDE system consisted of a set of laser diode illuminators, retroreflective targets, an intelligent star tracker receiver and the associated equipment to power, condition, and record the results. In six tests on STS-41D, data was successfully acquired from 18 retroreflector targets and ground processed, post flight, to define the solar array's dynamic characteristic. The flight experiment proved the viability of on-orbit test definition of large space structures dynamic characteristics. Future large space structures controllability should be greatly enhanced by this capability.

X-1A in flight with flight data superimposed

NASA Image and Video Library

1953-12-12

This photo of the X-1A includes graphs of the flight data from Maj. Charles E. Yeager's Mach 2.44 flight on December 12, 1953. (This was only a few days short of the 50th anniversary of the Wright brothers' first powered flight.) After reaching Mach 2.44, then the highest speed ever reached by a piloted aircraft, the X-1A tumbled completely out of control. The motions were so violent that Yeager cracked the plastic canopy with his helmet. He finally recovered from a inverted spin and landed on Rogers Dry Lakebed. Among the data shown are Mach number and altitude (the two top graphs). The speed and altitude changes due to the tumble are visible as jagged lines. The third graph from the bottom shows the G-forces on the airplane. During the tumble, these twice reached 8 Gs or 8 times the normal pull of gravity at sea level. (At these G forces, a 200-pound human would, in effect, weigh 1,600 pounds if a scale were placed under him in the direction of the force vector.) Producing these graphs was a slow, difficult process. The raw data from on-board instrumentation recorded on oscillograph film. Human computers then reduced the data and recorded it on data sheets, correcting for such factors as temperature and instrument errors. They used adding machines or slide rules for their calculations, pocket calculators being 20 years in the future.

NASA/FAA/NCAR Supercooled Large Droplet Icing Flight Research: Summary of Winter 1996-1997 Flight Operations

NASA Technical Reports Server (NTRS)

Miller, Dean; Ratvasky, Thomas; Bernstein, Ben; McDonough, Frank; Strapp, J. Walter

1998-01-01

During the winter of 1996-1997, a flight research program was conducted at the NASA-Lewis Research Center to study the characteristics of Supercooled Large Droplets (SLD) within the Great Lakes region. This flight program was a joint effort between the National Aeronautics and Space Administration (NASA), the National Center for Atmospheric Research (NCAR), and the Federal Aviation Administration (FAA). Based on weather forecasts and real-time in-flight guidance provided by NCAR, the NASA-Lewis Icing Research Aircraft was flown to locations where conditions were believed to be conducive to the formation of Supercooled Large Droplets aloft. Onboard instrumentation was then used to record meteorological, ice accretion, and aero-performance characteristics encountered during the flight. A total of 29 icing research flights were conducted, during which "conventional" small droplet icing, SLD, and mixed phase conditions were encountered aloft. This paper will describe how flight operations were conducted, provide an operational summary of the flights, present selected experimental results from one typical research flight, and conclude with practical "lessons learned" from this first year of operation.

Horowitz checks flight notes at the commander's station

NASA Image and Video Library

2001-08-10

STS105-E-5002 (10 August 2001) --- Astronaut Scott J. Horowitz, STS-105 commander, checks flight notes at the commander's station on the flight deck of the Earth-orbiting Space Shuttle Discovery. The image was recorded with a digital still camera.

Horowitz checks flight notes at the commander's station

NASA Image and Video Library

2001-08-10

STS105-E-5001 (10 August 2001) --- Astronaut Scott J. Horowitz, STS-105 commander, checks flight notes at the commander's station on the flight deck of the Earth-orbiting Space Shuttle Discovery. The image was recorded with a digital still camera.

Solid state recorders for airborne reconnaissance

NASA Astrophysics Data System (ADS)

Klang, Mark R.

2003-08-01

Solid state recorders have become the recorder of choice for meeting airborne ruggedized requirements for reconnaissance and flight test. The cost of solid state recorders have decreased over the past few years that they are now less expense than the traditional high speed tape recorders. CALCULEX, Inc manufactures solid state recorders called MONSSTR (Modular Non-volatile Solid State Recorder). MONSSTR is being used on many different platforms such as F/A-22, Global Hawk, F-14, F-15, F-16, U-2, RF-4, and Tornado. This paper will discuss the advantages of using solid state recorders to meet the airborne reconnaissance requirement and the ability to record instrumentation data. The CALCULEX recorder has the ability to record sensor data and flight test data in the same chassis. This is an important feature because it eliminates additional boxes on the aircraft. The major advantages to using a solid state recorder include; reliability, small size, light weight, and power. Solid state recorders also have a larger storage capacity and higher bandwidth capability than other recording devices.

14 CFR 65.131 - Records.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Records. 65.131 Section 65.131 Aeronautics... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or...

14 CFR 65.131 - Records.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Records. 65.131 Section 65.131 Aeronautics... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or...

14 CFR 65.131 - Records.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Records. 65.131 Section 65.131 Aeronautics... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or...

14 CFR 65.131 - Records.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Records. 65.131 Section 65.131 Aeronautics... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or...

Miscarriage among flight attendants.

PubMed

Grajewski, Barbara; Whelan, Elizabeth A; Lawson, Christina C; Hein, Misty J; Waters, Martha A; Anderson, Jeri L; MacDonald, Leslie A; Mertens, Christopher J; Tseng, Chih-Yu; Cassinelli, Rick T; Luo, Lian

2015-03-01

Cosmic radiation and circadian disruption are potential reproductive hazards for flight attendants. Flight attendants from 3 US airlines in 3 cities were interviewed for pregnancy histories and lifestyle, medical, and occupational covariates. We assessed cosmic radiation and circadian disruption from company records of 2 million individual flights. Using Cox regression models, we compared respondents (1) by levels of flight exposures and (2) to teachers from the same cities, to evaluate whether these exposures were associated with miscarriage. Of 2654 women interviewed (2273 flight attendants and 381 teachers), 958 pregnancies among 764 women met study criteria. A hypothetical pregnant flight attendant with median first-trimester exposures flew 130 hours in 53 flight segments, crossed 34 time zones, and flew 15 hours during her home-base sleep hours (10 pm-8 am), incurring 0.13 mGy absorbed dose (0.36 mSv effective dose) of cosmic radiation. About 2% of flight attendant pregnancies were likely exposed to a solar particle event, but doses varied widely. Analyses suggested that cosmic radiation exposure of 0.1 mGy or more may be associated with increased risk of miscarriage in weeks 9-13 (odds ratio = 1.7 [95% confidence interval = 0.95-3.2]). Risk of a first-trimester miscarriage with 15 hours or more of flying during home-base sleep hours was increased (1.5 [1.1-2.2]), as was risk with high physical job demands (2.5 [1.5-4.2]). Miscarriage risk was not increased among flight attendants compared with teachers. Miscarriage was associated with flight attendant work during sleep hours and high physical job demands and may be associated with cosmic radiation exposure.

Single pilot scanning behavior in simulated instrument flight

NASA Technical Reports Server (NTRS)

Pennington, J. E.

1979-01-01

A simulation of tasks associated with single pilot general aviation flight under instrument flight rules was conducted as a baseline for future research studies on advanced flight controls and avionics. The tasks, ranging from simple climbs and turns to an instrument landing systems approach, were flown on a fixed base simulator. During the simulation the control inputs, state variables, and the pilots visual scan pattern including point of regard were measured and recorded.

Flight Demonstration Of Low Overpressure N-Wave Sonic Booms And Evanescent Waves

NASA Astrophysics Data System (ADS)

Haering, Edward A.; Smolka, James W.; Murray, James E.; Plotkin, Kenneth J.

2006-05-01

The recent flight demonstration of shaped sonic booms shows the potential for quiet overland supersonic flight, which could revolutionize air transport. To successfully design quiet supersonic aircraft, the upper limit of an acceptable noise level must be determined through quantitative recording and subjective human response measurements. Past efforts have concentrated on the use of sonic boom simulators to assess human response, but simulators often cannot reproduce a realistic sonic boom sound. Until now, molecular relaxation effects on low overpressure rise time had never been compared with flight data. Supersonic flight slower than the cutoff Mach number, which generates evanescent waves, also prevents loud sonic booms from impacting the ground. The loudness of these evanescent waves can be computed, but flight measurement validation is needed. A novel flight demonstration technique that generates low overpressure N-waves using conventional military aircraft is outlined, in addition to initial quantitative flight data. As part of this demonstration, evanescent waves also will be recorded.

Flight Demonstration Of Low Overpressure N-Wave Sonic Booms And Evanescent Waves

NASA Technical Reports Server (NTRS)

Haering, Edward A., Jr.; Smolka, James W.; Murray, James E.; Plotkin, Kenneth J.

2005-01-01

The recent flight demonstration of shaped sonic booms shows the potential for quiet overland supersonic flight, which could revolutionize air transport. To successfully design quiet supersonic aircraft, the upper limit of an acceptable noise level must be determined through quantitative recording and subjective human response measurements. Past efforts have concentrated on the use of sonic boom simulators to assess human response, but simulators often cannot reproduce a realistic sonic boom sound. Until now, molecular relaxation effects on low overpressure rise time had never been compared with flight data. Supersonic flight slower than the cutoff Mach number, which generates evanescent waves, also prevents loud sonic booms from impacting the ground. The loudness of these evanescent waves can be computed, but flight measurement validation is needed. A novel flight demonstration technique that generates low overpressure N-waves using conventional military aircraft is outlined, in addition to initial quantitative flight data. As part of this demonstration, evanescent waves also will be recorded.

Miscarriage Among Flight Attendants

PubMed Central

Grajewski, Barbara; Whelan, Elizabeth A.; Lawson, Christina C.; Hein, Misty J.; Waters, Martha A.; Anderson, Jeri L.; MacDonald, Leslie A.; Mertens, Christopher J.; Tseng, Chih-Yu; Cassinelli, Rick T.; Luo, Lian

2015-01-01

Background Cosmic radiation and circadian disruption are potential reproductive hazards for flight attendants. Methods Flight attendants from 3 US airlines in 3 cities were interviewed for pregnancy histories and lifestyle, medical, and occupational covariates. We assessed cosmic radiation and circadian disruption from company records of 2 million individual flights. Using Cox regression models, we compared respondents (1) by levels of flight exposures and (2) to teachers from the same cities, to evaluate whether these exposures were associated with miscarriage. Results Of 2654 women interviewed (2273 flight attendants and 381 teachers), 958 pregnancies among 764 women met study criteria. A hypothetical pregnant flight attendant with median firsttrimester exposures flew 130 hours in 53 flight segments, crossed 34 time zones, and flew 15 hours during her home-base sleep hours (10 pm–8 am), incurring 0.13 mGy absorbed dose (0.36 mSv effective dose) of cosmic radiation. About 2% of flight attendant pregnancies were likely exposed to a solar particle event, but doses varied widely. Analyses suggested that cosmic radiation exposure of 0.1 mGy or more may be associated with increased risk of miscarriage in weeks 9–13 (odds ratio = 1.7 [95% confidence interval = 0.95–3.2]). Risk of a first-trimester miscarriage with 15 hours or more of flying during home-base sleep hours was increased (1.5 [1.1–2.2]), as was risk with high physical job demands (2.5 [1.5–4.2]). Miscarriage risk was not increased among flight attendants compared with teachers. Conclusions Miscarriage was associated with flight attendant work during sleep hours and high physical job demands and may be associated with cosmic radiation exposure. PMID:25563432

Context-dependent flight speed: evidence for energetically optimal flight speed in the bat Pipistrellus kuhlii?

PubMed

Grodzinski, Uri; Spiegel, Orr; Korine, Carmi; Holderied, Marc W

2009-05-01

1. Understanding the causes and consequences of animal flight speed has long been a challenge in biology. Aerodynamic theory is used to predict the most economical flight speeds, minimizing energy expenditure either per distance (maximal range speed, Vmr) or per time (minimal power speed, Vmp). When foraging in flight, flight speed also affects prey encounter and energy intake rates. According to optimal flight speed theory, such effects may shift the energetically optimal foraging speed to above Vmp. 2. Therefore, we predicted that if energetic considerations indeed have a substantial effect on flight speed of aerial-hawking bats, they will use high speed (close to Vmr) to commute from their daily roost to the foraging sites, while a slower speed (but still above Vmp) will be preferred during foraging. To test these predictions, echolocation calls of commuting and foraging Pipistrellus kuhlii were recorded and their flight tracks were reconstructed using an acoustic flight path tracking system. 3. Confirming our qualitative prediction, commuting flight was found to be significantly faster than foraging flight (9.3 vs. 6.7 m s(-1)), even when controlling for its lower tortuosity. 4. In order to examine our quantitative prediction, we compared observed flight speeds with Vmp and Vmr values generated for the study population using two alternative aerodynamic models, based on mass and wing morphology variables measured from bats we captured while commuting. The Vmp and Vmr values generated by one of the models were much lower than our measured flight speed. According to the other model used, however, measured foraging flight was faster than Vmp and commuting flight slightly slower than Vmr, which is in agreement with the predictions of optimal flight speed theory. 5. Thus, the second aerodynamic model we used seems to be a reasonable predictor of the different flight speeds used by the bats while foraging and while commuting. This supports the hypothesis that bats fly

NASA Langley's AirSTAR Testbed: A Subscale Flight Test Capability for Flight Dynamics and Control System Experiments

NASA Technical Reports Server (NTRS)

Jordan, Thomas L.; Bailey, Roger M.

2008-01-01

As part of the Airborne Subscale Transport Aircraft Research (AirSTAR) project, NASA Langley Research Center (LaRC) has developed a subscaled flying testbed in order to conduct research experiments in support of the goals of NASA s Aviation Safety Program. This research capability consists of three distinct components. The first of these is the research aircraft, of which there are several in the AirSTAR stable. These aircraft range from a dynamically-scaled, twin turbine vehicle to a propeller driven, off-the-shelf airframe. Each of these airframes carves out its own niche in the research test program. All of the airplanes have sophisticated on-board data acquisition and actuation systems, recording, telemetering, processing, and/or receiving data from research control systems. The second piece of the testbed is the ground facilities, which encompass the hardware and software infrastructure necessary to provide comprehensive support services for conducting flight research using the subscale aircraft, including: subsystem development, integrated testing, remote piloting of the subscale aircraft, telemetry processing, experimental flight control law implementation and evaluation, flight simulation, data recording/archiving, and communications. The ground facilities are comprised of two major components: (1) The Base Research Station (BRS), a LaRC laboratory facility for system development, testing and data analysis, and (2) The Mobile Operations Station (MOS), a self-contained, motorized vehicle serving as a mobile research command/operations center, functionally equivalent to the BRS, capable of deployment to remote sites for supporting flight tests. The third piece of the testbed is the test facility itself. Research flights carried out by the AirSTAR team are conducted at NASA Wallops Flight Facility (WFF) on the Eastern Shore of Virginia. The UAV Island runway is a 50 x 1500 paved runway that lies within restricted airspace at Wallops Flight Facility. The

Circulatory filling pressures during transient microgravity induced by parabolic flight

NASA Technical Reports Server (NTRS)

Latham, Ricky D.; Fanton, John W.; White, C. D.; Vernalis, Mariana N.; Crisman, R. P.; Koenig, S. C.

1993-01-01

Theoretical concepts hold that blood in the gravity dependent portion of the body would relocate to more cephalad compartments under microgravity. The result is an increase in blood volume in the thoraic and cardiac chambers. However, experimental data has been somewhat contradictory and nonconclusive. Early studies of peripheral venous pressure and estimates of central venous pressure (CVP) from these data did not show an increase in CVP under microgravity. However, CVP recorded in human volunteers during a parabolic flight revealed an increase in CVP during the microgravity state. On the STS 40 shuttle mission, a payload specialist wore a fluid line that recorded CVP during the first few hours of orbital insertion. These data revealed decreased CVP. When this CVP catheter was tested during parabolic flight in four subjects, two had increased CVP recordings and two had decreased CVP measurements. In 1991, our laboratory performed parabolic flight studies in several chronic-instrumented baboons. It was again noted that centrally recorded right atrial pressure varied with exposure to microgravity, some animals having an increase, and others a decrease.

Bumblebee calligraphy: the design and control of flight motifs in the learning and return flights of Bombus terrestris.

PubMed

Philippides, Andrew; de Ibarra, Natalie Hempel; Riabinina, Olena; Collett, Thomas S

2013-03-15

Many wasps and bees learn the position of their nest relative to nearby visual features during elaborate 'learning' flights that they perform on leaving the nest. Return flights to the nest are thought to be patterned so that insects can reach their nest by matching their current view to views of their surroundings stored during learning flights. To understand how ground-nesting bumblebees might implement such a matching process, we have video-recorded the bees' learning and return flights and analysed the similarities and differences between the principal motifs of their flights. Loops that take bees away from and bring them back towards the nest are common during learning flights and less so in return flights. Zigzags are more prominent on return flights. Both motifs tend to be nest based. Bees often both fly towards and face the nest in the middle of loops and at the turns of zigzags. Before and after flight direction and body orientation are aligned, the two diverge from each other so that the nest is held within the bees' fronto-lateral visual field while flight direction relative to the nest can fluctuate more widely. These and other parallels between loops and zigzags suggest that they are stable variations of an underlying pattern, which enable bees to store and reacquire similar nest-focused views during learning and return flights.

Field Flight Dynamics of Hummingbirds during Territory Encroachment and Defense

PubMed Central

Sholtis, Katherine M.; Shelton, Ryan M.; Hedrick, Tyson L.

2015-01-01

Hummingbirds are known to defend food resources such as nectar sources from encroachment by competitors (including conspecifics). These competitive intraspecific interactions provide an opportunity to quantify the biomechanics of hummingbird flight performance during ecologically relevant natural behavior. We recorded the three-dimensional flight trajectories of Ruby-throated Hummingbirds defending, being chased from and freely departing from a feeder. These trajectories allowed us to compare natural flight performance to earlier laboratory measurements of maximum flight speed, aerodynamic force generation and power estimates. During field observation, hummingbirds rarely approached the maximal flight speeds previously reported from wind tunnel tests and never did so during level flight. However, the accelerations and rates of change in kinetic and potential energy we recorded indicate that these hummingbirds likely operated near the maximum of their flight force and metabolic power capabilities during these competitive interactions. Furthermore, although birds departing from the feeder while chased did so faster than freely-departing birds, these speed gains were accomplished by modulating kinetic and potential energy gains (or losses) rather than increasing overall power output, essentially trading altitude for speed during their evasive maneuver. Finally, the trajectories of defending birds were directed toward the position of the encroaching bird rather than the feeder. PMID:26039101

Field Flight Dynamics of Hummingbirds during Territory Encroachment and Defense.

PubMed

Sholtis, Katherine M; Shelton, Ryan M; Hedrick, Tyson L

2015-01-01

Hummingbirds are known to defend food resources such as nectar sources from encroachment by competitors (including conspecifics). These competitive intraspecific interactions provide an opportunity to quantify the biomechanics of hummingbird flight performance during ecologically relevant natural behavior. We recorded the three-dimensional flight trajectories of Ruby-throated Hummingbirds defending, being chased from and freely departing from a feeder. These trajectories allowed us to compare natural flight performance to earlier laboratory measurements of maximum flight speed, aerodynamic force generation and power estimates. During field observation, hummingbirds rarely approached the maximal flight speeds previously reported from wind tunnel tests and never did so during level flight. However, the accelerations and rates of change in kinetic and potential energy we recorded indicate that these hummingbirds likely operated near the maximum of their flight force and metabolic power capabilities during these competitive interactions. Furthermore, although birds departing from the feeder while chased did so faster than freely-departing birds, these speed gains were accomplished by modulating kinetic and potential energy gains (or losses) rather than increasing overall power output, essentially trading altitude for speed during their evasive maneuver. Finally, the trajectories of defending birds were directed toward the position of the encroaching bird rather than the feeder.

Lightning swept-stroke attachment patterns and flight conditions for storm hazards 1981

NASA Technical Reports Server (NTRS)

Fisher, B. D.

1984-01-01

As part of the NASA Langley Research Center Storm Hazards Program, 111 thunderstorm penetrations were made in 1981 with an F-106B airplane in order to record direct-strike lightning data and the associated flight conditions. Ground-based weather radar measurements in conjunction with these penetrations were made by NOAA National Severe Storms Laboratory in Oklahoma and by NASA Wallops Flight Facility in Virginia. In 1981, the airplane received 10 direct lightning strikes; in addition, lightning transient data were recorded from 22 nearby flashes. Following each flight, the airplane was thoroughly inspected for evidence of lightning attachment, and the individual lightning attachment points were plotted on isometric projections of the airplane to identify swept-flash patterns. This report shows the strike attachment patterns that were found, and tabulates the flight conditions at the time of each lightning event. Finally, this paper contains a table in which the data in this report are cross-referenced with the previously published electromagnetic waveform data recorded onboard the airplane.

Synchrotron Radiation X-ray Diffraction Techniques Applied to Insect Flight Muscle.

PubMed

Iwamoto, Hiroyuki

2018-06-13

X-ray fiber diffraction is a powerful tool used for investigating the molecular structure of muscle and its dynamics during contraction. This technique has been successfully applied not only to skeletal and cardiac muscles of vertebrates but also to insect flight muscle. Generally, insect flight muscle has a highly ordered structure and is often capable of high-frequency oscillations. The X-ray diffraction studies on muscle have been accelerated by the advent of 3rd-generation synchrotron radiation facilities, which can generate brilliant and highly oriented X-ray beams. This review focuses on some of the novel experiments done on insect flight muscle by using synchrotron radiation X-rays. These include diffraction recordings from single myofibrils within a flight muscle fiber by using X-ray microbeams and high-speed diffraction recordings from the flight muscle during the wing-beat of live insects. These experiments have provided information about the molecular structure and dynamic function of flight muscle in unprecedented detail. Future directions of X-ray diffraction studies on muscle are also discussed.

Quantifying Pilot Contribution to Flight Safety During Dual Generator Failure

NASA Technical Reports Server (NTRS)

Etherington, Timothy J.; Kramer, Lynda J.; Kennedy, Kellie D.; Bailey, Randall E.; Last, Mary Carolyn

2017-01-01

Accident statistics cite flight crew error in over 60% of accidents involving transport category aircraft. Yet, a well-trained and well-qualified pilot is acknowledged as the critical center point of aircraft systems safety and an integral safety component of the entire commercial aviation system. No data currently exists that quantifies the contribution of the flight crew in this role. Neither does data exist for how often the flight crew handles non-normal procedures or system failures on a daily basis in the National Airspace System. A pilot-in-the-loop high fidelity motion simulation study was conducted by the NASA Langley Research Center in partnership with the Federal Aviation Administration (FAA) to evaluate the pilot's contribution to flight safety during normal flight and in response to aircraft system failures. Eighteen crews flew various normal and non-normal procedures over a two-day period and their actions were recorded in response to failures. To quantify the human's contribution, crew complement was used as the experiment independent variable in a between-subjects design. Pilot actions and performance when one of the flight crew was unavailable were also recorded for comparison against the nominal two-crew operations. This paper details diversion decisions, perceived safety of flight, workload, time to complete pertinent checklists, and approach and landing results while dealing with a complete loss of electrical generators. Loss of electrical power requires pilots to complete the flight without automation support of autopilots, flight directors, or auto throttles. For reduced crew complements, the additional workload and perceived safety of flight was considered unacceptable.

Flight Test of GL-1 Glider Half Scale Prototype

NASA Astrophysics Data System (ADS)

Fikri Zulkarnain, Muhammad; Fazlur Rahman, Muhammad; Luthfi Imam Nurhakim, Muhammad; Arifianto, Ony; Mulyanto, Taufiq

2018-04-01

GL-1 is a single-seat mid-performance glider, designed to be Indonesian National Glider. The Glider have been developing since 2014. The development produced a half scale prototype called BL-1, which had accomplished static test in 2016, then followed by first flight test at April 20th 2017, and second flight test at May 21st 2017. The purpose of the flight test was to obtain familiarization of the aircraft, aerodynamics characteristics and flow visualization, with data from flight recorded in FDR. The flight test resulted in two flights with total length of 21 minutes. The data from FDR and flight test documents extracted to analyze the characteristics and behavior of the aircraft during flight test. The aerodynamics characteristic was close to analytical results. The control was good; however, the effectiveness of control surface may need to be further analyzed. The result of the flight test will be used as a reference for further improvements and may need further testing.

14 CFR 27.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... stations and voice communications of other crewmembers on the flight deck when directed to those stations... pilot stations. The microphone specified in this paragraph must be so located and, if necessary, the... are intelligible when recorded under flight cockpit noise conditions and played back. The level of...

Psychophysiological measures of cognitive workload in laboratory and flight

NASA Technical Reports Server (NTRS)

Wilson, Glenn F.; Badeau, Albert

1993-01-01

Psychophysiological data have been recorded during different levels of cognitive workload in laboratory and flight settings. Cardiac, eye blink, and brain data have shown meaningful changes as a function of the levels of mental workload. Increased cognitive workload is generally associated with increased heart rates, decreased blink rates and eye closures, and decreased evoked potential amplitudes. However, comparisons of laboratory and flight data show that direct transference of laboratory findings to the flight environment is not possible in many cases. While the laboratory data are valuable, a data base from flight is required so that 'real world' data can be properly interpreted.

A Method of Flight Measurement of Spins

NASA Technical Reports Server (NTRS)

Soule, Hartley A; Scudder, Nathan F

1932-01-01

A method is described involving the use of recording turn meters and accelerometers and a sensitive altimeter, by means of which all of the physical quantities necessary for the complete determination of the flight path, motion, attitude, forces, and couples of a fully developed spin can be obtained in flight. Data are given for several spins of two training type airplanes which indicate that the accuracy of the results obtained with the method is satisfactory.

14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... Maximum range +5% 1 1% 2 Engine torque Maximum range ±5% 1 1% 2 Flight Control—Hydraulic Pressure Primary... kts., whichever is greater 1 1 kt. Altitude −1,000 ft. to 20,000 ft. pressure altitude ±100 to ±700 ft...

14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

.... Engine Torque Maximum Range ±5% 1 1%2. Flight Control Hydraulic Pressure Primary (Discrete) High/Low 1... greater 1 1 kt. Altitude −1,000 ft. to 20,000 ft. pressure altitude ±100 to ±700 ft. (see Table 1, TSO C51...

14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2013 CFR

2013-01-01

.... Engine Torque Maximum Range ±5% 1 1%2. Flight Control Hydraulic Pressure Primary (Discrete) High/Low 1... greater 1 1 kt. Altitude −1,000 ft. to 20,000 ft. pressure altitude ±100 to ±700 ft. (see Table 1, TSO C51...

14 CFR 25.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... stations and voice communications of other crewmembers on the flight deck when directed to those stations... as practicable when recorded under flight cockpit noise conditions and played back. Repeated aural or... pilot station. (2) For the second channel from each boom, mask, or hand-held microphone, headset, or...

How human sleep in space — investigations during space flights

NASA Astrophysics Data System (ADS)

Stoilova, I. M.; Zdravev, T. K.; Yanev, T. K.

Sleep problems have been observed during many of the space flights. The existence of poor quality of sleep, fatigue, insomnia or different alterations in sleep structure, organization and sleep cyclicity have been established. Nevertheless results obtained from investigations of human sleep on board manned space vehicles show that it is possible to keep sleep patterns related to the restorative and adaptive processes. For the first time in the frame of the "Intercosmos" program a multi-channel system for recording and analysis of sleep in space was constructed by scientists of the Bulgarian Academy of Sciences and was installed on board the manned Mir orbiting station. In 1988 during the joint Bulgarian-Russian space flight continues recording of electro-physiological parameters necessary to estimate the sleep stages and sleep organization was made. These investigations were continued in next space flights of different prolongation. The results were compared with the findings obtained under the conditions during the pre- and post-flight periods.

Mir 22 flight engineer on the Spacehab module

NASA Image and Video Library

1997-01-16

STS081-E-05482 (16 Jan. 1997) --- Perhaps overwhelmed by a giant stock of supplies (out of frame, left), cosmonaut Aleksandr Y. Kaleri, Mir-22 flight engineer, ponders what parcel to transfer next from the Spacehab Double Module (DM) to the Russian Mir Space Station complex. The photograph was recorded with an Electronic Still Camera (ESC) and later was downlinked to flight controllers in Houston, Texas.

Poor flight performance in deep-diving cormorants.

PubMed

Watanabe, Yuuki Y; Takahashi, Akinori; Sato, Katsufumi; Viviant, Morgane; Bost, Charles-André

2011-02-01

Aerial flight and breath-hold diving present conflicting morphological and physiological demands, and hence diving seabirds capable of flight are expected to face evolutionary trade-offs regarding locomotory performances. We tested whether Kerguelen shags Phalacrocorax verrucosus, which are remarkable divers, have poor flight capability using newly developed tags that recorded their flight air speed (the first direct measurement for wild birds) with propeller sensors, flight duration, GPS position and depth during foraging trips. Flight air speed (mean 12.7 m s(-1)) was close to the speed that minimizes power requirement, rather than energy expenditure per distance, when existing aerodynamic models were applied. Flights were short (mean 92 s), with a mean summed duration of only 24 min day(-1). Shags sometimes stayed at the sea surface without diving between flights, even on the way back to the colony, and surface durations increased with the preceding flight durations; these observations suggest that shags rested after flights. Our results indicate that their flight performance is physiologically limited, presumably compromised by their great diving capability (max. depth 94 m, duration 306 s) through their morphological adaptations for diving, including large body mass (enabling a large oxygen store), small flight muscles (to allow for large leg muscles for underwater propulsion) and short wings (to decrease air volume in the feathers and hence buoyancy). The compromise between flight and diving, as well as the local bathymetry, shape the three-dimensional foraging range (<26 km horizontally, <94 m vertically) in this bottom-feeding cormorant.

Static RAM data recorder for flight tests

NASA Astrophysics Data System (ADS)

Stoner, D. C.; Eklund, T. F. F.

A static random access memory (RAM) data recorder has been developed to recover strain and acceleration data during development tests of high-speed earth penetrating vehicles. Bilevel inputs are also available for continuity measurements. An iteration of this system was modified for use on water entry evaluations.

Cardiac arrhythmias during aerobatic flight and its simulation on a centrifuge.

PubMed

Zawadzka-Bartczak, Ewelina K; Kopka, Lech H

2011-06-01

It is well known that accelerations during centrifuge training and during flight can provoke cardiac arrhythmias. Our study was designed to investigate both the similarities and differences between heart rhythm disturbances during flights and centrifuge tests. There were 40 asymptomatic, healthy pilots who performed two training flights and were also tested in a human centrifuge according to a program of rapid onset rate acceleration (ROR) and of centrifuge simulation of the actual acceleration experienced in flight (Simulation). During the flight and centrifuge tests ECG was monitored with the Holter method. ECG was examined for heart rhythm changes and disturbances. During flights, premature ventricular contractions (PVCs) were found in 25% of the subjects, premature supraventricular contractions (PSVCs) and PVCs with bigeminy in 5%, and pairs of PVCs in 2.5% of subjects. During the centrifuge tests, PVCs were experienced by 45% of the subjects, PSVCs and pairs of PVCs by 7.5%, and PVCs with bigeminy by 2.5%. Sinus bradycardia was observed during flights and centrifuge tests in 7.5% of subjects. Comparative evaluation of electrocardiographic records in military pilots during flights and centrifuge tests demonstrated that: 1) there were no clinically significant arrhythmias recorded; and 2) the frequency and kind of heart rhythm disturbances during aerobatic flight and its simulation on a centrifuge were not identical and did not occur repetitively in the same persons during equal phases of the tests.

LANDSAT-1 flight evaluation report

NASA Technical Reports Server (NTRS)

1975-01-01

Flight performance analysis for the tenth quarter of operation orbit 11467 to 12745 of LANDSAT 1 are presented. Payload subsystems discussed include: power subsystem; attitude control subsystem; telemetry subsystem; electrical interface subsystem; narrowband tape recorders; wideband telemetry subsystem; return beam vidicon subsystem; multispectral scanner subsystem; and data collection system.

Chemical deafferentation of the locust flight system by phentolamine.

PubMed

Ramirez, J M; Pearson, K G

1990-09-01

1. Phentolamine was injected into the haemolymph of locusts, Locusta migratoria, and its effects on the flight system were analyzed using electrophysiological techniques. 2. Doses of 150 microliters at 10(-2) M phentolamine inactivated the wing stretch-receptors and tegulae without influencing the central nervous system (CNS). The lack of effect on the CNS was demonstrated by the absence of any effect on the flight motor pattern in animals that had been mechanically deafferented prior to the administration of phentolamine. From these observations we conclude that phentolamine can be used to chemically deafferent the flight system of the locust. Consistent with this conclusion is that the administration of phentolamine in intact animals changed the flight motor pattern so that it resembled the pattern occurring in mechanically deafferented animals. 3. The two main advantages of deafferenting the flight system by injecting phentolamine were a) intracellular recordings from central neurons could be easily maintained during the process of deafferentation, and b) the contribution of different groups of proprioceptors to the generation of the motor pattern could be assessed since not all proprioceptors were inactivated simultaneously. 4. By intracellularly recording from elevator motoneurons and administering phentolamine we confirmed a number of previous results related to the function of the wing stretch-receptors and the tegulae.

+Gz Exposure and Spinal Injury-Induced Flight Duty Limitations.

PubMed

Honkanen, Tuomas; Sovelius, Roope; Mäntysaari, Matti; Kyröläinen, Heikki; Avela, Janne; Leino, Tuomo K

2018-06-01

The present study aimed to find out if possible differences in early military flight career +Gz exposure level could predict permanent flight duty limitations (FDL) due to spinal disorders during a pilot's career. The study population consisted of 23 pilots flying with Gz limitation (max limitation ranging from +2 Gz to +5 Gz) due to spinal disorders and 50 experienced (+1000 flight hours) symptomless controls flying actively in operative missions in the Finnish Air Force. Data obtained for all subjects included the level of cumulative Gz exposure measured sortie by sortie with fatigue index (FI) recordings and flight hours during the first 5 yr of the pilot's career. The mean (± SD) accumulation of FI in the first 5 yr of flying high-performance aircraft was 8.0 ± 1.8 among the pilots in the FDL group and 7.7 ± 1.7 in the non-FDL group. There was no association between flight duty limitations and early career cumulative +Gz exposure level measured with FI or flight hours. According to the present findings, it seems that the amount of cumulative +Gz exposure during the first 5 yr of a military pilot's career is not an individual risk factor for spinal disorders leading to flight duty limitation. Future studies conducted with FI recordings should be addressed to reveal the relationship between the actual level of +Gz exposure and spinal disorders, with a longer follow-up period and larger sample sizes.Honkanen T, Sovelius R, Mäntysaari M, Kyröläinen H, Avela J, Leino TK. +Gz exposure and spinal injury-induced flight duty limitations. Aerosp Med Hum Perform. 2018; 89(6):552-556.

Flights of Discovery: 50 Years at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Wallace, Lance E.

1996-01-01

As part of the NASA History Series, this report (NASA SP-4309) describes fifty years of aeronautical research at the NASA Dryden Flight Research Center. Starting with early efforts to exceed the speed of sound with the X-1 aircraft, and continuing through to the X-31 research aircraft, the report covers the flight activities of all of the major research aircraft and lifting bodies studied by NASA. Chapter One, 'A Place for Discovery', describes the facility itself and the surrounding Mojave Desert. Chapter Two, 'The Right Stuff', is about the people involved in the flight research programs. Chapter Three, 'Higher, Faster' summarizes the early years of transonic flight testing and the development of several lifting bodies. Chapter Four, 'Improving Efficiency, Maneuverability & Systems', outlines the development of aeronautical developments such as the supercritical wing, the mission adaptive wing, and various techniques for improving maneuverability fo winged aircraft. Chapter 5, 'Supporting National Efforts', shows how the research activities carried out at Dryden fit into NASA's programs across the country in supporting the space program, in safety and in problem solving related to aircraft design and aviation safety in general. Chapter Six, ' Future Directions' looks to future research building on the fifty year history of aeronautical research at the Dryden Flight Research Center. A glossary of acronyms and an appendix covering concepts and innovations are included. The report also contains many photographs providing a graphical perspective to the historical record.

14 CFR 125.225 - Flight data recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated before... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated after... recorder under water. (j) After August 20, 2001, this section applies only to the airplane models listed in...

14 CFR 125.225 - Flight data recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated before... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated after... recorder under water. (j) After August 20, 2001, this section applies only to the airplane models listed in...

14 CFR 125.225 - Flight data recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated before... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated after... recorder under water. (j) After August 20, 2001, this section applies only to the airplane models listed in...

14 CFR 125.225 - Flight data recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated before... operations above 25,000 feet altitude, nor a multiengine, turbine powered airplane type certificated after... recorder under water. (j) After August 20, 2001, this section applies only to the airplane models listed in...

A USA Commercial Flight Track Database for Upper Tropospheric Aircraft Emission Studies

NASA Technical Reports Server (NTRS)

Garber, Donald P.; Minnis, Patrick; Costulis, Kay P.

2003-01-01

A new air traffic database over the contiguous United States of America (USA) has been developed from a commercially available real-time product for 2001-2003 for all non-military flights above 25,000 ft. Both individual flight tracks and gridded spatially integrated flight legs are available. On average, approximately 24,000 high-altitude flights were recorded each day. The diurnal cycle of air traffic over the USA is characterized by a broad daytime maximum with a 0130-LT minimum and a mean day-night air traffic ratio of 2.4. Each week, the air traffic typically peaks on Thursday and drops to a low Saturday with a range of 18%. Flight density is greatest during late summer and least during winter. The database records the disruption of air traffic after the air traffic shutdown during September 2001. The dataset should be valuable for realistically simulating the atmospheric effects of aircraft in the upper troposphere.

Analytical ice shape predictions for flight in natural icing conditions

NASA Technical Reports Server (NTRS)

Berkowitz, Brian M.; Riley, James T.

1988-01-01

LEWICE is an analytical ice prediction code that has been evaluated against icing tunnel data, but on a more limited basis against flight data. Ice shapes predicted by LEWICE is compared with experimental ice shapes accreted on the NASA Lewis Icing Research Aircraft. The flight data selected for comparison includes liquid water content recorded using a hot wire device and droplet distribution data from a laser spectrometer; the ice shape is recorded using stereo photography. The main findings are as follows: (1) An equivalent sand grain roughness correlation different from that used for LEWICE tunnel comparisons must be employed to obtain satisfactory results for flight; (2) Using this correlation and making no other changes in the code, the comparisons to ice shapes accreted in flight are in general as good as the comparisons to ice shapes accreted in the tunnel (as in the case of tunnel ice shapes, agreement is least reliable for large glaze ice shapes at high angles of attack); (3) In some cases comparisons can be somewhat improved by utilizing the code so as to take account of the variation of parameters such as liquid water content, which may vary significantly in flight.

An improved magnetic tape recorder

NASA Technical Reports Server (NTRS)

Uber, P. W.

1968-01-01

Magnetic tape recorder employs a single capstan for simultaneously driving the supply and take-up reels in such a manner that the tape passing between the reels is kept under a predetermined constant tension. This recorder operates with little power and is sufficiently rugged to withstand the severe stresses encountered in high-altitude balloon flight tests.

14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2010 CFR

2010-01-01

.... Engine Torque Maximum Range ±5% 1 1%2. Flight Control Hydraulic Pressure Primary (Discrete) High/Low 1 Secondary—if applicable (Discrete) High/Low 1 Radio Transmitter Keying (Discrete) On/Off 1 Autopilot Engaged (Discrete) Engaged or Disengaged 1 SAS Status-Engaged (Discrete) Engaged or Disengaged 1 SAS Fault Status...

14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2010 CFR

2010-01-01

... (discrete) High/low 1 Secondary—if applicable (discrete) High/low 1 Radio transmitter keying (discrete) On/off 1 Autopilot engaged (discrete) Engaged or disengaged 1 SAS status—engaged (discrete) Engaged/disengaged 1 SAS fault status (discrete) Fault/OK 1 Flight Controls Collective 4 Full range ±3% 2 1% 2 Pedal...

X-1A in flight with flight data superimposed

NASA Technical Reports Server (NTRS)

1953-01-01

This photo of the X-1A includes graphs of the flight data from Maj. Charles E. Yeager's Mach 2.44 flight on December 12, 1953. (This was only a few days short of the 50th anniversary of the Wright brothers' first powered flight.) After reaching Mach 2.44, then the highest speed ever reached by a piloted aircraft, the X-1A tumbled completely out of control. The motions were so violent that Yeager cracked the plastic canopy with his helmet. He finally recovered from a inverted spin and landed on Rogers Dry Lakebed. Among the data shown are Mach number and altitude (the two top graphs). The speed and altitude changes due to the tumble are visible as jagged lines. The third graph from the bottom shows the G-forces on the airplane. During the tumble, these twice reached 8 Gs or 8 times the normal pull of gravity at sea level. (At these G forces, a 200-pound human would, in effect, weigh 1,600 pounds if a scale were placed under him in the direction of the force vector.) Producing these graphs was a slow, difficult process. The raw data from on-board instrumentation recorded on oscillograph film. Human computers then reduced the data and recorded it on data sheets, correcting for such factors as temperature and instrument errors. They used adding machines or slide rules for their calculations, pocket calculators being 20 years in the future. Three second generation Bell Aircraft Corporations X-1s were built, though four were requested. They were the X-1A (48-1384); X-1B (48-1385); X-1C (canceled and never built); X-1D (48-1386). These aircraft were similar to the X-1s, except they were five feet longer, had conventional canopies, and were powered by Reaction Motors, Inc. XLR11-RM-5 rocket engines. The RM-5, like the previous engines, had no throttle and was controlled by igniting one or more of the four thrust chambers at will. The original program outline called for the X-1A and X-1B to be used for dynamic stability and air loads investigations. The X-1D was to be used

14 CFR 415.127 - Flight safety system design and operation data.

Code of Federal Regulations, 2013 CFR

2013-01-01

... system and subsystems design and operational requirements. (c) Flight safety system diagram. An applicant... subsystems. The diagram must include the following subsystems defined in part 417, subpart D of this chapter... data processing, display, and recording system; and flight safety official console. (d) Subsystem...

14 CFR 415.127 - Flight safety system design and operation data.

Code of Federal Regulations, 2011 CFR

2011-01-01

... system and subsystems design and operational requirements. (c) Flight safety system diagram. An applicant... subsystems. The diagram must include the following subsystems defined in part 417, subpart D of this chapter... data processing, display, and recording system; and flight safety official console. (d) Subsystem...

14 CFR 415.127 - Flight safety system design and operation data.

Code of Federal Regulations, 2012 CFR

2012-01-01

... system and subsystems design and operational requirements. (c) Flight safety system diagram. An applicant... subsystems. The diagram must include the following subsystems defined in part 417, subpart D of this chapter... data processing, display, and recording system; and flight safety official console. (d) Subsystem...

14 CFR 415.127 - Flight safety system design and operation data.

Code of Federal Regulations, 2014 CFR

2014-01-01

... system and subsystems design and operational requirements. (c) Flight safety system diagram. An applicant... subsystems. The diagram must include the following subsystems defined in part 417, subpart D of this chapter... data processing, display, and recording system; and flight safety official console. (d) Subsystem...

14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2010 CFR

2010-01-01

... Keying On-Off (Discrete) 1 0.25 sec Power in Each Engine: Free Power Turbine Speed and Engine Torque 0... Hydraulic Pressure Low Discrete, each circuit 1 Flight Control Hydraulic Pressure Selector Switch Position, 1st and 2nd stage Discrete 1 AFCS Mode and Engagement Status Discrete (5 bits necessary) 1 Stability...

14 CFR 121.343 - Flight data recorders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of..., 1995, compliance date for all aircraft on that list. (3) After May 26, 1994, any aircraft that is...

14 CFR 121.343 - Flight data recorders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of..., 1995, compliance date for all aircraft on that list. (3) After May 26, 1994, any aircraft that is...

14 CFR 121.343 - Flight data recorders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of..., 1995, compliance date for all aircraft on that list. (3) After May 26, 1994, any aircraft that is...

14 CFR 121.343 - Flight data recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of..., 1995, compliance date for all aircraft on that list. (3) After May 26, 1994, any aircraft that is...

14 CFR 121.343 - Flight data recorders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of..., 1995, compliance date for all aircraft on that list. (3) After May 26, 1994, any aircraft that is...

Pilot Ashby waves from the pilot's seat in the flight deck

NASA Image and Video Library

1999-07-24

S93-E-5029 (23 July 1999) --- Astronaut Jeffrey S. Ashby waves to the camera from the pilot's station on the starboard side of Columbia's forward flight deck. The photo was recorded with an electronic still camera (ESC) on Flight Day 1 of the STS-93 mission.

Expedition 32 Video Message Recording

NASA Image and Video Library

2012-07-25

ISS032-E-009061 (25 July 2012) --- NASA astronauts Joe Acaba and Sunita Williams, both Expedition 32 flight engineers, perform video message recording in the Destiny laboratory of the International Space Station.

Quantitative EEG patterns of differential in-flight workload

NASA Technical Reports Server (NTRS)

Sterman, M. B.; Mann, C. A.; Kaiser, D. A.

1993-01-01

Four test pilots were instrumented for in-flight EEG recordings using a custom portable recording system. Each flew six, two minute tracking tasks in the Calspan NT-33 experimental trainer at Edwards AFB. With the canopy blacked out, pilots used a HUD display to chase a simulated aircraft through a random flight course. Three configurations of flight controls altered the flight characteristics to achieve low, moderate, and high workload, as determined by normative Cooper-Harper ratings. The test protocol was administered by a command pilot in the back seat. Corresponding EEG and tracking data were compared off-line. Tracking performance was measured as deviation from the target aircraft and combined with control difficulty to achieve an estimate of 'cognitive workload'. Trended patterns of parietal EEG activity at 8-12 Hz were sorted according to this classification. In all cases, high workload produced a significantly greater suppression of 8-12 Hz activity than low workload. Further, a clear differentiation of EEG trend patterns was obtained in 80 percent of the cases. High workload produced a sustained suppression of 8-12 Hz activity, while moderate workload resulted in an initial suppression followed by a gradual increment. Low workload was associated with a modulated pattern lacking any periods of marked or sustained suppression. These findings suggest that quantitative analysis of appropriate EEG measures may provide an objective and reliable in-flight index of cognitive effort that could facilitate workload assessment.

Helicopter pilot scan techniques during low-altitude high-speed flight.

PubMed

Kirby, Christopher E; Kennedy, Quinn; Yang, Ji Hyun

2014-07-01

This study examined pilots' visual scan patterns during a simulated high-speed, low-level flight and how their scan rates related to flight performance. As helicopters become faster and more agile, pilots are expected to navigate at low altitudes while traveling at high speeds. A pilot's ability to interpret information from a combination of visual sources determines not only mission success, but also aircraft and crew survival. In a fixed-base helicopter simulator modeled after the U.S. Navy's MH-60S, 17 active-duty Navy helicopter pilots with varying total flight times flew and navigated through a simulated southern Californian desert course. Pilots' scan rate and fixation locations were monitored using an eye-tracking system while they flew through the course. Flight parameters, including altitude, were recorded using the simulator's recording system. Experienced pilots with more than 1000 total flight hours better maintained a constant altitude (mean altitude deviation = 48.52 ft, SD = 31.78) than less experienced pilots (mean altitude deviation = 73.03 ft, SD = 10.61) and differed in some aspects of their visual scans. They spent more time looking at the instrument display and less time looking out the window (OTW) than less experienced pilots. Looking OTW was associated with less consistency in maintaining altitude. Results may aid training effectiveness specific to helicopter aviation, particularly in high-speed low-level flight conditions.

Task complexity modulates pilot electroencephalographic activity during real flights.

PubMed

Di Stasi, Leandro L; Diaz-Piedra, Carolina; Suárez, Juan; McCamy, Michael B; Martinez-Conde, Susana; Roca-Dorda, Joaquín; Catena, Andrés

2015-07-01

Most research connecting task performance and neural activity to date has been conducted in laboratory conditions. Thus, field studies remain scarce, especially in extreme conditions such as during real flights. Here, we investigated the effects of flight procedures of varied complexity on the in-flight EEG activity of military helicopter pilots. Flight procedural complexity modulated the EEG power spectrum: highly demanding procedures (i.e., takeoff and landing) were associated with higher EEG power in the higher frequency bands, whereas less demanding procedures (i.e., flight exercises) were associated with lower EEG power over the same frequency bands. These results suggest that EEG recordings may help to evaluate an operator's cognitive performance in challenging real-life scenarios, and thus could aid in the prevention of catastrophic events. © 2015 Society for Psychophysiological Research.

14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

Code of Federal Regulations, 2010 CFR

2010-01-01

.... Heading (Primary flight crew reference) 0−360° and Discrete “true” or “mag” ±2° 1 0.5° When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be... synchronization reference On-Off (Discrete)None 1 Preferably each crew member but one discrete acceptable for all...

Simulation Model Development for Icing Effects Flight Training

NASA Technical Reports Server (NTRS)

Barnhart, Billy P.; Dickes, Edward G.; Gingras, David R.; Ratvasky, Thomas P.

2003-01-01

A high-fidelity simulation model for icing effects flight training was developed from wind tunnel data for the DeHavilland DHC-6 Twin Otter aircraft. First, a flight model of the un-iced airplane was developed and then modifications were generated to model the icing conditions. The models were validated against data records from the NASA Twin Otter Icing Research flight test program with only minimal refinements being required. The goals of this program were to demonstrate the effectiveness of such a simulator for training pilots to recognize and recover from icing situations and to establish a process for modeling icing effects to be used for future training devices.

78 FR 39968 - Flight Data Recorder Airplane Parameter Specification Omissions and Corrections

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-03

... comprise the adoption of a different standard that will affect airplanes operating under these regulations...), DOT. ACTION: Final rule; request for comments. SUMMARY: This action amends the operating regulations... technical questions concerning this action contact Chris Parfitt, Flight Standards Service, Aircraft...

Balloon-borne video cassette recorders for digital data storage

NASA Technical Reports Server (NTRS)

Althouse, W. E.; Cook, W. R.

1985-01-01

A high speed, high capacity digital data storage system was developed for a new balloon-borne gamma-ray telescope. The system incorporates economical consumer products: the portable video cassette recorder (VCR) and a relatively newer item - the digital audio processor. The in-flight recording system employs eight VCRs and will provide a continuous data storage rate of 1.4 megabits/sec throughout a 40 hour balloon flight. Data storage capacity is 25 gigabytes and power consumption is only 10 watts.

SPOT 4 space magnetic recorder mechanisms

NASA Technical Reports Server (NTRS)

Borrien, A.; Vialatoux, E.; Lhermet, J. L.; Didier, A.

1990-01-01

The design of the SPOT 4 satellite will be quite different from the previous ones. The design of the new magnetic tape recorder, which was derived from industrial knowledge and mission requirements; the main technical characteristics of the recorder; and the mechanical subsystems of the recorder and their locations and contributions to the final performance are all discussed. The philosophy of the development program, required to achieve the desired performance and reliability for each flight model, is described, and information on the schedule and current development is presented. The components of the tape plate system, (the transmission belts, tape rollers of the recorders, and reel hub ball bearings) which are subjected to heavy mechanical operation, fatigue, and wear in the thermal environment of the mission, are discussed. For each of the components, a description of its function in the recorder is given, as well as the mechanical stress imposed during the various operational phases. The quality testing program, which was used to verify the design safety margins, is described. Finally, the first test results of a functioning model of the flight system are presented.

14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2011 CFR

2011-01-01

... Keying On-Off (Discrete) 1 0.25 sec Power in Each Engine: Free Power Turbine Speed and Engine Torque 0-130% (power Turbine Speed) Full range (Torque) ±2% 1 speed 1 torque (per engine) 0.2% 1 to 0.4% 1 Main... Controls (Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) 3 Full range ±3% 2 0.5% 1 Flight Control...

14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2014 CFR

2014-01-01

... Keying On-Off (Discrete) 1 0.25 sec Power in Each Engine: Free Power Turbine Speed and Engine Torque 0-130% (power Turbine Speed) Full range (Torque) ±2% 1 speed 1 torque (per engine) 0.2% 1 to 0.4% 1 Main... Controls (Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) 3 Full range ±3% 2 0.5% 1 Flight Control...

14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

Code of Federal Regulations, 2012 CFR

2012-01-01

... Keying On-Off (Discrete) 1 0.25 sec Power in Each Engine: Free Power Turbine Speed and Engine Torque 0-130% (power Turbine Speed) Full range (Torque) ±2% 1 speed 1 torque (per engine) 0.2% 1 to 0.4% 1 Main... Controls (Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) 3 Full range ±3% 2 0.5% 1 Flight Control...

Integrating cockpit display and video recorder systems

NASA Astrophysics Data System (ADS)

Bailey, David C.; Jones, Romie; Testerman, David

1995-06-01

A pair of flight data recording and playback systems are described for the F-22 and F-15. These systems employ multiplexing techniques to expand the amount of data recorded and inherent benefit therefrom. Variations between the system accommodate the different avionics architecture of each aircraft.

The flight planning - flight management connection

NASA Technical Reports Server (NTRS)

Sorensen, J. A.

1984-01-01

Airborne flight management systems are currently being implemented to minimize direct operating costs when flying over a fixed route between a given city pair. Inherent in the design of these systems is that the horizontal flight path and wind and temperature models be defined and input into the airborne computer before flight. The wind/temperature model and horizontal path are products of the flight planning process. Flight planning consists of generating 3-D reference trajectories through a forecast wind field subject to certain ATC and transport operator constraints. The interrelationships between flight management and flight planning are reviewed, and the steps taken during the flight planning process are summarized.

Very High-Speed Digital Video Capability for In-Flight Use

NASA Technical Reports Server (NTRS)

Corda, Stephen; Tseng, Ting; Reaves, Matthew; Mauldin, Kendall; Whiteman, Donald

2006-01-01

digital video camera system has been qualified for use in flight on the NASA supersonic F-15B Research Testbed aircraft. This system is capable of very-high-speed color digital imaging at flight speeds up to Mach 2. The components of this system have been ruggedized and shock-mounted in the aircraft to survive the severe pressure, temperature, and vibration of the flight environment. The system includes two synchronized camera subsystems installed in fuselage-mounted camera pods (see Figure 1). Each camera subsystem comprises a camera controller/recorder unit and a camera head. The two camera subsystems are synchronized by use of an MHub(TradeMark) synchronization unit. Each camera subsystem is capable of recording at a rate up to 10,000 pictures per second (pps). A state-of-the-art complementary metal oxide/semiconductor (CMOS) sensor in the camera head has a maximum resolution of 1,280 1,024 pixels at 1,000 pps. Exposure times of the electronic shutter of the camera range from 1/200,000 of a second to full open. The recorded images are captured in a dynamic random-access memory (DRAM) and can be downloaded directly to a personal computer or saved on a compact flash memory card. In addition to the high-rate recording of images, the system can display images in real time at 30 pps. Inter Range Instrumentation Group (IRIG) time code can be inserted into the individual camera controllers or into the M-Hub unit. The video data could also be used to obtain quantitative, three-dimensional trajectory information. The first use of this system was in support of the Space Shuttle Return to Flight effort. Data were needed to help in understanding how thermally insulating foam is shed from a space shuttle external fuel tank during launch. The cameras captured images of simulated external tank debris ejected from a fixture mounted under the centerline of the F-15B aircraft. Digital video was obtained at subsonic and supersonic flight conditions, including speeds up to Mach 2

14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight instruction; Simulated instrument flight and certain flight tests. 91.109 Section 91.109 Aeronautics and Space FEDERAL AVIATION... OPERATING AND FLIGHT RULES Flight Rules General § 91.109 Flight instruction; Simulated instrument flight and...

14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight instruction; Simulated instrument flight and certain flight tests. 91.109 Section 91.109 Aeronautics and Space FEDERAL AVIATION... OPERATING AND FLIGHT RULES Flight Rules General § 91.109 Flight instruction; Simulated instrument flight and...

14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight instruction; Simulated instrument flight and certain flight tests. 91.109 Section 91.109 Aeronautics and Space FEDERAL AVIATION... OPERATING AND FLIGHT RULES Flight Rules General § 91.109 Flight instruction; Simulated instrument flight and...

14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight instruction; Simulated instrument flight and certain flight tests. 91.109 Section 91.109 Aeronautics and Space FEDERAL AVIATION... OPERATING AND FLIGHT RULES Flight Rules General § 91.109 Flight instruction; Simulated instrument flight and...

14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight instruction; Simulated instrument flight and certain flight tests. 91.109 Section 91.109 Aeronautics and Space FEDERAL AVIATION... OPERATING AND FLIGHT RULES Flight Rules General § 91.109 Flight instruction; Simulated instrument flight and...

In-flight physiological monitoring of student pilots.

DOT National Transportation Integrated Search

1967-08-01

Records of heart rate (ECG), lateral eye movements (EOG) and vocal interchange between student and instructor were taken on magnetic tape during all of every flight throughout a conventional private pilot training syllabus. Six men (33-45 years of ag...

Balloon-borne video cassette recorders for digital data storage

NASA Technical Reports Server (NTRS)

Althouse, W. E.; Cook, W. R.

1985-01-01

A high-speed, high-capacity digital data storage system has been developed for a new balloon-borne gamma-ray telescope. The system incorporates sophisticated, yet easy to use and economical consumer products: the portable video cassette recorder (VCR) and a relatively newer item - the digital audio processor. The in-flight recording system employs eight VCRs and will provide a continuous data storage rate of 1.4 megabits/sec throughout a 40 hour balloon flight. Data storage capacity is 25 gigabytes and power consumption is only 10 watts.

Commander Collins seated in the flight deck commander's station

NASA Image and Video Library

1999-07-24

S93-E-5033 (23 July 1999) --- Astronaut Eileen M. Collins, mission commander, looks over a procedures checklist at the commander's station on the forward flight deck of the Space Shuttle Columbia on Flight Day 1. The most important event of this day was the deployment of the Chandra X-Ray Observatory, the world's most powerful X-Ray telescope. The photo was recorded with an electronic still camera (ESC).

Commander Collins seated in the flight deck commander's station

NASA Image and Video Library

1999-07-24

S93-E-5031 (23 July 1999) --- Astronaut Eileen M. Collins, mission commander, looks over a procedures checklist at the commander's station on the forward flight deck of the Space Shuttle Columbia on Flight Day 1. The most important event of this day was the deployment of the Chandra X-Ray Observatory, the world's most powerful X-Ray telescope. The photo was recorded with an electronic still camera (ESC).

Dragon Stream Cipher for Secure Blackbox Cockpit Voice Recorder

NASA Astrophysics Data System (ADS)

Akmal, Fadira; Michrandi Nasution, Surya; Azmi, Fairuz

2017-11-01

Aircraft blackbox is a device used to record all aircraft information, which consists of Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR). Cockpit Voice Recorder contains conversations in the aircraft during the flight.Investigations on aircraft crashes usually take a long time, because it is difficult to find the aircraft blackbox. Then blackbox should have the ability to send information to other places. Aircraft blackbox must have a data security system, data security is a very important part at the time of information exchange process. The system in this research is to perform the encryption and decryption process on Cockpit Voice Recorder by people who are entitled by using Dragon Stream Cipher algorithm. The tests performed are time of data encryption and decryption, and avalanche effect. Result in this paper show us time encryption and decryption are 0,85 seconds and 1,84 second for 30 seconds Cockpit Voice Recorder data witn an avalanche effect 48,67 %.

DVL Angular Velocity Recorder

NASA Technical Reports Server (NTRS)

Liebe, Wolfgang

1944-01-01

In many studies, especially of nonstationary flight motion, it is necessary to determine the angular velocities at which the airplane rotates about its various axes. The three-component recorder is designed to serve this purpose. If the angular velocity for one flight attitude is known, other important quantities can be derived from its time rate of change, such as the angular acceleration by differentiations, or - by integration - the angles of position of the airplane - that is, the angles formed by the airplane axes with the axis direction presented at the instant of the beginning of the motion that is to be investigated.

Background Oriented Schlieren (BOS) of a Supersonic Aircraft in Flight

NASA Technical Reports Server (NTRS)

Heineck, James T.; Banks, Daniel W.; Schairer, Edward T.; Haering, Edward A.; Bean, Paul S.

2016-01-01

This article describes the development and use of Background Oriented Schlieren on a full-scale supersonic jet in flight. A series of flight tests was performed in October, 2014 and February 2015 using the flora of the desert floor in the Supersonic Flight Corridor on the Edwards Air Force Base as a background. Flight planning was designed based on the camera resolution, the mean size and color of the predominant plants, and the navigation and coordination of two aircraft. Software used to process the image data was improved with additional utilities. The planning proved to be effective and the vast majority of the passes of the target aircraft were successfully recorded. Results were obtained that are the most detailed schlieren imagery of an aircraft in flight to date.

Air Data Report Improves Flight Safety

NASA Technical Reports Server (NTRS)

2007-01-01

NASA's Aviation Safety Program in the NASA Aeronautics Research Mission Directorate, which seeks to make aviation safer by developing tools for flight data analysis and interpretation and then by transferring these tools to the aviation industry, sponsored the development of Morning Report software. The software, created at Ames Research Center with the assistance of the Pacific Northwest National Laboratory, seeks to detect atypicalities without any predefined parameters-it spots deviations and highlights them. In 2004, Sagem Avionics Inc. entered a licensing agreement with NASA for the commercialization of the Morning Report software, and also licensed the NASA Aviation Data Integration System (ADIS) tool, which allows for the integration of data from disparate sources into the flight data analysis process. Sagem Avionics incorporated the Morning Report tool into its AGS product, a comprehensive flight operations monitoring system that helps users detect irregular or divergent practices, technical flaws, and problems that might develop when aircraft operate outside of normal procedures. Sagem developed AGS in collaboration with airlines, so that the system takes into account their technical evolutions and needs, and each airline is able to easily perform specific treatments and to build its own flight data analysis system. Further, the AGS is designed to support any aircraft and flight data recorders.

Crash Survivable Flight Data Recording System Study.

DTIC Science & Technology

1981-06-30

selection (i.e. Prime Land). *1 I 1 Civil Aviation Authority Airworthiness Division 1P-/37/I6 Brabazon House Redhill , Surrey R lSQ IA ARESWARCH...Aircraft Establishment Structures Dept., Farnborough, U.K. (I) EASAMS Ltd., Camberly, U.K. (m) U.K. Civil Aviation Authority, Redhill , U.K. (n) U.K...Brabaszon House, Redhill , Surrey RHl ISQ on the 12th November. The purpose of the visit was to discuss various aspects of the crash survivable recorder

[Psychomotor reaction in primates placed in ballistic flight in rockets].

PubMed

Grandpierre, R; Chatelier, G

1968-01-01

Psychomotor reactions have been studied in Nemestrina Macaques during flights in rockets in which there were periods of weightlessness lasting about 10 minutes. The animals had undergone motor conditioning and responded to a light signal by pressing on a button placed on a panel where there were four other undifferentiated buttons. The lighting of the panel and pressing on the different buttons in reply was recorded with respect to time. Movement was observed by film recording, and electrical activity of the brain was kept under observation by six different recordings of the cortex. Activity of stretching and bending muscles of the legs was recorded, as well as breathing, and heart activity was recorded on an electrocardiogram. These psychological parameters were transmitted to the earth by long-distance measurement during the entire flight. The recordings made it possible to confirm that the absence of the sensation of weight seems to reduce the alertness of the animals. This fact had already been observed in Wistar's rat and cat. The sensor-psychomotor responses undergo important individual variations and depend on the motivation of the subjects. A very well motivated one reacted after a short period of adaption, as it did in the laboratory: one that was much less motivated would not work until after weightlessness has ended, and showed signs of drowsiness. These observations made during the flights in rockets confirm those of Chambers et al., Harris et al., Lilly et al. made in immersion studies; they show the important role of weight in maintaining alertness, but that changes of psychomotor activity are particularly related to motivation.

Lightning attachment patterns and flight conditions for storm hazards, 1980

NASA Technical Reports Server (NTRS)

Fisher, B. D.; Keyser, G. L., Jr.; Deal, P. L.

1982-01-01

As part of the NASA Langley Research Center Storm Hazards Program, 69 thunderstorm pentrations were made in 1980 with an F-106B airplane in order to record direct strike lightning data and the associated flight conditions. Ground based weather radar measurements in conjunction with these penetrations were made by NOAA National Severe Storms Laboratory in Oklahoma and by NASA Wallops Flight Center in Virginia. In 1980, the airplane received 10 direct lightning strikes; in addition, lightning transient data were recorded from 6 nearby flashes. Following each flight, the airplane was thoroughly inspected for evidence of lightning attachment, and the individual lightning attachment points were plotted on isometric projections of the airplane to identify swept flash patterns. This report presents pilot descriptions of the direct strikes to the airplane, shows the strike attachment patterns that were found, and discusses the implications of the patterns with respect to aircraft protection design. The flight conditions are also included. Finally, the lightning strike scenarios for three U.S. Air Force F-106A airplanes which were struck during routine operations are given in the appendix to this paper.

NASA Scientific Balloon Team Hopes to Break Flight Duration Record with New Zealand Launch

NASA Image and Video Library

2017-12-08

After years of tests and development, NASA’s Balloon Program team is on the cusp of expanding the envelope in high-altitude, heavy-lift ballooning with its super pressure balloon (SPB) technology. NASA’s scientific balloon experts are in Wanaka, New Zealand, prepping for the fourth flight of an 18.8 million-cubic-foot (532,000 cubic-meter) balloon, with the ambitious goal of achieving an ultra-long-duration flight of up to 100 days at mid-latitudes. Launch of the pumpkin-shaped, football stadium-size balloon is scheduled for sometime after April 1, 2016, from Wanaka Airport, pending final checkouts and flight readiness of the balloon and supporting systems. Once launched, the SPB, which is made from 22-acres of polyethylene film – similar to a sandwich bag, but stronger and more durable – will ascend to a nearly constant float altitude of 110,000 feet (33.5 km). The balloon will travel eastward carrying a 2,260-pound (1,025 kg) payload consisting of tracking, communications and scientific instruments. NASA expects the SPB to circumnavigate the globe once every one to three weeks, depending on wind speeds in the stratosphere. Read more: go.nasa.gov/1p56xKR NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Accident investigation: Analysis of aircraft motions from ATC radar recordings

NASA Technical Reports Server (NTRS)

Wingrove, R. C.

1976-01-01

A technique was developed for deriving time histories of an aircraft's motion from air traffic control (ATC) radar records. This technique uses the radar range and azimuth data, along with the downlinked altitude data (from an onboard Mode-C transponder), to derive an expanded set of data which includes airspeed, lift, thrust-drag, attitude angles (pitch, roll, and heading), etc. This method of analyzing aircraft motions was evaluated through flight experiments which used the CV-990 research aircraft and recordings from both the enroute and terminal ATC radar systems. The results indicate that the values derived from the ATC radar records are for the most part in good agreement with the corresponding values obtained from airborne measurements. In an actual accident, this analysis of ATC radar records can complement the flight-data recorders, now onboard airliners, and provide a source of recorded information for other types of aircraft that are equipped with Mode-C transponders but not with onboard recorders.

[Development of fixed-base full task space flight training simulator].

PubMed

Xue, Liang; Chen, Shan-quang; Chang, Tian-chun; Yang, Hong; Chao, Jian-gang; Li, Zhi-peng

2003-01-01

Fixed-base full task flight training simulator is a very critical and important integrated training facility. It is mostly used in training of integrated skills and tasks, such as running the flight program of manned space flight, dealing with faults, operating and controlling spacecraft flight, communicating information between spacecraft and ground. This simulator was made up of several subentries including spacecraft simulation, simulating cabin, sight image, acoustics, main controlling computer, instructor and assistant support. It has implemented many simulation functions, such as spacecraft environment, spacecraft movement, communicating information between spacecraft and ground, typical faults, manual control and operating training, training control, training monitor, training database management, training data recording, system detecting and so on.

The Bess-Polar II Long Duration Flight Above Antarctica

NASA Technical Reports Server (NTRS)

Sasaki, Makoto; Yamamoto, Akira; Yoshimura, Koji; Makida, Yasuhiro; Matsuda, Shinya; Hasegawa, Masaya; Horikoshi, Atsushi; Tanaka, Ken-ichi; Suzuki, Junichi; Nishimura, Jun;

Crew factors in flight operations. Part 4: Sleep and wakefulness in international aircrews

NASA Technical Reports Server (NTRS)

Graeber, R. C.

1986-01-01

Physiological recordings of sleep and wakefulness in operating international (B-747) flight crews were obtained. Crews spent their first layover (48 h) of a trip in a sleep laboratory where standardized EEG, electro-oculograph (EOC), and electromyograph (EMG) sleep recordings were carried out whenever volunteers chose to sleep. During periods of wakefulness they underwent multiple sleep latency tests every 2 h in order to assess daytime drowsiness. The same standardized recordings were carried out at a home-based laboratory before departure. Approximately four crews each participated in flights over 7 to 9 time zones on five routes. All participants were encouraged to use whatever sleep-wake strategies they thought would provide them with the most satisfactory crew rest. Overall, layover sleep quality was not seriously disturbed, but eastward flights produced greater sleep disruption. The contributors of individual factors and the usefulness of various sleep strategies are discussed in the individual laboratory reports and in an operational summary.

Bumblebee flight performance in environments of different proximity.

PubMed

Linander, Nellie; Baird, Emily; Dacke, Marie

2016-02-01

Flying animals are capable of navigating through environments of different complexity with high precision. To control their flight when negotiating narrow tunnels, bees and birds use the magnitude of apparent image motion (known as optic flow) generated by the walls. In their natural habitat, however, these animals would encounter both cluttered and open environments. Here, we investigate how large changes in the proximity of nearby surfaces affect optic flow-based flight control strategies. We trained bumblebees to fly along a flight and recorded how the distance between the walls--from 60 cm to 240 cm--affected their flight control. Our results reveal that, as tunnel width increases, both lateral position and ground speed become increasingly variable. We also find that optic flow information from the ground has an increasing influence on flight control, suggesting that bumblebees measure optic flow flexibly over a large lateral and ventral field of view, depending on where the highest magnitude of optic flow occurs. A consequence of this strategy is that, when flying in narrow spaces, bumblebees use optic flow information from the nearby obstacles to control flight, while in more open spaces they rely primarily on optic flow cues from the ground.

Extraction of Modal Parameters from Spacecraft Flight Data

NASA Technical Reports Server (NTRS)

James, George H.; Cao, Timothy T.; Fogt, Vincent A.; Wilson, Robert L.; Bartkowicz, Theodore J.

2010-01-01

The modeled response of spacecraft systems must be validated using flight data as ground tests cannot adequately represent the flight. Tools from the field of operational modal analysis would typically be brought to bear on such structures. However, spacecraft systems have several complicated issues: 1. High amplitudes of loads; 2. Compressive loads on the vehicle in flight; 3. Lack of generous time-synchronized flight data; 4. Changing properties during the flight; and 5. Major vehicle changes due to staging. A particularly vexing parameter to extract is modal damping. Damping estimation has become a more critical issue as new mass-driven vehicle designs seek to use the highest damping value possible. The paper will focus on recent efforts to utilize spacecraft flight data to extract system parameters, with a special interest on modal damping. This work utilizes the analysis of correlation functions derived from a sliding window technique applied to the time record. Four different case studies are reported in the sequence that drove the authors understanding. The insights derived from these four exercises are preliminary conclusions for the general state-of-the-art, but may be of specific utility to similar problems approached with similar tools.

Preliminary flight test results from the advanced photovoltaic experiment

NASA Technical Reports Server (NTRS)

Brinker, David J.; Hickey, John R.

1990-01-01

The Advanced Photovoltaic Experiment is a space flight test designed to provide reference cell standards for photovoltaic measurement as well as to investigate the solar spectrum and the effect of the space environment on solar cells. After a flight of 69 months in low earth orbit as part of the Long Duration Exposure Facility set of experiments, it was retrieved in January, 1990. The electronic data acquisition system functioned as designed, measuring and recording cell performance data over the first 358 days of flight, limited by battery lifetime. Significant physical changes are also readily apparent, including erosion of front surface paint, micrometeoroid and debris catering and contamination.

Preliminary results from the advanced photovoltaic experiment flight test

NASA Technical Reports Server (NTRS)

Brinker, David J.; Hart, Russell E., Jr.; Hickey, John R.

1990-01-01

The Advanced Photovoltaic Experiment is a space flight test designed to provide reference cell standards for photovoltaic measurement as well as to investigate the solar spectrum and the effect of the space environment on solar cells. After a flight of 69 months in low earth orbit as part of the Long Duration Exposure Facility set of experiments, it was retrieved in January, 1990. The electronic data acquisition system functioned as designed, measuring and recording cell performance data over the first 358 days of flight; limited by battery lifetime. Significant physical changes are also readily apparent, including erosion of front surface paint, micrometeoroid and debris catering and contamination.

Flight Test Hazard Planning Near the Speed of Light

NASA Technical Reports Server (NTRS)

Henwood, Bart; Huete, Rod

2007-01-01

A viewgraph presentation describing flight test safety near the speed of light is shown. The topics include: 1) Concept; 2) Portal Content; 3) Activity to Date; 4) FTS Database Updatd FAA Program; 5) FAA Flight Test Risk Management; 6) CFR 14 Part 21.35 Current and proposed changes; 7) An Online Resource for Flight Test Safety Planning; 8) Data Gathering; 9) NTPS Role; 10) Example Maturation; 11) Many Varied Inputs; 12) Matured Stall Hazards; 13) Loss of Control Mitigations; 14) FAA Access; 15) NASA PBMA Website Link; 16) FAR Reference Search; 17) Record Field Search; 18) Keyword Search; and 19) Results of FAR Reference Search.

Loran-C flight data base

NASA Technical Reports Server (NTRS)

Lilley, R. W.

1979-01-01

Loran-C time-difference data were collected on January 9, 1979 during a flight from Athens, Ohio to Madison VOR in Connecticut, thence to Millville VOR in New Jersey, and a landing at Atlantic City NAFEC. Portions of the return trip to Athens, Ohio were also recorded. Loran-C GRI data frames were recorded using the 99600 U. S. Northeast Loran chain stations Seneca/Nantucket (TDA) and Seneca/Carolina Beach (TDB). The GRI sequence number TDA and TDB were recorded as integer numbers, with the TD's in integer microseconds. Actual time-of-day can be determined from the data start time, plus the time per GRI and the sequence number. The low cost Loran-C receiver was used to obtain the time-difference data for each GRI. Data was recorded on digital magnetic tape and post-processed into latitude and longitude using an IBM system/370 computer.

Frozen human cells can record radiation damage accumulated during space flight: mutation induction and radioadaptation.

PubMed

Yatagai, Fumio; Honma, Masamitsu; Takahashi, Akihisa; Omori, Katsunori; Suzuki, Hiromi; Shimazu, Toru; Seki, Masaya; Hashizume, Toko; Ukai, Akiko; Sugasawa, Kaoru; Abe, Tomoko; Dohmae, Naoshi; Enomoto, Shuichi; Ohnishi, Takeo; Gordon, Alasdair; Ishioka, Noriaki

2011-03-01

To estimate the space-radiation effects separately from other space-environmental effects such as microgravity, frozen human lymphoblastoid TK6 cells were sent to the "Kibo" module of the International Space Station (ISS), preserved under frozen condition during the mission and finally recovered to Earth (after a total of 134 days flight, 72 mSv). Biological assays were performed on the cells recovered to Earth. We observed a tendency of increase (2.3-fold) in thymidine kinase deficient (TK(-)) mutations over the ground control. Loss of heterozygosity (LOH) analysis on the mutants also demonstrated a tendency of increase in proportion of the large deletion (beyond the TK locus) events, 6/41 in the in-flight samples and 1/17 in the ground control. Furthermore, in-flight samples exhibited 48% of the ground-control level in TK(-) mutation frequency upon exposure to a subsequent 2 Gy dose of X-rays, suggesting a tendency of radioadaptation when compared with the ground-control samples. The tendency of radioadaptation was also supported by the post-flight assays on DNA double-strand break repair: a 1.8- and 1.7-fold higher efficiency of in-flight samples compared to ground control via non-homologous end-joining and homologous recombination, respectively. These observations suggest that this system can be used as a biodosimeter, because DNA damage generated by space radiation is considered to be accumulated in the cells preserved frozen during the mission, Furthermore, this system is also suggested to be applicable for evaluating various cellular responses to low-dose space radiation, providing a better understanding of biological space-radiation effects as well as estimation of health influences of future space explores. © Springer-Verlag 2010

The NASA radar entomology program at Wallops Flight Center

NASA Technical Reports Server (NTRS)

Vaughn, C. R.

1979-01-01

NASA contribution to radar entomology is presented. Wallops Flight Center is described in terms of its radar systems. Radar tracking of birds and insects was recorded from helicopters for airspeed and vertical speed.

14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time...

14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time...

14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time...

14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time...

14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time...

Direct-strike lightning photographs, swept-flash attachment patterns, and flight conditions for storm hazards 1982

NASA Technical Reports Server (NTRS)

Zaepfel, K. P.; Fisher, B. D.; Ott, M. S.

1985-01-01

As part of the NASA Langley Research Center Storm Hazards Program, 241 thunderstorm penetrations were made in 1982 with an F-106B airplane in order to record direct-strike lightning data and the associated flight conditions. During these penetrations, the airplane received 156 direct lightning strikes; in addition, lightning transient data were recorded from 26 nearby lightning flashes. The tests were conducted within 150 nautical miles of Hampton, Virginia, assisted by ground-based weather-radar guidance from the NASA Wallops Flight Facility. The photographs of the lightning attachments taken from two onboard 16-mm color movie cameras and the associated strike attachment patterns are presented. A table of the flight conditions recorded at the time of each lightning event, and a table in which the data are cross-referenced with the previously published lightning electromagnetic waveform data are included.

A portable, low-cost flight-data measurement and recording system

NASA Technical Reports Server (NTRS)

Miller, R. J.

1982-01-01

The design of and the experience with an inexpensive, hand-portable, onboard data system used to record four parameters in the final portion of the landing approach and touchdown of an airplane are described. The system utilized a high-quality audio tape recorder and amateur photographic equipment with accessory circuitry rather than specialized instrumentation to given satisfactory results.

Metabolic energy requirements for space flight

NASA Technical Reports Server (NTRS)

Lane, Helen W.

1992-01-01

The international space community, including the USSR, Japan, Germany, the European Space Agency, and the US, is preparing for extended stays in space. Much of the research planned for space will be tended by humans, thus, maintaining adequate nutritional status during long stays in space has lately become an issue of much interest. Historically, it appears that minimum nutritional requirements are being met during stays in space. Thus far, crewmembers have been able to consume food adequate for maintaining nominal performance in microgravity. The physiological data obtained from ground-based and flight research that may enable us to understand the biochemical alterations that effect energy utilization and performance. Focus is on energy utilization during the Apollo lunar missions, Skylab's extended space lab missions, and Space Shuttle flights. Available data includes those recorded during intra- and extravehicular activities as well as during microgravity simulation (bed rest). Data on metabolism during flight and during bed rest are discussed, with a follow-up on human gastrointestinal function.

Flight Test Series 3: Flight Test Report

NASA Technical Reports Server (NTRS)

Marston, Mike; Sternberg, Daniel; Valkov, Steffi

2015-01-01

This document is a flight test report from the Operational perspective for Flight Test Series 3, a subpart of the Unmanned Aircraft System (UAS) Integration in the National Airspace System (NAS) project. Flight Test Series 3 testing began on June 15, 2015, and concluded on August 12, 2015. Participants included NASA Ames Research Center, NASA Armstrong Flight Research Center, NASA Glenn Research Center, NASA Langley Research center, General Atomics Aeronautical Systems, Inc., and Honeywell. Key stakeholders analyzed their System Under Test (SUT) in two distinct configurations. Configuration 1, known as Pairwise Encounters, was subdivided into two parts: 1a, involving a low-speed UAS ownship and intruder(s), and 1b, involving a high-speed surrogate ownship and intruder. Configuration 2, known as Full Mission, involved a surrogate ownship, live intruder(s), and integrated virtual traffic. Table 1 is a summary of flights for each configuration, with data collection flights highlighted in green. Section 2 and 3 of this report give an in-depth description of the flight test period, aircraft involved, flight crew, and mission team. Overall, Flight Test 3 gathered excellent data for each SUT. We attribute this successful outcome in large part from the experience that was acquired from the ACAS Xu SS flight test flown in December 2014. Configuration 1 was a tremendous success, thanks to the training, member participation, integration/testing, and in-depth analysis of the flight points. Although Configuration 2 flights were cancelled after 3 data collection flights due to various problems, the lessons learned from this will help the UAS in the NAS project move forward successfully in future flight phases.

NASA Science Flights Target Melting Arctic Sea Ice

NASA Image and Video Library

2017-12-08

This summer, with sea ice across the Arctic Ocean shrinking to below-average levels, a NASA airborne survey of polar ice just completed its first flights. Its target: aquamarine pools of melt water on the ice surface that may be accelerating the overall sea ice retreat. NASA’s Operation IceBridge completed the first research flight of its new 2016 Arctic summer campaign on July 13. The science flights, which continue through July 25, are collecting data on sea ice in a year following a record-warm winter in the Arctic. Read more: go.nasa.gov/29T6mxc Caption: A large pool of melt water over sea ice, as seen from an Operation IceBridge flight over the Beaufort Sea on July 14, 2016. During this summer campaign, IceBridge will map the extent, frequency and depth of melt ponds like these to help scientists forecast the Arctic sea ice yearly minimum extent in September. Credit: NASA/Operation IceBridge

Directly measured cabin pressure conditions during Boeing 747-400 commercial aircraft flights.

PubMed

Kelly, Paul T; Seccombe, Leigh M; Rogers, Peter G; Peters, Matthew J

2007-07-01

In the low pressure environment of commercial aircraft, hypoxaemia may be common and accentuated in patients with lung or heart disease. Regulations specify a cabin pressure not lower than 750 hPa but it is not known whether this standard is met. This knowledge is important in determining the hazards of commercial flight for patients and the validity of current flight simulation tests. Using a wrist-watch recording altimeter, cabin pressure was recorded at 60 s intervals on 45 flights in Boeing 747-400 aircraft with three airlines. A log was kept of aircraft altitude using the in-flight display. Change in cabin pressure during flight, relationship between aircraft altitude and cabin pressure and proportion of flight time with cabin pressure approaching the minimum specified by regulation were determined. Flight duration averaged 10 h. Average cabin pressure during flight was 846 hPa. There was a linear fall in cabin pressure as the aircraft cruising altitude increased. At 10,300 m (34,000 ft) cabin pressure was 843 hPa and changed 8 hPa for every 300 m (1000 ft) change in aircraft altitude (r(2) = 0.993; P < 0.001). Lowest cabin pressure was 792 hPa at 12 200 m (40,000 ft) but during only 2% of flight time was cabin pressure less than 800 hPa. Cabin pressure is determined only by the engineering of the aircraft and its altitude and in the present study was always higher than required by regulation. Current fitness-to-fly evaluations simulate cabin conditions that passengers will not experience on these aircraft. There may be increased risks to patients should new or older aircraft operate nearer to the present minimum standard.

Preliminary application of a novel algorithm to monitor changes in pre-flight total peripheral resistance for prediction of post-flight orthostatic intolerance in astronauts

NASA Astrophysics Data System (ADS)

Arai, Tatsuya; Lee, Kichang; Stenger, Michael B.; Platts, Steven H.; Meck, Janice V.; Cohen, Richard J.

2011-04-01

Orthostatic intolerance (OI) is a significant challenge for astronauts after long-duration spaceflight. Depending on flight duration, 20-80% of astronauts suffer from post-flight OI, which is associated with reduced vascular resistance. This paper introduces a novel algorithm for continuously monitoring changes in total peripheral resistance (TPR) by processing the peripheral arterial blood pressure (ABP). To validate, we applied our novel mathematical algorithm to the pre-flight ABP data previously recorded from twelve astronauts ten days before launch. The TPR changes were calculated by our algorithm and compared with the TPR value estimated using cardiac output/heart rate before and after phenylephrine administration. The astronauts in the post-flight presyncopal group had lower pre-flight TPR changes (1.66 times) than those in the non-presyncopal group (2.15 times). The trend in TPR changes calculated with our algorithm agreed with the TPR trend calculated using measured cardiac output in the previous study. Further data collection and algorithm refinement are needed for pre-flight detection of OI and monitoring of continuous TPR by analysis of peripheral arterial blood pressure.

[From the flight of Iu. A. Gagarin to the contemporary piloted space flights and exploration missions].

PubMed

Grigor'ev, A I; Potapov, A N

2011-01-01

The first human flight to space made by Yu. A. Gagarin on April 12, 1961 was a crucial event in the history of cosmonautics that had a tremendous effect on further progress of the human civilization. Gagarin's flight had been prefaced by long and purposeful biomedical researches with the use of diverse bio-objects flown aboard rockets and artificial satellites. Data of these researches drove to the conclusion on the possibility in principle for humans to fly to space. After a series of early flights and improvements in the medical support system space missions to the Salyut and Mir station gradually extended to record durations. The foundations of this extension were laid by systemic researches in the fields of space biomedicine and allied sciences. The current ISS system of crew medical care has been successful in maintaining health and performance of cosmonauts as well as in providing the conditions for implementation of flight duties and operations with a broad variety of payloads. The ISS abounds in opportunities of realistic trial of concepts and technologies in preparation for crewed exploration missions. At the same, ground-based simulation of a mission to Mars is a venue for realization of scientific and technological experiments in space biomedicine.

Lunar module voice recorder

NASA Technical Reports Server (NTRS)

1974-01-01

A feasibility unit suitable for use as a voice recorder on the space shuttle was developed. A modification, development, and test program is described. A LM-DSEA recorder was modified to achieve the following goals: (1) redesign case to allow in-flight cartridge change; (2) time code change from LM code to IRIG-B 100 pps code; (3) delete cold plate requirements (also requires deletion of long-term thermal vacuum operation at 0.00001 MMHg); (4) implement track sequence reset during cartridge change; (5) reduce record time per cartridge because of unavailability of LM thin-base tape; and (6) add an internal Vox key circuit to turn on/off transport and electronics with voice data input signal. The recorder was tested at both the LM and shuttle vibration levels. The modified recorder achieved the same level of flutter during vibration as the DSEA recorder prior to modification. Several improvements were made over the specification requirements. The high manufacturing cost is discussed.

Deciphering the role of a coleopteran steering muscle via free flight stimulation.

PubMed

Sato, Hirotaka; Vo Doan, Tat Thang; Kolev, Svetoslav; Huynh, Ngoc Anh; Zhang, Chao; Massey, Travis L; van Kleef, Joshua; Ikeda, Kazuo; Abbeel, Pieter; Maharbiz, Michel M

2015-03-16

Testing hypotheses of neuromuscular function during locomotion ideally requires the ability to record cellular responses and to stimulate the cells being investigated to observe downstream behaviors [1]. The inability to stimulate in free flight has been a long-standing hurdle for insect flight studies. The miniaturization of computation and communication technologies has delivered ultra-small, radio-enabled neuromuscular recorders and stimulators for untethered insects [2-8]. Published stimulation targets include the areas in brain potentially responsible for pattern generation in locomotion [5], the nerve chord for abdominal flexion [9], antennal muscles [2, 10], and the flight muscles (or their excitatory junctions) [7, 11-13]. However, neither fine nor graded control of turning has been demonstrated in free flight, and responses to the stimulation vary widely [2, 5, 7, 9]. Technological limitations have precluded hypotheses of function validation requiring exogenous stimulation during flight. We investigated the role of a muscle involved in wing articulation during flight in a coleopteran. We set out to identify muscles whose stimulation produced a graded turning in free flight, a feat that would enable fine steering control not previously demonstrated. We anticipated that gradation might arise either as a function of the phase of muscle firing relative to the wing stroke (as in the classic fly b1 muscle [14, 15] or the dorsal longitudinal and ventral muscles of moth [16]), or due to regulated tonic control, in which phase-independent summation of twitch responses produces varying amounts of force delivered to the wing linkages [15, 17, 18]. Copyright © 2015 Elsevier Ltd. All rights reserved.

Development of a multipurpose smart recorder for general aviation aircraft

NASA Technical Reports Server (NTRS)

White, J. H.; Finger, J. F.

1988-01-01

An intelligent flight recorder, called the Smart Recorder, was fabricated and installed on a King Air aircraft used in standard commercial charter service. This recorder was used for collection of data toward two objectives: (1) the characterization of the typical environment encountered by the aircraft; and (2) research in the area of trend monitoring. Data processing routines and data presentation formats were defined that are applicable to commuter size aircraft. The feasibility of a cost-effective, multipurpose recorder for general aviation aircraft was successfully demonstrated. Implementation of on-board environmental data processing increased the number of flight hours that could be stored on a single data cartridge and simplified the data management problem by reducing the volume of data to be processed in the laboratory. Trend monitoring algorithms showed less variability in the trend plots when compared against plots of manual data.

Casper points camera out of aft flight deck window

NASA Image and Video Library

1996-05-26

S77-E-5109 (26 May 1996) --- Astronaut John H. Casper, commander, pauses during a photography session on the aft flight deck of the Space Shuttle Endeavour. The scene was recorded with an Electronic Still Camera (ESC).

Visual suppression of the vestibulo-ocular reflex during space flight

NASA Technical Reports Server (NTRS)

Uri, John J.; Thornton, William E.; Moore, Thomas P.; Pool, Sam L.

1989-01-01

Visual suppression of the vestibulo-ocular reflex was studied in 16 subjects on 4 Space Shuttle missions. Eye movements were recorded by electro-oculography while subjects fixated a head mounted target during active sinusoidal head oscillation at 0.3 Hz. Adequacy of suppression was evaluated by the number of nystagmus beats, the mean amplitude of each beat, and the cumulative amplitude of nystagmus during two head oscillation cycles. Vestibulo-ocular reflex suppression was unaffected by space flight. Subjects with space motion sickness during flight had significantly more nystagmus beats than unaffected individuals. These susceptible subjects also tended to have more nystagmus beats before flight.

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

INTEGRATION OF AIRBORNE DATA RECORDERS AND GROUND-BASED COMPUTERS FOR ENGINE MAINTENANCE PURPOSES.

DTIC Science & Technology

what is known as ASTROLOG . The other parts of the ASTROLOG include FAA crash recording capability on an extra channel of the existing voice recorder...and a continuously recording, magnetic tape, flight performance recorder. Highlights of the engine maintenance recorder portion of the ASTROLOG are discussed.

Heart rate and performance during combat missions in a flight simulator.

PubMed

Lahtinen, Taija M M; Koskelo, Jukka P; Laitinen, Tomi; Leino, Tuomo K

2007-04-01

The psychological workload of flying has been shown to increase heart rate (HR) during flight simulator operation. The association between HR changes and flight performance remains unclear. There were 15 pilots who performed a combat flight mission in a Weapons Tactics Trainer simulator of an F-18 Hornet. An electrocardiogram (ECG) was recorded, and individual incremental heart rates (deltaHR) from the HR during rest were calculated for each flight phase and used in statistical analyses. The combat flight period was divided into 13 phases, which were evaluated on a scale of 1 to 5 by the flight instructor. HR increased during interceptions (from a mean resting level of 79.0 to mean value of 96.7 bpm in one of the interception flight phases) and decreased during the return to base and slightly increased during the ILS approach and landing. DeltaHR appeared to be similar among experienced and less experienced pilots. DeltaHR responses during the flight phases did not correlate with simulator flight performance scores. Overall simulator flight performance correlated statistically significantly (r = 0.50) with the F-18 Hornet flight experience. HR reflected the amount of cognitive load during the simulated flight. Hence, HR analysis can be used in the evaluation of the psychological workload of military simulator flight phases. However, more detailed flight performance evaluation methods are needed for this kind of complex flight simulation to replace the traditional but rough interval scales. Use of a visual analog scale by the flight instructors is suggested for simulator flight performance evaluation.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Image and Video Library

1995-09-11

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors.

Pressure effects on the nose by an in-flight oxygen mask during simulated flight conditions.

PubMed

Schreinemakers, J Rieneke C; Boer, C; van Amerongen, P C G M; Kon, M

2016-12-01

Dutch F-16 fighter pilots experience oxygen mask inflicted nasal trauma, including discomfort, pain, skin abrasions, bruises and bone remodelling. Pressure and shear forces on the nose might contribute to causing these adverse effects. In this study, it was evaluated how flight conditions affected the exerted pressure, and whether shear forces were present. The pressure exerted by the oxygen mask was measured in 20 volunteers by placing pressure sensors on the nose and chin underneath the mask. In the human centrifuge, the effects on the exerted pressure during different flight conditions were evaluated (+3G z , +6G z , +9G z , protocolised head movements, mounted visor or night vision goggles, NVG). The runs were recorded to evaluate if the mask's position changed during the run, which would confirm the presence of shear forces. Head movements increased the median pressure on the nose by 50 mm Hg and on the chin by 37 mm Hg. NVG, a visor and accelerative forces also increased the median pressure on the nose. Pressure drops on the nose were also observed, during mounted NVG (-63 mm Hg). The recordings showed the mask slid downwards, especially during the acceleration phase of the centrifuge run, signifying the presence of shear forces. The exerted pressure by the oxygen mask changes during different flight conditions. Exposure to changing pressures and to shear forces probably contributes to mask-inflicted nasal trauma. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/.

A Laboratory Glass-Cockpit Flight Simulator for Automation and Communications Research

NASA Technical Reports Server (NTRS)

Pisanich, Gregory M.; Heers, Susan T.; Shafto, Michael G. (Technical Monitor)

1995-01-01

A laboratory glass-cockpit flight simulator supporting research on advanced commercial flight deck and Air Traffic Control (ATC) automation and communication interfaces has been developed at the Aviation Operations Branch at the NASA Ames Research Center. This system provides independent and integrated flight and ATC simulator stations, party line voice and datalink communications, along with video and audio monitoring and recording capabilities. Over the last several years, it has been used to support the investigation of flight human factors research issues involving: communication modality; message content and length; graphical versus textual presentation of information, and human accountability for automation. This paper updates the status of this simulator, describing new functionality in the areas of flight management system, EICAS display, and electronic checklist integration. It also provides an overview of several experiments performed using this simulator, including their application areas and results. Finally future enhancements to its ATC (integration of CTAS software) and flight deck (full crew operations) functionality are described.

Importance of body rotation during the flight of a butterfly.

PubMed

Fei, Yueh-Han John; Yang, Jing-Tang

2016-03-01

In nature the body motion of a butterfly is clearly observed to involve periodic rotation and varied flight modes. The maneuvers of a butterfly in flight are unique. Based on the flight motion of butterflies (Kallima inachus) recorded in free flight, a numerical model of a butterfly is created to study how its flight relates to body pose; the body motion in a simulation is prescribed and tested with varied initial body angle and rotational amplitude. A butterfly rotates its body to control the direction of the vortex rings generated during flapping flight; the flight modes are found to be closely related to the body motion of a butterfly. When the initial body angle increases, the forward displacement decreases, but the upward displacement increases within a stroke. With increased rotational amplitudes, the jet flows generated by a butterfly eject more downward and further enhance the generation of upward force, according to which a butterfly executes a vertical jump at the end of the downstroke. During this jumping stage, the air relative to the butterfly is moving downward; the butterfly pitches up its body to be parallel to the flow and to decrease the projected area so as to avoid further downward force generated. Our results indicate the importance of the body motion of a butterfly in flight. The inspiration of flight controlled with body motion from the flight of a butterfly might yield an alternative way to control future flight vehicles.

Some elementary aspects of non-linear airplane speed stability in constrained flight

NASA Astrophysics Data System (ADS)

Campos, L. M. B. C.; Fonseca, A. A.; Azinheira, J. R. C.

We review the longitudinal motion of an airplane, starting a dive at an arbitrary speed, and flown on a constant glide slope; this non-linear longitudinal speed stability problem is solved analytically (Section 2), to provide groundspeed as a function of time. Three restrictions were made: (i) neglect of the short period mode; (ii) low Mach number flight, i.e. omission of drag due to compressibility; (iii) small altitude change, so that the air density could be taken as constant. The predicted stability curves were compared with flight test data (Section 6), obtained using a CASA 212 Aviocar twin-turboprop transport. The flight data records showed that lateral motion was negligible; the effects of wind were compensated for, and the possible errors were estimated. An extension was made of the stability theory from still air (Section 2), to account for the presence of winds (Section 3); the latter were assumed not to exceed 30% of the groundspeed. The comparison of the theoretical stability curves with flight test data can be automated, as can the identification of the relevant data record. The disturbance intensity can be used as a parameter (Section 5) which indicates the start and end of flight manouever. This parameter is defined (Section 4) as the relative lift change, and for longitudinal flight it can be obtained from the wind velocity, vorticity components and changes of airspeed, angle-of-attack and vertical acceleration. It similarly has applications to perturbations of a horizontal turn.

The X-31A quasi-tailless flight test results

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Stoliker, P. C.

1996-01-01

A quasi-tailless flight investigation was launched using the X-31A enhanced fighter maneuverability airplane. In-flight simulations were used to assess the effect of partial to total vertical tail removal. The rudder control surface was used to cancel the stabilizing effects of the vertical tail, and yaw thrust vector commands were used to restabilize and control the airplane. The quasi-tailless mode was flown supersonically with gentle maneuvering and subsonically in precision approaches and ground attack profiles. Pilot ratings and a full set of flight test measurements were recorded. This report describes the results obtained and emphasizes the lessons learned from the X-31A flight test experiment. Sensor-related issues and their importance to a quasi-tailless simulation and to ultimately controlling a directionally unstable vehicle are assessed. The X-31A quasi-tailless flight test experiment showed that tailless and reduced tail fighter aircraft are definitely feasible. When the capability is designed into the airplane from the beginning, the benefits have the potential to outweigh the added complexity required.

The F-15B Lifting Insulating Foam Trajectory (LIFT) Flight Test

NASA Technical Reports Server (NTRS)

Corda, Stephen; Whiteman, Donald; Tseng, Ting; Machin, Ricardo

2006-01-01

A series of flight tests has been performed to assess the structural survivability of space shuttle external tank debris, known as divots, in a real flight environment. The NASA F-15B research test bed aircraft carried the Aerodynamic Flight Test Fixture configured with a shuttle foam divot ejection system. The divots were released in flight at subsonic and supersonic test conditions matching points on the shuttle ascent trajectory. Very high-speed digital video cameras recorded the divot trajectories. The objectives of the flight test were to determine the structural survivability of the divots in a real flight environment, assess the aerodynamic stability of the divots, and provide divot trajectory data for comparison with debris transport models. A total of 10 flights to Mach 2 were completed, resulting in 36 successful shuttle foam divot ejections. Highspeed video was obtained at 2,000 pictures per second for all of the divot ejections. The divots that were cleanly ejected remained structurally intact. The conical frustum-shaped divots tended to aerodynamically trim in both the subsonic and supersonic free-stream flow.

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.

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

STS-111 Flight Day 8 Highlights

NASA Technical Reports Server (NTRS)

2002-01-01

On Flight Day 8 of STS-111 (Space Shuttle Endeavour crew includes: Kenneth Cockrell, Commander; Paul Lockhart, Pilot; Franklin Chang-Diaz, Mission Specialist; Philippe Perrin, Mission Specialist; International Space Station (ISS) Expedition 5 crew includes Valery Korzun, Commander; Peggy Whitson, Flight Engineer; Sergei Treschev, Flight Engineer; ISS Expedition 4 crew includes: Yury Onufrienko, Commander; Daniel Bursch, Flight Engineer; Carl Walz, Flight Engineer), the Leonardo Multi Purpose Logistics Module (MPLM) is shown from the outside of the ISS. The MPLM, used to transport goods to the station for the Expedition 5 crew, and to return goods used by the Expedition 4 crew, is being loaded and unloaded by crewmembers. Live video from within the Destiny Laboratory Module shows Whitson and Chang-Diaz. They have just completed the second of three reboosts planned for this mission, in each of which the station will gain an additional statutory mile in altitude. Following this there is an interview conducted by ground-based reporters with some members from each of the three crews, answering various questions on their respective missions including sleeping in space and conducting experiments. Video of Earth and space tools precedes a second interview much like the first, but with the crews in their entirety. Topics discussed include the feelings of Bursch and Walz on their breaking the US record for continual days spent in space. The video ends with footage of the Southern California coastline.

STS-111 Flight Day 8 Highlights

NASA Astrophysics Data System (ADS)

2002-06-01

On Flight Day 8 of STS-111 (Space Shuttle Endeavour crew includes: Kenneth Cockrell, Commander; Paul Lockhart, Pilot; Franklin Chang-Diaz, Mission Specialist; Philippe Perrin, Mission Specialist; International Space Station (ISS) Expedition 5 crew includes Valery Korzun, Commander; Peggy Whitson, Flight Engineer; Sergei Treschev, Flight Engineer; ISS Expedition 4 crew includes: Yury Onufrienko, Commander; Daniel Bursch, Flight Engineer; Carl Walz, Flight Engineer), the Leonardo Multi Purpose Logistics Module (MPLM) is shown from the outside of the ISS. The MPLM, used to transport goods to the station for the Expedition 5 crew, and to return goods used by the Expedition 4 crew, is being loaded and unloaded by crewmembers. Live video from within the Destiny Laboratory Module shows Whitson and Chang-Diaz. They have just completed the second of three reboosts planned for this mission, in each of which the station will gain an additional statutory mile in altitude. Following this there is an interview conducted by ground-based reporters with some members from each of the three crews, answering various questions on their respective missions including sleeping in space and conducting experiments. Video of Earth and space tools precedes a second interview much like the first, but with the crews in their entirety. Topics discussed include the feelings of Bursch and Walz on their breaking the US record for continual days spent in space. The video ends with footage of the Southern California coastline.

Early Metamorphic Insertion Technology for Insect Flight Behavior Monitoring

PubMed Central

Bozkurt, Alper

2014-01-01

Early Metamorphosis Insertion Technology (EMIT) is a novel methodology for integrating microfabricated neuromuscular recording and actuation platforms on insects during their metamorphic development. Here, the implants are fused within the structure and function of the neuromuscular system as a result of metamorphic tissue remaking. The implants emerge with the insect where the development of tissue around the electronics during pupal development results in a bioelectrically and biomechanically enhanced tissue interface. This relatively more reliable and stable interface would be beneficial for many researchers exploring the neural basis of the insect locomotion with alleviated traumatic effects caused during adult stage insertions. In this article, we implant our electrodes into the indirect flight muscles of Manduca sexta. Located in the dorsal-thorax, these main flight powering dorsoventral and dorsolongitudinal muscles actuate the wings and supply the mechanical power for up and down strokes. Relative contraction of these two muscle groups has been under investigation to explore how the yaw maneuver is neurophysiologically coordinated. To characterize the flight dynamics, insects are often tethered with wires and their flight is recorded with digital cameras. We also developed a novel way to tether Manduca sexta on a magnetically levitating frame where the insect is connected to a commercially available wireless neural amplifier. This set up can be used to limit the degree of freedom to yawing “only” while transmitting the related electromyography signals from dorsoventral and dorsolongitudinal muscle groups. PMID:25079130

Modal parameter estimation and monitoring for on-line flight flutter analysis

NASA Astrophysics Data System (ADS)

Verboven, P.; Cauberghe, B.; Guillaume, P.; Vanlanduit, S.; Parloo, E.

2004-05-01

The clearance of the flight envelope of a new airplane by means of flight flutter testing is time consuming and expensive. Most common approach is to track the modal damping ratios during a number of flight conditions, and hence the accuracy of the damping estimates plays a crucial role. However, aircraft manufacturers desire to decrease the flight flutter testing time for practical, safety and economical reasons by evolving from discrete flight test points to a more continuous flight test pattern. Therefore, this paper presents an approach that provides modal parameter estimation and monitoring for an aircraft with a slowly time-varying structural behaviour that will be observed during a faster and more continuous exploration of the flight envelope. The proposed identification approach estimates the modal parameters directly from input/output Fourier data. This avoids the need for an averaging-based pre-processing of the data, which becomes inapplicable in the case that only short data records are measured. Instead of using a Hanning window to reduce effects of leakage, these transient effects are modelled simultaneously with the dynamical behaviour of the airplane. The method is validated for the monitoring of the system poles during flight flutter testing.

16-Inch Diameter Ramjet Prepared for Flight Test

NASA Image and Video Library

1947-07-21

A NACA researcher prepares a 16-inch diameter and 16-foot long ramjet for a launch over Wallops Island in July 1947. The Lewis Flight Propulsion Laboratory conducted a wide variety of studies on ramjets in the 1940s and 1960s to determine the basic operational data necessary to design missiles. Although wind tunnel and test stand investigations were important first steps in determining these factors, actual flight tests were required. Lewis possessed several aircraft for the ramjet studies, including North American F-82 Mustangs, a Northrup P-61 Black Widow, and a Boeing B-29 Superfortress, which was used for this particular ramjet. This was Lewis’ first flight at over the experimental testing ground at Wallops Island. The NACA’s Langley laboratory established the station on the Virginia coast in 1945 to conduct early missile tests. This ramjet-powered missile was affixed underneath the B-29’s left wing and flown up to 29,000 feet. The ramjet was ignited as the aircraft reached Mach 0.5 and released. The flight went well, but a problem with the data recording prevented a successful mission. Nonetheless additional flights in November 1947 provided researchers with data on the engine’s combustion efficiency at different levels of fuel-air ratios, thrust coefficients, temperatures, and drag. Transonic flight data such as the rapid acceleration through varying flight conditions could not be easily captured in wind tunnels.

Enhanced Flight Termination System (EFTS): Flight Demonstration and Results

NASA Technical Reports Server (NTRS)

Tow, David; Arce, Dennis

2008-01-01

The Enhanced Flight Termination System (EFTS) program was initiated and propelled due to the inadvertent terminations of Global Hawk and the Strategic Target System and the NASA Inspector General's assessment letter and recommendations regarding the exploration of low-cost, lightweight space COMSEC for FTS. Additionally, the standard analog and high alphabet systems most commonly used in FTS are secure, but not encrypted. A study group was initiated to select and document a robust, affordable, reliable technology that provides encrypted FTS capability. A flight demonstration was conducted to gain experience using EFTS in an operational environment, provide confidence in the use of the EFTS components, integrate EFTS into an existing range infrastructure to demonstrate the scalability of system components, to provide a command controller that generated the EFTS waveform using an existing range infrastructure, and to provide a report documenting the results of the demonstration. The primary goal of the demonstration was to obtain operational experience with EFTS. Areas of operational experience include: mission planning, pre-flight configuration and testing, mission monitoring and recording, vehicle termination, developing mission procedures. and post mission data reduction and other post mission activities. An Advanced Medium-Range Air-to-Air Missile (AMRAAM) was selected to support the EFTS demonstration due to interest in future use of EFTS by the AMRAAM program, familiarity of EFTS by range personnel, and the availability of existing operational environment to support EFTS testing with available program funding. For demonstration purposes, the AMRAAM was successfully terminated using an EFTS receiver and successfully demonstrating EFTS. The EFTS monitoring software with spectrum analyzer and digital graphical display of aircraft, missile, and target were also demonstrated.

Flight deck magnetic fields in commercial aircraft.

PubMed

Nicholas, J S; Butler, G C; Lackland, D T; Hood, W C; Hoel, D G; Mohr, L C

2000-11-01

Airline pilots are exposed to magnetic fields generated by the aircraft's electrical system. The objectives of this study were (1) to directly measure flight deck magnetic fields in terms of personal exposure to the pilots when flying on different aircraft types over a 75-hour flight-duty month, and (2) to compare magnetic field exposures across flight deck types and job titles. Measurements were taken using personal dosimeters carried by either the Captain or the First Officer on Boeing 737/200, Boeing 747/400, Boeing 767/300ER, and Airbus 320 aircraft. Approximately 1,008 block hours were recorded at a sampling frequency of 3 seconds. Total block time exposure to the pilots ranged from a harmonic geometric mean of 6.7 milliGauss (mG) for the Boeing 767/300ER to 12.7 mG for the Boeing 737/200. Measured flight deck magnetic field levels were substantially above the 0.8-1 mG level typically found in the home or office and suggest the need for further study to evaluate potential health effects of long-term exposure. Copyright 2000 Wiley-Liss, Inc.

Results of the recent precipitation static flight test program on the Navy P-3B antisubmarine aircraft

NASA Technical Reports Server (NTRS)

Whitaker, Mike

1991-01-01

Severe precipitation static problems affecting the communication equipment onboard the P-3B aircraft were recently studied. The study was conducted after precipitation static created potential safety-of-flight problems on Naval Reserve aircraft. A specially designed flight test program was conducted in order to measure, record, analyze, and characterize potential precipitation static problem areas. The test program successfully characterized the precipitation static interference problems while the P-3B was flown in moderate to extreme precipitation conditions. Data up to 400 MHz were collected on the effects of engine charging, precipitation static, and extreme cross fields. These data were collected using a computer controlled acquisition system consisting of a signal generator, RF spectrum and audio analyzers, data recorders, and instrumented static dischargers. The test program is outlined and the computer controlled data acquisition system is described in detail which was used during flight and ground testing. The correlation of test results is also discussed which were recorded during the flight test program and those measured during ground testing.

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

Fish-eye view of STS-112 CDR Ashby on forward flight deck

NASA Image and Video Library

2002-10-18

STS112-347-001 (18 October 2002) --- A “fish-eye” lens on a 35mm camera records astronaut Jeffrey S. Ashby, STS-112 mission commander, at the commander’s station on the forward flight deck of the Space Shuttle Atlantis. Ashby, attired in his shuttle launch and entry suit, looks over a checklist prior to the entry phase of the flight.

Flight mode affects allometry of migration range in birds.

PubMed

Watanabe, Yuuki Y

2016-08-01

Billions of birds migrate to exploit seasonally available resources. The ranges of migration vary greatly among species, but the underlying mechanisms are poorly understood. I hypothesise that flight mode (flapping or soaring) and body mass affect migration range through their influence on flight energetics. Here, I compiled the tracks of migratory birds (196 species, weighing 12-10 350 g) recorded by electronic tags in the last few decades. In flapping birds, migration ranges decreased with body mass, as predicted from rapidly increasing flight cost with increasing body mass. The species with higher aspect ratio and lower wing loading had larger migration ranges. In soaring birds, migration ranges were mass-independent and larger than those of flapping birds, reflecting their low flight costs irrespective of body mass. This study demonstrates that many animal-tracking studies are now available to explore the general patterns and the underlying mechanisms of animal migration. © 2016 John Wiley & Sons Ltd/CNRS.

Occupational risk factors for endometriosis in a cohort of flight attendants

PubMed Central

Johnson, Candice Y; Grajewski, Barbara; Lawson, Christina C; Whelan, Elizabeth A; Bertke, Stephen J; Tseng, Chih-Yu

2016-01-01

Objectives This study aimed to (i) compare odds of endometriosis in a cohort of flight attendants against a comparison group of teachers and (ii) investigate occupational risk factors for endometriosis among flight attendants. Methods We included 1945 flight attendants and 236 teachers aged 18–45 years. Laparoscopically confirmed endometriosis was self-reported via telephone interview, and flight records were retrieved from airlines to obtain work schedules and assess exposures for flight attendants. We used proportional odds regression to estimate adjusted odds ratios (ORadj) and 95% confidence intervals (95% CI) for associations between exposures and endometriosis, adjusting for potential confounders. Results Flight attendants and teachers were equally likely to report endometriosis (ORadj 1.0, 95% CI 0.5–2.2). Among flight attendants, there were no clear trends between estimated cosmic radiation, circadian disruption, or ergonomic exposures and endometriosis. Greater number of flight segments (non-stop flights between two cities) per year was associated with endometriosis (ORadj 2.2, 1.1–4.2 for highest versus lowest quartile, P trend= 0.02) but block hours (taxi plus flight time) per year was not (ORadj 1.2, 95% CI 0.6–2.2 for highest versus lowest quartile, P trend=0.38). Conclusion Flight attendants were no more likely than teachers to report endometriosis. Odds of endometriosis increased with number of flight segments flown per year. This suggests that some aspect of work scheduling is associated with increased risk of endometriosis, or endometriosis symptoms might affect how flight attendants schedule their flights. PMID:26645630

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 2: Complete set of flight data

NASA Technical Reports Server (NTRS)

Hueschen, R. M.

1986-01-01

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating System (ATOPS) Transportation Research Vehicle (TSRV)--a modified Boeing 737 Aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the Microwave Landing System (MLS) installation on Runway 22. This report is primarily a collection of data plots of all performance variables recorded for the entire five flight tests. A description and source of the performance variables is included. Performance variables include inertial data, air data, automatic control commands, control servo positions, sensor data, DIALS guidance and control parameters, and Kalman filter data. This data illustrates low overshoot captures of the localizer for intercept angles of 20 deg, 30 deg, 40 deg, and 50 deg intercept angles, and low overshoot captures of the glideslope slope for 3 deg, 4.5 deg, and 5 deg glideslopes. Flare maneuvers were successfully performed from the various glideslope angles and good decrab maneuvers were performed in crosswinds of 6 knots. In 18 to 20 knot crosswind conditions rudder limiting occurred which caused lateral drifting although heading alignment was achieved.

Commander Young reviews clipboard notes and procedures on forward flight deck

NASA Image and Video Library

1981-04-14

STS001-07-540 (12-14 April 1981) --- Astronaut John W. Young, commander, is seated at his left side station in the flight deck of the space shuttle Columbia. He holds a loose-leaf book in which he recorded data during the flight. Soon after the launch phase of STS-1, astronauts Young and Robert L. Crippen, pilot, changed from their high altitude pressure garments into the light blue constant wear garment. Photo credit: NASA

Description and flight tests of an oculometer

NASA Technical Reports Server (NTRS)

Middleton, D. B.; Hurt, G. J., Jr.; Wise, M. A.; Holt, J. D.

1977-01-01

A remote sensing oculometer was successfully operated during flight tests with a NASA experimental Twin Otter aircraft at the Langley Research Center. Although the oculometer was designed primarily for the laboratory, it was able to track the pilot's eye-point-of-regard (lookpoint) consistently and unobtrusively in the flight environment. The instantaneous position of the lookpoint was determined to within approximately 1 deg. Data were recorded on both analog and video tape. The video data consisted of continuous scenes of the aircraft's instrument display and a superimposed white dot (simulating the lookpoint) dwelling on an instrument or moving from instrument to instrument as the pilot monitored the display information during landing approaches.

MS Ivins at the Atlantis aft flight deck controls

NASA Image and Video Library

2001-02-10

STS98-E-5078 (10 February 2001) --- Astronaut Marsha S. Ivins, STS-98 mission specialist, monitors communications from ground controllers from her post at the aft flight deck controls on the Space Shuttle Atlantis. The scene was recorded with a digital still camera.

Outcomes of medical emergencies on commercial airline flights.

PubMed

Peterson, Drew C; Martin-Gill, Christian; Guyette, Francis X; Tobias, Adam Z; McCarthy, Catherine E; Harrington, Scott T; Delbridge, Theodore R; Yealy, Donald M

2013-05-30

Worldwide, 2.75 billion passengers fly on commercial airlines annually. When in-flight medical emergencies occur, access to care is limited. We describe in-flight medical emergencies and the outcomes of these events. We reviewed records of in-flight medical emergency calls from five domestic and international airlines to a physician-directed medical communications center from January 1, 2008, through October 31, 2010. We characterized the most common medical problems and the type of on-board assistance rendered. We determined the incidence of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospital admission, and we determined the incidence of death. There were 11,920 in-flight medical emergencies resulting in calls to the center (1 medical emergency per 604 flights). The most common problems were syncope or presyncope (37.4% of cases), respiratory symptoms (12.1%), and nausea or vomiting (9.5%). Physician passengers provided medical assistance in 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%. Of 10,914 patients for whom postflight follow-up data were available, 25.8% were transported to a hospital by emergency-medical-service personnel, 8.6% were admitted, and 0.3% died. The most common triggers for admission were possible stroke (odds ratio, 3.36; 95% confidence interval [CI], 1.88 to 6.03), respiratory symptoms (odds ratio, 2.13; 95% CI, 1.48 to 3.06), and cardiac symptoms (odds ratio, 1.95; 95% CI, 1.37 to 2.77). Most in-flight medical emergencies were related to syncope, respiratory symptoms, or gastrointestinal symptoms, and a physician was frequently the responding medical volunteer. Few in-flight medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an in-flight medical emergency underwent additional evaluation in a hospital. (Funded by the National Institutes of Health.).

LANDSAT-2 and LANDSAT-3 Flight evaluation report

NASA Technical Reports Server (NTRS)

Winchester, T. W.

1978-01-01

Flight performance analysis of LANDSAT 2 and LANDSAT 3 are presented for the period July 1978 to October 1978. Spacecraft operations and orbital parameters are summarized for each spacecraft. Data are provided on the performance and operation of the following subsystems onboard the spacecraft: power; attitude control; command/clock; telemetry; orbit adjust; magnetic moment compensating assembly; unified S band/premodulation processor; electrical interface; thermal narrowband tape recorders; wideband telemetry; attitude measurement sensor; wideband video tape recorders; return beam vidicon; multispectral scanner subsystem; and data collections.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Technical Reports Server (NTRS)

1995-01-01

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

14 CFR 93.305 - Flight-free zones and flight corridors.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight-free zones and flight corridors. 93... Vicinity of Grand Canyon National Park, AZ § 93.305 Flight-free zones and flight corridors. Except in an... Flight Rules Area within the following flight-free zones: (a) Desert View Flight-free Zone. That airspace...

14 CFR 93.305 - Flight-free zones and flight corridors.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight-free zones and flight corridors. 93... Vicinity of Grand Canyon National Park, AZ § 93.305 Flight-free zones and flight corridors. Except in an... Flight Rules Area within the following flight-free zones: (a) Desert View Flight-free Zone. That airspace...

14 CFR 93.305 - Flight-free zones and flight corridors.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight-free zones and flight corridors. 93... Vicinity of Grand Canyon National Park, AZ § 93.305 Flight-free zones and flight corridors. Except in an... Flight Rules Area within the following flight-free zones: (a) Desert View Flight-free Zone. That airspace...

14 CFR 93.305 - Flight-free zones and flight corridors.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight-free zones and flight corridors. 93... Vicinity of Grand Canyon National Park, AZ § 93.305 Flight-free zones and flight corridors. Except in an... Flight Rules Area within the following flight-free zones: (a) Desert View Flight-free Zone. That airspace...

14 CFR 93.305 - Flight-free zones and flight corridors.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight-free zones and flight corridors. 93... Vicinity of Grand Canyon National Park, AZ § 93.305 Flight-free zones and flight corridors. Except in an... Flight Rules Area within the following flight-free zones: (a) Desert View Flight-free Zone. That airspace...

Development and flight test of a deployable precision landing system

NASA Technical Reports Server (NTRS)

Sim, Alex G.; Murray, James E.; Neufeld, David C.; Reed, R. Dale

1994-01-01

A joint NASA Dryden Flight Research Facility and Johnson Space Center program was conducted to determine the feasibility of the autonomous recovery of a spacecraft using a ram-air parafoil system for the final stages of entry from space that included a precision landing. The feasibility of this system was studied using a flight model of a spacecraft in the generic shape of a flattened biconic that weighed approximately 150 lb and was flown under a commercially available, ram-air parachute. Key elements of the vehicle included the Global Positioning System guidance for navigation, flight control computer, ultrasonic sensing for terminal altitude, electronic compass, and onboard data recording. A flight test program was used to develop and refine the vehicle. This vehicle completed an autonomous flight from an altitude of 10,000 ft and a lateral offset of 1.7 miles that resulted in a precision flare and landing into the wind at a predetermined location. At times, the autonomous flight was conducted in the presence of winds approximately equal to vehicle airspeed. Several novel techniques for computing the winds postflight were evaluated. Future program objectives are also presented.

Simultaneous optimisation of earwig hindwings for flight and folding

PubMed Central

Deiters, Julia; Kowalczyk, Wojciech; Seidl, Tobias

2016-01-01

ABSTRACT Earwig wings are highly foldable structures that lack internal muscles. The behaviour and shape changes of the wings during flight are yet unknown. We assume that they meet a great structural challenge to control the occurring deformations and prevent the wing from collapsing. At the folding structures especially, the wing could easily yield to the pressure. Detailed microscopy studies reveal adaptions in the structure and material which are not relevant for folding purposes. The wing is parted into two structurally different areas with, for example, a different trend or stiffness of the wing veins. The storage of stiff or more flexible material shows critical areas which undergo great changes or stress during flight. We verified this with high-speed video recordings. These reveal the extent of the occurring deformations and their locations, and support our assumptions. The video recordings reveal a dynamical change of a concave flexion line. In the static unfolded state, this flexion line blocks a folding line, so that the wing stays unfolded. However, during flight it extends and blocks a second critical folding line and prevents the wing from collapsing. With these results, more insight in passive wing control, especially within high foldable structures, is gained. PMID:27113958

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

Passenger ride quality determined from commercial airline flights

NASA Technical Reports Server (NTRS)

Richards, L. G.; Kuhlthau, A. R.; Jacobson, I. D.

1975-01-01

The University of Virginia ride-quality research program is reviewed. Data from two flight programs, involving seven types of aircraft, are considered in detail. An apparatus for measuring physical variations in the flight environment and recording the subjective reactions of test subjects is described. Models are presented for predicting the comfort response of test subjects from the physical data, and predicting the overall comfort reaction of test subjects from their moment by moment responses. The correspondence of mean passenger comfort judgments and test subject response is shown. Finally, the models of comfort response based on data from the 5-point and 7-point comfort scales are shown to correspond.

Treatment of motion sickness in parabolic flight with buccal scopolamine

NASA Technical Reports Server (NTRS)

Norfleet, William T.; Degioanni, Joseph J.; Reschke, Millard F.; Bungo, Michael W.; Kutyna, Frank A.; Homick, Jerry L.; Calkins, D. S.

1992-01-01

Treatment of acute motion sickness induced by parabolic flight with a preparation of scopolamine placed in the buccal pouch was investigated. Twenty-one subjects flew aboard a KC-135 aircraft operated by NASA which performed parabolic maneuvers resulting in periods of 0-g, 1-g, and 1.8-g. Each subject flew once with a tablet containing scopolamine and once with a placebo in a random order, crossover design. Signs and symptoms of motion sickness were systematically recorded during each parabola by an investigator who was blind to the content of the tablet. Compared with flights using placebo, flights with buccal scopolamine resulted in significantly lower scores for nausea (31-35 percent reduction) and vomiting (50 percent reduction in number of parabolas with vomiting). Side effects of the drug during flight were negligible. It is concluded that buccal scopolamine is more effective than a placebo in treating ongoing motion sickness.

Nocturnal insects use optic flow for flight control

PubMed Central

Baird, Emily; Kreiss, Eva; Wcislo, William; Warrant, Eric; Dacke, Marie

2011-01-01

To avoid collisions when navigating through cluttered environments, flying insects must control their flight so that their sensory systems have time to detect obstacles and avoid them. To do this, day-active insects rely primarily on the pattern of apparent motion generated on the retina during flight (optic flow). However, many flying insects are active at night, when obtaining reliable visual information for flight control presents much more of a challenge. To assess whether nocturnal flying insects also rely on optic flow cues to control flight in dim light, we recorded flights of the nocturnal neotropical sweat bee, Megalopta genalis, flying along an experimental tunnel when: (i) the visual texture on each wall generated strong horizontal (front-to-back) optic flow cues, (ii) the texture on only one wall generated these cues, and (iii) horizontal optic flow cues were removed from both walls. We find that Megalopta increase their groundspeed when horizontal motion cues in the tunnel are reduced (conditions (ii) and (iii)). However, differences in the amount of horizontal optic flow on each wall of the tunnel (condition (ii)) do not affect the centred position of the bee within the flight tunnel. To better understand the behavioural response of Megalopta, we repeated the experiments on day-active bumble-bees (Bombus terrestris). Overall, our findings demonstrate that despite the limitations imposed by dim light, Megalopta—like their day-active relatives—rely heavily on vision to control flight, but that they use visual cues in a different manner from diurnal insects. PMID:21307047

Nocturnal insects use optic flow for flight control.

PubMed

Baird, Emily; Kreiss, Eva; Wcislo, William; Warrant, Eric; Dacke, Marie

2011-08-23

To avoid collisions when navigating through cluttered environments, flying insects must control their flight so that their sensory systems have time to detect obstacles and avoid them. To do this, day-active insects rely primarily on the pattern of apparent motion generated on the retina during flight (optic flow). However, many flying insects are active at night, when obtaining reliable visual information for flight control presents much more of a challenge. To assess whether nocturnal flying insects also rely on optic flow cues to control flight in dim light, we recorded flights of the nocturnal neotropical sweat bee, Megalopta genalis, flying along an experimental tunnel when: (i) the visual texture on each wall generated strong horizontal (front-to-back) optic flow cues, (ii) the texture on only one wall generated these cues, and (iii) horizontal optic flow cues were removed from both walls. We find that Megalopta increase their groundspeed when horizontal motion cues in the tunnel are reduced (conditions (ii) and (iii)). However, differences in the amount of horizontal optic flow on each wall of the tunnel (condition (ii)) do not affect the centred position of the bee within the flight tunnel. To better understand the behavioural response of Megalopta, we repeated the experiments on day-active bumble-bees (Bombus terrestris). Overall, our findings demonstrate that despite the limitations imposed by dim light, Megalopta-like their day-active relatives-rely heavily on vision to control flight, but that they use visual cues in a different manner from diurnal insects. This journal is © 2011 The Royal Society

Cockrell and Rominger go through de-orbit preparations in the flight deck

NASA Image and Video Library

1996-12-06

STS080-360-002 (19 Nov.-7 Dec. 1996) --- From the commander's station on the port side of the space shuttle Columbia's forward flight deck, astronaut Kenneth D. Cockrell prepares for a minor firing of Reaction Control System (RCS) engines during operations with the Wake Shield Facility (WSF). The activity was recorded with a 35mm camera on flight day seven. The commander is attired in a liquid-cooled biological garment.

Long duration exposure facility post-flight thermal analysis: Orbital/thermal environment data package

NASA Technical Reports Server (NTRS)

Berrios, William M.

1990-01-01

A post flight mission thermal environment for the Long Duration Exposure Facility was created as part of the thermal analysis data reduction effort. The data included herein is the thermal parameter data used in the calculation of boundary temperatures. This boundary temperature data is to be released in the near future for use by the LDEF principal investigators in the final analysis of their particular experiment temperatures. Also included is the flight temperature data as recorded by the LDEF Thermal Measurements System (THERM) for the first 90 days of flight.

Traffic Aware Planner (TAP) Flight Evaluation

NASA Technical Reports Server (NTRS)

Maris, John M.; Haynes, Mark A.; Wing, David J.; Burke, Kelly A.; Henderson, Jeff; Woods, Sharon E.

2014-01-01

NASA's Traffic Aware Planner (TAP) is a cockpit decision support tool that has the potential to achieve significant fuel and time savings when it is embedded in the data-rich Next Generation Air Transportation System (NextGen) airspace. To address a key step towards the operational deployment of TAP and the NASA concept of Traffic Aware Strategic Aircrew Requests (TASAR), a system evaluation was conducted in a representative flight environment in November, 2013. Numerous challenges were overcome to achieve this goal, including the porting of the foundational Autonomous Operations Planner (AOP) software from its original simulation-based, avionics-embedded environment to an Electronic Flight Bag (EFB) platform. A flight-test aircraft was modified to host the EFB, the TAP application, an Automatic Dependent Surveillance Broadcast (ADS-B) processor, and a satellite broadband datalink. Nine Evaluation Pilots conducted 26 hours of TAP assessments using four route profiles in the complex eastern and north-eastern United States airspace. Extensive avionics and video data were collected, supplemented by comprehensive inflight and post-flight questionnaires. TAP was verified to function properly in the live avionics and ADS-B environment, characterized by recorded data dropouts, latency, and ADS-B message fluctuations. Twelve TAP-generated optimization requests were submitted to ATC, of which nine were approved, and all of which resulted in fuel and/or time savings. Analysis of subjective workload data indicated that pilot interaction with TAP during flight operations did not induce additional cognitive loading. Additionally, analyses of post-flight questionnaire data showed that the pilots perceived TAP to be useful, understandable, intuitive, and easy to use. All program objectives were met, and the next phase of TAP development and evaluations with partner airlines is in planning for 2015.

The aerodynamics of flight in an insect flight-mill

PubMed Central

Barkan, Shay; Soroker, Victoria

2017-01-01

Predicting the dispersal of pest insects is important for pest management schemes. Flight-mills provide a simple way to evaluate the flight potential of insects, but there are several complications in relating tethered-flight to natural flight. We used high-speed video to evaluate the effect of flight-mill design on flight of the red palm weevil (Rynchophorous ferruginneus) in four variants of a flight-mill. Two variants had the rotating radial arm pivoted on the main shaft of the rotation axis, allowing freedom to elevate the arm as the insect applied lift force. Two other variants had the pivot point fixed, restricting the radial arm to horizontal motion. Beetles were tethered with their lateral axis horizontal or rotated by 40°, as in a banked turn. Flight-mill type did not affect flight speed or wing-beat frequency, but did affect flapping kinematics. The wingtip internal to the circular trajectory was always moved faster relative to air, suggesting that the beetles were attempting to steer in the opposite direction to the curved trajectory forced by the flight-mill. However, banked beetles had lower flapping asymmetry, generated higher lift forces and lost more of their body mass per time and distance flown during prolonged flight compared to beetles flying level. The results indicate, that flapping asymmetry and low lift can be rectified by tethering the beetle in a banked orientation, but the flight still does not correspond directly to free-flight. This should be recognized and taken into account when designing flight-mills and interoperating their data. PMID:29091924

The aerodynamics of flight in an insect flight-mill.

PubMed

Ribak, Gal; Barkan, Shay; Soroker, Victoria

2017-01-01

Predicting the dispersal of pest insects is important for pest management schemes. Flight-mills provide a simple way to evaluate the flight potential of insects, but there are several complications in relating tethered-flight to natural flight. We used high-speed video to evaluate the effect of flight-mill design on flight of the red palm weevil (Rynchophorous ferruginneus) in four variants of a flight-mill. Two variants had the rotating radial arm pivoted on the main shaft of the rotation axis, allowing freedom to elevate the arm as the insect applied lift force. Two other variants had the pivot point fixed, restricting the radial arm to horizontal motion. Beetles were tethered with their lateral axis horizontal or rotated by 40°, as in a banked turn. Flight-mill type did not affect flight speed or wing-beat frequency, but did affect flapping kinematics. The wingtip internal to the circular trajectory was always moved faster relative to air, suggesting that the beetles were attempting to steer in the opposite direction to the curved trajectory forced by the flight-mill. However, banked beetles had lower flapping asymmetry, generated higher lift forces and lost more of their body mass per time and distance flown during prolonged flight compared to beetles flying level. The results indicate, that flapping asymmetry and low lift can be rectified by tethering the beetle in a banked orientation, but the flight still does not correspond directly to free-flight. This should be recognized and taken into account when designing flight-mills and interoperating their data.

Miracle Flights

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Flight Test of an Intelligent Flight-Control System

NASA Technical Reports Server (NTRS)

Davidson, Ron; Bosworth, John T.; Jacobson, Steven R.; Thomson, Michael Pl; Jorgensen, Charles C.

2003-01-01

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data

Influence of weather conditions on the flight of migrating black storks

PubMed Central

Chevallier, D.; Handrich, Y.; Georges, J.-Y.; Baillon, F.; Brossault, P.; Aurouet, A.; Le Maho, Y.; Massemin, S.

2010-01-01

This study tested the potential influence of meteorological parameters (temperature, humidity, wind direction, thermal convection) on different migration characteristics (namely flight speed, altitude and direction and daily distance) in 16 black storks (Ciconia nigra). The birds were tracked by satellite during their entire autumnal and spring migration, from 1998 to 2006. Our data reveal that during their 27-day-long migration between Europe and Africa (mean distance of 4100 km), the periods of maximum flight activity corresponded to periods of maximum thermal energy, underlining the importance of atmospheric thermal convection in the migratory flight of the black stork. In some cases, tailwind was recorded at the same altitude and position as the birds, and was associated with a significant rise in flight speed, but wind often produced a side azimuth along the birds' migratory route. Whatever the season, the distance travelled daily was on average shorter in Europe than in Africa, with values of 200 and 270 km d−1, respectively. The fastest instantaneous flight speeds of up to 112 km h−1 were also observed above Africa. This observation confirms the hypothesis of thermal-dependant flight behaviour, and also reveals differences in flight costs between Europe and Africa. Furthermore, differences in food availability, a crucial factor for black storks during their flight between Europe and Africa, may also contribute to the above-mentioned shift in daily flight speeds. PMID:20427337

Free-Flight Test of a Technique for Inflating an NASA 12-Foot-Diameter Sphere at High Altitudes

NASA Technical Reports Server (NTRS)

Kehlet, Alan B.; Patterson, Herbert G.

1959-01-01

A free-flight test has been conducted to check a technique for inflating an NASA 12-foot-diameter inflatable sphere at high altitudes. Flight records indicated that the nose section was successfully separated from the booster rocket, that the sphere was ejected, and that the nose section was jettisoned from the fully inflated sphere. On the basis of preflight and flight records, it is believed that the sphere was fully inflated by the time of peak altitude (239,000 feet). Calculations showed that during descent, jettison of the nose section occurred above an altitude of 150,000 feet. The inflatable sphere was estimated to start to deform during descent at an altitude of about 120,000 feet.

Long-Duration Space Flight Provokes Pathologic Q-Tc Interval Prolongation

NASA Technical Reports Server (NTRS)

D'Aunno, DOminick S.; Dougherty, Anne H.; DeBlock, Heidi F.; Meck, Janice V.

2002-01-01

Space flight has a profound influence on the cardiovascular and autonomic nervous systems. Alterations in baroreflex function, plasma catecholamine concentrations, and arterial pressure regulation have been observed. Changes in autonomic regulation of cardiac function may lead to serious rhythm disturbances. In fact, ventricular tachycardia has been reported during long-duration space flight. The study aim was to determine the effects of space flight on cardiac conduction. Methods and Results: Electrocardiograms (ECGs) and serum electrolytes were obtained before and after short-duration (SD) (4-16 days) and long-duration (LD) (4-6 months) missions. Holter recordings were obtained from 3 different subjects before, during and after a 4-month mission. P-R, R-R, and Q-T intervals were measured manually in a random, blinded fashion and Bazzet's formula used to correct the Q-T interval (Q-Tc). Space flight had no clinically significant effect on electrolyte concentrations. P-R and RR intervals were decreased after SD flight (p<0.05) and recovered 3 days after landing. In the same subjects, P-R and Q-Tc intervals were prolonged after LD flight (p<0.01). Clinically significant Q-Tc prolongation (>0.44 sec) occurred during the first month of flight and persisted until 3 days after landing (p<0.01). Conclusions - Space flight alters cardiac conduction with more ominous changes seen with LD missions. Alterations in autonomic tone may explain ECG changes associated with space flight. Primary cardiac changes may also contribute to the conduction changes with LD flight. Q-Tc prolongation may predispose astronauts to ventricular arrhythmias during and after long-duration space flight.

Flight Management System Execution of Idle-Thrust Descents in Operations

NASA Technical Reports Server (NTRS)

Stell, Laurel L.

2011-01-01

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its error models, commercial flights executed idle-thrust descents, and the recorded data includes the target speed profile and FMS intent trajectories. The FMS computes the intended descent path assuming idle thrust after top of descent (TOD), and any intervention by the controllers that alters the FMS execution of the descent is recorded so that such flights are discarded from the analysis. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location are extracted from the radar data. Using more than 60 descents in Boeing 777 aircraft, the actual speeds are compared to the intended descent speed profile. In addition, three aspects of the accuracy of the FMS intent trajectory are analyzed: the meter fix crossing time, the TOD location, and the altitude at the meter fix. The actual TOD location is within 5 nmi of the intent location for over 95% of the descents. Roughly 90% of the time, the airspeed is within 0.01 of the target Mach number and within 10 KCAS of the target descent CAS, but the meter fix crossing time is only within 50 sec of the time computed by the FMS. Overall, the aircraft seem to be executing the descents as intended by the designers of the onboard automation.

Horowitz at the aft flight deck during rendezvous ops

NASA Image and Video Library

2001-08-12

STS105-E-5061 (12 August 2001) --- Astronaut Scott J. Horowitz, STS-105 mission commander, looks over a checklist on the aft flight deck of the Space Shuttle Discovery during rendezvous operations with the International Space Station (ISS). The image was recorded with a digital still camera.

High-Rate Communications Outage Recorder Operations for Optimal Payload and Science Telemetry Management Onboard the International Space Station

NASA Technical Reports Server (NTRS)

Shell, Michael T.; McElyea, Richard M. (Technical Monitor)

2002-01-01

All International Space Station (ISS) Ku-band telemetry transmits through the High-Rate Communications Outage Recorder (HCOR). The HCOR provides the recording and playback capability for all payload, science, and International Partner data streams transmitting through NASA's Ku-band antenna system. The HCOR is a solid-state memory recorder that provides recording capability to record all eight ISS high-rate data during ISS Loss-of-Signal periods. NASA payloads in the Destiny module are prime users of the HCOR; however, NASDA and ESA will also utilize the HCOR for data capture and playback of their high data rate links from the Kibo and Columbus modules. Marshall Space Flight Center's Payload Operations Integration Center manages the HCOR for nominal functions, including system configurations and playback operations. The purpose of this paper is to present the nominal operations plan for the HCOR and the plans for handling contingency operations affecting payload operations. In addition, the paper will address HCOR operation limitations and the expected effects on payload operations. The HCOR is manifested for ISS delivery on flight 9A with the HCOR backup manifested on flight 11A. The HCOR replaces the Medium-Rate Communications Outage Recorder (MCOR), which has supported payloads since flight 5A.1.

Fish-eye view of PLT Melroy and MS Wolf on forward flight deck

NASA Image and Video Library

2002-10-18

STS112-337-036 (18 October 2002) --- A “fish-eye” lens on a 35mm camera records astronauts Jeffrey S. Ashby (left), STS-112 mission commander; Pamela A. Melroy, pilot; and David A. Wolf, mission specialist, on the forward flight deck of the Space Shuttle Atlantis. Attired in their shuttle launch and entry suits, the crew prepares for the entry phase of the flight.

Influence of atmospheric properties on detection of wood-warbler nocturnal flight calls

NASA Astrophysics Data System (ADS)

Horton, Kyle G.; Stepanian, Phillip M.; Wainwright, Charlotte E.; Tegeler, Amy K.

2015-10-01

Avian migration monitoring can take on many forms; however, monitoring active nocturnal migration of land birds is limited to a few techniques. Avian nocturnal flight calls are currently the only method for describing migrant composition at the species level. However, as this method develops, more information is needed to understand the sources of variation in call detection. Additionally, few studies examine how detection probabilities differ under varying atmospheric conditions. We use nocturnal flight call recordings from captive individuals to explore the dependence of flight call detection on atmospheric temperature and humidity. Height or distance from origin had the largest influence on call detection, while temperature and humidity also influenced detectability at higher altitudes. Because flight call detection varies with both atmospheric conditions and flight height, improved monitoring across time and space will require correction for these factors to generate standardized metrics of songbird migration.

Outcomes of Medical Emergencies on Commercial Airline Flights

PubMed Central

Peterson, Drew C.; Martin-Gill, Christian; Guyette, Francis X.; Tobias, Adam Z.; McCarthy, Catherine E.; Harrington, Scott T.; Delbridge, Theodore R.; Yealy, Donald M.

2013-01-01

Background Worldwide, 2.75 billion passengers fly on commercial airlines annually. When inflight medical emergencies occur, access to care is limited. We describe in-flight medical emergencies and the outcomes of these events. Methods We reviewed records of in-flight medical emergency calls from five domestic and international airlines to a physician-directed medical communications center from January 1, 2008, through October 31, 2010. We characterized the most common medical problems and the type of on-board assistance rendered. We determined the incidence of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospital admission, and we determined the incidence of death. Results There were 11,920 in-flight medical emergencies resulting in calls to the center (1 medical emergency per 604 flights). The most common problems were syncope or presyncope (37.4% of cases), respiratory symptoms (12.1%), and nausea or vomiting (9.5%). Physician passengers provided medical assistance in 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%. Of 10,914 patients for whom postflight follow-up data were available, 25.8% were transported to a hospital by emergency-medical-service personnel, 8.6% were admitted, and 0.3% died. The most common triggers for admission were possible stroke (odds ratio, 3.36; 95% confidence interval [CI], 1.88 to 6.03), respiratory symptoms (odds ratio, 2.13; 95% CI, 1.48 to 3.06), and cardiac symptoms (odds ratio, 1.95; 95% CI, 1.37 to 2.77). Conclusions Most in-flight medical emergencies were related to syncope, respiratory symptoms, or gastrointestinal symptoms, and a physician was frequently the responding medical volunteer. Few in-flight medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an in-flight medical emergency underwent additional evaluation in a hospital. (Funded by the National Institutes of Health.) PMID:23718164

Proceedings of the X-15 First Flight 30th Anniversary Celebration

NASA Technical Reports Server (NTRS)

1991-01-01

A technical symposium and pilot's panel discussion were held on June 8, 1989, to commemorate the 30th anniversary of the first free flight of the X-15 rocket-powered research aircraft. The symposium featured technical presentations by former key government and industry participants in the advocacy, design, manufacturing, and flight research program activities. The X-15's technical contributions to the X-30 are cited. The panel discussion participants included seven of the eight surviving research pilots who flew the X-15 experimental aircraft to world altitude and speed records which still stand. Pilot's remarks include descriptions of their most memorable X-15 flight experience. The report also includes a historical perspective of the X-15.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Technical Reports Server (NTRS)

1995-01-01

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

Recording animal vocalizations from a UAV: bat echolocation during roost re-entry.

PubMed

Kloepper, Laura N; Kinniry, Morgan

2018-05-17

Unmanned aerial vehicles (UAVs) are rising in popularity for wildlife monitoring, but direct recordings of animal vocalizations have not yet been accomplished, likely due to the noise generated by the UAV. Echolocating bats, especially Tadarida brasiliensis, are good candidates for UAV recording due to their high-speed, high-altitude flight. Here, we use a UAV to record the signals of bats during morning roost re-entry. We designed a UAV to block the noise of the propellers from the receiving microphone, and report on the characteristics of bioacoustic recordings from a UAV. We report the first published characteristics of echolocation signals from bats during group flight and cave re-entry. We found changes in inter-individual time-frequency shape, suggesting that bats may use differences in call design when sensing in complex groups. Furthermore, our first documented successful recordings of animals in their natural habitat demonstrate that UAVs can be important tools for bioacoustic monitoring, and we discuss the ethical considerations for such monitoring.

Evidence for Endothermy in Pterosaurs Based on Flight Capability Analyses

NASA Astrophysics Data System (ADS)

Jenkins, H. S.; Pratson, L. F.

2005-12-01

Previous attempts to constrain flight capability in pterosaurs have relied heavily on the fossil record, using bone articulation and apparent muscle allocation to evaluate flight potential (Frey et al., 1997; Padian, 1983; Bramwell, 1974). However, broad definitions of the physical parameters necessary for flight in pterosaurs remain loosely defined and few systematic approaches to constraining flight capability have been synthesized (Templin, 2000; Padian, 1983). Here we present a new method to assess flight capability in pterosaurs as a function of humerus length and flight velocity. By creating an energy-balance model to evaluate the power required for flight against the power available to the animal, we derive a `U'-shaped power curve and infer optimal flight speeds and maximal wingspan lengths for pterosaurs Quetzalcoatlus northropi and Pteranodon ingens. Our model corroborates empirically derived power curves for the modern black-billed magpie ( Pica Pica) and accurately reproduces the mechanical power curve for modern cockatiels ( Nymphicus hollandicus) (Tobalske et al., 2003). When we adjust our model to include an endothermic metabolic rate for pterosaurs, we find a maximal wingspan length of 18 meters for Q. northropi. Model runs using an exothermic metabolism derive maximal wingspans of 6-8 meters. As estimates based on fossil evidence show total wingspan lengths reaching up to 15 meters for Q. northropi, we conclude that large pterosaurs may have been endothermic and therefore more metabolically similar to birds than to reptiles.

F-15B ACTIVE - First supersonic yaw vectoring flight

NASA Technical Reports Server (NTRS)

1996-01-01

On Wednesday, April 24, 1996, the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) aircraft achieved its first supersonic yaw vectoring flight at Dryden Flight Research Center, Edwards, California. ACTIVE is a joint NASA, U.S. Air Force, McDonnell Douglas Aerospace (MDA) and Pratt & Whitney (P&W) program. The team will assess performance and technology benefits during flight test operations. Current plans call for approximately 60 flights totaling 100 hours. 'Reaching this milestone is very rewarding. We hope to set some more records before we're through,' stated Roger W. Bursey, P&W's pitch-yaw balance beam nozzle (PYBBN) program manager. A pair of P&W PYBBNs vectored (horizontally side-to-side, pitch is up and down) the thrust for the MDA manufactured F-15 research aircraft. Power to reach supersonic speeds was provided by two high-performance F100-PW-229 engines that were modified with the multi-directional thrust vectoring nozzles. The new concept should lead to significant increases in performance of both civil and military aircraft flying at subsonic and supersonic speeds.

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Flight engineers... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Flight Time Limitations: Supplemental Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

A flight investigation of oscillating air forces: Equipment and technique

NASA Technical Reports Server (NTRS)

Reed, W. H., III

1975-01-01

The equipment and techniques are described which are to be used in a project aimed at measuring oscillating air forces and dynamic aeroelastic response of a swept wing airplane at high subsonic speeds. Electro-hydraulic inertia type shakers installed in the wing tips will excite various elastic airplane modes while the related oscillating chordwise pressures at two spanwise wing stations and the wing mode shapes are recorded on magnetic tape. The data reduction technique, following the principle of a wattmeter harmonic analyzer employed by Bratt, Wight, and Tilly, utilizes magnetic tape and high speed electronic multipliers to record directly the real and imaginary components of oscillatory data signals relative to a simple harmonic reference signal. Through an extension of this technique an automatic flight-flutter-test data analyzer is suggested in which vector plots of mechanical admittance or impedance would be plotted during the flight test.

14 CFR 142.59 - Flight simulators and flight training devices.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight simulators and flight training... TRANSPORTATION (CONTINUED) SCHOOLS AND OTHER CERTIFICATED AGENCIES TRAINING CENTERS Personnel and Flight Training Equipment Requirements § 142.59 Flight simulators and flight training devices. (a) An applicant for, or...

14 CFR 142.59 - Flight simulators and flight training devices.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight simulators and flight training... TRANSPORTATION (CONTINUED) SCHOOLS AND OTHER CERTIFICATED AGENCIES TRAINING CENTERS Personnel and Flight Training Equipment Requirements § 142.59 Flight simulators and flight training devices. (a) An applicant for, or...

14 CFR 142.59 - Flight simulators and flight training devices.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight simulators and flight training... TRANSPORTATION (CONTINUED) SCHOOLS AND OTHER CERTIFICATED AGENCIES TRAINING CENTERS Personnel and Flight Training Equipment Requirements § 142.59 Flight simulators and flight training devices. (a) An applicant for, or...

14 CFR 142.59 - Flight simulators and flight training devices.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight simulators and flight training... TRANSPORTATION (CONTINUED) SCHOOLS AND OTHER CERTIFICATED AGENCIES TRAINING CENTERS Personnel and Flight Training Equipment Requirements § 142.59 Flight simulators and flight training devices. (a) An applicant for, or...

14 CFR 142.59 - Flight simulators and flight training devices.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight simulators and flight training... TRANSPORTATION (CONTINUED) SCHOOLS AND OTHER CERTIFICATED AGENCIES TRAINING CENTERS Personnel and Flight Training Equipment Requirements § 142.59 Flight simulators and flight training devices. (a) An applicant for, or...

Flight motor set 360L001 (STS-26R), volume 1

NASA Technical Reports Server (NTRS)

Ricks, Glen A.

1988-01-01

The NASA space shuttle flight STS-26R, launched at 11:37.00.009 a.m. EDT on 29 Sep. 1988, used the redesigned solid rocket motors (RSRM) 360LOO1A and 360LOO1B. Evaluation of the ground environment instrumentation (GEI) data recorded prior to flight showed: (1) no launch commit criteria violations, (2) that the field joint heater and aft skirt thermal conditioning systems performed adequately, and (3) that the GEI data showed good agreement with thermal model predictions. Evaluation of the developmental flight instrumentation (DFI) revealed excellent agreement with both the predicted and required ballistic specifications. All parameters were well within the CEI specification requirements including propellant burn rates, specific impulse values, and thrust imbalance. Recorded strain values also indicated satisfactory radial growth and stress levels, as well as verification of adequate safety factors. Postflight inspection of the insulation, seals, case, and nozzles showed overall excellent performance. Some thermal DFI protective cork was missing, and inoperative field joint vent valves on the thermal protection cork allowed water entry into the field joints upon splashdown. Evaluation of these anomalies, as well as complete evaluation of all RSRM components, is presented.

MS Grunsfeld at commander's station on forward flight deck

NASA Image and Video Library

2002-03-08

STS109-E-5720 (8 March 2002) --- Astronaut John M. Grunsfeld, STS-109 payload commander, wearing a portion of the extravehicular mobility unit (EMU) space suit, occupies the commander’s station on the forward flight deck of the Space Shuttle Columbia. The image was recorded with a digital still camera.

Dynamics of physical performance during long-duration space flight (first results of "Countermeasure" experiment).

PubMed

Popov, D V; Khusnutdinova, D R; Shenkman, B S; Vinogradova, O L; Kozlovskaya, I B

2004-07-01

The efficacy of countermeasure exercise for diminishing disturbances induced by microgravity in motor system and its visceral supply during different stages of long-duration flight was evaluated. The results of both bicycle and locomotor testing indicate that physical fitness of cosmonaut does not become worse in the course of the long-duration flight. On the contrary, the lowest fitness was recorded at the first stage of mission, just after one month of flight. The "dead period" at the beginning of space flight seems to be a manifestation of the acute decrease in physical condition on transition from 1 G to microgravity, when none of the regular countermeasure regimes is sufficiently effective and acute increase of volume and intensity of training is impossible under the conditions of space flight.

The 37-day flight of CREAM during the 2009-2010 austral summer

NASA Astrophysics Data System (ADS)

Seo, Eun-Suk

The balloon-borne Cosmic Ray Energetics And Mass (CREAM) experiment was launched from McMurdo Station Antarctica on December 1, 2009, an early-launch record for Antarctic Long Duration Balloon (LDB) flights. A cumulative exposure of ˜ 156 days was achieved when this 37-day fifth flight of CREAM was terminated over the Ross Ice Shelf on January 8, 2010. Combining a sampling calorimeter for energy measurement with multiple charge detectors for particle identification, CREAM-V provided a large data sample to measure elemental spectra for 1 ≤ Z ≤ 26 in energies above 1014 eV. This was the first time that CREAM was supported with the standard Support Instrumentation Package (SIP) for LDB payloads. The first four flights were supported by the Command and Data Module (CDM) developed by the NASA Wallops Flight Facility for Ultra Long Duration Balloon (ULDB) flights. The instrument performance, results from the ongoing data analysis, and future plans will be presented.

Vision-based flight control in the hawkmoth Hyles lineata

PubMed Central

Windsor, Shane P.; Bomphrey, Richard J.; Taylor, Graham K.

2014-01-01

Vision is a key sensory modality for flying insects, playing an important role in guidance, navigation and control. Here, we use a virtual-reality flight simulator to measure the optomotor responses of the hawkmoth Hyles lineata, and use a published linear-time invariant model of the flight dynamics to interpret the function of the measured responses in flight stabilization and control. We recorded the forces and moments produced during oscillation of the visual field in roll, pitch and yaw, varying the temporal frequency, amplitude or spatial frequency of the stimulus. The moths’ responses were strongly dependent upon contrast frequency, as expected if the optomotor system uses correlation-type motion detectors to sense self-motion. The flight dynamics model predicts that roll angle feedback is needed to stabilize the lateral dynamics, and that a combination of pitch angle and pitch rate feedback is most effective in stabilizing the longitudinal dynamics. The moths’ responses to roll and pitch stimuli coincided qualitatively with these functional predictions. The moths produced coupled roll and yaw moments in response to yaw stimuli, which could help to reduce the energetic cost of correcting heading. Our results emphasize the close relationship between physics and physiology in the stabilization of insect flight. PMID:24335557

Vision-based flight control in the hawkmoth Hyles lineata.

PubMed

Windsor, Shane P; Bomphrey, Richard J; Taylor, Graham K

2014-02-06

Vision is a key sensory modality for flying insects, playing an important role in guidance, navigation and control. Here, we use a virtual-reality flight simulator to measure the optomotor responses of the hawkmoth Hyles lineata, and use a published linear-time invariant model of the flight dynamics to interpret the function of the measured responses in flight stabilization and control. We recorded the forces and moments produced during oscillation of the visual field in roll, pitch and yaw, varying the temporal frequency, amplitude or spatial frequency of the stimulus. The moths' responses were strongly dependent upon contrast frequency, as expected if the optomotor system uses correlation-type motion detectors to sense self-motion. The flight dynamics model predicts that roll angle feedback is needed to stabilize the lateral dynamics, and that a combination of pitch angle and pitch rate feedback is most effective in stabilizing the longitudinal dynamics. The moths' responses to roll and pitch stimuli coincided qualitatively with these functional predictions. The moths produced coupled roll and yaw moments in response to yaw stimuli, which could help to reduce the energetic cost of correcting heading. Our results emphasize the close relationship between physics and physiology in the stabilization of insect flight.

Flight experience with flight control redundancy management

NASA Technical Reports Server (NTRS)

Szalai, K. J.; Larson, R. R.; Glover, R. D.

1980-01-01

Flight experience with both current and advanced redundancy management schemes was gained in recent flight research programs using the F-8 digital fly by wire aircraft. The flight performance of fault detection, isolation, and reconfiguration (FDIR) methods for sensors, computers, and actuators is reviewed. Results of induced failures as well as of actual random failures are discussed. Deficiencies in modeling and implementation techniques are also discussed. The paper also presents comparison off multisensor tracking in smooth air, in turbulence, during large maneuvers, and during maneuvers typical of those of large commercial transport aircraft. The results of flight tests of an advanced analytic redundancy management algorithm are compared with the performance of a contemporary algorithm in terms of time to detection, false alarms, and missed alarms. The performance of computer redundancy management in both iron bird and flight tests is also presented.

Marshall Amateur Radio Club experiment (MARCE) post flight data analysis

NASA Technical Reports Server (NTRS)

Rupp, Charles C.

1987-01-01

The Marshall Amateur Radio Club Experiment (MARCE) data system, the data recorded during the flight of STS-61C, the manner in which the data was reduced to engineering units, and the performance of the student experiments determined from the data are briefly described.

Renal-Stone Risk Assessment During Space Shuttle Flights

NASA Technical Reports Server (NTRS)

Whitson, Peggy A.; Pietrzyk, Robert A.; Pak, Charles Y. C.

1996-01-01

The metabolic and environmental factors influencing renal stone formation before, during, and after Space Shuttle flights were assessed. We established the contributing roles of dietary factors in relationship to the urinary risk factors associated with renal stone formation. 24-hr urine samples were collected prior to, during space flight, and following landing. Urinary factors associated with renal stone formation were analyzed and the relative urinary supersaturation ratios of calcium oxalate, calcium phosphate (brushite), sodium urate, struvite and uric acid were calculated. Food and fluid consumption was recorded for a 48-hr period ending with the urine collection. Urinary composition changed during flight to favor the crystallization of stone-forming salts. Factors that contributed to increased potential for stone formation during space flight were significant reductions in urinary pH and increases in urinary calcium. Urinary output and citrate, a potent inhibitor of calcium-containing stones, were slightly reduced during space flight. Dietary intakes were significantly reduced for a number of variables, including fluid, energy, protein, potassium, phosphorus and magnesium. This is the first in-flight characterization of the renal stone forming potential in astronauts. With the examination of urinary components and nutritional factors, it was possible to determine the factors that contributed to increased risk or protected from risk. In spite of the protective components, the negative contributions to renal stone risk predominated and resulted in a urinary environment that favored the supersaturation of stone-forming salts. The importance of the hypercalciuria was noted since renal excretion was high relative to the intake.

HIAD on ULA (HULA) Orbital Reentry Flight Experiment Concept

NASA Technical Reports Server (NTRS)

Dinonno, J. M.; Cheatwood, F. M.; Hughes, S. J.; Ragab, M. M.; Dillman, R. A.; Bodkin, R. J.; Zumwalt, C. H.; Johnson, R. K.

2016-01-01

heritage design compressed gas system to minimize development costs. The data will be captured to both an onboard recorder and a recorder that is jettisoned and recovered separately from the reentry vehicle to mitigate risk. This paper provides an overview, including the architecture and flight concept of operations, for the proposed HULA flight experiment.

Flight Phenology of Two Coptotermes Species (Isoptera: Rhinotermitidae) in Southeastern Florida.

PubMed

Chouvenc, Thomas; Scheffrahn, Rudolf H; Mullins, Aaron J; Su, Nan-Yao

2017-08-01

The dispersal flight activity ("swarming") of two invasive subterranean termite species, Coptotermes gestroi (Wasmann) and Coptotermes formosanus Shiraki, was monitored in metropolitan southeastern Florida, where both species are now sympatric and major structural pests. Historical records of alates collected in the area showed that the two species have distinct peaks of flight activity, from mid-February to late April for C. gestroi, and from early April to late June for C. formosanus. However, an overlap of the two dispersal flight seasons has been observed since at least 2005. The daily monitoring of dispersal flight events in southeastern Florida in 2014, 2015, and 2016 confirmed that simultaneous flights occurred several times each year. In addition, environmental conditions for favorable flights were identified, and it was established that low temperature was the primary factor inhibiting both species from dispersal flights, while all other factors had little impact on the occurrence of major dispersal flight events. However, both species shared similar temperature requirements for favorable dispersal flight conditions despite distinct peaks of activity over time. The analysis of sex ratios and average weights of the alates suggests that intrinsic colony factors are important for the timing of the maturation of alates, and that once a cohort of individuals is ready to disperse, a flight may occur as soon as the environmental conditions are favorable. © The Authors 2017. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

RLV-TD Flight Measured Aeroacoustic Levels and its Comparison with Predictions

NASA Astrophysics Data System (ADS)

Manokaran, K.; Prasath, M.; Venkata Subrahmanyam, B.; Ganesan, V. R.; Ravindran, Archana; Babu, C.

2017-12-01

The Reusable Launch Vehicle-Technology Demonstrator (RLV-TD) is a wing body configuration successfully flight tested. One of the important flight measurements is the acoustic levels. There were five external microphones, mounted on the fuselage-forebody, wing, vertical tail, inter-stage (ITS) and core base shroud to measure the acoustic levels from lift-off to splash down. In the ascent phase, core base shroud recorded the overall maximum at both lift-off and transonic conditions. In-flight noise levels measured on the wing is second highest, followed by fuselage and vertical tail. Predictions for flight trajectory compare well at all locations except for vertical tail (4.5 dB). In the descent phase, maximum measured OASPL occurs at transonic condition for the wing, followed by vertical tail and fuselage. Predictions for flight trajectory compare well at all locations except for wing (- 6.0 dB). Spectrum comparison is good in the ascent phase compared to descent phase. Roll Reaction control system (RCS) thruster firing signature is seen in the acoustic measurements on the wing and vertical tail during lift-off.

Combining control input with flight path data to evaluate pilot performance in transport aircraft.

PubMed

Ebbatson, Matt; Harris, Don; Huddlestone, John; Sears, Rodney

2008-11-01

When deriving an objective assessment of piloting performance from flight data records, it is common to employ metrics which purely evaluate errors in flight path parameters. The adequacy of pilot performance is evaluated from the flight path of the aircraft. However, in large jet transport aircraft these measures may be insensitive and require supplementing with frequency-based measures of control input parameters. Flight path and control input data were collected from pilots undertaking a jet transport aircraft conversion course during a series of symmetric and asymmetric approaches in a flight simulator. The flight path data were analyzed for deviations around the optimum flight path while flying an instrument landing approach. Manipulation of the flight controls was subject to analysis using a series of power spectral density measures. The flight path metrics showed no significant differences in performance between the symmetric and asymmetric approaches. However, control input frequency domain measures revealed that the pilots employed highly different control strategies in the pitch and yaw axes. The results demonstrate that to evaluate pilot performance fully in large aircraft, it is necessary to employ performance metrics targeted at both the outer control loop (flight path) and the inner control loop (flight control) parameters in parallel, evaluating both the product and process of a pilot's performance.

A stochastic global identification framework for aerospace structures operating under varying flight states

NASA Astrophysics Data System (ADS)

Kopsaftopoulos, Fotis; Nardari, Raphael; Li, Yu-Hung; Chang, Fu-Kuo

2018-01-01

In this work, a novel data-based stochastic "global" identification framework is introduced for aerospace structures operating under varying flight states and uncertainty. In this context, the term "global" refers to the identification of a model that is capable of representing the structure under any admissible flight state based on data recorded from a sample of these states. The proposed framework is based on stochastic time-series models for representing the structural dynamics and aeroelastic response under multiple flight states, with each state characterized by several variables, such as the airspeed, angle of attack, altitude and temperature, forming a flight state vector. The method's cornerstone lies in the new class of Vector-dependent Functionally Pooled (VFP) models which allow the explicit analytical inclusion of the flight state vector into the model parameters and, hence, system dynamics. This is achieved via the use of functional data pooling techniques for optimally treating - as a single entity - the data records corresponding to the various flight states. In this proof-of-concept study the flight state vector is defined by two variables, namely the airspeed and angle of attack of the vehicle. The experimental evaluation and assessment is based on a prototype bio-inspired self-sensing composite wing that is subjected to a series of wind tunnel experiments under multiple flight states. Distributed micro-sensors in the form of stretchable sensor networks are embedded in the composite layup of the wing in order to provide the sensing capabilities. Experimental data collected from piezoelectric sensors are employed for the identification of a stochastic global VFP model via appropriate parameter estimation and model structure selection methods. The estimated VFP model parameters constitute two-dimensional functions of the flight state vector defined by the airspeed and angle of attack. The identified model is able to successfully represent the wing

Heart Rate and Cardiovascular Responses to Commercial Flights: Relationships with Physical Fitness

PubMed Central

Oliveira-Silva, Iransé; Leicht, Anthony S.; Moraes, Milton R.; Simões, Herbert G.; Del Rosso, Sebastián; Córdova, Cláudio; Boullosa, Daniel A.

2016-01-01

The aim of this study was to examine the influence of physical fitness on cardiac autonomic control in passengers prior to, during and following commercial flights. Twenty-two, physically active men (36.4 ± 6.4 years) undertook assessments of physical fitness followed by recordings of 24-h heart rate (HR), heart rate variability (HRV), and blood pressure (BP) on a Control (no flight) and Experimental (flight) day. Recordings were analyzed using a two-way analysis of variance for repeated measures with relationships between variables examined via Pearson product-moment correlation coefficients. Compared to the Control day, 24-h HR was significantly greater (>7%) and HRV measures (5–39%) significantly lower on the Experimental day. During the 1-h flight, HR (24%), and BP (6%) were increased while measures of HRV (26–45%) were reduced. Absolute values of HRV during the Experimental day and relative changes in HRV measures (Control-Experimental) were significantly correlated with measures of aerobic fitness (r = 0.43 to 0.51; −0.53 to −0.52) and body composition (r = −0.63 to −0.43; 0.48–0.61). The current results demonstrated that short-term commercial flying significantly altered cardiovascular function including the reduction of parasympathetic modulations. Further, greater physical fitness and lower body fat composition were associated with greater cardiac autonomic control for passengers during flights. Enhanced physical fitness and leaner body composition may enable passengers to cope better with the cardiovascular stress and high allostatic load associated with air travel for enhanced passenger well-being. PMID:28082914

Heart Rate and Cardiovascular Responses to Commercial Flights: Relationships with Physical Fitness.

PubMed

Oliveira-Silva, Iransé; Leicht, Anthony S; Moraes, Milton R; Simões, Herbert G; Del Rosso, Sebastián; Córdova, Cláudio; Boullosa, Daniel A

2016-01-01

The aim of this study was to examine the influence of physical fitness on cardiac autonomic control in passengers prior to, during and following commercial flights. Twenty-two, physically active men (36.4 ± 6.4 years) undertook assessments of physical fitness followed by recordings of 24-h heart rate (HR), heart rate variability (HRV), and blood pressure (BP) on a Control (no flight) and Experimental (flight) day. Recordings were analyzed using a two-way analysis of variance for repeated measures with relationships between variables examined via Pearson product-moment correlation coefficients. Compared to the Control day, 24-h HR was significantly greater (>7%) and HRV measures (5-39%) significantly lower on the Experimental day. During the 1-h flight, HR (24%), and BP (6%) were increased while measures of HRV (26-45%) were reduced. Absolute values of HRV during the Experimental day and relative changes in HRV measures (Control-Experimental) were significantly correlated with measures of aerobic fitness ( r = 0.43 to 0.51; -0.53 to -0.52) and body composition ( r = -0.63 to -0.43; 0.48-0.61). The current results demonstrated that short-term commercial flying significantly altered cardiovascular function including the reduction of parasympathetic modulations. Further, greater physical fitness and lower body fat composition were associated with greater cardiac autonomic control for passengers during flights. Enhanced physical fitness and leaner body composition may enable passengers to cope better with the cardiovascular stress and high allostatic load associated with air travel for enhanced passenger well-being.

Avionics. Progress Record and Theory Outline.

ERIC Educational Resources Information Center

Connecticut State Dept. of Education, Hartford. Div. of Vocational-Technical Schools.

This combination progress record and course outline is designed for use by individuals teaching a course in avionics that is intended to prepare students for employment in the field of aerospace electronics. Included among the topics addressed in the course are the following: shop practices, aircraft and the theory of flight, electron physics,…

Results from a GPS Shuttle Training Aircraft flight test

NASA Technical Reports Server (NTRS)

Saunders, Penny E.; Montez, Moises N.; Robel, Michael C.; Feuerstein, David N.; Aerni, Mike E.; Sangchat, S.; Rater, Lon M.; Cryan, Scott P.; Salazar, Lydia R.; Leach, Mark P.

1991-01-01

A series of Global Positioning System (GPS) flight tests were performed on a National Aeronautics and Space Administration's (NASA's) Shuttle Training Aircraft (STA). The objective of the tests was to evaluate the performance of GPS-based navigation during simulated Shuttle approach and landings for possible replacement of the current Shuttle landing navigation aid, the Microwave Scanning Beam Landing System (MSBLS). In particular, varying levels of sensor data integration would be evaluated to determine the minimum amount of integration required to meet the navigation accuracy requirements for a Shuttle landing. Four flight tests consisting of 8 to 9 simulation runs per flight test were performed at White Sands Space Harbor in April 1991. Three different GPS receivers were tested. The STA inertial navigation, tactical air navigation, and MSBLS sensor data were also recorded during each run. C-band radar aided laser trackers were utilized to provide the STA 'truth' trajectory.

cFE/CFS (Core Flight Executive/Core Flight System)

NASA Technical Reports Server (NTRS)

Wildermann, Charles P.

2008-01-01

This viewgraph presentation describes in detail the requirements and goals of the Core Flight Executive (cFE) and the Core Flight System (CFS). The Core Flight Software System is a mission independent, platform-independent, Flight Software (FSW) environment integrating a reusable core flight executive (cFE). The CFS goals include: 1) Reduce time to deploy high quality flight software; 2) Reduce project schedule and cost uncertainty; 3) Directly facilitate formalized software reuse; 4) Enable collaboration across organizations; 5) Simplify sustaining engineering (AKA. FSW maintenance); 6) Scale from small instruments to System of Systems; 7) Platform for advanced concepts and prototyping; and 7) Common standards and tools across the branch and NASA wide.

Flight projects overview

NASA Technical Reports Server (NTRS)

Levine, Jack

1988-01-01

Information is given in viewgraph form on the activities of the Flight Projects Division of NASA's Office of Aeronautics and Space Technology. Information is given on space research and technology strategy, current space flight experiments, the Long Duration Exposure Facility, the Orbiter Experiment Program, the Lidar In-Space Technology Experiment, the Ion Auxiliary Propulsion System, the Arcjet Flight Experiment, the Telerobotic Intelligent Interface Flight Experiment, the Cryogenic Fluid Management Flight Experiment, the Industry/University In-Space Flight Experiments, and the Aeroassist Flight Experiment.

Survey to Determine Flight Plan Data and Flight Scheduling Accuracy

DOT National Transportation Integrated Search

1972-01-01

This survey determined Operational Flight Plan Data and Flight schduling accuracy vs. published schedules an/or stored flight plan data. This accuracy was determined by sampling tracer flights of varying lengths, selected terminals, and high altitude...

Calibration and flight qualification of FORTIS

NASA Astrophysics Data System (ADS)

Fleming, Brian T.; McCandliss, Stephan R.; Redwine, Keith; Kaiser, Mary Elizabeth; Kruk, Jeffery; Feldman, Paul D.; Kutyrev, Alexander S.; Li, Mary J.; Moseley, S. H.; Siegmund, Oswald; Vallerga, John; Martin, Adrian

2013-09-01

The Johns Hopkins University sounding rocket group has completed the assembly and calibration of the Far-ultraviolet Off Rowland-circle Telescope for Imaging and Spectroscopy (FORTIS); a sounding rocket borne multi-object spectro-telescope designed to provide spectral coverage of up to 43 separate targets in the 900 - 1800 Angstrom bandpass over a 30' x 30' field-of-view. FORTIS is capable of selecting the far-UV brightest regions of the target area by utilizing an autonomous targeting system. Medium resolution (R ~ 400) spectra are recorded in redundant dual-order spectroscopic channels with ~40 cm2 of effective area at 1216 Å. The maiden launch of FORTIS occurred on May 10, 2013 out of the White Sands Missile Range, targeting the extended spiral galaxy M61 and nearby companion NGC 4301. We report on the final flight calibrations of the instrument, as well as the flight results.

14 CFR 125.297 - Approval of flight simulators and flight training devices.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., testing, and checking required by this subpart. (b) Each flight simulator and flight training device that... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Approval of flight simulators and flight... Flight Crewmember Requirements § 125.297 Approval of flight simulators and flight training devices. (a...

14 CFR 125.297 - Approval of flight simulators and flight training devices.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., testing, and checking required by this subpart. (b) Each flight simulator and flight training device that... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Approval of flight simulators and flight... Flight Crewmember Requirements § 125.297 Approval of flight simulators and flight training devices. (a...

14 CFR 125.297 - Approval of flight simulators and flight training devices.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., testing, and checking required by this subpart. (b) Each flight simulator and flight training device that... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Approval of flight simulators and flight... Flight Crewmember Requirements § 125.297 Approval of flight simulators and flight training devices. (a...

14 CFR 125.297 - Approval of flight simulators and flight training devices.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., testing, and checking required by this subpart. (b) Each flight simulator and flight training device that... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Approval of flight simulators and flight... Flight Crewmember Requirements § 125.297 Approval of flight simulators and flight training devices. (a...

14 CFR 125.297 - Approval of flight simulators and flight training devices.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., testing, and checking required by this subpart. (b) Each flight simulator and flight training device that... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Approval of flight simulators and flight... Flight Crewmember Requirements § 125.297 Approval of flight simulators and flight training devices. (a...

Transatlantic flight times and climate change

NASA Astrophysics Data System (ADS)

Williams, Paul

2016-04-01

Aircraft do not fly through a vacuum, but through an atmosphere whose meteorological characteristics are changing because of global warming. The impacts of aviation on climate change have long been recognised, but the impacts of climate change on aviation have only recently begun to emerge. These impacts include intensified turbulence (Williams and Joshi 2013) and increased take-off weight restrictions. A forthcoming study (Williams 2016) investigates the influence of climate change on flight routes and journey times. This is achieved by feeding synthetic atmospheric wind fields generated from climate model simulations into a routing algorithm of the type used operationally by flight planners. The focus is on transatlantic flights between London and New York, and how they change when the atmospheric concentration of carbon dioxide is doubled. It is found that a strengthening of the prevailing jet-stream winds causes eastbound flights to significantly shorten and westbound flights to significantly lengthen in all seasons, causing round-trip journey times to increase. Eastbound and westbound crossings in winter become approximately twice as likely to take under 5h 20m and over 7h 00m, respectively. The early stages of this effect perhaps contributed to a well-publicised British Airways flight from New York to London on 8 January 2015, which took a record time of only 5h 16m because of a strong tailwind from an unusually fast jet stream. Even assuming no future growth in aviation, extrapolation of our results to all transatlantic traffic suggests that aircraft may collectively be airborne for an extra 2,000 hours each year, burning an extra 7.2 million gallons of jet fuel at a cost of US 22 million, and emitting an extra 70 million kg of carbon dioxide. These findings provide further evidence of the two-way interaction between aviation and climate change. References Williams PD (2016) Transatlantic flight times and climate change. Environmental Research Letters, in

Supersonic Flight Dynamics Test 1 - Post-Flight Assessment of Simulation Performance

NASA Technical Reports Server (NTRS)

Dutta, Soumyo; Bowes, Angela L.; Striepe, Scott A.; Davis, Jody L.; Queen, Eric M.; Blood, Eric M.; Ivanov, Mark C.

2015-01-01

NASA's Low Density Supersonic Decelerator (LDSD) project conducted its first Supersonic Flight Dynamics Test (SFDT-1) on June 28, 2014. Program to Optimize Simulated Trajectories II (POST2) was one of the flight dynamics codes used to simulate and predict the flight performance and Monte Carlo analysis was used to characterize the potential flight conditions experienced by the test vehicle. This paper compares the simulation predictions with the reconstructed trajectory of SFDT-1. Additionally, off-nominal conditions seen during flight are modeled in post-flight simulations to find the primary contributors that reconcile the simulation with flight data. The results of these analyses are beneficial for the pre-flight simulation and targeting of the follow-on SFDT flights currently scheduled for summer 2015.

Advanced IR System For Supersonic Boundary Layer Transition Flight Experiment

NASA Technical Reports Server (NTRS)

Banks, Daniel W.

2008-01-01

Infrared thermography is a preferred method investigating transition in flight: a) Global and non-intrusive; b) Can also be used to visualize and characterize other fluid mechanic phenomena such as shock impingement, separation etc. F-15 based system was updated with new camera and digital video recorder to support high Reynolds number transition tests. Digital Recording improves image quality and analysis capability and allows for accurate quantitative (temperature) measurements and greater enhancement through image processing allows analysis of smaller scale phenomena.

Distress Calls of a Fast-Flying Bat (Molossus molossus) Provoke Inspection Flights but Not Cooperative Mobbing

PubMed Central

Carter, Gerald; Schoeppler, Diana; Manthey, Marie; Knörnschild, Mirjam; Denzinger, Annette

2015-01-01

Many birds and mammals produce distress calls when captured. Bats often approach speakers playing conspecific distress calls, which has led to the hypothesis that bat distress calls promote cooperative mobbing. An alternative explanation is that approaching bats are selfishly assessing predation risk. Previous playback studies on bat distress calls involved species with highly maneuverable flight, capable of making close passes and tight circles around speakers, which can look like mobbing. We broadcast distress calls recorded from the velvety free-tailed bat, Molossus molossus, a fast-flying aerial-hawker with relatively poor maneuverability. Based on their flight behavior, we predicted that, in response to distress call playbacks, M. molossus would make individual passing inspection flights but would not approach in groups or approach within a meter of the distress call source. By recording responses via ultrasonic recording and infrared video, we found that M. molossus, and to a lesser extent Saccopteryx bilineata, made more flight passes during distress call playbacks compared to noise. However, only the more maneuverable S. bilineata made close approaches to the speaker, and we found no evidence of mobbing in groups. Instead, our findings are consistent with the hypothesis that single bats approached distress calls simply to investigate the situation. These results suggest that approaches by bats to distress calls should not suffice as clear evidence for mobbing. PMID:26353118

Distress Calls of a Fast-Flying Bat (Molossus molossus) Provoke Inspection Flights but Not Cooperative Mobbing.

PubMed

Carter, Gerald; Schoeppler, Diana; Manthey, Marie; Knörnschild, Mirjam; Denzinger, Annette

2015-01-01

Many birds and mammals produce distress calls when captured. Bats often approach speakers playing conspecific distress calls, which has led to the hypothesis that bat distress calls promote cooperative mobbing. An alternative explanation is that approaching bats are selfishly assessing predation risk. Previous playback studies on bat distress calls involved species with highly maneuverable flight, capable of making close passes and tight circles around speakers, which can look like mobbing. We broadcast distress calls recorded from the velvety free-tailed bat, Molossus molossus, a fast-flying aerial-hawker with relatively poor maneuverability. Based on their flight behavior, we predicted that, in response to distress call playbacks, M. molossus would make individual passing inspection flights but would not approach in groups or approach within a meter of the distress call source. By recording responses via ultrasonic recording and infrared video, we found that M. molossus, and to a lesser extent Saccopteryx bilineata, made more flight passes during distress call playbacks compared to noise. However, only the more maneuverable S. bilineata made close approaches to the speaker, and we found no evidence of mobbing in groups. Instead, our findings are consistent with the hypothesis that single bats approached distress calls simply to investigate the situation. These results suggest that approaches by bats to distress calls should not suffice as clear evidence for mobbing.

Rocket flight of a multilayer coated high-density EUV toroidal grating

NASA Technical Reports Server (NTRS)

Keski-Kuha, Ritva A. M.; Thomas, Roger J.; Davila, Joseph M.

1992-01-01

A multilayer coated high density toroidal grating was flown on a sounding rocket experiment in the Solar EUV Rocket Telescope and Spectrograph (SERTS) instrument. To our knowledge this is the first space flight of a multilayer coated grating. Pre-flight performance evaluation showed that the application of a 10-layer Ir/Si multilayer coating to the 3600 l/mm blazed toroidal replica grating produced a factor of 9 enhancement in peak efficiency near the design wavelength around 30 nm in first order over the standard gold coating, with a measured EUV efficiency that peaked at 3.3 percent. In addition, the grating's spectral resolution of better than 5000 was maintained. The region of enhanced grating efficiency due to the multilayer coating is clearly evident in the flight data. Within the bandpass of the multilayer coating, the recorded film densities were roughly equivalent to those obtained with a factor of six longer exposure on the previous flight of the SERTS instrument.

Effect of light intensity on flight control and temporal properties of photoreceptors in bumblebees.

PubMed

Reber, Therese; Vähäkainu, Antti; Baird, Emily; Weckström, Matti; Warrant, Eric; Dacke, Marie

2015-05-01

To control flight, insects rely on the pattern of visual motion generated on the retina as they move through the environment. When light levels fall, vision becomes less reliable and flight control thus becomes more challenging. Here, we investigated the effect of light intensity on flight control by filming the trajectories of free-flying bumblebees (Bombus terrestris, Linnaeus 1758) in an experimental tunnel at different light levels. As light levels fell, flight speed decreased and the flight trajectories became more tortuous but the bees were still remarkably good at centring their flight about the tunnel's midline. To investigate whether this robust flight performance can be explained by visual adaptations in the bumblebee retina, we also examined the response speed of the green-sensitive photoreceptors at the same light intensities. We found that the response speed of the photoreceptors significantly decreased as light levels fell. This indicates that bumblebees have both behavioural (reduction in flight speed) and retinal (reduction in response speed of the photoreceptors) adaptations to allow them to fly in dim light. However, the more tortuous flight paths recorded in dim light suggest that these adaptations do not support flight with the same precision during the twilight hours of the day. © 2015. Published by The Company of Biologists Ltd.

14 CFR 121.425 - Flight engineers: Initial and transition flight training.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight engineers: Initial and transition flight training. 121.425 Section 121.425 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.425 Flight engineers: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.425 - Flight engineers: Initial and transition flight training.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight engineers: Initial and transition flight training. 121.425 Section 121.425 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.425 Flight engineers: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.426 - Flight navigators: Initial and transition flight training.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight navigators: Initial and transition flight training. 121.426 Section 121.426 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.426 Flight navigators: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.426 - Flight navigators: Initial and transition flight training.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight navigators: Initial and transition flight training. 121.426 Section 121.426 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.426 Flight navigators: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.425 - Flight engineers: Initial and transition flight training.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight engineers: Initial and transition flight training. 121.425 Section 121.425 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.425 Flight engineers: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.426 - Flight navigators: Initial and transition flight training.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight navigators: Initial and transition flight training. 121.426 Section 121.426 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.426 Flight navigators: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.426 - Flight navigators: Initial and transition flight training.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight navigators: Initial and transition flight training. 121.426 Section 121.426 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.426 Flight navigators: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.425 - Flight engineers: Initial and transition flight training.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight engineers: Initial and transition flight training. 121.425 Section 121.425 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.425 Flight engineers: Initial and transition flight training. (a) Initial and transition flight...

14 CFR 121.425 - Flight engineers: Initial and transition flight training.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight engineers: Initial and transition flight training. 121.425 Section 121.425 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.425 Flight engineers: Initial and transition flight training. (a) Initial and transition flight...

Evaluation of Gust and Draft Velocities from Flights of P-61C Airplanes Within Thunderstorms August 14, 1946 to August 15, 1946 at Orlando, Florida

NASA Technical Reports Server (NTRS)

Tolefson, H. B.

1947-01-01

Tables I and II of the present paper summarize the gust and draft velocity data for thunderstorm-flights 21 and 22 of August 14, 1946 and August 15, 1946, respectively. These data were evaluated from records of NACA airspeed-altitude and acceleration recorders installed in P-61C airplanes and are of the type presented for previous flights. Table III summarizes the readings of a milliammeter which was used in conjunction with other equipment to indicate ambient-air temperature during thunderstorm surveys. These data were read from photo-observer records and include all cases in which variations of the instrument indications were noted for the present flights.

Hawkmoths use nectar sugar to reduce oxidative damage from flight.

PubMed

Levin, E; Lopez-Martinez, G; Fane, B; Davidowitz, G

2017-02-17

Nectar-feeding animals have among the highest recorded metabolic rates. High aerobic performance is linked to oxidative damage in muscles. Antioxidants in nectar are scarce to nonexistent. We propose that nectarivores use nectar sugar to mitigate the oxidative damage caused by the muscular demands of flight. We found that sugar-fed moths had lower oxidative damage to their flight muscle membranes than unfed moths. Using respirometry coupled with δ 13 C analyses, we showed that moths generate antioxidant potential by shunting nectar glucose to the pentose phosphate pathway (PPP), resulting in a reduction in oxidative damage to the flight muscles. We suggest that nectar feeding, the use of PPP, and intense exercise are causally linked and have allowed the evolution of powerful fliers that feed on nectar. Copyright © 2017, American Association for the Advancement of Science.

Biosonar navigation above water I: estimating flight height.

PubMed

Hoffmann, Susanne; Genzel, Daria; Prosch, Selina; Baier, Leonie; Weser, Sabrina; Wiegrebe, Lutz; Firzlaff, Uwe

2015-02-15

Locomotion and foraging on the wing require precise navigation in more than just the horizontal plane. Navigation in three dimensions and, specifically, precise adjustment of flight height are essential for flying animals. Echolocating bats drink from water surfaces in flight, which requires an exceptionally precise vertical navigation. Here, we exploit this behavior in the bat, Phyllostomus discolor, to understand the biophysical and neural mechanisms that allow for sonar-guided navigation in the vertical plane. In a set of behavioral experiments, we show that for echolocating bats, adjustment of flight height depends on the tragus in their outer ears. Specifically, the tragus imposes elevation-specific spectral interference patterns on the echoes of the bats' sonar emissions. Head-related transfer functions of our bats show that these interference patterns are most conspicuous in the frequency range ∼55 kHz. This conspicuousness is faithfully preserved in the frequency tuning and spatial receptive fields of cortical single and multiunits recorded from anesthetized animals. In addition, we recorded vertical spatiotemporal response maps that describe neural tuning in elevation over time. One class of units that were very sharply tuned to frequencies ∼55 kHz showed unusual spatiotemporal response characteristics with a preference for paired echoes where especially the first echo originates from very low elevations. These behavioral and neural data provide the first insight into biosonar-based processing and perception of acoustic elevation cues that are essential for bats to navigate in three-dimensional space. Copyright © 2015 the American Physiological Society.

MS Mastracchio operates the RMS on the flight deck of Atlantis during STS-106

NASA Image and Video Library

2000-09-11

STS106-E-5099 (11 September 2000) --- Astronaut Richard A. Mastracchio, mission specialist, stands near viewing windows, video monitors and the controls for the remote manipulator system (RMS) arm (out of frame at left) on the flight deck of the Earth-orbiting Space Shuttle Atlantis during Flight Day 3 activity. Atlantis was docked with the International Space Station (ISS) when this photo was recorded with an electronic still camera (ESC).

14 CFR 437.27 - Pre-flight and post-flight operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Pre-flight and post-flight operations. 437.27 Section 437.27 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... Experimental Permit Operational Safety Documentation § 437.27 Pre-flight and post-flight operations. An...

14 CFR 437.27 - Pre-flight and post-flight operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Pre-flight and post-flight operations. 437.27 Section 437.27 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... Experimental Permit Operational Safety Documentation § 437.27 Pre-flight and post-flight operations. An...

14 CFR 437.27 - Pre-flight and post-flight operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Pre-flight and post-flight operations. 437.27 Section 437.27 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... Experimental Permit Operational Safety Documentation § 437.27 Pre-flight and post-flight operations. An...

14 CFR 437.27 - Pre-flight and post-flight operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Pre-flight and post-flight operations. 437.27 Section 437.27 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... Experimental Permit Operational Safety Documentation § 437.27 Pre-flight and post-flight operations. An...

14 CFR 23.1457 - Cockpit voice recorders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations. The microphone must be so located and, if necessary, the... conditions and played back. Repeated aural or visual playback of the record may be used in evaluating...

Closed-Loop HIRF Experiments Performed on a Fault Tolerant Flight Control Computer

NASA Technical Reports Server (NTRS)

Belcastro, Celeste M.

1997-01-01

ABSTRACT Closed-loop HIRF experiments were performed on a fault tolerant flight control computer (FCC) at the NASA Langley Research Center. The FCC used in the experiments was a quad-redundant flight control computer executing B737 Autoland control laws. The FCC was placed in one of the mode-stirred reverberation chambers in the HIRF Laboratory and interfaced to a computer simulation of the B737 flight dynamics, engines, sensors, actuators, and atmosphere in the Closed-Loop Systems Laboratory. Disturbances to the aircraft associated with wind gusts and turbulence were simulated during tests. Electrical isolation between the FCC under test and the simulation computer was achieved via a fiber optic interface for the analog and discrete signals. Closed-loop operation of the FCC enabled flight dynamics and atmospheric disturbances affecting the aircraft to be represented during tests. Upset was induced in the FCC as a result of exposure to HIRF, and the effect of upset on the simulated flight of the aircraft was observed and recorded. This paper presents a description of these closed- loop HIRF experiments, upset data obtained from the FCC during these experiments, and closed-loop effects on the simulated flight of the aircraft.

14 CFR 121.511 - Flight time limitations: Flight engineers: airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Flight engineers: airplanes. 121.511 Section 121.511 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Operations § 121.511 Flight time limitations: Flight engineers: airplanes. (a) In any operation in which one...

The prediction of nonlinear dynamic loads on helicopters from flight variables using artificial neural networks

NASA Technical Reports Server (NTRS)

Cook, A. B.; Fuller, C. R.; O'Brien, W. F.; Cabell, R. H.

1992-01-01

A method of indirectly monitoring component loads through common flight variables is proposed which requires an accurate model of the underlying nonlinear relationships. An artificial neural network (ANN) model learns relationships through exposure to a database of flight variable records and corresponding load histories from an instrumented military helicopter undergoing standard maneuvers. The ANN model, utilizing eight standard flight variables as inputs, is trained to predict normalized time-varying mean and oscillatory loads on two critical components over a range of seven maneuvers. Both interpolative and extrapolative capabilities are demonstrated with agreement between predicted and measured loads on the order of 90 percent to 95 percent. This work justifies pursuing the ANN method of predicting loads from flight variables.

Iced Aircraft Flight Data for Flight Simulator Validation

NASA Technical Reports Server (NTRS)

Ratvasky, Thomas P.; Blankenship, Kurt; Rieke, William; Brinker, David J.

2003-01-01

NASA is developing and validating technology to incorporate aircraft icing effects into a flight training device concept demonstrator. Flight simulation models of a DHC-6 Twin Otter were developed from wind tunnel data using a subscale, complete aircraft model with and without simulated ice, and from previously acquired flight data. The validation of the simulation models required additional aircraft response time histories of the airplane configured with simulated ice similar to the subscale model testing. Therefore, a flight test was conducted using the NASA Twin Otter Icing Research Aircraft. Over 500 maneuvers of various types were conducted in this flight test. The validation data consisted of aircraft state parameters, pilot inputs, propulsion, weight, center of gravity, and moments of inertia with the airplane configured with different amounts of simulated ice. Emphasis was made to acquire data at wing stall and tailplane stall since these events are of primary interest to model accurately in the flight training device. Analyses of several datasets are described regarding wing and tailplane stall. Key findings from these analyses are that the simulated wing ice shapes significantly reduced the C , max, while the simulated tail ice caused elevator control force anomalies and tailplane stall when flaps were deflected 30 deg or greater. This effectively reduced the safe operating margins between iced wing and iced tail stall as flap deflection and thrust were increased. This flight test demonstrated that the critical aspects to be modeled in the icing effects flight training device include: iced wing and tail stall speeds, flap and thrust effects, control forces, and control effectiveness.

Flight Planning Branch NASA Co-op Tour

NASA Technical Reports Server (NTRS)

Marr, Aja M.

2013-01-01

This semester I worked with the Flight Planning Branch at the NASA Johnson Space Center. I learned about the different aspects of flight planning for the International Space Station as well as the software that is used internally and ISSLive! which is used to help educate the public on the space program. I had the opportunity to do on the job training in the Mission Control Center with the planning team. I transferred old timeline records from the planning team's old software to the new software in order to preserve the data for the future when the software is retired. I learned about the operations of the International Space Station, the importance of good communication between the different parts of the planning team, and enrolled in professional development classes as well as technical classes to learn about the space station.

Symptom-based categorization of in-flight passenger medical incidents.

PubMed

Mahony, Paul H; Myers, Julia A; Larsen, Peter D; Powell, David M C; Griffiths, Robin F

2011-12-01

The majority of in-flight passenger medical events are managed by cabin crew. Our study aimed to evaluate the reliability of cabin crew reports of in-flight medical events and to develop a symptom-based categorization system. All cabin crew in-flight passenger medical incident reports for an airline over a 9-yr period were examined retrospectively. Validation of incident descriptions were undertaken on a sample of 162 cabin crew reports where medically trained persons' reports were available for comparison using a three Round Delphi technique and testing concordance using Cohen's Kappa. A hierarchical symptom-based categorization system was designed and validated. The rate was 159 incidents per 106 passengers carried, or 70.4/113.3 incidents per 106 revenue passenger kilometres/miles, respectively. Concordance between cabin crew and medical reports was 96%, with a high validity rating (mean 4.6 on a 1-5 scale) and high Cohen's Kappa (0.94). The most common in-flight medical events were transient loss of consciousness (41%), nausea/vomiting/diarrhea (19.5%), and breathing difficulty (16%). Cabin crew records provide reliable data regarding in-flight passenger medical incidents, complementary to diagnosis-based systems, and allow the use of currently underutilized data. The categorization system provides a means for tracking passenger medical incidents internationally and an evidence base for cabin crew first aid training.

Flight data processing with the F-8 adaptive algorithm

NASA Technical Reports Server (NTRS)

Hartmann, G.; Stein, G.; Petersen, K.

1977-01-01

An explicit adaptive control algorithm based on maximum likelihood estimation of parameters has been designed for NASA's DFBW F-8 aircraft. To avoid iterative calculations, the algorithm uses parallel channels of Kalman filters operating at fixed locations in parameter space. This algorithm has been implemented in NASA/DFRC's Remotely Augmented Vehicle (RAV) facility. Real-time sensor outputs (rate gyro, accelerometer and surface position) are telemetered to a ground computer which sends new gain values to an on-board system. Ground test data and flight records were used to establish design values of noise statistics and to verify the ground-based adaptive software. The software and its performance evaluation based on flight data are described

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats

PubMed Central

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F.

2015-01-01

ABSTRACT Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. PMID:26582935

Flight assessment in patients with respiratory disease: hypoxic challenge testing vs. predictive equations.

PubMed

Martin, S E; Bradley, J M; Buick, J B; Bradbury, I; Elborn, J S

2007-06-01

Predictive equations have been proposed as a simpler alternative to hypoxic challenge testing (HCT) for determining the risk of in-flight hypoxia. To assess agreement between hypoxic challenge testing (HCT) and predictive equations for assessment of in-flight hypoxia. Retrospective study. Patients with chronic obstructive pulmonary disease (COPD) (n = 15), interstitial lung disease (ILD) (n = 15) and cystic fibrosis (CF) (n = 15) were studied. Spirometry was recorded prior to hypoxic inhalation and oxygen saturations (SpO2) were recorded before, after and during hypoxic inhalation. Blood gases were analysed before and after hypoxic inhalation and when SpO2 = 85%. An HCT was performed using the Ventimask method. The PaO2 at altitude was estimated for each group using four published predictive equations, which use values of PaO2 (ground) and lung function measurements to predict altitude PaO2. Results were interpreted using the BTS recommendations for prescription of in-flight oxygen post HCT. The Stuart Maxwell test of overall homogeneity was used to assess agreement between HCT results and each of the predictive equations. Ground PaO2 was significantly greater in patients with CF than either ILD or COPD (p < 0.05). PaO2 in all three groups significantly decreased following HCT. With the exception of equation 3, significantly fewer patients in each group would require in-flight O2 if prescription was based on HCT, compared to predictive equations (p < 0.05). Predictive equations considerably overestimate the need for in-flight O2, compared to HCT.

Flight Test Engineering

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen

2013-01-01

Although the scope of flight test engineering efforts may vary among organizations, all point to a common theme: flight test engineering is an interdisciplinary effort to test an asset in its operational flight environment. Upfront planning where design, implementation, and test efforts are clearly aligned with the flight test objective are keys to success. This chapter provides a top level perspective of flight test engineering for the non-expert. Additional research and reading on the topic is encouraged to develop a deeper understanding of specific considerations involved in each phase of flight test engineering.

Bird Flight as a Model for a Course in Unsteady Aerodynamics

NASA Astrophysics Data System (ADS)

Jacob, Jamey; Mitchell, Jonathan; Puopolo, Michael

2014-11-01

Traditional unsteady aerodynamics courses at the graduate level focus on theoretical formulations of oscillating airfoil behavior. Aerodynamics students with a vision for understanding bird-flight and small unmanned aircraft dynamics desire to move beyond traditional flow models towards new and creative ways of appreciating the motion of agile flight systems. High-speed videos are used to record kinematics of bird flight, particularly barred owls and red-shouldered hawks during perching maneuvers, and compared with model aircraft performing similar maneuvers. Development of a perching glider and associated control laws to model the dynamics are used as a class project. Observations are used to determine what different species and sizes of birds share in their methods to approach a perch under similar conditions. Using fundamental flight dynamics, simplified models capable of predicting position, attitude, and velocity of the flier are developed and compared with the observations. By comparing the measured data from the videos and predicted and measured motions from the glider models, it is hoped that the students gain a better understanding of the complexity of unsteady aerodynamics and aeronautics and an appreciation for the beauty of avian flight.

The flying classroom - a cost effective integrated approach to learning and teaching flight dynamics

NASA Astrophysics Data System (ADS)

Bromfield, Michael A.; Belberov, Aleksandar

2017-11-01

In the UK, the Royal Aeronautical Society recommends the inclusion of practical flight exercises for accredited undergraduate aerospace engineering programmes to enhance learning and student experience. The majority of academic institutions teaching aerospace in the UK separate the theory and practice of flight dynamics with students attending a series of lectures supplemented by an intensive one-day flight exercise. Performance and/or handling qualities flight tests are performed in a dedicated aircraft fitted with specialist equipment for the recording and presentation of flight data. This paper describes an innovative approach to better integrate theory and practice and the use of portable Commercial-off-The-Shelf (COTS) technologies to enable a range of standard, unmodified aircraft to be used. The integration of theory and practice has enriched learning and teaching, improved coursework grades and the student experience. The use of COTS and unmodified aircraft has reduced costs and enabled increased student participation.

The IMISS-1 Experiment for Recording and Analysis of Accelerations in Orbital Flight

NASA Astrophysics Data System (ADS)

Sadovnichii, V. A.; Alexandrov, V. V.; Bugrov, D. I.; Lemak, S. S.; Pakhomov, V. B.; Panasyuk, M. I.; Petrov, V. L.; Yashin, I. V.

2018-03-01

The IMISS-1 experiment represents the second step in solving the problem of the creation of the gaze stabilization corrector. This device is designed to correct the effect of the gaze stabilization delay under microgravity. IMISS-1 continues research started by the Tat'yana-2 satellite. This research will be continued on board the International Space Station. At this stage we study the possibility of registration of angular and linear accelerations acting on the sensitive mass in terms of Low Earth Orbit flight, using MEMS sensors.

Flight of the Chinese white pine beetle (Coleoptera: Scolytidae) in relation to sex, body weight and energy reserve.

PubMed

Chen, H; Li, Z; Bu, S H; Tian, Z Q

2011-02-01

The flight distance, flight time and individual flight activities of males and females of Dendroctonus armandi were recorded during 96-h flight trials using a flight mill system. The body weight, glucose, glycogen and lipid content of four treatments (naturally emerged, starved, phloem-fed and water-fed) were compared among pre-flight, post-flight and unflown controls. There was no significant difference between males and females in total flight distance and flight time in a given 24-h period. The flight distance and flight time of females showed a significant linear decline as the tethered flying continued, but the sustained flight ability of females was better than that of males. The females had higher glycogen and lipid content than the males; however, there was no significant difference between both sexes in glucose content. Water-feeding and phloem-feeding had significant effects on longevity, survival days and flight potential of D. armandi, which resulted in longer feeding days, poorer flight potential and lower energy substrate content. Our results demonstrate that flight distances in general do not differ between water-fed and starved individuals, whereas phloem-fed females and males fly better than water-fed and starved individuals.

Analysis of flight data from a High-Incidence Research Model by system identification methods

NASA Technical Reports Server (NTRS)

Batterson, James G.; Klein, Vladislav

1989-01-01

Data partitioning and modified stepwise regression were applied to recorded flight data from a Royal Aerospace Establishment high incidence research model. An aerodynamic model structure and corresponding stability and control derivatives were determined for angles of attack between 18 and 30 deg. Several nonlinearities in angles of attack and sideslip as well as a unique roll-dominated set of lateral modes were found. All flight estimated values were compared to available wind tunnel measurements.

Solid-State Recorders Enhance Scientific Data Collection

NASA Technical Reports Server (NTRS)

2010-01-01

Under Small Business Innovation Research (SBIR) contracts with Goddard Space Flight Center, SEAKR Engineering Inc., of Centennial, Colorado, crafted a solid-state recorder (SSR) to replace the tape recorder onboard a Spartan satellite carrying NASA's Inflatable Antenna Experiment. Work for that mission and others has helped SEAKR become the world leader in SSR technology for spacecraft. The company has delivered more than 100 systems, more than 85 of which have launched onboard NASA, military, and commercial spacecraft including imaging satellites that provide much of the high-resolution imagery for online mapping services like Google Earth.

Effect of sampling rate and record length on the determination of stability and control derivatives

NASA Technical Reports Server (NTRS)

Brenner, M. J.; Iliff, K. W.; Whitman, R. K.

1978-01-01

Flight data from five aircraft were used to assess the effects of sampling rate and record length reductions on estimates of stability and control derivatives produced by a maximum likelihood estimation method. Derivatives could be extracted from flight data with the maximum likelihood estimation method even if there were considerable reductions in sampling rate and/or record length. Small amplitude pulse maneuvers showed greater degradation of the derivative maneuvers than large amplitude pulse maneuvers when these reductions were made. Reducing the sampling rate was found to be more desirable than reducing the record length as a method of lessening the total computation time required without greatly degrading the quantity of the estimates.

Flight-determined benefits of integrated flight-propulsion control systems

NASA Technical Reports Server (NTRS)

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

1992-01-01

Over the last two decades, NASA has conducted several experiments in integrated flight-propulsion control. Benefits have included improved maneuverability; increased thrust, range, and survivability; reduced fuel consumption; and reduced maintenance. This paper presents the basic concepts for control integration, examples of implementation, and benefits. The F-111E experiment integrated the engine and inlet control systems. The YF-12C incorporated an integral control system involving the inlet, autopilot, autothrottle, airdata, navigation, and stability augmentation systems. The F-15 research involved integration of the engine, flight, and inlet control systems. Further extension of the integration included real-time, onboard optimization of engine, inlet, and flight control variables; a self-repairing flight control system; and an engines-only control concept for emergency control. The F-18A aircraft incorporated thrust vectoring integrated with the flight control system to provide enhanced maneuvering at high angles of attack. The flight research programs and the resulting benefits of each program are described.

FLYSAFE, nowcasting of in flight icing supporting aircrew decision making process

NASA Astrophysics Data System (ADS)

Drouin, A.; Le Bot, C.

2009-09-01

FLYSAFE is an Integrated Project of the 6th framework of the European Commission with the aim to improve flight safety through the development of a Next Generation Integrated Surveillance System (NGISS). The NGISS provides information to the flight crew on the three major external hazards for aviation: weather, air traffic and terrain. The NGISS has the capability of displaying data about all three hazards on a single display screen, facilitating rapid pilot appreciation of the situation by the flight crew. Weather Information Management Systems (WIMS) were developed to provide the NGISS and the flight crew with weather related information on in-flight icing, thunderstorms, wake-vortex and clear-air turbulence. These products are generated on the ground from observations and model forecasts. WIMS supply relevant information on three different scales: global, regional and local (over airport Terminal Manoeuvring Area). Within the flysafe program, around 120 hours of flight trials were performed during February 2008 and August 2008. Two aircraft were involved each with separate objectives : - to assess FLYSAFE's innovative solutions for the data-link, on-board data fusion, data-display, and data-updates during flight; - to evaluate the new weather information management systems (in flight icing and thunderstorms) using in-situ measurements recorded on board the test aircraft. In this presentation we will focus on the in-flight icing nowcasting system developed at Météo France in the framework of FLYSAFE: the local ICE WIMS. The local ICE WIMS is based on data fusion. The most relevant information for icing detection is extracted from the numerical weather prediction model, the infra-red and visible satellite imagery and the ground weather radar reflectivities. After a presentation of the local ICE WIMS, we detail the evaluation of the local ICE WIMS performed using the winter and summer flight trial data.

Application of an Electronic Medical Record in Space Medicine

NASA Technical Reports Server (NTRS)

McGinnis, Patrick J.

2000-01-01

Electronic Medical Records (EMR) have been emerging over the past decade. Today, they are replacing the paper chart in clinics throughout the nation. Approximately three years ago, the NASA-JSC Flight Medicine Clinic initiated an assessment of the EMRs available on the market. This assessment included comparing these products with the particular scope of practice at JSC. In 1998, the Logician EMR from Medicalogic was selected for the JSC Flight Medicine Clinic. This presentation reviews the process of selection and implementation of the EMR into the unique practice of aerospace medicine at JSC.

Electronystagmography and audio potentials in space flight

NASA Technical Reports Server (NTRS)

Thornton, William E.; Biggers, W. P.; Pool, Sam L.; Thomas, W. G.; Thagard, Norman E.

1985-01-01

Beginning with the fourth flight of the Space Transport System (STS-4), objective measurements of inner ear function were conducted in near-zero G conditions in earth orbit. The problem of space motion sickness (SMS) was approached much like any disequilibrium problem encountered clinically. However, objective testing techniques had built-in limitations superimposed by the strict parameters inherent in each mission. An attempt was made to objectively characterize SMS, and to first ascertain whether the objective measurements indicated that this disorder was of peripheral or central origin. Electronystagmography and auditory brain stem response recordings were the primary investigative tools. One of the authors (W.E.T.) was a mission specialist on board the orbiter Challenger on the eighth shuttle mission (STS-8) and had the opportunity to make direct and personal observations regarding SMS, an opportunity which has added immeasurably to our understanding of this disorder. Except for two abnormal ENG records, which remain to be explained, the remaining ENG records and all the ABR records made in the weightless environment of space were normal.

Methoprene influences reproduction and flight capacity in adults of the rice leaf roller, Cnaphalocrocis medinalis (Guenểe) (Lepidoptera: Pyralidae).

PubMed

Sun, Bei-Bei; Jiang, Xing-Fu; Zhang, Lei; Stanley, David Warren; Luo, Li-Zhi; Long, Wei

2013-01-01

Juvenile hormone (JH) influences many aspects of insect biology, including oogenesis-flight syndrome tradeoffs between migration and reproduction. Drawing on studies of many migratory insects, we posed the hypothesis that JH influences migratory capacity and oogenesis in the rice leaf roller, Cnaphalocrocis medinalis. We treated adults moths (days 1, 2 and 3 postemergence) with the JH analog (JHA), methoprene, and then recorded the influences of JHA treatments on reproduction. JHA treatment on day 1 postemergence, but not on the other days, shortened the preoviposition period, although JHA did not influence total fecundity, oviposition period, or longevity. We infer day 1 postemergence is the JH-sensitive stage to influence reproduction. Therefore, we treated moths on day 1 postemergence with JHA and recorded flight capacity, flight muscle mass, and triacylglycerol (TAG) accumulation. JHA treatments did not influence flight speed, but led to reductions in flight durations and flight distances. At day 3 posttreatment (PT), JHA-treated females flew shorter times and less distance than the controls; JHA-treated males, however, only flew shorter times than the controls. JHA treatments led to reductions in flight muscle mass in females at days 2-3 PT and reductions in TAG content in females at day 3 PT, but, these parameters were not influenced by JHA in males. These findings strongly support our hypothesis, from which we infer that JH is a major driver in C. medinalis oogenesis-flight syndrome tradeoffs. Our data also reveal a JH-sensitive stage in adulthood during which JH influences the oocyte-flight syndrome in C. medinalis. © 2012 Wiley Periodicals, Inc.

Effect of cognitive load on speech prosody in aviation: Evidence from military simulator flights.

PubMed

Huttunen, Kerttu; Keränen, Heikki; Väyrynen, Eero; Pääkkönen, Rauno; Leino, Tuomo

2011-01-01

Mental overload directly affects safety in aviation and needs to be alleviated. Speech recordings are obtained non-invasively and as such are feasible for monitoring cognitive load. We recorded speech of 13 military pilots while they were performing a simulator task. Three types of cognitive load (load on situation awareness, information processing and decision making) were rated by a flight instructor separately for each flight phase and participant. As a function of increased cognitive load, the mean utterance-level fundamental frequency (F0) increased, on average, by 7 Hz and the mean vocal intensity increased by 1 dB. In the most intensive simulator flight phases, mean F0 increased by 12 Hz and mean intensity, by 1.5 dB. At the same time, the mean F0 range decreased by 5 Hz, on average. Our results showed that prosodic features of speech can be used to monitor speaker state and support pilot training in a simulator environment. Copyright © 2010 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Parabolic flight induces changes in gene expression patterns in Arabidopsis thaliana.

PubMed

Paul, Anna-Lisa; Manak, Michael S; Mayfield, John D; Reyes, Matthew F; Gurley, William B; Ferl, Robert J

2011-10-01

Our primary objective was to evaluate gene expression changes in Arabidopsis thaliana in response to parabolic flight as part of a comprehensive approach to the molecular biology of spaceflight-related adaptations. In addition, we wished to establish parabolic flight as a tractable operations platform for molecular biology studies. In a succession of experiments on NASA's KC-135 and C-9 parabolic aircraft, Arabidopsis plants were presented with replicated exposure to parabolic flight. Transcriptome profiling revealed that parabolic flight caused changes in gene expression patterns that stood the statistical tests of replication on three different flight days. The earliest response, after 20 parabolas, was characterized by a prominence of genes associated with signal transduction. After 40 parabolas, this prominence was largely replaced by genes associated with biotic and abiotic stimuli and stress. Among these responses, three metabolic processes stand out in particular: the induction of auxin metabolism and signaling, the differential expression of genes associated with calcium-mediated signaling, and the repression of genes associated with disease resistance and cell wall biochemistry. Many, but not all, of these responses are known to be involved in gravity sensing in plants. Changes in auxin-related gene expression were also recorded by reporter genes tuned to auxin signal pathways. These data demonstrate that the parabolic flight environment is appropriate for molecular biology research involving the transition to microgravity, in that with replication, proper controls, and analyses, gene expression changes can be observed in the time frames of typical parabolic flight experiments.

The Development of the Ares I-X Flight Test

NASA Technical Reports Server (NTRS)

Ess, Robert H.

2008-01-01

The National Aeronautics and Space Administration (NASA) Constellation Program (CxP) has identified a series of tests to provide insight into the design and development of the Ares I Crew Launch Vehicle (CLV) and the Orion Crew Exploration Vehicle (CEV). Ares I-X was created as the first suborbital development flight test to help meet CxP objectives. The Ares I-X flight vehicle is an early operational model of Ares, with specific emphasis on Ares I and ground operation characteristics necessary to meet Ares I-X flight test objectives. Ares I-X will encompass the design and construction of an entire system that includes the Flight Test Vehicle (FTV) and associated operations. The FTV will be a test model based on the Ares I design. Select design features will be incorporated in the FTV design to emulate the operation of the CLV in order to meet the flight test objectives. The operations infrastructure and processes will be customized for Ares I-X, while still providing data to inform the developers of the launch processing system for Ares/Orion. The FTV is comprised of multiple elements and components that will be developed at different locations. The components will be delivered to the launch/assembly site, Kennedy Space Center (KSC), for assembly of the elements and components into an integrated, flight-ready, launch vehicle. The FTV will fly a prescribed trajectory in order to obtain the necessary data to meet the objectives. Ares I-X will not be commanded or controlled from the ground during flight, but the FTV will be equipped with telemetry systems, a data recording capability and a flight termination system (FTS). The in-flight part of the test includes a trajectory to simulate maximum dynamic pressure during flight and perform a stage separation representative of the CLV. The in-flight test also includes separation of the Upper Stage Simulator (USS) from the First Stage and recovery of the First Stage. The data retrieved from the flight test will be analyzed

In-flight simulation studies at the NASA Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Shafer, Mary F.

1992-01-01

Since the late 1950's, the National Aeronautics and Space Administration's Dryden Flight Research Facility has found in-flight simulation to be an invaluable tool. In-flight simulation has been used to address a wide variety of flying qualities questions, including low-lift-to-drag ratio approach characteristics for vehicles like the X-15, the lifting bodies, and the Space Shuttle; the effects of time delays on controllability of aircraft with digital flight-control systems, the causes and cures of pilot-induced oscillation in a variety of aircraft, and flight-control systems for such diverse aircraft as the X-15 and the X-29. In-flight simulation has also been used to anticipate problems and to avoid them and to solve problems once they appear. Presented here is an account of the in-flight simulation at the Dryden Flight Research Facility and some discussion. An extensive bibliography is included.

In-flight simulation studies at the NASA Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Shafer, Mary F.

1994-01-01

Since the late 1950's the National Aeronautics and Space Administration's Dryden Flight Research Facility has found in-flight simulation to be an invaluable tool. In-flight simulation has been used to address a wide variety of flying qualities questions, including low lift-to-drag ratio approach characteristics for vehicles like the X-15, the lifting bodies, and the space shuttle; the effects of time delays on controllability of aircraft with digital flight control systems; the causes and cures of pilot-induced oscillation in a variety of aircraft; and flight control systems for such diverse aircraft as the X-15 and the X-29. In-flight simulation has also been used to anticipate problems, avoid them, and solve problems once they appear. This paper presents an account of the in-flight simulation at the Dryden Flight Research Facility and some discussion. An extensive bibliography is included.

MS Massimino on aft flight deck during EVA 5

NASA Image and Video Library

2002-03-09

STS109-E-5761 (9 March 2002) --- Astronaut Michael J. Massimino, STS-109 mission specialist, looks through an overhead window on the aft flight deck of the Space Shuttle Columbia during the crew’s final interface with the Hubble Space Telescope (HST). The telescope was released at 4:04 a.m. (CST). The image was recorded with a digital still camera.

14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2011 CFR

2011-01-01

... (aircraft) and flight instructors (simulator). 91.1091 Section 91.1091 Aeronautics and Space FEDERAL... Qualifications: Flight instructors (aircraft) and flight instructors (simulator). (a) For the purposes of this... aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category...

14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2012 CFR

2012-01-01

... (aircraft) and flight instructors (simulator). 91.1091 Section 91.1091 Aeronautics and Space FEDERAL... Qualifications: Flight instructors (aircraft) and flight instructors (simulator). (a) For the purposes of this... aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category...

14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2013 CFR

2013-01-01

... (aircraft) and flight instructors (simulator). 91.1091 Section 91.1091 Aeronautics and Space FEDERAL... Qualifications: Flight instructors (aircraft) and flight instructors (simulator). (a) For the purposes of this... aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category...

14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2014 CFR

2014-01-01

... (aircraft) and flight instructors (simulator). 91.1091 Section 91.1091 Aeronautics and Space FEDERAL... Qualifications: Flight instructors (aircraft) and flight instructors (simulator). (a) For the purposes of this... aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category...

DAIDALUS Observations From UAS Integration in the NAS Project Flight Test 4

NASA Technical Reports Server (NTRS)

Vincent, Michael J.; Tsakpinis, Dimitrios

2016-01-01

In order to validate the Unmanned Aerial System (UAS) Detect-and-Avoid (DAA) solution proposed by standards body RTCA Inc., the National Aeronautics and Space Administration (NASA) UAS Integration in the NAS project, alongside industry members General Atomics and Honeywell, conducted the fourth flight test in a series at Armstrong Flight Research Center in Edwards, California. Flight Test 4 (FT4) investigated problems of interoperability with the TCAS collision avoidance system with a DAA system as well as problems associated with sensor uncertainty. A series of scripted flight encounters between the NASA Ikhana UAS and various "intruder" aircraft were flown while alerting and guidance from the DAA algorithm were recorded to investigate the timeliness of the alerts and correctness of the guidance triggered by the DAA system. The results found that alerts were triggered in a timely manner in most instances. Cases where the alerting and guidance was incorrect were investigated further.

Bird flight and airplane flight. [instruments to measure air currents and flight characteristics

NASA Technical Reports Server (NTRS)

Magnan, A.

1980-01-01

Research was based on a series of mechanical, electrical, and cinematographic instruments developed to measure various features of air current behavior as well as bird and airplane flight. Investigation of rising obstruction and thermal currents led to a theory of bird flight, especially of the gliding and soaring types. It was shown how a knowledge of bird flight can be applied to glider and ultimately motorized aircraft construction. The instruments and methods used in studying stress in airplanes and in comparing the lift to drag ratios of airplanes and birds are described.

A flight investigation of blade section aerodynamics for a helicopter main rotor having NLR-1T airfoil sections

NASA Technical Reports Server (NTRS)

Morris, C. E. K., Jr.; Stevens, D. D.; Tomaine, R. L.

1980-01-01

A flight investigation was conducted using a teetering-rotor AH-1G helicopter to obtain data on the aerodynamic behavior of main-rotor blades with the NLR-1T blade section. The data system recorded blade-section aerodynamic pressures at 90 percent rotor radius as well as vehicle flight state, performance, and loads. The test envelope included hover, forward flight, and collective-fixed maneuvers. Data were obtained on apparent blade-vortex interactions, negative lift on the advancing blade in high-speed flight and wake interactions in hover. In many cases, good agreement was achieved between chordwise pressure distributions predicted by airfoil theory and flight data with no apparent indications of blade-vortex interactions.

14 CFR 121.426 - Flight navigators: Initial and transition flight training.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight navigators: Initial and transition flight training. 121.426 Section 121.426 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 121.426 Flight navigators: Initial and transition flight training. Link to an amendment published at...

Orbital flight test shuttle external tank aerothermal flight evaluation, volume 1

NASA Technical Reports Server (NTRS)

Praharaj, Sarat C.; Engel, Carl D.; Warmbrod, John D.

1986-01-01

This 3-volume report discusses the evaluation of aerothermal flight measurements made on the orbital flight test Space Shuttle External Tanks (ETs). Six ETs were instrumented to measure various quantities during flight; including heat transfer, pressure, and structural temperature. The flight data was reduced and analyzed against math models established from an extensive wind tunnel data base and empirical heat-transfer relationships. This analysis has supported the validity of the current aeroheating methodology and existing data base; and, has also identified some problem areas which require methodology modifications. This is Volume 1, an Executive Summary. Volume 2 contains Appendices A (Aerothermal Comparisons) and B (Flight Derived h sub 1/h sub u vs. M sub inf. Plots), and Volume 3 contains Appendix C (Comparison of Interference Factors among OFT Flight, Prediction and 1H-97A Data), Appendix D (Freestream Stanton Number and Reynolds Number Correlation for Flight and Tunnel Data), and Appendix E (Flight-Derived h sub i/h sub u Tables).

Flight Test Implementation of a Second Generation Intelligent Flight Control System

NASA Technical Reports Server (NTRS)

Williams-Hayes, Peggy S.

2005-01-01

The NASA F-15 Intelligent Flight Control System project team has developed a series of flight control concepts designed to demonstrate the benefits of a neural network-based adaptive controller. The objective of the team was to develop and flight-test control systems that use neural network technology, to optimize the performance of the aircraft under nominal conditions, and to stabilize the aircraft under failure conditions. Failure conditions include locked or failed control surfaces as well as unforeseen damage that might occur to the aircraft in flight. The Intelligent Flight Control System team is currently in the process of implementing a second generation control scheme, collectively known as Generation 2 or Gen 2, for flight testing on the NASA F-15 aircraft. This report describes the Gen 2 system as implemented by the team for flight test evaluation. Simulation results are shown which describe the experiment to be performed in flight and highlight the ways in which the Gen 2 system meets the defined objectives.

Orbital flight test shuttle external tank aerothermal flight evaluation, volume 3

NASA Technical Reports Server (NTRS)

Praharaj, Sarat C.; Engel, Carl D.; Warmbrod, John D.

1986-01-01

This 3-volume report discusses the evaluation of aerothermal flight measurements made on the orbital flight test Space Shuttle External Tanks (ETs). Six ETs were instrumented to measure various quantities during flight; including heat transfer, pressure, and structural temperature. The flight data was reduced and analyzed against math models established from an extensive wind tunnel data base and empirical heat-transfer relationships. This analysis has supported the validity of the current aeroheating methodology and existing data base; and, has also identified some problem areas which require methodology modifications. Volume 1 is the Executive Summary. Volume 2 contains Appendix A (Aerothermal Comparisons), and Appendix B (Flight-Derived h sub 1/h sub u vs. M sub inf. Plots). This is Volume 3, containing Appendix C (Comparison of Interference Factors between OFT Flight, Prediction and 1H-97A Data), Appendix D (Freestream Stanton Number and Reynolds Number Correlation for Flight and Tunnel Data), and Appendix E (Flight-Derived h sub i/h sub u Tables).

Orbital flight test shuttle external tank aerothermal flight evaluation, volume 2

NASA Technical Reports Server (NTRS)

Praharaj, Sarat C.; Engel, Carl D.; Warmbrod, John D.

1986-01-01

This 3-volume report discusses the evaluation of aerothermal flight measurements made on the orbital flight test Space Shuttle External Tanks (ETs). Six ETs were instrumented to measure various quantities during flight; including heat transfer, pressure, and structural temperature. The flight data was reduced and analyzed against math models established from an extensive wind tunnel data base and empirical heat-transfer relationships. This analysis has supported the validity of the current aeroheating methodology and existing data base; and, has also identified some problem areas which require methodology modifications. Volume 1 is the Executive Summary. This is volume 2, containing Appendix A (Aerothermal Comparisons), and Appendix B (Flight-Derived h sub i/h sub u vs. M sub inf. Plots). Volume 3 contains Appendix C (Comparison of Interference Factors between OFT Flight, Prediction and 1H-97A Data), Appendix D (Freestream Stanton Number and Reynolds Number Correlation for Flight and Tunnel Data), and Appendix E (Flight-Derived h sub i/h sub u Tables).

Orion Exploration Flight Test Post-Flight Inspection and Analysis

NASA Technical Reports Server (NTRS)

Miller, J. E.; Berger, E. L.; Bohl, W. E.; Christiansen, E. L.; Davis, B. A.; Deighton, K. D.; Enriquez, P. A.; Garcia, M. A.; Hyde, J. L.; Oliveras, O. M.

2017-01-01

The multipurpose crew vehicle, Orion, is being designed and built for NASA to handle the rigors of crew launch, sustainment and return from scientific missions beyond Earth orbit. In this role, the Orion vehicle is meant to operate in the space environments like the naturally occurring meteoroid and the artificial orbital debris environments (MMOD) with successful atmospheric reentry at the conclusion of the flight. As a result, Orion's reentry module uses durable porous, ceramic tiles on almost thirty square meters of exposed surfaces to accomplish both of these functions. These durable, non-ablative surfaces maintain their surface profile through atmospheric reentry; thus, they preserve any surface imperfections that occur prior to atmospheric reentry. Furthermore, Orion's launch abort system includes a shroud that protects the thermal protection system while awaiting launch and during ascent. The combination of these design features and a careful pre-flight inspection to identify any manufacturing imperfections results in a high confidence that damage to the thermal protection system identified post-flight is due to the in-flight solid particle environments. These favorable design features of Orion along with the unique flight profile of the first exploration flight test of Orion (EFT-1) have yielded solid particle environment measurements that have never been obtained before this flight.

Smart flight control

NASA Astrophysics Data System (ADS)

Larson, Brett; Bartlett, James P.; O'Hearn, Steve; Adams, Clinton

2001-04-01

Shape Memory Alloy (SMA) wire technology was used as primary flight control actuators on a 99-inch wingspan remote controlled aircraft. Modifications were made to a Dynaflite Butterfly and its Futaba remote control system. Comparisons were recorded between the original Futaba electric motor servo system and the SMA actuator system in terms of input power requirement, response time, actuation geometry, output power, and proportional control characteristics. The advantages and limitations of this application of SMA technology were exposed. This project shed light on further possibilities for use of SMA technology that could eliminate much of the weight, complexity, and cost associated with current use of remote actuation and linkage systems. It is the author's hope that the information presented herein will help facilitate further development of SMA in highly critical miniature applications.

The three-dimensional flight of red-footed boobies: adaptations to foraging in a tropical environment?

PubMed

Weimerskirch, H; Le Corre, M; Ropert-Coudert, Y; Kato, A; Marsac, F

2005-01-07

In seabirds a broad variety of morphologies, flight styles and feeding methods exist as an adaptation to optimal foraging in contrasted marine environments for a wide variety of prey types. Because of the low productivity of tropical waters it is expected that specific flight and foraging techniques have been selected there, but very few data are available. By using five different types of high-precision miniaturized logger (global positioning systems, accelerometers, time depth recorders, activity recorders, altimeters) we studied the way a seabird is foraging over tropical waters. Red-footed boobies are foraging in the day, never foraging at night, probably as a result of predation risks. They make extensive use of wind conditions, flying preferentially with crosswinds at median speed of 38 km h(-1), reaching highest speeds with tail winds. They spent 66% of the foraging trip in flight, using a flap-glide flight, and gliding 68% of the flight. Travelling at low costs was regularly interrupted by extremely active foraging periods where birds are very frequently touching water for landing, plunge diving or surface diving (30 landings h(-1)). Dives were shallow (maximum 2.4 m) but frequent (4.5 dives h(-1)), most being plunge dives. While chasing for very mobile prey like flying fishes, boobies have adopted a very active and specific hunting behaviour, but the use of wind allows them to reduce travelling cost by their extensive use of gliding. During the foraging and travelling phases birds climb regularly to altitudes of 20-50 m to spot prey or congeners. During the final phase of the flight, they climb to high altitudes, up to 500 m, probably to avoid attacks by frigatebirds along the coasts. This study demonstrates the use by boobies of a series of very specific flight and activity patterns that have probably been selected as adaptations to the conditions of tropical waters.

Omega flight-test data reduction sequence. [computer programs for reduction of navigation data

NASA Technical Reports Server (NTRS)

Lilley, R. W.

1974-01-01

Computer programs for Omega data conversion, summary, and preparation for distribution are presented. Program logic and sample data formats are included, along with operational instructions for each program. Flight data (or data collected in flight format in the laboratory) is provided by the Ohio University Omega receiver base in the form of 6-bit binary words representing the phase of an Omega station with respect to the receiver's local clock. All eight Omega stations are measured in each 10-second Omega time frame. In addition, an event-marker bit and a time-slot D synchronizing bit are recorded. Program FDCON is used to remove data from the flight recorder tape and place it on data-processing cards for later use. Program FDSUM provides for computer plotting of selected LOP's, for single-station phase plots, and for printout of basic signal statistics for each Omega channel. Mean phase and standard deviation are printed, along with data from which a phase distribution can be plotted for each Omega station. Program DACOP simply copies the Omega data deck a controlled number of times, for distribution to users.

The role of passive avian head stabilization in flapping flight

PubMed Central

Pete, Ashley E.; Kress, Daniel; Dimitrov, Marina A.; Lentink, David

2015-01-01

Birds improve vision by stabilizing head position relative to their surroundings, while their body is forced up and down during flapping flight. Stabilization is facilitated by compensatory motion of the sophisticated avian head–neck system. While relative head motion has been studied in stationary and walking birds, little is known about how birds accomplish head stabilization during flapping flight. To unravel this, we approximate the avian neck with a linear mass–spring–damper system for vertical displacements, analogous to proven head stabilization models for walking humans. We corroborate the model's dimensionless natural frequency and damping ratios from high-speed video recordings of whooper swans (Cygnus cygnus) flying over a lake. The data show that flap-induced body oscillations can be passively attenuated through the neck. We find that the passive model robustly attenuates large body oscillations, even in response to head mass and gust perturbations. Our proof of principle shows that bird-inspired drones with flapping wings could record better images with a swan-inspired passive camera suspension. PMID:26311316

Prediction of ice accretion on a swept NACA 0012 airfoil and comparisons to flight test results

NASA Technical Reports Server (NTRS)

Reehorst, Andrew L.

1992-01-01

In the winter of 1989-90, an icing research flight project was conducted to obtain swept wing ice accretion data. Utilizing the NASA Lewis Research Center's DHC-6 DeHavilland Twin Otter aircraft, research flights were made into known icing conditions in Northeastern Ohio. The icing cloud environment and aircraft flight data were measured and recorded by an onboard data acquisition system. Upon entry into the icing environment, a 24 inch span, 15 inch chord NACA 0012 airfoil was extended from the aircraft and set to the desired sweep angle. After the growth of a well defined ice shape, the airfoil was retracted into the aircraft cabin for ice shape documentation. The ice accretions were recorded by ice tracings and photographs. Ice accretions were mostly of the glaze type and exhibited scalloping. The ice was accreted at sweep angles of 0, 30, and 45 degrees. A 3-D ice accretion prediction code was used to predict ice profiles for five selected flight test runs, which include sweep angle of zero, 30, and 45 degrees. The code's roughness input parameter was adjusted for best agreement. A simple procedure was added to the code to account for 3-D ice scalloping effects. The predicted ice profiles are compared to their respective flight test counterparts. This is the first attempt to predict ice profiles on swept wings with significant scalloped ice formations.

Foraging in an unsteady world: bumblebee flight performance in field-realistic turbulence

PubMed Central

Chang, J. J.; Oppenheimer, R. L.; Combes, S. A.

2017-01-01

Natural environments are characterized by variable wind that can pose significant challenges for flying animals and robots. However, our understanding of the flow conditions that animals experience outdoors and how these impact flight performance remains limited. Here, we combine laboratory and field experiments to characterize wind conditions encountered by foraging bumblebees in outdoor environments and test the effects of these conditions on flight. We used radio-frequency tags to track foraging activity of uniquely identified bumblebee (Bombus impatiens) workers, while simultaneously recording local wind flows. Despite being subjected to a wide range of speeds and turbulence intensities, we find that bees do not avoid foraging in windy conditions. We then examined the impacts of turbulence on bumblebee flight in a wind tunnel. Rolling instabilities increased in turbulence, but only at higher wind speeds. Bees displayed higher mean wingbeat frequency and stroke amplitude in these conditions, as well as increased asymmetry in stroke amplitude—suggesting that bees employ an array of active responses to enable flight in turbulence, which may increase the energetic cost of flight. Our results provide the first direct evidence that moderate, environmentally relevant turbulence affects insect flight performance, and suggest that flying insects use diverse mechanisms to cope with these instabilities. PMID:28163878

Foraging in an unsteady world: bumblebee flight performance in field-realistic turbulence.

PubMed

Crall, J D; Chang, J J; Oppenheimer, R L; Combes, S A

2017-02-06

Natural environments are characterized by variable wind that can pose significant challenges for flying animals and robots. However, our understanding of the flow conditions that animals experience outdoors and how these impact flight performance remains limited. Here, we combine laboratory and field experiments to characterize wind conditions encountered by foraging bumblebees in outdoor environments and test the effects of these conditions on flight. We used radio-frequency tags to track foraging activity of uniquely identified bumblebee ( Bombus impatiens ) workers, while simultaneously recording local wind flows. Despite being subjected to a wide range of speeds and turbulence intensities, we find that bees do not avoid foraging in windy conditions. We then examined the impacts of turbulence on bumblebee flight in a wind tunnel. Rolling instabilities increased in turbulence, but only at higher wind speeds. Bees displayed higher mean wingbeat frequency and stroke amplitude in these conditions, as well as increased asymmetry in stroke amplitude-suggesting that bees employ an array of active responses to enable flight in turbulence, which may increase the energetic cost of flight. Our results provide the first direct evidence that moderate, environmentally relevant turbulence affects insect flight performance, and suggest that flying insects use diverse mechanisms to cope with these instabilities.

Second Annual Transformative Vertical Flight Concepts Workshop: Enabling New Flight Concepts Through Novel Propulsion and Energy Architectures

NASA Technical Reports Server (NTRS)

Dudley, Michael R. (Editor); Duffy, Michael; Hirschberg, Michael; Moore, Mark; German, Brian; Goodrich, Ken; Gunnarson, Tom; Petermaier,Korbinian; Stoll, Alex; Fredericks, Bill;

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.

Oxygen and energy availability interact to determine flight performance in the Glanville fritillary butterfly.

PubMed

Fountain, Toby; Melvin, Richard G; Ikonen, Suvi; Ruokolainen, Annukka; Woestmann, Luisa; Hietakangas, Ville; Hanski, Ilkka

2016-05-15

Flying insects have the highest known mass-specific demand for oxygen, which makes it likely that reduced availability of oxygen might limit sustained flight, either instead of or in addition to the limitation due to metabolite resources. The Glanville fritillary butterfly (Melitaea cinxia) occurs as a large metapopulation in which adult butterflies frequently disperse between small local populations. Here, we examine how the interaction between oxygen availability and fuel use affects flight performance in the Glanville fritillary. Individuals were flown under either normoxic (21 kPa O2) or hypoxic (10 kPa O2) conditions and their flight metabolism was measured. To determine resource use, levels of circulating glucose, trehalose and whole-body triglyceride were recorded after flight. Flight performance was significantly reduced in hypoxic conditions. When flown under normoxic conditions, we observed a positive correlation among individuals between post-flight circulating trehalose levels and flight metabolic rate, suggesting that low levels of circulating trehalose constrains flight metabolism. To test this hypothesis experimentally, we measured the flight metabolic rate of individuals injected with a trehalase inhibitor. In support of the hypothesis, experimental butterflies showed significantly reduced flight metabolic rate, but not resting metabolic rate, in comparison to control individuals. By contrast, under hypoxia there was no relationship between trehalose and flight metabolic rate. Additionally, in this case, flight metabolic rate was reduced in spite of circulating trehalose levels that were high enough to support high flight metabolic rate under normoxic conditions. These results demonstrate a significant interaction between oxygen and energy availability for the control of flight performance. © 2016. Published by The Company of Biologists Ltd.

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats.

PubMed

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F

2015-11-01

Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. © 2015. Published by The Company of Biologists Ltd.

Greased Lightning (GL-10) Performance Flight Research: Flight Data Report

NASA Technical Reports Server (NTRS)

McSwain, Robert G.; Glaab, Louis J.; Theodore, Colin R.; Rhew, Ray D. (Editor); North, David D. (Editor)

2017-01-01

Modern aircraft design methods have produced acceptable designs for large conventional aircraft performance. With revolutionary electronic propulsion technologies fueled by the growth in the small UAS (Unmanned Aerial Systems) industry, these same prediction models are being applied to new smaller, and experimental design concepts requiring a VTOL (Vertical Take Off and Landing) capability for ODM (On Demand Mobility). A 50% sub-scale GL-10 flight model was built and tested to demonstrate the transition from hover to forward flight utilizing DEP (Distributed Electric Propulsion)[1][2]. In 2016 plans were put in place to conduct performance flight testing on the 50% sub-scale GL-10 flight model to support a NASA project called DELIVER (Design Environment for Novel Vertical Lift Vehicles). DELIVER was investigating the feasibility of including smaller and more experimental aircraft configurations into a NASA design tool called NDARC (NASA Design and Analysis of Rotorcraft)[3]. This report covers the performance flight data collected during flight testing of the GL-10 50% sub-scale flight model conducted at Beaver Dam Airpark, VA. Overall the flight test data provides great insight into how well our existing conceptual design tools predict the performance of small scale experimental DEP concepts. Low fidelity conceptual design tools estimated the (L/D)( sub max)of the GL-10 50% sub-scale flight model to be 16. Experimentally measured (L/D)( sub max) for the GL-10 50% scale flight model was 7.2. The aerodynamic performance predicted versus measured highlights the complexity of wing and nacelle interactions which is not currently accounted for in existing low fidelity tools.

Flight Tasks and Metrics to Evaluate Laser Eye Protection in Flight Simulators

DTIC Science & Technology

2017-07-07

AFRL-RH-FS-TR-2017-0026 Flight Tasks and Metrics to Evaluate Laser Eye Protection in Flight Simulators Thomas K. Kuyk Peter A. Smith Solangia...34Flight Tasks and Metrics to Evaluate Laser Eye Protection in Flight Simulators" (AFRL-RH-FS-TR- 2017 - 0026 SHORTER.PATRI CK.D.1023156390 Digitally...SUBTITLE Flight Tasks and Metrics to Evaluate Laser Eye Protection in Flight Simulators 5a. CONTRACT NUMBER FA8650-14-D-6519 5b. GRANT NUMBER 5c

Flight Capacity of Bactrocera dorsalis (Diptera: Tephritidae) Adult Females Based on Flight Mill Studies and Flight Muscle Ultrastructure

PubMed Central

Chen, Peng; Yuan, Ruiling; Wang, Xiaowei; Xu, Jin

2015-01-01

The oriental fruit fly, Bactrocera dorsalis (Hendel) (Diptera: Tephritidae), is considered a major economic threat in many regions worldwide. To better comprehend flight capacity of B. dorsalis and its physiological basis, a computer-monitored flight mill was used to study flight capacity of B. dorsalis adult females of various ages, and the changes of its flight muscle ultrastructures were studied by transmission electron microscopy. The flight capacity (both speed and distance) changed significantly with age of B. dorsalis female adults, peaking at about 15 d; the myofibril diameter of the flight muscle of test insects at 15-d old was the longest, up to 1.56 µm, the sarcomere length at 15-d old was the shortest, averaging at 1.37 µm, volume content of mitochondria of flight muscle at 15-d old reached the peak, it was 32.64%. This study provides the important scientific data for better revealing long-distance movement mechanism of B. dorsalis. PMID:26450591

In-flight automatic detection of vigilance states using a single EEG channel.

PubMed

Sauvet, F; Bougard, C; Coroenne, M; Lely, L; Van Beers, P; Elbaz, M; Guillard, M; Leger, D; Chennaoui, M

2014-12-01

Sleepiness and fatigue can reach particularly high levels during long-haul overnight flights. Under these conditions, voluntary or even involuntary sleep periods may occur, increasing the risk of accidents. The aim of this study was to assess the performance of an in-flight automatic detection system of low-vigilance states using a single electroencephalogram channel. Fourteen healthy pilots voluntarily wore a miniaturized brain electrical activity recording device during long-haul flights ( 10 ±2.0 h, Atlantic 2 and Falcon 50 M, French naval aviation). No subject was disturbed by the equipment. Seven pilots experienced at least a period of voluntary ( 26.8 ±8.0 min, n = 4) or involuntary sleep (N1 sleep stage, 26.6 ±18.7 s, n = 7) during the flight. Automatic classification (wake/sleep) by the algorithm was made for 10-s epochs (O1-M2 or C3-M2 channel), based on comparison of means to detect changes in α, β, and θ relative power, or ratio [( α+θ)/β], or fuzzy logic fusion (α, β). Pertinence and prognostic of the algorithm were determined using epoch-by-epoch comparison with visual-scoring (two blinded readers, AASM rules). The best concordance between automatic detection and visual-scoring was observed within the O1-M2 channel, using the ratio [( α+θ )/β] ( 98.3 ±4.1% of good detection, K = 0.94 ±0.07, with a 0.04 ±0.04 false positive rate and a 0.87 ±0.10 true positive rate). Our results confirm the efficiency of a miniaturized single electroencephalographic channel recording device, associated with an automatic detection algorithm, in order to detect low-vigilance states during real flights.

Flight duration and flight muscle ultrastructure of unfed hawk moths.

PubMed

Wone, Bernard W M; Pathak, Jaika; Davidowitz, Goggy

2018-06-13

Flight muscle breakdown has been reported for many orders of insects, but the basis of this breakdown in insects with lifelong dependence on flight is less clear. Lepidopterans show such muscle changes across their lifespans, yet how this change affects the ability of these insects to complete their life cycles is not well documented. We investigated the changes in muscle function and ultrastructure of unfed aging adult hawk moths (Manduca sexta). Flight duration was examined in young, middle-aged, and advanced-aged unfed moths. After measurement of flight duration, the main flight muscle (dorsolongitudinal muscle) was collected and histologically prepared for transmission electron microscopy to compare several measurements of muscle ultrastructure among moths of different ages. Muscle function assays revealed significant positive correlations between muscle ultrastructure and flight distance that were greatest in middle-aged moths and least in young moths. In addition, changes in flight muscle ultrastructure were detected across treatment groups. The number of mitochondria in muscle cells peaked in middle-aged moths. Many wild M. sexta do not feed as adults; thus, understanding the changes in flight capacity and muscle ultrastructure in unfed moths provides a more complete understanding of the ecophysiology and resource allocation strategies of this species. Copyright © 2018 Elsevier Ltd. All rights reserved.

14 CFR 61.64 - Use of a flight simulator and flight training device.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Use of a flight simulator and flight... Ratings and Pilot Authorizations § 61.64 Use of a flight simulator and flight training device. (a) Use of a flight simulator or flight training device. If an applicant for a certificate or rating uses a...

14 CFR 61.64 - Use of a flight simulator and flight training device.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Use of a flight simulator and flight... Ratings and Pilot Authorizations § 61.64 Use of a flight simulator and flight training device. (a) Use of a flight simulator or flight training device. If an applicant for a certificate or rating uses a...

A Flight Study of the Conversion Maneuver of a Tilt-Duct VTOL Aircraft

NASA Technical Reports Server (NTRS)

Tapscott, Robert J.; Kelley, Henry L.

1960-01-01

Flight records are presented from an early flight test of a wing-tip mounted tilting-ducted-fan, vertical-take-off and landing (VTOL) aircraft configuration. Time histories of the aircraft motions, control positions, and duct pitching-moment variation are presented to illustrate the characteristics of the aircraft in hovering, in conversion from hovering to forward flight, and in conversion from forward flight to hovering. The results indicate that during essentially continuous slow level- flight conversions, this aircraft experiences excessive longitudinal trim changes. Studies have shown that the large trim changes are caused primarily by the variation of aerodynamic moments acting on the duct units. Action of the duct-induced downwash on the horizontal stabilizer during the conversion also contributes to the longitudinal trim variations. Time histories of hovering and slow vertical descent in the final stages of landing in calm air show angular motions of the aircraft as great as +/- 10 deg. about all axes. Stick and pedal displacements required to control the aircraft during the landing maneuver were on the order of 50 to 60 percent of the total travel available.

Post-Flight Assessment of Low Density Supersonic Decelerator Flight Dynamics Test 2 Simulation

NASA Technical Reports Server (NTRS)

Dutta, Soumyo; Bowes, Angela L.; White, Joseph P.; Striepe, Scott A.; Queen, Eric M.; O'Farrel, Clara; Ivanov, Mark C.

2016-01-01

NASA's Low Density Supersonic Decelerator (LDSD) project conducted its second Supersonic Flight Dynamics Test (SFDT-2) on June 8, 2015. The Program to Optimize Simulated Trajectories II (POST2) was one of the flight dynamics tools used to simulate and predict the flight performance and was a major tool used in the post-flight assessment of the flight trajectory. This paper compares the simulation predictions with the reconstructed trajectory. Additionally, off-nominal conditions seen during flight are modeled in the simulation to reconcile the predictions with flight data. These analyses are beneficial to characterize the results of the flight test and to improve the simulation and targeting of the subsequent LDSD flights.

LANDSAT-1 and LANDSAT-2 flight evaluation report

NASA Technical Reports Server (NTRS)

1976-01-01

The LANDSAT-1 spacecraft was launched from the Western Test Range on 23 July 1972, at 18:08:06.508Z. The launch and orbital injection phase of the space flight was nominal and deployment of the spacecraft followed predictions. Orbital operations of the spacecraft and payload subsystems were satisfactory through Orbit 147, after which an internal short circuit disabled one of the Wideband Video Tape Recorders (WBVTR-2). Operations resumed until Orbit 196, when the Return Beam Vidicon failed to respond when commanded off. The RBV was commanded off via alternate commands. LANDSAT-1 continued to perform its imaging mission with the Multispectral Scanner and the remaining Wideband Video Tape Recorder providing image data.

Orion Pad Abort 1 Flight Test: Simulation Predictions Versus Flight Data

NASA Technical Reports Server (NTRS)

Stillwater, Ryan Allanque; Merritt, Deborah S.

2011-01-01

The presentation covers the pre-flight simulation predictions of the Orion Pad Abort 1. The pre-flight simulation predictions are compared to the Orion Pad Abort 1 flight test data. Finally the flight test data is compared to the updated simulation predictions, which show a ove rall improvement in the accuracy of the simulation predictions.

Overview of the NASA Dryden Flight Research Facility aeronautical flight projects

NASA Technical Reports Server (NTRS)

Meyer, Robert R., Jr.

1992-01-01

Several principal aerodynamics flight projects of the NASA Dryden Flight Research Facility are discussed. Key vehicle technology areas from a wide range of flight vehicles are highlighted. These areas include flight research data obtained for ground facility and computation correlation, applied research in areas not well suited to ground facilities (wind tunnels), and concept demonstration.

Analysis of Return and Forward Links from STARS' Flight Demonstration 1

NASA Technical Reports Server (NTRS)

Gering, James A.

2003-01-01

Space-based Telemetry And Range Safety (STARS) is a Kennedy Space Center (KSC) led proof-of-concept demonstration, which utilizes NASA's space network of Tracking and Data Relay Satellites (TDRS) as a pathway for launch and mission related information streams. Flight Demonstration 1 concluded on July 15,2003 with the seventh flight of a Low Power Transmitter (LPT) a Command and Data Handler (C&DH), a twelve channel GPS receiver and associated power supplies and amplifiers. The equipment flew on NASA's F-I5 aircraft at the Dryden Flight Research Center located at Edwards Air Force Base in California. During this NASA-ASEE Faculty Fellowship, the author participated in the collection and analysis of data from the seven flights comprising Flight Demonstration 1. Specifically, the author examined the forward and return links bit energy E(sub B) (in Watt-seconds) divided by the ambient radio frequency noise N(sub 0) (in Watts / Hertz). E(sub b)/N(sub 0) is commonly thought of as a signal-to-noise parameter, which characterizes a particular received radio frequency (RF) link. Outputs from the data analysis include the construction of time lines for all flights, production of graphs of range safety values for all seven flights, histograms of range safety E(sub b)/N(sub 0) values in five dB increments, calculation of associated averages and standard deviations, production of graphs of range user E(sub b)/N(sub 0) values for the all flights, production of graphs of AGC's and E(sub b)/N(sub 0) estimates for flight 1, recorded onboard, transmitted directly to the launch head and transmitted through TDRS. The data and graphs are being used to draw conclusions related to a lower than expected signal strength seen in the range safety return link.

Detection and Prevention of Cardiac Arrhythmias During Space Flight

NASA Technical Reports Server (NTRS)

Pillai, Dilip; Rosenbaum, David S.; Liszka, Kathy J.; York, David W.; Mackin, Michael A.; Lichter, Michael J.

2004-01-01

There have been reports suggesting that long-duration space flight might lead to an increased risk of potentially serious heart rhythm disturbances. If space flight does, in fact, significantly decrease cardiac electrical stability, the effects could be catastrophic, potentially leading to sudden cardiac death. It will be important to determine the mechanisms underlying this phenomenon in order to prepare for long-term manned lunar and interplanetary missions and to develop appropriate countermeasures. Our hypothesis is that prolonged exposure to microgravity will alter T wave alternans measurements, decrease heart rate variance, increase QT dispersion, decrease heart rate recovery and alter QT restitution curve. A recently published study has shown that long duration spaceflights prolong cardiac conduction and repolarization. They concluded that long duration flight is associated with QT interval prolongation and may increase arrhythmia susceptibility. We propose using computer technology as a noninvasive clinical tool to detect and study clinically significant TWA during standard exercise testing using electrode systems specifically adapted for the purpose of obtaining and measuring TWA. A population of approximately 15 healthy men and 5 healthy women subjects, representative of the astronaut cohort will be asked to voluntarily participate in this study. Their blood pressure and ECG/TWA will be measured pre-flight and in-flight. Prior to flight, subjects will be asked to participate in an orientation session. Still photos will be taken of the skin where the conductive gel is used for the multi-segment sensors. Photos will be recorded preflight, immediately postflight, and several times during the proceeding week until it has been determined that any skin reaction has disappeared or that no rash is present and will not appear.

Observation of sandhill cranes' (Grus canadensis) flight behavior in heavy fog

USGS Publications Warehouse

Kirsch, Eileen M.; Wellik, Mike J.; Suarez, Manuel J.; Diehl, Robert H.; Lutes, Jim; Woyczik, Wendy; Krapfl, Jon; Sojda, Richard S.

2015-01-01

The behaviors of birds flying in low visibility conditions remain poorly understood. We had the opportunity to monitor Sandhill Cranes (Grus canadensis) flying in heavy fog with very low visibility during a comprehensive landscape use study of refuging cranes in the Horicon Marsh in southeastern Wisconsin. As part of the study, we recorded flight patterns of cranes with a portable marine radar at various locations and times of day, and visually counted cranes as they departed the roost in the morning. We compared flight patterns during a fog event with those recorded during clear conditions. In good visibility, cranes usually departed the night roost shortly after sunrise and flew in relatively straight paths toward foraging areas. In fog, cranes departed the roost later in the day, did not venture far from the roost, engaged in significantly more circling flight, and returned to the roost site rather than proceeding to foraging areas. We also noted that compared to mornings with good visibility, cranes flying in fog called more frequently than usual. The only time in this 2-year study that observers heard young of the year calling was during the fog event. The observed behavior of cranes circling and lingering in an area while flying in poor visibility conditions suggests that such situations may increase chances of colliding with natural or anthropogenic obstacles in the vicinity.

Post-Flight Back Pain Following International Space Station Missions: Evaluation of Spaceflight Risk Factors

NASA Technical Reports Server (NTRS)

Laughlin, M. S.; Murray, J. D.; Wear, M. L.; Van Baalen, M.

2016-01-01

INTRODUCTION Back pain during spaceflight has often been attributed to the lengthening of the spinal column due to the absence of gravity during both short and long-duration missions. Upon landing and re-adaptation to gravity, the spinal column reverts back to its original length thereby causing some individuals to experience pain and muscular spasms, while others experience no ill effects. With International Space Station (ISS) missions, cases of back pain and injury are more common post-flight, but little is known about the potential risk factors. Thus, the purpose of this project was to perform an initial evaluation of reported post-flight back pain and injury cases to relevant spaceflight risk factors in United States astronauts that have completed an ISS mission. METHODS All US astronauts who completed an ISS mission between Expeditions (EXP) 1 and 41 (2000-2015) were included in this evaluation. Forty-five astronauts (36 males and 9 females) completed 50 ISS missions during the study time period, as 5 astronauts completed 2 ISS missions. Researchers queried medical records of the 45 astronauts for occurrences of back pain and injury. A case was defined as any reported event of back pain or injury to the cervical, thoracic, lumbar, sacral, or coccyx spine regions. Data sources for the cases included the Flight Medicine Clinic's electronic medical record; Astronaut Strength, Conditioning and Rehabilitation electronic documentation; the Private Medical Conference tool; and the Space Medicine Operations Team records. Post-flight cases were classified as an early case if reported within 45 days of landing (R + 45) or a late case if reported from R + 46 to R + 365 days after landing (R + 1y). Risk factors in the astronaut population for back pain include age, sex, prior military service, and prior history of back pain. Additionally, spaceflight specific risk factors such as type of landing vehicle and onboard exercise countermeasures were included to evaluate their

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.

Physiologic Pressure and Flow Changes During Parabolic Flight (Pilot Study)

NASA Technical Reports Server (NTRS)