Science.gov

Sample records for instrumented aircraft flights

  1. CID-720 aircraft high-environment flight instrumentation system

    NASA Technical Reports Server (NTRS)

    Calloway, R. S.

    1986-01-01

    The high-environment flight instrumentation system was designed to acquire Langley's structural response data during the full scale transport-controlled impact demonstration test. There was only one opportunity for data acquisition. Thus, a high reliability and crashworthy design approach was implemented. The approach featured multi-level redundancy and a vigorous quality assurance testing program. Complying with an accelerated schedule, the instrumentation system was developed, tested and shipped within 18 months to Dryden Flight Research Facility. The flight instrumentation system consists of two autonomous data systems, DAS #1 and #2, and an excellent checkout subsystem. Each data system is partitioned into four pallets. The system was designed to operate on manned and unmanned flights. There are 176 data channels per data system. These channels are sequentially sampled and encoded into 1 megabit/sec pulse code modulation (PCM) data signal. To increase the probability of success, a special PCM distribution subsystem was developed. This subsystem distributes the PCM signal to two transmitters, one delay memory, and eight recorder tracks. The data on four of these trackes was digitally delayed approximately 300 msec to maximize data acquisition during impact. Therefore each data system's data is redundantly recorded onboard and on the ground. There are two time code generators. Parallel time from each is encoded into both data systems. Serial time from each is redundantly recorded on both onboard recorders. Instrumentation power is independent of aircraft power and self-contained.

  2. Alaskan flight trials of a synthetic vision system for instrument landings of a piston twin aircraft

    NASA Astrophysics Data System (ADS)

    Barrows, Andrew K.; Alter, Keith W.; Jennings, Chad W.; Powell, J. D.

    1999-07-01

    Stanford University has developed a low-cost prototype synthetic vision system and flight tested it onboard general aviation aircraft. The display aids pilots by providing an 'out the window' view, making visualization of the desired flight path a simple task. Predictor symbology provides guidance on straight and curved paths presented in a 'tunnel- in-the-sky' format. Based on commodity PC hardware to achieve low cost, the Tunnel Display system uses differential GPS (typically from Stanford prototype Wide Area Augmentation System hardware) for positioning and GPS-aided inertial sensors for attitude determination. The display has been flown onboard Piper Dakota and Beechcraft Queen Air aircraft at several different locations. This paper describes the system, its development, and flight trials culminating with tests in Alaska during the summer of 1998. Operational experience demonstrated the Tunnel Display's ability to increase flight- path following accuracy and situational awareness while easing the task instrument flying.

  3. Effects of flight instrumentation errors on the estimation of aircraft stability and control derivatives. [including Monte Carlo analysis

    NASA Technical Reports Server (NTRS)

    Bryant, W. H.; Hodge, W. F.

    1974-01-01

    An error analysis program based on an output error estimation method was used to evaluate the effects of sensor and instrumentation errors on the estimation of aircraft stability and control derivatives. A Monte Carlo analysis was performed using simulated flight data for a high performance military aircraft, a large commercial transport, and a small general aviation aircraft for typical cruise flight conditions. The effects of varying the input sequence and combinations of the sensor and instrumentation errors were investigated. The results indicate that both the parameter accuracy and the corresponding measurement trajectory fit error can be significantly affected. Of the error sources considered, instrumentation lags and control measurement errors were found to be most significant.

  4. Aircraft Speed Instruments

    NASA Technical Reports Server (NTRS)

    Beij, K Hilding

    1933-01-01

    This report presents a concise survey of the measurement of air speed and ground speed on board aircraft. Special attention is paid to the pitot-static air-speed meter which is the standard in the United States for airplanes. Air-speed meters of the rotating vane type are also discussed in considerable detail on account of their value as flight test instruments and as service instruments for airships. Methods of ground-speed measurement are treated briefly, with reference to the more important instruments. A bibliography on air-speed measurement concludes the report.

  5. Pathfinder aircraft in flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The unique Pathfinder solar-powered flying wing, is shown during a checkout flight from the Dryden Flight Research Center, Edwards, California. This two-hour low-altitude flight over Rogers Dry Lake, Nov. 19, 1996, served to test aircraft systems and functional procedures, according to officials of AeroVironment, Inc., Pathfinder's developer and operator. 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.)

  6. Pathfinder aircraft flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The Pathfinder research aircraft's wing structure is clearly defined as it soars under a clear blue sky during a test flight from Dryden Flight Research Center, Edwards, California, in November of 1996. 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.)

  7. Pathfinder Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1995-01-01

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

  8. Pathfinder aircraft in flight

    NASA Technical Reports Server (NTRS)

    1995-01-01

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

  9. Aeronautic Instruments. Section III : Aircraft Speed Instruments

    NASA Technical Reports Server (NTRS)

    Hunt, Franklin L; Stearns, H O

    1923-01-01

    Part 1 contains a discussion and description of the various types of air speed measuring instruments. The authors then give general specifications and performance requirements with the results of tests on air speed indicators at the Bureau of Standards. Part 2 reports methods and laboratory apparatus used at the Bureau of Standards to make static tests. Methods are also given of combining wind tunnel tests with static tests. Consideration is also given to free flight tests. Part 3 discusses the problem of finding suitable methods for the purpose of measuring the speed of aircraft relative to the ground.

  10. Aircraft flight test trajectory control

    NASA Technical Reports Server (NTRS)

    Menon, P. K. A.; Walker, R. A.

    1988-01-01

    Two design techniques for linear flight test trajectory controllers (FTTCs) are described: Eigenstructure assignment and the minimum error excitation technique. The two techniques are used to design FTTCs for an F-15 aircraft model for eight different maneuvers at thirty different flight conditions. An evaluation of the FTTCs is presented.

  11. Flight directors for STOl aircraft

    NASA Technical Reports Server (NTRS)

    Rabin, U. H.

    1983-01-01

    Flight director logic for flight path and airspeed control of a powered-lift STOL aircraft in the approach, transition, and landing configurations are developed. The methods for flight director design are investigated. The first method is based on the Optimal Control Model (OCM) of the pilot. The second method, proposed here, uses a fixed dynamic model of the pilot in a state space formulation similar to that of the OCM, and includes a pilot work-load metric. Several design examples are presented with various aircraft, sensor, and control configurations. These examples show the strong impact of throttle effectiveness on the performance and pilot work-load associated with manual control of powered-lift aircraft during approach. Improved performed and reduced pilot work-load can be achieved by using direct-lift-control to increase throttle effectiveness.

  12. Laser Powered Aircraft Takes Flight

    NASA Technical Reports Server (NTRS)

    2003-01-01

    A team of NASA researchers from Marshall Space Flight Center (MSFC) and Dryden Flight Research center have proven that beamed light can be used to power an aircraft, a first-in-the-world accomplishment to the best of their knowledge. Using an experimental custom built radio-controlled model aircraft, the team has demonstrated a system that beams enough light energy from the ground to power the propeller of an aircraft and sustain it in flight. Special photovoltaic arrays on the plane, similar to solar cells, receive the light energy and convert it to electric current to drive the propeller motor. In a series of indoor flights this week at MSFC, a lightweight custom built laser beam was aimed at the airplane `s solar panels. The laser tracks the plane, maintaining power on its cells until the end of the flight when the laser is turned off and the airplane glides to a landing. The laser source demonstration represents the capability to beam more power to a plane so that it can reach higher altitudes and have a greater flight range without having to carry fuel or batteries, enabling an indefinite flight time. The demonstration was a collaborative effort between the Dryden Center at Edward's, California, where the aircraft was designed and built, and MSFC, where integration and testing of the laser and photovoltaic cells was done. Laser power beaming is a promising technology for consideration in new aircraft design and operation, and supports NASA's goals in the development of revolutionary aerospace technologies. Photographed with their invention are (from left to right): David Bushman and Tony Frackowiak, both of Dryden; and MSFC's Robert Burdine.

  13. 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

  14. Aircraft flight test trajectory control

    NASA Technical Reports Server (NTRS)

    Menon, P. K. A.; Walker, R. A.

    1988-01-01

    Two control law design techniques are compared and the performance of the resulting controllers evaluated. The design requirement is for a flight test trajectory controller (FTTC) capable of closed-loop, outer-loop control of an F-15 aircraft performing high-quality research flight test maneuvers. The maneuver modeling, linearization, and design methodologies utilized in this research, are detailed. The results of applying these FTTCs to a nonlinear F-15 simulation are presented.

  15. Eclipse program QF-106 aircraft in flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

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

  16. Flight flutter testing of multi-jet aircraft

    NASA Technical Reports Server (NTRS)

    Bartley, J.

    1975-01-01

    Extensive flight flutter tests were conducted by BAC on B-52 and KC-135 prototype airplanes. The need for and importance of these flight flutter programs to Boeing airplane design are discussed. Basic concepts of flight flutter testing of multi-jet aircraft and analysis of the test data will be presented. Exciter equipment and instrumentation employed in these tests will be discussed.

  17. Aircraft flight characteristics in icing conditions

    NASA Astrophysics Data System (ADS)

    Cao, Yihua; Wu, Zhenlong; Su, Yuan; Xu, Zhongda

    2015-04-01

    Aircraft flight dynamic characteristics can be greatly changed by ice accretion, which has been considered a considerable threat to aircraft flight safety for a long time. An overview of the studies on several ice accretion effects on aircraft flight dynamics is presented here. Special attention is paid to the following areas: ways to obtain the aerodynamic data of iced aircraft, flight dynamic modeling and simulation for iced aircraft, effects of ice accretion on aircraft stability and control as well as on flight performance and aircraft icing envelope protection and control adaption. Finally based on the progress of existing research in these areas, some key issues which deserve more attention for researchers to resolve are addressed, including obtaining aerodynamic data of iced aircraft through numerical simulation method, consummating the existing calculation models about effects of ice accretion on aircraft aerodynamic derivatives and enhancing the investigation on problems of tailplane ice accretion.

  18. Unmanned reconnaissance aircraft, Predator B in flight.

    NASA Technical Reports Server (NTRS)

    2001-01-01

    Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. ALTAIR/PREDATOR B -- General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator testbed aircraft to validate a variety of command and control technologies for unmanned aerial vehicles (UAV), as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Ten-foot extensions have been added to each wing, giving the Altair an overall wingspan of 84 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of those basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  19. High altitude aircraft flight tests

    NASA Astrophysics Data System (ADS)

    Helmken, Henry; Emmons, Peter; Homeyer, David

    1996-03-01

    In order to make low earth orbit L-band propagation measurements and test new voice communication concepts, a payload was proposed and accepted for flight aboard the COMET (now METEOR) spacecraft. This Low Earth Orbiting EXperiment payload (LEOEX) was designed and developed by Motorola Inc. and sponsored by the Space Communications Technology Center (SCTC), a NASA Center for the Commercial Development of Space (CCDS) located at Florida Atlantic University. In order to verify the LEOEX payload for satellite operation and obtain some preliminary propagation data, a series of 9 high altitude aircraft (SR-71 and ER-2) flight tests were conducted. These flights took place during a period of 7 months, from October 1993 to April 1994. This paper will summarize the operation of the LEOEX payload and the particular configuration used for these flights. The series of flyby tests were very successful and demonstrated how bi-directional, Time Division Multiple Access (TDMA) voice communication will work in space-to-ground L-band channels. The flight tests also acquired propagation data which will be representative of L-band Low Earth Orbiting (LEO) communication systems. In addition to verifying the LEOEX system operation, it also uncovered and ultimately aided the resolution of several key technical issues associated with the payload.

  20. Aircraft icing instrumentation: Unfilled needs. [rotary wing aircraft

    NASA Technical Reports Server (NTRS)

    Kitchens, P. F.

    1980-01-01

    A list of icing instrumentation requirements are presented. Because of the Army's helicopter orientation, many of the suggestions are specific to rotary wing aircraft; however, some of the instrumentation are also suitable for general aviation aircraft.

  1. New capabilities for older aircraft: A study of pilot integration of retro-fit digital avionics to analog-instrumented flight decks

    NASA Astrophysics Data System (ADS)

    Breuer, Glynn E.

    The purpose of this study was to determine whether applying Gilbert's Behavior Engineering Model to military tactical aviation organizations would foster effective user integration of retro-fit digital avionics in analog-instrumented flight decks. This study examined the relationship between the reported presence of environmental supports and personal repertory supports as defined by Gilbert, and the reported self-efficacy of users of retro-fit digital avionics to analog flight decks, and examined the efficacious behaviors of users as they attain mastery of the equipment and procedures, and user reported best practices and criteria for masterful performance in the use of retro-fit digital avionics and components. This study used a mixed methodology, using quantitative surveys to measure the perceived level of organizational supports that foster mastery of retro-fit digital avionic components, and qualitative interviews to ascertain the efficacious behaviors and best practices of masterful users of these devices. The results of this study indicate that there is some relationship between the reported presence of organizational supports and personal repertory supports and the reported self-mastery and perceived organizational mastery of retro-fit digital avionics applied to the operation of the research aircraft. The primary recommendation is that unit leadership decide exactly the capabilities desired from retro-fit equipment, publish these standards, ensure training in these standards is effective, and evaluate performance based on these standards. Conclusions indicate that sufficient time and resources are available to the individual within the study population, and the organization as a whole, to apply Gilbert's criteria toward the mastery of retro-fit digital avionics applied to the operation of the research aircraft.

  2. PIK-20 Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1991-01-01

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

  3. Fighter aircraft flight control technology design requirements

    NASA Technical Reports Server (NTRS)

    Nelson, W. E., Jr.

    1984-01-01

    The evolution of fighter aircraft flight control technology is briefly surveyed. Systems engineering, battle damage considerations for adaptive flutter suppression, in-flight simulation, and artificial intelligence are briefly discussed.

  4. 14 CFR 25.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 25.1303 Section 25.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment General § 25.1303 Flight and navigation instruments. (a) The following...

  5. 14 CFR 25.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight and navigation instruments. 25.1303 Section 25.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment General § 25.1303 Flight and navigation instruments. (a) The following...

  6. Pilot Eye Scanning under Actual Single Pilot Instrument Flight

    NASA Astrophysics Data System (ADS)

    Rinoie, Kenichi; Sunada, Yasuto

    Operations under single pilot instrument flight rules for general aviation aircraft is known to be one of the most demanding pilot tasks. Scanning numerous instruments plays a key role for perception and decision-making during flight. Flight experiments have been done by a single engine light airplane to investigate the pilot eye scanning technique for IFR flights. Comparisons between the results by an actual flight and those by a PC-based flight simulator are made. The experimental difficulties of pilot eye scanning measurements during the actual IFR flight are discussed.

  7. Aircraft Power-Plant Instruments

    NASA Technical Reports Server (NTRS)

    Sontag, Harcourt; Brombacher, W G

    1934-01-01

    This report supersedes NACA-TR-129 which is now obsolete. Aircraft power-plant instruments include tachometers, engine thermometers, pressure gages, fuel-quantity gages, fuel flow meters and indicators, and manifold pressure gages. The report includes a description of the commonly used types and some others, the underlying principle utilized in the design, and some design data. The inherent errors of the instrument, the methods of making laboratory tests, descriptions of the test apparatus, and data in considerable detail in the performance of commonly used instruments are presented. Standard instruments and, in cases where it appears to be of interest, those used as secondary standards are described. A bibliography of important articles is included.

  8. 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.

  9. Development and evaluation of a prototype in-flight instrument flight rules (IFR) procedures trainer

    NASA Technical Reports Server (NTRS)

    Aaron, J. B., Jr.; Morris, G. G.

    1981-01-01

    An in-flight instrument flight rules (IFR) procedures trainer capable of providing simulated indications of instrument flight in a typical general aviation aircraft independent of ground based navigation aids was developed. The IFR navaid related instruments and circuits from an ATC 610J table top simulator were installed in a Cessna 172 aircraft and connected to its electrical power and pitot static systems. The benefits expected from this hybridization concept include increased safety by reducing the number of general aviation aircraft conducting IFR training flights in congested terminal areas, and reduced fuel use and instruction costs by lessening the need to fly to and from navaid equipped airports and by increased efficiency of the required in-flight training. Technical feasibility was demonstrated and the operational feasibility of the concept was evaluated. Results indicated that the in-flight simulator is an effective training device for teaching IFR procedural skills.

  10. Nonclassical Flight Control for Unhealthy Aircraft

    NASA Technical Reports Server (NTRS)

    Lu, Ping

    1997-01-01

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

  11. Flight director design for a STOL aircraft.

    NASA Technical Reports Server (NTRS)

    Seitz, W. R.; Goodson, R. E.

    1973-01-01

    The study described here was intended to explore some ways of giving the pilot the information necessary to perform as well as an autopilot. A fixed-base flight simulator was built to study pilot/director/aircraft performance. Instrument rated pilots used the different director-displays in an approach down to touchdown, including a flare and decrab maneuver. Two well established areas of control theory are combined in the design of the cockpit display. Optimal control theory and the theory of manual control are used to find the feedback gains required to drive the display symbols. Conclusions based on the simulator are presented. The results show that the director display developed in the work provides more than adequate information for simulated landing in highly turbulent conditions.

  12. Vertical flight path steering system for aircraft

    NASA Technical Reports Server (NTRS)

    Lambregts, Antonius A. (Inventor)

    1983-01-01

    Disclosed is a vertical flight path angle steering system for aircraft, utilizing a digital flight control computer which processes pilot control inputs and aircraft response parameters into suitable elevator commands and control information for display to the pilot on a cathode ray tube. The system yields desirable airplane control handling qualities and responses as well as improvements in pilot workload and safety during airplane operation in the terminal area and under windshear conditions.

  13. Flight Controller Software Protects Lightweight Flexible Aircraft

    NASA Technical Reports Server (NTRS)

    2015-01-01

    Lightweight flexible aircraft may be the future of aviation, but a major problem is their susceptibility to flutter-uncontrollable vibrations that can destroy wings. Armstrong Flight Research Center awarded SBIR funding to Minneapolis, Minnesota-based MUSYN Inc. to develop software that helps program flight controllers to suppress flutter. The technology is now available for aircraft manufacturers and other industries that use equipment with automated controls.

  14. Measurement of In-Flight Aircraft Emissions

    NASA Technical Reports Server (NTRS)

    Sokoloski, M.; Arnold, C.; Rider, D.; Beer, R.; Worden, H.; Glavich, T.

    1995-01-01

    Aircraft engine emission and their chemical and physical evolution can be measured in flight using high resolution infrared spectroscopy. The Airborne Emission Spectrometer (AES), designed for remote measure- ments of atmosphere emissions from an airborne platform, is an ideal tool for the evaluation of aircraft emissions and their evolution. Capabilities of AES will be discussed. Ground data will be given.

  15. 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; Rosenthal, Loren; Swickard, Andrea; Bates, Derrick; Scherrer, Chad; Webb, Bobbie-Jo; Lawrence, Robert; Mosbrucker, Chris; Prothero, Gary; Andrei, Adi; Romanowski, Tim; Robin, Daniel; Prothero, Jason; Lynch, Robert; Lowe, Michael

    2006-01-01

    A computational method and software to implement the method have been developed to sift through vast quantities of digital flight data to alert human analysts to aircraft flights that are statistically atypical in ways that signify that safety may be adversely affected. On a typical day, there are tens of thousands of flights in the United States and several times that number throughout the world. Depending on the specific aircraft design, the volume of data collected by sensors and flight recorders can range from a few dozen to several thousand parameters per second during a flight. Whereas these data have long been utilized in investigating crashes, the present method is oriented toward helping to prevent crashes by enabling routine monitoring of flight operations to identify portions of flights that may be of interest with respect to safety issues.

  16. 14 CFR 23.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight and navigation instruments. 23.1303 Section 23.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Equipment General § 23.1303 Flight and...

  17. Comprehensive analysis of transport aircraft flight performance

    NASA Astrophysics Data System (ADS)

    Filippone, Antonio

    2008-04-01

    This paper reviews the state-of-the art in comprehensive performance codes for fixed-wing aircraft. The importance of system analysis in flight performance is discussed. The paper highlights the role of aerodynamics, propulsion, flight mechanics, aeroacoustics, flight operation, numerical optimisation, stochastic methods and numerical analysis. The latter discipline is used to investigate the sensitivities of the sub-systems to uncertainties in critical state parameters or functional parameters. The paper discusses critically the data used for performance analysis, and the areas where progress is required. Comprehensive analysis codes can be used for mission fuel planning, envelope exploration, competition analysis, a wide variety of environmental studies, marketing analysis, aircraft certification and conceptual aircraft design. A comprehensive program that uses the multi-disciplinary approach for transport aircraft is presented. The model includes a geometry deck, a separate engine input deck with the main parameters, a database of engine performance from an independent simulation, and an operational deck. The comprehensive code has modules for deriving the geometry from bitmap files, an aerodynamics model for all flight conditions, a flight mechanics model for flight envelopes and mission analysis, an aircraft noise model and engine emissions. The model is validated at different levels. Validation of the aerodynamic model is done against the scale models DLR-F4 and F6. A general model analysis and flight envelope exploration are shown for the Boeing B-777-300 with GE-90 turbofan engines with intermediate passenger capacity (394 passengers in 2 classes). Validation of the flight model is done by sensitivity analysis on the wetted area (or profile drag), on the specific air range, the brake-release gross weight and the aircraft noise. A variety of results is shown, including specific air range charts, take-off weight-altitude charts, payload-range performance

  18. Digital signal conditioning for flight test instrumentation

    NASA Technical Reports Server (NTRS)

    Bever, Glenn A.

    1991-01-01

    An introduction to digital measurement processes on aircraft is provided. Flight test instrumentation systems are rapidly evolving from analog-intensive to digital intensive systems, including the use of onboard digital computers. The topics include measurements that are digital in origin, as well as sampling, encoding, transmitting, and storing data. Particular emphasis is placed on modern avionic data bus architectures and what to be aware of when extracting data from them. Examples of data extraction techniques are given. Tradeoffs between digital logic families, trends in digital development, and design testing techniques are discussed. An introduction to digital filtering is also covered.

  19. 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.

  20. Schlieren Imaging Of An Aircraft In Flight

    NASA Technical Reports Server (NTRS)

    Weinstein, Leonard M.

    1994-01-01

    Technique for making schlieren images of airplanes and missiles in supersonic flight devised to help understand physics of compressible aerodynamic flows about complicated aircraft shapes. Technique also used to study far-field sonic booms. Data obtained from schlieren images useful in optimizing designs of prototype aircraft. Technique incorporates elements of focusing schlieren photography, astronomical photography, and streak photography. Using sun or moon as source of light, apparatus forms image revealing gradients of density in air flow.

  1. Eclipse program F-106 aircraft in flight, front view

    NASA Technical Reports Server (NTRS)

    1997-01-01

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

  2. Eclipse program QF-106 aircraft in flight, view from tanker

    NASA Technical Reports Server (NTRS)

    1997-01-01

    View of QF-106 airplane from a KC-135 tanker aircraft. The Eclipse aircraft was not refueling but simply flying below and behind the tanker for purposes of shooting the photograph from the air. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator -01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

  3. Present status of aircraft instruments

    NASA Technical Reports Server (NTRS)

    1932-01-01

    This report gives a brief description of the present state of development and of the performance characteristics of instruments included in the following group: speed instruments, altitude instruments, navigation instruments, power-plant instruments, oxygen instruments, instruments for aerial photography, fog-flying instruments, general problems, summary of instrument and research problems. The items considered under performance include sensitivity, scale errors, effects of temperature and pressure, effects of acceleration and vibration, time lag, damping, leaks, elastic defects, and friction.

  4. Development of a Low-Cost Sub-Scale Aircraft for Flight Research: The FASER Project

    NASA Technical Reports Server (NTRS)

    Owens, Donald B.; Cox, David E.; Morelli, Eugene A.

    2006-01-01

    An inexpensive unmanned sub-scale aircraft was developed to conduct frequent flight test experiments for research and demonstration of advanced dynamic modeling and control design concepts. This paper describes the aircraft, flight systems, flight operations, and data compatibility including details of some practical problems encountered and the solutions found. The aircraft, named Free-flying Aircraft for Sub-scale Experimental Research, or FASER, was outfitted with high-quality instrumentation to measure aircraft inputs and states, as well as vehicle health parameters. Flight data are stored onboard, but can also be telemetered to a ground station in real time for analysis. Commercial-off-the-shelf hardware and software were used as often as possible. The flight computer is based on the PC104 platform, and runs xPC-Target software. Extensive wind tunnel testing was conducted with the same aircraft used for flight testing, and a six degree-of-freedom simulation with nonlinear aerodynamics was developed to support flight tests. Flight tests to date have been conducted to mature the flight operations, validate the instrumentation, and check the flight data for kinematic consistency. Data compatibility analysis showed that the flight data are accurate and consistent after corrections are made for estimated systematic instrumentation errors.

  5. Real Time Correction of Aircraft Flight Fonfiguration

    NASA Technical Reports Server (NTRS)

    Schipper, John F. (Inventor)

    2009-01-01

    Method and system for monitoring and analyzing, in real time, variation with time of an aircraft flight parameter. A time-dependent recovery band, defined by first and second recovery band boundaries that are spaced apart at at least one time point, is constructed for a selected flight parameter and for a selected time recovery time interval length .DELTA.t(FP;rec). A flight parameter, having a value FP(t=t.sub.p) at a time t=t.sub.p, is likely to be able to recover to a reference flight parameter value FP(t';ref), lying in a band of reference flight parameter values FP(t';ref;CB), within a time interval given by t.sub.p.ltoreq.t'.ltoreq.t.sub.p.DELTA.t(FP;rec), if (or only if) the flight parameter value lies between the first and second recovery band boundary traces.

  6. Flight Safety Aircraft Risk: A Growing Problem

    NASA Astrophysics Data System (ADS)

    Haber, J. M.

    2012-01-01

    In recent years there has been a growing awareness of the need to have appropriate criteria for protection of aircraft from debris resulting from the flight termination of a malfunctioning space booster. There have been several sequences of events that have interacted to bring us to the current risk management problem. With the advent of the US initiative to have common flight safety analysis processes and criteria, it was recognized that the traditional aircraft protection approach was inadequate. It did not consider the added public concern for catastrophic events. While the probability may have been small for downing a large commercial passenger plane, the public outrage if it happened would not be adequately measured by the individual risk to passengers nor the collective (societal risk) presented by a single airplane. Over a period of a number of years the US has developed and evolved a criterion to address catastrophic risk protection. Beginning in the same time period, it was recognized the assertion that all debris with masses greater than one gram were lethal to aircraft was unduly conservative. Over this same period initiatives have been developed to refine aircraft vulnerability models. There were, however, two significant unconservative assumptions that were made in the early years. It was presumed that significant risk to aircraft could only occur in the launch area. In addition, aircraft risk assessments, when they were made were based on debris lists designed to protect people on the ground (typically debris with an impact kinetic energy greater than 11 ft-lb). Good debris lists for aircraft protection do not yet exist. However, it has become increasingly clear that even with partial breakup lists large regions were required from which aircraft flight would be restricted using the normal exclusion approaches. We provide a review of these events and an indication of the way forward.

  7. 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...

  8. 14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... (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...

  9. Aircraft digital flight control technical review

    NASA Technical Reports Server (NTRS)

    Davenport, Otha B.; Leggett, David B.

    1993-01-01

    The Aircraft Digital Flight Control Technical Review was initiated by two pilot induced oscillation (PIO) incidents in the spring and summer of 1992. Maj. Gen. Franklin (PEO) wondered why the Air Force development process for digital flight control systems was not preventing PIO problems. Consequently, a technical review team was formed to examine the development process and determine why PIO problems continued to occur. The team was also to identify the 'best practices' used in the various programs. The charter of the team was to focus on the PIO problem, assess the current development process, and document the 'best practices.' The team reviewed all major USAF aircraft programs with digital flight controls, specifically, the F-15E, F-16C/D, F-22, F-111, C-17, and B-2. The team interviewed contractor, System Program Office (SPO), and Combined Test Force (CTF) personnel on these programs. The team also went to NAS Patuxent River to interview USN personnel about the F/A-18 program. The team also reviewed experimental USAF and NASA systems with digital flight control systems: X-29, X-31, F-15 STOL and Maneuver Technology Demonstrator (SMTD), and the Variable In-Flight Stability Test Aircraft (VISTA). The team also discussed the problem with other experts in the field including Ralph Smith and personnel from Calspan. The major conclusions and recommendations from the review are presented.

  10. 48 CFR 1852.228-71 - Aircraft flight risks.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 48 Federal Acquisition Regulations System 6 2013-10-01 2013-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract...

  11. 48 CFR 1852.228-71 - Aircraft flight risks.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 48 Federal Acquisition Regulations System 6 2011-10-01 2011-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract...

  12. 48 CFR 1852.228-71 - Aircraft flight risks.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 48 Federal Acquisition Regulations System 6 2012-10-01 2012-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract...

  13. 48 CFR 1852.228-71 - Aircraft flight risks.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 6 2010-10-01 2010-10-01 true Aircraft flight risks. 1852... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract...

  14. 14 CFR 375.31 - Demonstration flights of foreign aircraft.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Demonstration flights of foreign aircraft... (AVIATION PROCEEDINGS) SPECIAL REGULATIONS NAVIGATION OF FOREIGN CIVIL AIRCRAFT WITHIN THE UNITED STATES Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil...

  15. 14 CFR 375.31 - Demonstration flights of foreign aircraft.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... (AVIATION PROCEEDINGS) SPECIAL REGULATIONS NAVIGATION OF FOREIGN CIVIL AIRCRAFT WITHIN THE UNITED STATES Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil aircraft... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Demonstration flights of foreign...

  16. 14 CFR 375.31 - Demonstration flights of foreign aircraft.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... (AVIATION PROCEEDINGS) SPECIAL REGULATIONS NAVIGATION OF FOREIGN CIVIL AIRCRAFT WITHIN THE UNITED STATES Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil aircraft... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Demonstration flights of foreign...

  17. 14 CFR 375.31 - Demonstration flights of foreign aircraft.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... (AVIATION PROCEEDINGS) SPECIAL REGULATIONS NAVIGATION OF FOREIGN CIVIL AIRCRAFT WITHIN THE UNITED STATES Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil aircraft... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Demonstration flights of foreign...

  18. 14 CFR 375.31 - Demonstration flights of foreign aircraft.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... (AVIATION PROCEEDINGS) SPECIAL REGULATIONS NAVIGATION OF FOREIGN CIVIL AIRCRAFT WITHIN THE UNITED STATES Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil aircraft... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Demonstration flights of foreign...

  19. B-52 Launch Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    2001-01-01

    NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported

  20. Some flight data extraction techniques used on a general aviation spin research aircraft

    NASA Technical Reports Server (NTRS)

    Sliwa, S. M.

    1979-01-01

    Some methods for obtaining flight data from a highly instrumented general aviation spin research aircraft are developed and illustrated. The required correction terms for the measurement of body accelerations, body velocities, and aircraft orientation are presented. In addition, the equations of motion are utilized to derive total aerodynamic coefficients for comparison with model tests and for analysis. Flight test experience is used to evaluate the utility of various instruments and calculation techniques for spin research.

  1. Utilization of a UAV platform for instrument development and flight-testing

    NASA Astrophysics Data System (ADS)

    Axisa, D.; Dawson, W.

    2015-12-01

    Flight-testing of new instruments using conventional aircraft is expensive. The process of integrating a flight ready instrument on an aircraft is lengthy and could pause further development of sensor technology. In this work we discuss the utilization of a UAV platform to develop and test a 5-hole gust probe, temperature sensor and relative humidity sensor. This group of sensors is part of an instrument development project originally planned for conventional aircraft. Challenges with flight-testing resulted in the deployment of this sensor suite on a UAV platform. Results from the first UAV flight tests will be presented.

  2. Aircraft Integration and Flight Testing of 4STAR

    SciTech Connect

    Flynn, CJ; Kassianov, E; Russell, P; Redemann, J; Dunagan, S; Holben, B

    2012-10-12

    Under funding from the U.S. Dept. of Energy, in conjunction with a funded NASA 2008 ROSES proposal, with internal support from Battelle Pacific Northwest Division (PNWD), and in collaboration with NASA Ames Research Center, we successfully integrated the Spectrometer for Sky-Scanning, Sun-Tracking Atmospheric Research (4STAR-Air) instrument for flight operation aboard Battelle’s G-1 aircraft and conducted a series of airborne and ground-based intensive measurement campaigns (hereafter referred to as “intensives”) for the purpose of maturing the initial 4STAR-Ground prototype to a flight-ready science-ready configuration.

  3. Laboratory Calibration and Flight Validation of an Aircraft Based Instrument to Measure Water Isotopes in the Upper Troposphere and Lower Stratosphere.

    NASA Astrophysics Data System (ADS)

    St. Clair, J. M.; Hanisco, T. F.; Anderson, J. G.

    2004-12-01

    The relative abundance of the hydrogen isotopes of water, H2O and HDO, is a sensitive indicator of the condensation history of air in the near-tropopause region. The observations of the isotopes present a particular challenge because of the very high probability of sampling artifacts in the detection of water vapor itself and the certainty that the isotopes bear those same errors. We have developed a fluorescence-based instrument that has the sensitivity to measure the relative abundance of H2O and HDO without the sampling artifacts associated with large sampling volumes. The instrument combines a new water photolysis system with our pre-existing instrument for laser induced fluorescence detection of OH. Water is photolyzed with an excimer lamp source at 172;nm, producing ground state OH and OD radicals that are detected with state selective laser induced fluorescence at 287;nm. The experiment has three notable characteristics. The first is the high sensitivity afforded by laser induced fluorescence detection. At stratospheric mixing ratios of H2O (4;ppm at 50;mbar), the relative abundance of H2O and HDO can be measured with a S/N > 12 in a 16;s acquisition cycle. The second is a reduction in the exchange of water isotopes on surfaces within the instrument: the OH and OD radicals are removed with near unity efficiency after collisions with walls in the system and are not detected. The third is a rigorous laboratory evaluation of artifacts in the sampling of water vapor and its isotopes, and an empirical demonstration of the instrument's capabilities. The instrument layout and unique detection scheme virtually eliminates the possibility of contamination and resulting measurement hysteresis. These characteristics enable an independent validation of the absorption-based water isotope instruments in situ. Laboratory calibration will be discussed in depth, and data will be presented from recent test flights where the laser induced fluorescence instrument was flown

  4. In-flight assessment of workload using instrument scan

    NASA Technical Reports Server (NTRS)

    Tole, J. R.; Harris, R. L., Sr.

    1987-01-01

    During instrument flight, the pilot obtains information concerning aircraft state by cross checking or scanning the flight instruments. The exact method of scanning the instrument panel varies from pilot to pilot but there are some basic features common to a good scan pattern. The method discussed may be considered a candidate for workload studies with piloting tasks which will invoke a regular visual scan (spatial/temporal pattern of eye movements) during instrument flight. It is important to point out that instrument scan by itself is not a complete indicator of workload nor is task attention necessarily associated with where the pilot happens to be looking at a particular instant. However, whenever instrument scan is required in a piloting task, analysis of scanning behavior may yield important direct or indirect information concerning workload.

  5. The Communicative Relevancies of Instrument Flight; A Technologically Contingent World.

    ERIC Educational Resources Information Center

    McCoy, Claire Elaine

    The success and safety of flight in actual instrument conditions is dependent upon the communicative competency of the individuals involved. The more obvious elements of communication involved include crew coordination and communication both verbal and nonverbal, aircraft and ground communication links, pilot interpretation of verbally and…

  6. 14 CFR 135.340 - Initial and transition training and checking: Flight instructors (aircraft), flight instructors...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... checking: Flight instructors (aircraft), flight instructors (simulator). 135.340 Section 135.340... and transition training and checking: Flight instructors (aircraft), flight instructors (simulator... simulator, or in a flight training device. This paragraph applies after March 19, 1997. (b) The...

  7. Trace Gas Retrievals from the GeoTASO Aircraft Instrument

    NASA Astrophysics Data System (ADS)

    Nowlan, C. R.; Liu, X.; Leitch, J. W.; Liu, C.; Gonzalez Abad, G.; Chance, K.; Cole, J.; Delker, T.; Good, W. S.; Murcray, F.; Ruppert, L.; Soo, D.; Loughner, C.; Follette-Cook, M. B.; Janz, S. J.; Kowalewski, M. G.; Pickering, K. E.; Zoogman, P.; Al-Saadi, J. A.

    2015-12-01

    The Geostationary Trace gas and Aerosol Sensor Optimization (GeoTASO) instrument is a passive remote sensing instrument capable of making 2-D measurements of trace gases and aerosols from aircraft. The instrument measures backscattered UV and visible radiation, allowing the retrieval of trace gas amounts below the aircraft at horizontal resolutions on the order of 250 m x 250 m. GeoTASO was originally developed under NASA's Instrument Incubator Program as a test-bed instrument for the Geostationary Coastal and Air Pollution Events (GEO-CAPE) decadal survey mission, and is now also part of risk reduction for the upcoming Tropospheric Emissions: Monitoring of Pollution (TEMPO) and Geostationary Environment Monitoring Spectrometer (GEMS) geostationary satellite missions. We present spatially resolved observations of ozone, nitrogen dioxide, formaldehyde and sulfur dioxide over urban areas and power plants from flights during the DISCOVER-AQ field campaigns in Texas and Colorado, as well as comparisons with observations made by ground-based Pandora spectrometers, in situ monitoring instruments and other aircraft instruments deployed during these campaigns. These measurements at various times of day are providing a very useful data set for testing and improving TEMPO and GEMS retrieval algorithms, as well as demonstrating prototype validation strategies.

  8. ERAST Program Proteus Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1999-01-01

    The unusual design of the Proteus high-altitude aircraft, incorporating a gull-wing shape for its main wing and a long, slender forward canard, is clearly visible in this view of the aircraft in flight over the Mojave Desert in California. In the Proteus Project, NASA's Dryden Flight Research Center, Edwards, California, is assisting Scaled Composites, Inc., Mojave, California, in developing a sophisticated station-keeping autopilot system and a Satellite Communications (SATCOM)-based uplink-downlink data system for aircraft and payload data under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. The ERAST Project is sponsored by the Office of Aero-Space Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center. The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. The aircraft is designed to be flown by two pilots in a pressurized cabin, but also has the potential to perform its missions semiautonomously or be flown remotely from the ground. Flight testing of the Proteus, beginning in the summer of 1998 at Mojave Airport through the end of 1999, included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, had been installed and checked out in several flight tests. The systems performed flawlessly during the Proteus's deployment to the Paris Airshow in 1999. NASA's ERAST project funded development of an Airborne Real-Time Imaging System (ARTIS). Developed by HyperSpectral Sciences, Inc., the small ARTIS camera was demonstrated during the summer of 1999 when it took visual and near-infrared photos over the Experimental Aircraft Association's 'AirVenture 99' Airshow at Oshkosh, Wisconsin. The images were displayed on a computer

  9. The Effects of Advanced 'Glass Cockpit' Displayed Flight Instrumentation on In-flight Pilot Decision Making

    NASA Astrophysics Data System (ADS)

    Steigerwald, John

    The Cognitive Continuum Theory (CCT) was first proposed 25 years ago to explain the relationship between intuition and analytical decision making processes. In order for aircraft pilots to make these analytical and intuitive decisions, they obtain information from various instruments within the cockpit of the aircraft. Advanced instrumentation is used to provide a broad array of information about the aircraft condition and flight situation to aid the flight crew in making effective decisions. The problem addressed is that advanced instrumentation has not improved the pilot decision making in modern aircraft. Because making a decision is dependent upon the information available, this experimental quantitative study sought to determine how well pilots organize and interpret information obtained from various cockpit instrumentation displays when under time pressure. The population for this study was the students, flight instructors, and aviation faculty at the Middle Georgia State College School of Aviation campus in Eastman, Georgia. The sample was comprised of two groups of 90 individuals (45 in each group) in various stages of pilot licensure from student pilot to airline transport pilot (ATP). The ages ranged from 18 to 55 years old. There was a statistically significant relationship at the p < .05 level in the ability of the participants to organize and interpret information between the advanced glass cockpit instrumentation and the traditional cockpit instrumentation. It is recommended that the industry explore technological solutions toward creating cockpit instrumentation that could match the type of information display to the type of decision making scenario in order to aid pilots in making decisions that will result in better organization of information. Understanding the relationship between the intuitive and analytical decisions that pilots make and the information source they use to make those decisions will aid engineers in the design of instrumentation

  10. Rotor systems research aircraft airplane configuration flight-test results

    NASA Technical Reports Server (NTRS)

    Painter, W. D.; Erickson, R. E.

    1984-01-01

    The rotor systems research aircraft (RSRA) has undergone ground and flight tests, primarily as a compound aircraft. The purpose was to train pilots and to check out and develop the design flight envelope. The preparation and flight test of the RSRA in the airplane, or fixed-wind, configuration are reviewed and the test results are discussed.

  11. Autonomous earth feature classification - Shuttle and aircraft flight test results

    NASA Technical Reports Server (NTRS)

    Sivertson, W. E., Jr.; Wilson, R. G.; Bullock, G. F.

    1983-01-01

    The Feature Identification and Location Experiment (FILE) flown on the Shuttle STS-2 mission November 12-14, 1981, tested a technique for autonomous real-time classification of selected earth features, i.e., water; bare land; vegetation; and clouds, snow, and ice. A second instrument, designed for aircraft flights, flew over regions of the west and east coasts of the United States and across the country. In each instrument, two bore-sighted CCD cameras image earth scenes in two spectral bands. Each camera includes a 100-element by 100-element detector array, and classification circuits. A simple algorithm and logic circuit provides classification decisions within a few microseconds. The experiment records the number of picture elements (pixels) representing each feature and the reflected solar radiation for each band. After flight, pixel-by-pixel classification images are constructed and compared with 70-mm color photographs taken simultaneously with the CCD-camera data.

  12. NASA Dryden Flight Research Center: Unmanned Aircraft Operations

    NASA Technical Reports Server (NTRS)

    Pestana, Mark

    2010-01-01

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

  13. HAI: A novel airborne multi-channel hygrometer for fast multi-phase H2O quantification: Performance of the HAI instrument during the first flights on the German HALO aircraft

    NASA Astrophysics Data System (ADS)

    Buchholz, B.; Ebert, V.; Kraemer, M.; Afchine, A.

    2014-12-01

    Common gas phase H2O measurements on fast airborne platforms e.g. using backward facing or "Rosemount"-inlets can lead to a high risk of ice and droplets contamination. In addition, currently no single hygrometer exists that allows a simultaneous, high-speed measurement of all phases (gas, liquid, ice) with the same detection principle. In the rare occasions multi-phase measurements are realized, gas-and condensed-phase observations rely on different methods, instruments and calibration strategies so that precision and accuracy levels are quite difficult to quantify. This is effectively avoided by the novel TDLAS instrument, HAI, Hygrometer for Atmospheric Investigation, which allows a simultaneous, high speed, multi-phase detection without any sensor calibration in a unique "2+2" channel concept. Hai combines two independent wavelength channels, at 1.4 µm and at 2.6 µm, for a wide dynamic range from 1 to 30 000 ppmv, with a simultaneous closed path (extractive) and open path detection. Thus, "Total", i.e. gas-phase plus condensed-phase water is measured by sampling via a forward facing inlet into "closed-path" extractive cells. A selective, sampling-free, high speed gas phase detection is realized via a dual-wavelength "open-path" cell placed outside of the aircraft fuselage. All channels can be sampled with 120 Hz (measurement cycle time Dt=1.6 ms) allowing an unprecedented spatial resolution of 30 cm at 900 km/h. The evaluation of the individual multi-channel raw-data is done post flight, without any channel interdependencies, in calibration-free mode, thus allowing fast, accurate and precise multi-phase water detection in flight. The performance could be shown in more than 200 net flights hours in three scientific flight campaigns (TACTS, ESMVal, ML-CIRRUS) on the new German HALO aircraft. In addition the level of the accuracy of the calibration free evaluation was evaluated at the German national primary water vapor standard.

  14. Design and flight test of the Propulsion Controlled Aircraft (PCA) flight control system on the NASA F-15 test aircraft

    NASA Technical Reports Server (NTRS)

    Wells, Edward A.; Urnes, James M., Sr.

    1994-01-01

    This report describes the design, development and flight testing of the Propulsion Controlled Aircraft (PCA) flight control system performed at McDonnell Douglas Aerospace (MDA), St. Louis, Missouri and at the NASA Dryden Flight Research Facility, Edwards Air Force Base, California. This research and development program was conducted by MDA and directed by NASA through the Dryden Flight Research Facility for the period beginning January 1991 and ending December 1993. A propulsion steering backup to the aircraft conventional flight control system has been developed and flight demonstrated on a NASA F-15 test aircraft. The Propulsion Controlled Aircraft (PCA) flight system utilizes collective and differential thrust changes to steer an aircraft that experiences partial or complete failure of the hydraulically actuated control surfaces. The PCA flight control research has shown that propulsion steering is a viable backup flight control mode and can assist the pilot in safe landing recovery of a fighter aircraft that has damage to or loss of the flight control surfaces. NASA, USAF and Navy evaluation test pilots stated that the F-15 PCA design provided the control necessary to land the aircraft. Moreover, the feasibility study showed that PCA technology can be directly applied to transport aircraft and provide a major improvement in the survivability of passengers and crew of controls damaged aircraft.

  15. Optimum flight paths of turbojet aircraft

    NASA Technical Reports Server (NTRS)

    Miele, Angelo

    1955-01-01

    The climb of turbojet aircraft is analyzed and discussed including the accelerations. Three particular flight performances are examined: minimum time of climb, climb with minimum fuel consumption, and steepest climb. The theoretical results obtained from a previous study are put in a form that is suitable for application on the following simplifying assumptions: the Mach number is considered an independent variable instead of the velocity; the variations of the airplane mass due to fuel consumption are disregarded; the airplane polar is assumed to be parabolic; the path curvatures and the squares of the path angles are disregarded in the projection of the equation of motion on the normal to the path; lastly, an ideal turbojet with performance independent of the velocity is involved. The optimum Mach number for each flight condition is obtained from the solution of a sixth order equation in which the coefficients are functions of two fundamental parameters: the ratio of minimum drag in level flight to the thrust and the Mach number which represents the flight at constant altitude and maximum lift-drag ratio.

  16. Two YF-12 aircraft in flight

    NASA Technical Reports Server (NTRS)

    1975-01-01

    The YF-12A (60-6935) carries the 'coldwall' heat transfer pod on a pylon beneath the forward fuselage. The pod is seen with its insulating coating intact. In the foreground, the YF-12C flies photo chase. The coldwall project, supported by Langley Research Center, consisted of a stainless steel tube equipped with thermocouples and pressure-sensors. A special insulating coating covered the tube, which was chilled with liquid nitrogen. At Mach 3, the insulation could be pyrotechnically blown away from the tube, instantly exposing it to the thermal environment. The experiment caused many inflight difficulties, such as engine unstarts, but eventually researchers got a successful flight. The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse

  17. NASA's Shuttle Carrier Aircraft 911's Final Flight

    NASA Video Gallery

    NASA 911, one of NASA's two modified Boeing 747 space shuttle carrier aircraft, flew its final flight Feb. 8, a short hop from NASA's Dryden Flight Research Center at Edwards Air Force Base to the ...

  18. Rapid Automated Aircraft Simulation Model Updating from Flight Data

    NASA Technical Reports Server (NTRS)

    Brian, Geoff; Morelli, Eugene A.

    2011-01-01

    Techniques to identify aircraft aerodynamic characteristics from flight measurements and compute corrections to an existing simulation model of a research aircraft were investigated. The purpose of the research was to develop a process enabling rapid automated updating of aircraft simulation models using flight data and apply this capability to all flight regimes, including flight envelope extremes. The process presented has the potential to improve the efficiency of envelope expansion flight testing, revision of control system properties, and the development of high-fidelity simulators for pilot training.

  19. 14 CFR 91.1069 - Flight crew: Instrument proficiency check requirements.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    .... (i) All or portions of a required flight check may be given in an aircraft simulator or other... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight crew: Instrument proficiency check... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES...

  20. 14 CFR 91.1069 - Flight crew: Instrument proficiency check requirements.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    .... (i) All or portions of a required flight check may be given in an aircraft simulator or other... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight crew: Instrument proficiency check... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES...

  1. Development of flying qualities criteria for single pilot instrument flight operations

    NASA Technical Reports Server (NTRS)

    Bar-Gill, A.; Nixon, W. B.; Miller, G. E.

    1982-01-01

    Flying qualities criteria for Single Pilot Instrument Flight Rule (SPIFR) operations were investigated. The ARA aircraft was modified and adapted for SPIFR operations. Aircraft configurations to be flight-tested were chosen and matched on the ARA in-flight simulator, implementing modern control theory algorithms. Mission planning and experimental matrix design were completed. Microprocessor software for the onboard data acquisition system was debugged and flight-tested. Flight-path reconstruction procedure and the associated FORTRAN program were developed. Algorithms associated with the statistical analysis of flight test results and the SPIFR flying qualities criteria deduction are discussed.

  2. LED display for solo aircraft instrument navigation

    NASA Technical Reports Server (NTRS)

    Crouch, R. K.; Kelly, W. L., VI; Lina, L. J.; Meredith, B. D.

    1979-01-01

    Solo pilot's task is made easier through convenient display of landing and navigation data. Use of display shows promise as more efficient means of presenting sequential instructions and data, such as course heading, altitude, and radio frequency, to minimize pilot's workload during solo instrument flight.

  3. Adaptive Flight Control for Aircraft Safety Enhancements

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan T.; Gregory, Irene M.; Joshi, Suresh M.

    2008-01-01

    This poster presents the current adaptive control research being conducted at NASA ARC and LaRC in support of the Integrated Resilient Aircraft Control (IRAC) project. The technique "Approximate Stability Margin Analysis of Hybrid Direct-Indirect Adaptive Control" has been developed at NASA ARC to address the needs for stability margin metrics for adaptive control that potentially enables future V&V of adaptive systems. The technique "Direct Adaptive Control With Unknown Actuator Failures" is developed at NASA LaRC to deal with unknown actuator failures. The technique "Adaptive Control with Adaptive Pilot Element" is being researched at NASA LaRC to investigate the effects of pilot interactions with adaptive flight control that can have implications of stability and performance.

  4. Flight simulation - A vital and expanding technology in aircraft development

    NASA Technical Reports Server (NTRS)

    Reynolds, P. A.; Hall, G. W.

    1978-01-01

    Flight simulation, both ground and in-flight, is experiencing major technological improvement and growth. The increased capabilities are providing new opportunities for support of the aircraft development process. The development of faster digital computers, improved visual displays, better motion systems and increased interest in simulation fidelity has improved the ground simulator to the point where it accomplishes a major portion of the aircraft development before work on the flight article begins. The efficiency of the ground simulator as a forecaster for the flight testing phase is becoming well established. In-flight simulation is properly being used to bridge the gap between the ground simulator and the flight test article. Simulation provides the vital link between analysis, aerodynamic tests, and subsystem tests and the flight test article. This paper describes the latest advances in flight simulation and its increasing role in the aircraft development process.

  5. Instrument for Aircraft-Icing and Cloud-Physics Measurements

    NASA Technical Reports Server (NTRS)

    Lilie, Lyle; Bouley, Dan; Sivo, Chris

    2006-01-01

    The figure shows a compact, rugged, simple sensor head that is part of an instrumentation system for making measurements to characterize the severity of aircraft-icing conditions and/or to perform research on cloud physics. The quantities that are calculated from measurement data acquired by this system and that are used to quantify the severity of icing conditions include sizes of cloud water drops, cloud liquid water content (LWC), cloud ice water content (IWC), and cloud total water content (TWC). The sensor head is mounted on the outside of an aircraft, positioned and oriented to intercept the ambient airflow. The sensor head consists of an open housing that is heated in a controlled manner to keep it free of ice and that contains four hot-wire elements. The hot-wire sensing elements have different shapes and sizes and, therefore, exhibit different measurement efficiencies with respect to droplet size and water phase (liquid, frozen, or mixed). Three of the hot-wire sensing elements are oriented across the airflow so as to intercept incoming cloud water. For each of these elements, the LWC or TWC affects the power required to maintain a constant temperature in the presence of cloud water.

  6. 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 ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Flight Rules General...

  7. Flight test techniques for validating simulated nuclear electromagnetic pulse aircraft responses

    NASA Technical Reports Server (NTRS)

    Winebarger, R. M.; Neely, W. R., Jr.

    1984-01-01

    An attempt has been made to determine the effects of nuclear EM pulses (NEMPs) on aircraft systems, using a highly instrumented NASA F-106B to document the simulated NEMP environment at the Kirtland Air Force Base's Vertically Polarized Dipole test facility. Several test positions were selected so that aircraft orientation relative to the test facility would be the same in flight as when on the stationary dielectric stand, in order to validate the dielectric stand's use in flight configuration simulations. Attention is given to the flight test portions of the documentation program.

  8. A proposed criterion for aircraft flight in turbulence

    NASA Technical Reports Server (NTRS)

    Porter, R. F.; Robinson, A. C.

    1971-01-01

    A proposed criterion for aircraft flight in turbulent conditions is presented. Subjects discussed are: (1) the problem of flight safety in turbulence, (2) new criterion for turbulence flight where existing ones seem adequate, and (3) computational problems associated with new criterion. Primary emphasis is placed on catastrophic occurrences in subsonic cruise with the aircraft under automatic control. A Monte Carlo simulation is used in the formulation and evaluation of probabilities of survival of an encounter with turbulence.

  9. Aircraft flight simulation of spacelab experiment using an implanted telemetry system to obtain cardiovascular data from the monkey

    NASA Technical Reports Server (NTRS)

    Mccutcheon, E. P.; Miranda, R.; Fryer, T. B.; Hodges, G.; Newson, B. D.; Pace, N.

    1977-01-01

    The utility of a multichannel implantable telemetry system for obtaining cardiovascular data was tested in a monkey with a CV-990 aircraft flight simulation of a space flight experiment. Valuable data were obtained to aid planning and execution of flight experiments using chronically instrumented animals.

  10. 14 CFR 25.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... indicator (nonstabilized magnetic compass). (b) The following flight and navigation instruments must be... (gyroscopically stabilized, magnetic or nonmagnetic). (c) The following flight and navigation instruments...

  11. 14 CFR 25.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... indicator (nonstabilized magnetic compass). (b) The following flight and navigation instruments must be... (gyroscopically stabilized, magnetic or nonmagnetic). (c) The following flight and navigation instruments...

  12. 14 CFR 25.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... indicator (nonstabilized magnetic compass). (b) The following flight and navigation instruments must be... (gyroscopically stabilized, magnetic or nonmagnetic). (c) The following flight and navigation instruments...

  13. HiMAT highly maneuverable aircraft technology, flight report

    NASA Technical Reports Server (NTRS)

    1982-01-01

    Flight verification of a primary flight control system, designed to control the unstable HiMAT aircraft is presented. The initial flight demonstration of a maneuver autopilot in the level cruise mode and the gathering of a limited amount of airspeed calibration data.

  14. 19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

    Code of Federal Regulations, 2011 CFR

    2011-04-01

    ... General Note 6, HTSUS, as a civil aircraft, aircraft engine, or ground flight simulator, or their parts... engines, ground flight simulators, parts, components, and subassemblies. 10.183 Section 10.183 Customs... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components,...

  15. 19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

    Code of Federal Regulations, 2010 CFR

    2010-04-01

    ... engines, ground flight simulators, parts, components, and subassemblies. 10.183 Section 10.183 Customs... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components,...

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

    NASA Technical Reports Server (NTRS)

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

    1993-01-01

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

  17. State estimation applications in aircraft flight-data analysis: A user's manual for SMACK

    NASA Technical Reports Server (NTRS)

    Bach, Ralph E., Jr.

    1991-01-01

    The evolution in the use of state estimation is traced for the analysis of aircraft flight data. A unifying mathematical framework for state estimation is reviewed, and several examples are presented that illustrate a general approach for checking instrument accuracy and data consistency, and for estimating variables that are difficult to measure. Recent applications associated with research aircraft flight tests and airline turbulence upsets are described. A computer program for aircraft state estimation is discussed in some detail. This document is intended to serve as a user's manual for the program called SMACK (SMoothing for AirCraft Kinematics). The diversity of the applications described emphasizes the potential advantages in using SMACK for flight-data analysis.

  18. RSRA flight control and stabilization. [Rotor Systems Research Aircraft

    NASA Technical Reports Server (NTRS)

    Linden, A. W.

    1976-01-01

    Handling qualities of the RSRA (rotor systems research aircraft), a special test vehicle with optional configurations (forewings, removable horizontal tailplanes, main rotor, tail rotor, and twin engines for forward flight all removable), are described. The aircraft can be fitted to fly as a conventional rotary-wing aircraft, fixed-wing aircraft, or compound helicopter, and is designed for testing existing and future rotor systems in flight. Controls include full-authority fly-by-wire controls and mechanical controls for rotary wing and for fixed wing. Stability augmentation, rotor test measurement systems, variable center of gravity capability, and rotor loading potential of the RSRA are also described.

  19. Man-vehicle systems research facility advanced aircraft flight simulator throttle mechanism

    NASA Technical Reports Server (NTRS)

    Kurasaki, S. S.; Vallotton, W. C.

    1985-01-01

    The Advanced Aircraft Flight Simulator is equipped with a motorized mechanism that simulates a two engine throttle control system that can be operated via a computer driven performance management system or manually by the pilots. The throttle control system incorporates features to simulate normal engine operations and thrust reverse and vary the force feel to meet a variety of research needs. While additional testing to integrate the work required is principally now in software design, since the mechanical aspects function correctly. The mechanism is an important part of the flight control system and provides the capability to conduct human factors research of flight crews with advanced aircraft systems under various flight conditions such as go arounds, coupled instrument flight rule approaches, normal and ground operations and emergencies that would or would not normally be experienced in actual flight.

  20. Instrumentation and data processing for AFTI/F-16 flight testing

    NASA Technical Reports Server (NTRS)

    Harney, P.; Clifton, W.; Johnson, D. A.

    1983-01-01

    The primary objective of the advanced fighter technology integration/F-16 (AFTI/F-16) development program is to demonstrate advanced fighter technologies to improve weapon delivery and aircraft survivability. Instrumentation and data processing for monitoring aircraft operation during flight testing is necessary not only for safety-of-flight considerations but also for rapid evaluation of flight test results. The complexity of the AFTI/F-16 aircraft necessitates an extensive capability to accomplish data goals; this paper describes that capability and the resultant product.

  1. Analysis of instrumentation error effects on the identification accuracy of aircraft parameters

    NASA Technical Reports Server (NTRS)

    Sorensen, J. A.

    1972-01-01

    An analytical investigation is presented of the effect of unmodeled measurement system errors on the accuracy of aircraft stability and control derivatives identified from flight test data. Such error sources include biases, scale factor errors, instrument position errors, misalignments, and instrument dynamics. Two techniques (ensemble analysis and simulated data analysis) are formulated to determine the quantitative variations to the identified parameters resulting from the unmodeled instrumentation errors. The parameter accuracy that would result from flight tests of the F-4C aircraft with typical quality instrumentation is determined using these techniques. It is shown that unmodeled instrument errors can greatly increase the uncertainty in the value of the identified parameters. General recommendations are made of procedures to be followed to insure that the measurement system associated with identifying stability and control derivatives from flight test provides sufficient accuracy.

  2. The Small Aircraft Transportation System Higher Volume Operations (SATS HVO) Flight Experiment

    NASA Technical Reports Server (NTRS)

    Williams, Daniel M.; Murdoch, Jennifer L.; Adams, Catherine H.

    2005-01-01

    This paper provides a summary of conclusions from the Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) Flight Experiment which NASA conducted to determine pilot acceptability of the HVO concept for normal conditions. The SATS HVO concept improves efficiency at non-towered, non-radar airports in Instrument Meteorological Conditions (IMC) while achieving a level of safety equal to today s system. Reported are results from flight experiment data that indicate that the SATS HVO concept is viable. The success of the SATS HVO concept is based on acceptable pilot workload, performance, and subjective criteria when compared to the procedural control operations in use today at non-towered, non-radar controlled airfields in IMC. The HVO Flight Experiment, flown on NASA's Cirrus SR22, used a subset of the HVO Simulation Experiment scenarios and evaluation pilots in order to validate the simulation experiment results. HVO and Baseline (today s system) scenarios flown included: single aircraft arriving for a GPS non-precision approach; aircraft arriving for the approach with multiple traffic aircraft; and aircraft arriving for the approach with multiple traffic aircraft and then conducting a missed approach. Results reveal that all twelve low-time instrument-rated pilots preferred SATS HVO when compared to current procedural separation operations. These pilots also flew the HVO procedures safely and proficiently without additional workload in comparison to today s system (Baseline). Detailed results of pilot flight technical error, and their subjective assessments of workload and situation awareness are presented in this paper.

  3. 14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ...-command flight time in the make and model of airplane; and (4) The pilot in command and the instructor... 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...

  4. 14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ...-command flight time in the make and model of airplane; and (4) The pilot in command and the instructor... 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...

  5. 14 CFR 135.338 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Qualifications: Flight instructors (aircraft) and flight instructors (simulator). 135.338 Section 135.338 Aeronautics and Space FEDERAL... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Training § 135.338 Qualifications:...

  6. Flight instrumentation specification for parameter identification: Program user's guide. [instrument errors/error analysis

    NASA Technical Reports Server (NTRS)

    Mohr, R. L.

    1975-01-01

    A set of four digital computer programs is presented which can be used to investigate the effects of instrumentation errors on the accuracy of aircraft and helicopter stability-and-control derivatives identified from flight test data. The programs assume that the differential equations of motion are linear and consist of small perturbations about a quasi-steady flight condition. It is also assumed that a Newton-Raphson optimization technique is used for identifying the estimates of the parameters. Flow charts and printouts are included.

  7. Evaluation of Contrail Reduction Strategies Based on Aircraft Flight Distances

    NASA Technical Reports Server (NTRS)

    Chen, Neil Y.; Sridhar, Banavar; Li, Jinhua; Ng, Hok Kwan

    2012-01-01

    This paper evaluates a set of contrail reduction strategies based on the flight range of aircraft as contrail reduction strategies have different impacts on aircraft depending on how they plan to fly. In general, aircraft with longer flight distances cruise at the altitudes where contrails are more likely to form. The concept of the contrail frequency index is used to quantify contrail impacts. The strategy for reducing the persistent contrail formation is to minimize the contrail frequency index by altering the aircraft's cruising altitude. A user-defined factor is used to trade off between contrail reduction and extra CO2 emissions. A higher value of tradeoff factor results in more contrail reduction and extra CO2 emissions. Results show that contrail reduction strategies using various tradeo factors behave differently from short-range flights to long-range ights. Analysis shows that short-distance flights (less than 500 miles) are the most frequent flights but contribute least to contrail reduction. Therefore these aircraft have the lowest priority when applying contrail reduction strategies. Medium-distance flights (500 to 1000 miles) have a higher priority if the goal is to achieve maximum contrail reduction in total; long-distance flights (1000 to 1500 miles) have a higher priority if the goal is to achieve maximum contrail reduction per flight. The characteristics of transcontinental flights (greater than 1500 miles) vary with different weather days so the priority of applying contrail reduction strategies to the group needs to be evaluated based on the locations of the contrail areas during any given day. For the days tested, medium-distance ights contribute up to 42.6% of the reduction among the groups during a day. The contrail frequency index per 1,000 miles for medium-distance, long-distance, and transcontinental flights can be reduced by an average of 75%. The results provide a starting point for developing operational policies to reduce the impact of

  8. Design of a MIPAS Instrument for high-altitude aircraft

    SciTech Connect

    Piesch, C.; Gulde, T.; Sartorius, F.F.V.

    1996-11-01

    A new MIPAS (Michelson Interferometer for Passive Atmospheric Sounding) is being designed for remote sensing of atmospheric trace constituents from high-altitude aircraft. The main goal is the measurement of cross sections of stratospheric species relevant to ozone research, such as ClONO{sub 2}, N{sub 2}O{sub 5}, NO, NO{sub 2} and HNO{sub 3}. The instrument measures the mid-infrared thermal emission of the atmosphere by limb- and upward sounding. From the spectra the two-dimensional distribution of the trace species along the flight trajectory can be derived. The instrument development is based on the approved balloon-borne MIPAS-B2 and aircraft MIPAS-FT systems. The system will be located in unpressurized compartments and thus operate under ambient temperature and pressure conditions. Major design constraints are the low mass-budget (max. 200 kg) and the automated operation without personnel intervention. The paper presents the concept and current status of the instrument development. 6 refs., 7 figs., 1 tab.

  9. Flight Test Safety Considerations for Airborne Science Aircraft

    NASA Technical Reports Server (NTRS)

    Reynolds, Randolph S.

    1997-01-01

    Most of the scientific community that require scientific data or scientific measurements from aircraft do not understand the full implications of putting certain equipment on board high performance aircraft. It is the duty of the NASA Flight Operations personnel to ensure that all Principal Investigators who are given space on NASA flight research aircraft, comply with stringent safety requirements. The attitude of the experienced Flight operations personnel given this duty has been and remains one of insuring that the PI's experiment is allowed to be placed on the aircraft (facility) and can be operated in a manner that will obtain the expected data. This is sometimes a challenge. The success that NASA has in this regard is due to the fact that it is its own authority under public law, to certify its aircraft as airworthy. Airworthiness, fitness for flight, is a complex issue which pulls together all aspects of configuration management, engineering, quality, and flight safety. It is often the case at each NASA Center that is conducting airborne research, that unique solutions to some challenging safety issues are required. These solutions permit NASA to do things that would not be permitted by the Department of Transportation. This paper will use examples of various flight research configurations to show the necessity of a disciplined process leading up to flight test and mission implementation. All new configurations required engineering flight test but many, as noted in this paper, require that the modifications be flight tested to insure that they do not negatively impact on any part of the aircraft operational profiles. The success of these processes has been demonstrated over many years and NASA has accommodated experimental packages that cannot be flown on any other aircraft.

  10. Subscale Flight Testing for Aircraft Loss of Control: Accomplishments and Future Directions

    NASA Technical Reports Server (NTRS)

    Cox, David E.; Cunningham, Kevin; Jordan, Thomas L.

    2012-01-01

    Subscale flight-testing provides a means to validate both dynamic models and mitigation technologies in the high-risk flight conditions associated with aircraft loss of control. The Airborne Subscale Transport Aircraft Research (AirSTAR) facility was designed to be a flexible and efficient research facility to address this type of flight-testing. Over the last several years (2009-2011) it has been used to perform 58 research flights with an unmanned, remotely-piloted, dynamically-scaled airplane. This paper will present an overview of the facility and its architecture and summarize the experimental data collected. All flights to date have been conducted within visual range of a safety observer. Current plans for the facility include expanding the test volume to altitudes and distances well beyond visual range. The architecture and instrumentation changes associated with this upgrade will also be presented.

  11. The planning and execution of ER-2 and DC-8 aircraft flights over Antarctica, August and September 1987

    NASA Technical Reports Server (NTRS)

    Tuck, A. F.; Watson, R. T.; Condon, E. P.; Toon, O. B.; Margitan, J. J.

    1989-01-01

    The significant ozone loss in the lower stratosphere over Antarctica during recent austral springs was studied by instrumented ER-2 and DC-8 aircraft. Data on the homogeneous gas composition, polar stratospheric clouds, and on tracers for dynamic motion are provided. The mission design is described, the aircraft and their payloads are documented, and the flight tracks are specified.

  12. A review of foreign technology in aircraft flight controls

    NASA Technical Reports Server (NTRS)

    Hewett, M. D.; Rediess, H. A.; Buckley, E. C.; Spitzer, C. R.

    1984-01-01

    A survey of U.S. and foreign technology in aircraft flight controls was conducted for NASA Langley Research Center as a data base for planning future research and technology programs. The survey covers control and hardware configurations of major contemporary systems on operational aircraft, R&D flight programs, advanced aircraft developments and significant research and technology programs. This paper concentrates on the foreign technology elements and findings of the survey with primary emphasis on Western Europe, where most of the advanced technology resides.

  13. Investigation of damping liquids for aircraft instruments

    NASA Technical Reports Server (NTRS)

    Keulegan, G H

    1929-01-01

    This report covers the results of an investigation carried on at the Bureau of Standards under a research authorization from, and with the financial assistance of, the National Advisory Committee for Aeronautics. The choice of a damping liquid for aircraft instruments is difficult owing to the range of temperature at which aircraft operate. Temperature changes affect the viscosity tremendously. The investigation was undertaken with the object of finding liquids of various viscosities otherwise suitable which had a minimum change in viscosity with temperature. The new data relate largely to solutions. The effect of temperature on the kinematic viscosity of the following liquids and solutions was determined in the temperature interval -18 degrees to +30 degrees C. (1) solutions of animal and vegetable oils in xylene. These were poppy-seed oil, two samples of neat's-foot oils, castor oil, and linseed oil. (2) solutions of mineral oil in xylene. These were Squibb's petrolatum of naphthene base and transformer oil. (3) glycerine solutions in ethyl alcohol and in mixture of 50-50 ethyl alcohol and water. (4) mixtures of normal butyl alcohol with methyl alcohol. (5) individual liquids, kerosene, mineral spirits, xylene, recoil oil. The apparatus consisted of four capillary-tube viscometers, which were immersed in a liquid bath in order to secure temperature control. The method of calibration and the related experimental data are presented.

  14. 76 FR 22163 - Ninth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-04-20

    ... Alternative Flight Deck Security Procedures AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of RTCA Special Committee 221 meeting: Aircraft Secondary Barriers and Alternative Flight Deck... Special Committee 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures....

  15. 76 FR 38741 - Tenth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-07-01

    ... Alternative Flight Deck Security Procedures AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of RTCA Special Committee 221 meeting: Aircraft Secondary Barriers and Alternative Flight Deck... Special Committee 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures....

  16. 75 FR 9016 - Fifth Meeting: RTCA Special Committee 221: Aircraft Secondary Barriers and Alternative Flight...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-02-26

    ... Alternative Flight Deck Security Procedures AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of RTCA Special Committee 221 meeting: Aircraft Secondary Barriers and Alternative Flight Deck... Special Committee 221: Aircraft Secondary Barriers and Alternative Flight Deck Security Procedures....

  17. A flight test method for pilot/aircraft analysis

    NASA Technical Reports Server (NTRS)

    Koehler, R.; Buchacker, E.

    1986-01-01

    In high precision flight maneuvres a pilot is a part of a closed loop pilot/aircraft system. The assessment of the flying qualities is highly dependent on the closed loop characteristics related to precision maneuvres like approach, landing, air-to-air tracking, air-to-ground tracking, close formation flying and air-to air refueling of the receiver. The object of a research program at DFVLR is the final flight phase of an air to ground mission. In this flight phase the pilot has to align the aircraft with the target, correct small deviations from the target direction and keep the target in his sights for a specific time period. To investigate the dynamic behavior of the pilot-aircraft system a special ground attack flight test technique with a prolonged tracking maneuvres was developed. By changing the targets during the attack the pilot is forced to react continously on aiming errors in his sights. Thus the closed loop pilot/aircraft system is excited over a wide frequency range of interest, the pilot gets more information about mission oriented aircraft dynamics and suitable flight test data for a pilot/aircraft analysis can be generated.

  18. Risk assessment of high altitude free flight commercial aircraft operations

    SciTech Connect

    Kimura, C.Y.; Sandquist, G.M.; Slaughter, D.M.; Sanzo, D.L.

    1998-04-23

    A quantitative model is under development to assess the safety and efficiency of commercial aircraft operations under the Free Flight Program proposed for air traffic control for the US National Airspace System. The major objective of the Free Flight Program is to accommodate the dramatic growth anticipated in air traffic in the US. However, the potential impacts upon aircraft safety from implementing the Program have not been fully explored and evaluated. The model is directed at assessing aircraft operations at high altitude over the continental US airspace since this action is the initial step for Free Flight. Sequential steps with analysis, assessment, evaluation, and iteration will be required to satisfactorily accomplish the complete transition of US commercial aircraft traffic operations.

  19. Survey of aircraft subcritical flight flutter testing methods

    NASA Technical Reports Server (NTRS)

    Rosenbaum, R.

    1974-01-01

    The results of a survey of U. S., British and French subcritical aircraft flight flutter testing methods are presented and evaluation of the applicability of these methods to the testing of the space shuttle are discussed. Ten U. S. aircraft programs covering the large civil transport aircraft and a variety of military aircraft are reviewed. In addition, three major French and British programs are covered by the survey. The significant differences between the U. S., French and British practices in the areas of methods of excitation, data acquisition, transmission and analysis are reviewed. The effect of integrating the digital computer into the flight flutter test program is discussed. Significant saving in analysis and flight test time are shown to result from the use of special digital computer routines and digital filters.

  20. Integrated Resilient Aircraft Control Project Full Scale Flight Validation

    NASA Technical Reports Server (NTRS)

    Bosworth, John T.

    2009-01-01

    Objective: Provide validation of adaptive control law concepts through full scale flight evaluation. Technical Approach: a) Engage failure mode - destabilizing or frozen surface. b) Perform formation flight and air-to-air tracking tasks. Evaluate adaptive algorithm: a) Stability metrics. b) Model following metrics. Full scale flight testing provides an ability to validate different adaptive flight control approaches. Full scale flight testing adds credence to NASA's research efforts. A sustained research effort is required to remove the road blocks and provide adaptive control as a viable design solution for increased aircraft resilience.

  1. Optimal nonlinear estimation for aircraft flight control in wind shear

    NASA Technical Reports Server (NTRS)

    Mulgund, Sandeep S.

    1994-01-01

    The most recent results in an ongoing research effort at Princeton in the area of flight dynamics in wind shear are described. The first undertaking in this project was a trajectory optimization study. The flight path of a medium-haul twin-jet transport aircraft was optimized during microburst encounters on final approach. The assumed goal was to track a reference climb rate during an aborted landing, subject to a minimum airspeed constraint. The results demonstrated that the energy loss through the microburst significantly affected the qualitative nature of the optimal flight path. In microbursts of light to moderate strength, the aircraft was able to track the reference climb rate successfully. In severe microbursts, the minimum airspeed constraint in the optimization forced the aircraft to settle on a climb rate smaller than the target. A tradeoff was forced between the objectives of flight path tracking and stall prevention.

  2. Flight Testing the Rotor Systems Research Aircraft (RSRA)

    NASA Technical Reports Server (NTRS)

    Hall, G. W.; Merrill, R. K.

    1983-01-01

    In the late 1960s, efforts to advance the state-of-the-art in rotor systems technology indicated a significant gap existed between our ability to accurately predict the characteristics of a complex rotor system and the results obtained through flight verification. Even full scale wind tunnel efforts proved inaccurate because of the complex nature of a rotating, maneuvering rotor system. The key element missing, which prevented significant advances, was our inability to precisely measure the exact rotor state as a function of time and flight condition. Two Rotor Research Aircraft (RSRA) were designed as pure research aircraft and dedicated rotor test vehicles whose function is to fill the gap between theory, wind tunnel testing, and flight verification. The two aircraft, the development of the piloting techniques required to safely fly the compound helicopter, the government flight testing accomplished to date, and proposed future research programs.

  3. Flight Testing and Test Instrumentation of PHOENIX

    NASA Astrophysics Data System (ADS)

    Janovsky, R.; Behr, R.

    2005-02-01

    Within the frame of the German national ASTRA program, the need for in-flight experimentation as a key element in the development of the next generation launcher was addressed by the Phoenix project. The Phoenix 1 flight test vehicle was designed to demonstrate the un-powered horizontal landing of a representative, winged RLV configuration. The Phoenix 1 flight test vehicle is downscaled from the reference RLV shape "Hopper", with the dimensions of 7.8m overall length, 3.8m span, and 1200kg mass. In order to be representative of a full scale RLV, the scaling method preserves all features challenging the automatic landing from the flight control point of view. These are in particular the poor flying qualities of the static unstable vehicle and the high landing velocity of 71m/s, which is same as for the full scale vehicle. The landing demonstration scenario comprises a drop from the helicopter approximately 6km ahead of the runway threshold at 2.4km above runway level. The subsequent free flight includes an accelerating dive to merge with a steep final approach path representative of an RLV, followed by a long flare, touch down on the runway, and rollout to standstill. Besides its mandatory avionics system, the vehicle is also equipped with an additional flight test instrumentation to identify local aerodynamic flow and structural stress. This FTI system is designed to collect data by recording about 130 sensor signals during flight. This test instrumentation system was operated during a test campaign dedicated to verify the aerodynamic data base of Phoenix in the Dutch-German Wind-tunnel (DNW) in August 2003 and during three automatic landing flight tests after helicopter drop in May 2004. Post flight analysis of these data allows to validate the design models and the development tools in order to establish a flight validated data base for future work. This paper gives an overview on the Phoenix system including the flight test instrumentation, the test program and

  4. Guide to measurement of winds with instrumented aircraft

    NASA Technical Reports Server (NTRS)

    Frost, Walter; Paige, Terry S.; Nelius, Andrew E.

    1991-01-01

    Aircraft measurement techniques are reviewed. Review of past and present applications of instrument aircraft to atmospheric observations is presented. Questions to be answered relative to measuring mean wind profiles as contrasted to turbulence measurements are then addressed. Requirements of instrumentation and accuracy, data reduction, data acquisition, and theoretical and certainty analysis are considered.

  5. 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... throwover control wheel that controls the elevator and ailerons, in place of fixed, dual controls, when—...

  6. Flight test evaluation of a method to determine the level flight performance propeller-driven aircraft

    NASA Technical Reports Server (NTRS)

    Cross, E. J., Jr.

    1976-01-01

    A procedure is developed for deriving the level flight drag and propulsive efficiency of propeller-driven aircraft. This is a method in which the overall drag of the aircraft is expressed in terms of the measured increment of power required to overcome a corresponding known increment of drag. The aircraft is flown in unaccelerated, straight and level flight, and thus includes the effects of the propeller drag and slipstream. Propeller efficiency and airplane drag are computed on the basis of data obtained during flight test and do not rely on the analytical calculations of inadequate theory.

  7. 14 CFR 61.58 - Pilot-in-command proficiency check: Operation of aircraft requiring more than one pilot flight...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... military flight check required for a pilot in command with instrument privileges, in an aircraft that the military requires to be operated by more than one pilot flight crewmember. (e) A check or test described in... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Pilot-in-command proficiency...

  8. 14 CFR 61.58 - Pilot-in-command proficiency check: Operation of aircraft requiring more than one pilot flight...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... military flight check required for a pilot in command with instrument privileges, in an aircraft that the military requires to be operated by more than one pilot flight crewmember. (e) A check or test described in... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Pilot-in-command proficiency...

  9. 19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

    Code of Federal Regulations, 2014 CFR

    2014-04-01

    ... 19 Customs Duties 1 2014-04-01 2014-04-01 false Duty-free entry of civil aircraft, aircraft... ARTICLES CONDITIONALLY FREE, SUBJECT TO A REDUCED RATE, ETC. General Provisions Civil Aircraft § 10.183 Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components,...

  10. 19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

    Code of Federal Regulations, 2012 CFR

    2012-04-01

    ... 19 Customs Duties 1 2012-04-01 2012-04-01 false Duty-free entry of civil aircraft, aircraft... ARTICLES CONDITIONALLY FREE, SUBJECT TO A REDUCED RATE, ETC. General Provisions Civil Aircraft § 10.183 Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components,...

  11. 19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

    Code of Federal Regulations, 2013 CFR

    2013-04-01

    ... 19 Customs Duties 1 2013-04-01 2013-04-01 false Duty-free entry of civil aircraft, aircraft... ARTICLES CONDITIONALLY FREE, SUBJECT TO A REDUCED RATE, ETC. General Provisions Civil Aircraft § 10.183 Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components,...

  12. 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.

  13. Ground and Flight Evaluation of a Small-Scale Inflatable-Winged Aircraft

    NASA Technical Reports Server (NTRS)

    Murray, James E.; Pahle, Joseph W.; Thornton, Stephen V.; Vogus, Shannon; Frackowiak, Tony; Mello, Joe; Norton, Brook; Bauer, Jeff (Technical Monitor)

    2002-01-01

    A small-scale, instrumented research aircraft was flown to investigate the night characteristics of innersole wings. Ground tests measured the static structural characteristics of the wing at different inflation pressures, and these results compared favorably with analytical predictions. A research-quality instrumentation system was assembled, largely from commercial off-the-shelf components, and installed in the aircraft. Initial flight operations were conducted with a conventional rigid wing having the same dimensions as the inflatable wing. Subsequent flights were conducted with the inflatable wing. Research maneuvers were executed to identify the trim, aerodynamic performance, and longitudinal stability and control characteristics of the vehicle in its different wing configurations. For the angle-of-attack range spanned in this flight program, measured flight data demonstrated that the rigid wing was an effective simulator of the lift-generating capability of the inflatable wing. In-flight inflation of the wing was demonstrated in three flight operations, and measured flight data illustrated the dynamic characteristics during wing inflation and transition to controlled lifting flight. Wing inflation was rapid and the vehicle dynamics during inflation and transition were benign. The resulting angles of attack and of sideslip ere small, and the dynamic response was limited to roll and heave motions.

  14. Integrated flight/propulsion control for supersonic STOVL aircraft

    NASA Technical Reports Server (NTRS)

    Franklin, James A.; Stortz, Michael W.; Mihaloew, James R.

    1990-01-01

    A technology program to investigate integrated flight/propulsion control-system design for STOVL fighter aircraft is described. Integrated control systems being developed by U.S. industry for specific STOVL concepts are discussed. Attention is given to NASA involvement in the definition of control concepts, design-methods and flying-qualities criteria, and the evaluation of these concepts and criteria in analytical design studies, in ground-based experiments, and in flight on the Harrier V/STOL research aircraft. Initial fixed-base simulation experiments conducted for two STOVL fighter concepts are discussed. These simulations defined acceptable transition flight envelopes, determined control power used during transition and hover, and provided evaluations of the integration of the flight and propulsion controls to achieve good flying qualities throughout the low-speed flight envelope.

  15. Flight testing the Rotor Systems Research Aircraft (RSRA)

    NASA Technical Reports Server (NTRS)

    Merrill, R. K.; Hall, G. W.

    1982-01-01

    The Rotor Systems Research Aircraft (RSRA) is a dedicated rotor test vehicle whose function is to fill the gap between theory, wind tunnel tests and flight verification data. Its flight test envelope has been designed to encompass the expected envelopes of future rotor systems under all flight conditions. The test configurations of the RSRA include pure helicopter and compound (winged helicopter) modes. In addition, should it become necessary to jettison an unstable rotor system in flight, the RSRA may be flown as a fixed wing aircraft. The heart of the RSRA's electronic flight control system is the TDY-43 computer, which can be programmed in numerous ways to change stability and control or force feel system gains. Computer programming changes allow the RSRA to be used as a five-degree-of-freedom inflight simulator for studying the handling qualities of research rotors.

  16. Flight test of a pure-tone acoustic source. [aircraft noise

    NASA Technical Reports Server (NTRS)

    Mueller, A. W.; Preisser, J. S.

    1981-01-01

    Static and flight testing of a pure-tone acoustic source were conducted in order to: (1) determine if a 4-KHz tone radiated by a source in flight and mixed with broadband aircraft flyover noise could be measured on the ground with a high degree of statistical confidence; (2) determine how well a comparison could be made of flight-to-static tone radiation pattern and a static radiation pattern; and (3) determine if there were any installation effects on the radiation pattern due to the flight vehicle. Narrow-band acoustic data were measured and averaged over eight microphones to obtain a high statistical confidence. The flight data were adjusted to an equivalent static condition by applying corrections for retarded time, spherical spreading, atmospheric absorption, ground impedance, instrumentation constraints, convective amplification, and the Doppler shift. The flight-to-static results are in excellent agreement with the measured static data. No installation effects were observed on the radiation pattern.

  17. X-36 Tailless Fighter Agility Research Aircraft in flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine

  18. X-36 Tailless Fighter Agility Research Aircraft in flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three

  19. Introduction to the aerodynamics of flight. [including aircraft stability, and hypersonic flight

    NASA Technical Reports Server (NTRS)

    Talay, T. A.

    1975-01-01

    General concepts of the aerodynamics of flight are discussed. Topics considered include: the atmosphere; fluid flow; subsonic flow effects; transonic flow; supersonic flow; aircraft performance; and stability and control.

  20. Perseus A High Altitude Remotely Piloted Aircraft being Towed in Flight

    NASA Technical Reports Server (NTRS)

    1994-01-01

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

  1. Theory of Aircraft Flight. Aerospace Education II.

    ERIC Educational Resources Information Center

    Glascoff, W. G., III

    The textbook provides answers to many questions related to airplanes and properties of air flight. The first chapter provides a description of aerodynamic forces and deals with concepts such as acceleration, velocity, and forces of flight. The second chapter is devoted to the discussion of properties of the atmosphere. How different…

  2. Theory of Aircraft Flight. Aerospace Education II.

    ERIC Educational Resources Information Center

    Elmer, James D.

    This revised textbook, one in the Aerospace Education II series, provides answers to many questions related to airplanes and properties of air flight. The first chapter provides a description of aerodynamic forces and deals with concepts such as acceleration, velocity, and forces of flight. The second chapter is devoted to the discussion of…

  3. Instrumentation of sampling aircraft for measurement of launch vehicle effluents

    NASA Technical Reports Server (NTRS)

    Wornom, D. E.; Woods, D. C.; Thomas, M. E.; Tyson, R. W.

    1977-01-01

    An aircraft was selected and instrumented to measure effluents emitted from large solid propellant rockets during launch activities. The considerations involved in aircraft selection, sampling probes, and instrumentation are discussed with respect to obtaining valid airborne measurements. Discussions of the data acquisition system used, the instrument power system, and operational sampling procedures are included. Representative measurements obtained from an actual rocket launch monitoring activity are also presented.

  4. Interactive aircraft flight control and aeroelastic stabilization

    NASA Technical Reports Server (NTRS)

    Weisshaar, T. A.; Schmidt, D. K.

    1984-01-01

    The potential benefits and costs of optimizing both the structural stiffness and the active control of aircraft in a rational manner are investigated. The ultimate goal is to arrive at a unified treatment of structural and active control design for the stability augmentation of flexible aircraft. An exhaustive literature evaluation in the area of passive tailoring for aircraft performance is undertaken. A mathematical technique to be used for aeroservoelastic tailoring studies is described. Two analytical models, one elementary, the other sophisticated, are developed to illustrate the potential for aeroservoelastic tailoring. Both models have essential features of real world hardware, yet the physical understanding is not buried in a myriad of detail. These models are also described.

  5. X-36 Tailless Fighter Agility Research Aircraft in flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams

  6. Optical Autocovariance Wind Lidar (OAWL): aircraft test-flight history and current plans

    NASA Astrophysics Data System (ADS)

    Tucker, Sara C.; Weimer, Carl; Adkins, Mike; Delker, Tom; Gleeson, David; Kaptchen, Paul; Good, Bill; Kaplan, Mike; Applegate, Jeff; Taudien, Glenn

    2015-09-01

    To address mission risk and cost limitations the US has faced in putting a much needed Doppler wind lidar into space, Ball Aerospace and Technologies Corp, with support from NASA's Earth Science Technology Office (ESTO), has developed the Optical Autocovariance Wind Lidar (OAWL), designed to measure winds from aerosol backscatter at the 355 nm or 532 nm wavelengths. Preliminary proof of concept hardware efforts started at Ball back in 2004. From 2008 to 2012, under an ESTO-funded Instrument Incubator Program, Ball incorporated the Optical Autocovariance (OA) interferometer receiver into a prototype breadboard lidar system by adding a laser, telescope, and COTS-based data system for operation at the 355 nm wavelength. In 2011, the prototype system underwent ground-based validation testing, and three months later, after hardware and software modifications to ensure autonomous operation and aircraft safety, it was flown on the NASA WB-57 aircraft. The history of the 2011 test flights are reviewed, including efforts to get the system qualified for aircraft flights, modifications made during the flight test period, and the final flight data results. We also present lessons learned and plans for the new, robust, two-wavelength, aircraft system with flight demonstrations planned for Spring 2016.

  7. Flight experience with manually controlled unconventional aircraft motions

    NASA Technical Reports Server (NTRS)

    Barfield, A. F.

    1978-01-01

    A modified YF-16 aircraft was used to flight demonstrate decoupled modes under the USAF Fighter Control Configured Vehicle (CCV) Program. The direct force capabilities were used to implement seven manually controlled unconventional modes on the aircraft, allowing flat turns, decoupled normal acceleration control, independent longitudinal and lateral translations, uncoupled elevation and azimuth aiming, and blended direct lift. This paper describes the design, development, and flight testing of these control modes. The need for task-tailored mode authorities, gain-scheduling and selected closed-loop design is discussed.

  8. Optimizing aircraft performance with adaptive, integrated flight/propulsion control

    NASA Technical Reports Server (NTRS)

    Smith, R. H.; Chisholm, J. D.; Stewart, J. F.

    1991-01-01

    The Performance-Seeking Control (PSC) integrated flight/propulsion adaptive control algorithm presented was developed in order to optimize total aircraft performance during steady-state engine operation. The PSC multimode algorithm minimizes fuel consumption at cruise conditions, while maximizing excess thrust during aircraft accelerations, climbs, and dashes, and simultaneously extending engine service life through reduction of fan-driving turbine inlet temperature upon engagement of the extended-life mode. The engine models incorporated by the PSC are continually upgraded, using a Kalman filter to detect anomalous operations. The PSC algorithm will be flight-demonstrated by an F-15 at NASA-Dryden.

  9. Aircraft Configured for Flight in an Atmosphere Having Low Density

    NASA Technical Reports Server (NTRS)

    Croom, Mark A. (Inventor); Smith, Stephen C. (Inventor); Gelhausen, Paul A. (Inventor); Guynn, Mark D. (Inventor); Hunter, Craig A. (Inventor); Paddock, David A. (Inventor); Riddick, Steven E. (Inventor); Teter, Jr., John E. (Inventor)

    2012-01-01

    An aircraft is configured for flight in an atmosphere having a low density. The aircraft includes a fuselage, a pair of wings, and a rear stabilizer. The pair of wings extends from the fuselage in opposition to one another. The rear stabilizer extends from the fuselage in spaced relationship to the pair of wings. The fuselage, the wings, and the rear stabilizer each present an upper surface opposing a lower surface. The upper and lower surfaces have X, Y, and Z coordinates that are configured for flight in an atmosphere having low density.

  10. On-Line Safe Flight Envelope Determination for Impaired Aircraft

    NASA Technical Reports Server (NTRS)

    Lombaerts, Thomas; Schuet, Stefan; Acosta, Diana; Kaneshige, John

    2015-01-01

    The design and simulation of an on-line algorithm which estimates the safe maneuvering envelope of aircraft is discussed in this paper. The trim envelope is estimated using probabilistic methods and efficient high-fidelity model based computations of attainable equilibrium sets. From this trim envelope, a robust reachability analysis provides the maneuverability limitations of the aircraft through an optimal control formulation. Both envelope limits are presented to the flight crew on the primary flight display. In the results section, scenarios are considered where this adaptive algorithm is capable of computing online changes to the maneuvering envelope due to impairment. Furthermore, corresponding updates to display features on the primary flight display are provided to potentially inform the flight crew of safety critical envelope alterations caused by the impairment.

  11. Flight-deck display of neighboring aircraft wake vortices

    NASA Astrophysics Data System (ADS)

    Holforty, Wendy L.

    Over the coming decades, aviation operations are predicted to rise steadily, increasing the burden on already congested and constrained airspace. A major factor governing the safe minimum separation distance between aircraft is the hazard generated by the wake of neighboring aircraft. Unaware of their proximity to other traffic, aircraft have encountered the wake turbulence of neighboring aircraft tens of miles ahead of them with serious or fatal consequences. The wake display described herein is a perspective view, synthetic vision, flight deck display that enables flight crews to "see" neighboring aircraft, as well as their wakes via a predictive algorithm. Capable of enhancing the situational awareness with respect to the wake-vortex encounter hazard by enabling the flight crew to see the relative position of their aircraft with respect to the wake hazard, the display may allow for a decrease in the standard aircraft spacing to those now used in VFR conditions and an increase in airport and airspace capacity. At present, there is no mechanism in place in the National Airspace System that warns pilots of potential wake vortex encounters. The concept of a wake vortex display addresses the need for a real-time wake vortex avoidance scheme available directly to the pilot. The wake display has been evaluated under both simulated and actual flight conditions. Thirteen pilots with flight experience ranging from a student pilot to commercial airline and military pilots served as pilot test subjects evaluating the display under simulated conditions. The pilot test subjects completed a survey concerning their knowledge and understanding of wake vortices prior to the simulation data trials and, after the trials, they completed a pilot evaluation and postflight survey rating their experience and providing feedback for the display design. One test pilot and four guest pilots flew the display during the in-flight evaluations incorporating three wake encounter scenarios. They

  12. 14 CFR 23.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight and navigation instruments. 23.1303... General § 23.1303 Flight and navigation instruments. The following are the minimum required flight and navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A magnetic direction indicator....

  13. 14 CFR 23.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight and navigation instruments. 23.1303... General § 23.1303 Flight and navigation instruments. Link to an amendment published at 76 FR 75760, December 2, 2011. The following are the minimum required flight and navigation instruments: (a) An...

  14. 14 CFR 23.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 23.1303... General § 23.1303 Flight and navigation instruments. The following are the minimum required flight and navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A magnetic direction indicator....

  15. 14 CFR 23.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight and navigation instruments. 23.1303... General § 23.1303 Flight and navigation instruments. The following are the minimum required flight and navigation instruments: (a) An airspeed indicator. (b) An altimeter. (c) A direction indicator...

  16. Flight investigation of a vertical-velocity command system for VTOL aircraft

    NASA Technical Reports Server (NTRS)

    Kelly, J. R.; Niessen, F. R.; Yenni, K. R.; Person, L. H., Jr.

    1977-01-01

    A flight investigation was undertaken to assess the potential benefits afforded by a vertical-velocity command system (VVCS) for VTOL (vertical take-off and landing) aircraft. This augmentation system was conceived primarily as a means of lowering pilot workload during decelerating approaches to a hover and/or landing under category III instrument meteorological conditions. The scope of the investigation included a determination of acceptable system parameters, a visual flight evaluation, and an instrument flight evaluation which employed a 10 deg, decelerating, simulated instrument approach task. The results indicated that the VVCS, which decouples the pitch and vertical degrees of freedom, provides more accurate glide-path tracking and a lower pilot workload than does the unaugmented system.

  17. 14 CFR 91.1095 - Initial and transition training and checking: Flight instructors (aircraft), flight instructors...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Initial and transition training and checking: Flight instructors (aircraft), flight instructors (simulator). 91.1095 Section 91.1095 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING...

  18. 14 CFR 135.340 - Initial and transition training and checking: Flight instructors (aircraft), flight instructors...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Initial and transition training and checking: Flight instructors (aircraft), flight instructors (simulator). 135.340 Section 135.340 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND OPERATORS FOR COMPENSATION OR...

  19. 14 CFR 135.338 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Qualifications: Flight instructors (aircraft) and flight instructors (simulator). 135.338 Section 135.338 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: CERTIFICATION AND OPERATIONS...

  20. Dryden B-52 Launch Aircraft in Flight over Dryden

    NASA Technical Reports Server (NTRS)

    1996-01-01

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

  1. System identification methods for aircraft flight control development and validation

    NASA Technical Reports Server (NTRS)

    Tischler, Mark B.

    1995-01-01

    System-identification methods compose a mathematical model, or series of models, from measurements of inputs and outputs of dynamic systems. The extracted models allow the characterization of the response of the overall aircraft or component subsystem behavior, such as actuators and on-board signal processing algorithms. This paper discusses the use of frequency-domain system-identification methods for the development and integration of aircraft flight-control systems. The extraction and analysis of models of varying complexity from nonparametric frequency-responses to transfer-functions and high-order state-space representations is illustrated using the Comprehensive Identification from FrEquency Responses (CIFER) system-identification facility. Results are presented for test data of numerous flight and simulation programs at the Ames Research Center including rotorcraft, fixed-wing aircraft, advanced short takeoff and vertical landing (ASTOVL), vertical/short takeoff and landing (V/STOL), tiltrotor aircraft, and rotor experiments in the wind tunnel. Excellent system characterization and dynamic response prediction is achieved for this wide class of systems. Examples illustrate the role of system-identification technology in providing an integrated flow of dynamic response data around the entire life-cycle of aircraft development from initial specifications, through simulation and bench testing, and into flight-test optimization.

  2. Propulsion systems for vertical flight aircraft

    SciTech Connect

    Brooks, A.

    1990-01-01

    The present evaluation of VTOL airframe/powerplant integration configurations combining high forward flight speed with safe and efficient vertical flight identifies six configurations that can be matched with one of three powerplant types: turboshafts, convertible-driveshaft lift fans, and gas-drive lift fans. The airframes configurations are (1) tilt-rotor, (2) folded tilt-rotor, (3) tilt-wing, (4) rotor wing/disk wing, (5) lift fan, and (6) variable-diameter rotor. Attention is given to the lift-fan VTOL configuration. The evaluation of these configurations has been conducted by both a joint NASA/DARPA program and the NASA High Speed Rotorcraft program. 7 refs.

  3. Knowledge-based processing for aircraft flight control

    NASA Technical Reports Server (NTRS)

    Painter, John H.

    1991-01-01

    The purpose is to develop algorithms and architectures for embedding artificial intelligence in aircraft guidance and control systems. With the approach adopted, AI-computing is used to create an outer guidance loop for driving the usual aircraft autopilot. That is, a symbolic processor monitors the operation and performance of the aircraft. Then, based on rules and other stored knowledge, commands are automatically formulated for driving the autopilot so as to accomplish desired flight operations. The focus is on developing a software system which can respond to linguistic instructions, input in a standard format, so as to formulate a sequence of simple commands to the autopilot. The instructions might be a fairly complex flight clearance, input either manually or by data-link. Emphasis is on a software system which responds much like a pilot would, employing not only precise computations, but, also, knowledge which is less precise, but more like common-sense. The approach is based on prior work to develop a generic 'shell' architecture for an AI-processor, which may be tailored to many applications by describing the application in appropriate processor data bases (libraries). Such descriptions include numerical models of the aircraft and flight control system, as well as symbolic (linguistic) descriptions of flight operations, rules, and tactics.

  4. A practical scheme for adaptive aircraft flight control systems

    NASA Technical Reports Server (NTRS)

    Athans, M.; Willner, D.

    1974-01-01

    A flight control system design is presented, that can be implemented by analog hardware, to be used to control an aircraft with uncertain parameters. The design is based upon the use of modern control theory. The ideas are illustrated by considering control of STOL longitudinal dynamics.

  5. Water vapor in the lower stratosphere measured from aircraft flight

    NASA Technical Reports Server (NTRS)

    Hilsenrath, E.; Guenther, B.; Dunn, P.

    1977-01-01

    Water vapor in the lower stratosphere was measured in situ by two aluminum oxide hygrometers mounted on the nose of an RB57 aircraft. Data were taken nearly continuously from January to May 1974 from an altitude of approximately 11-19 km as the aircraft flew between 70 deg N and 50 deg S over the land areas in the Western Hemisphere. Pseudomeridional cross sections of water vapor and temperature were derived from the flight data and show mixing ratios predominantly between 2 and 4 microg/g with an extreme range of 1-8 microg/g. Measurement precision was estimated by comparing the simultaneously measured values from the two flight hygrometer systems. Accuracy was estimated to be about + or - 40% at 19 km. A height-averaged latitudinal cross section of water vapor indicates symmetry of wet and dry zones. This cross section is compared with other aircraft measurements and relates to meridional circulation models.

  6. LFC leading edge glove flight: Aircraft modification design, test article development and systems integration

    NASA Technical Reports Server (NTRS)

    Etchberger, F. R.

    1983-01-01

    Reduction of skin friction drag by suction of boundary layer air to maintain laminar flow has been known since Prandtl's published work in 1904. The dramatic increases in fuel costs and the potential for periods of limited fuel availability provided the impetus to explore technologies to reduce transport aircraft fuel consumption. NASA sponsored the Aircraft Energy Efficiency (ACEE) program in 1976 to develop technologies to improve fuel efficiency. This report documents the Lockheed-Georgia Company accomplishments in designing and fabricating a leading-edge flight test article incorporating boundary layer suction slots to be flown by NASA on their modified JetStar aircraft. Lockheed-Georgia Company performed as the integration contractor to design the JetStar aircraft modification to accept both a Lockheed and a McDonnell Douglas flight test article. McDonnell Douglas uses a porous skin concept. The report describes aerodynamic analyses, fabrication techniques, JetStar modifications, instrumentation requirements, and structural analyses and testing for the Lockheed test article. NASA will flight test the two LFC leading-edge test articles in a simulated commercial environment over a 6 to 8 month period in 1984. The objective of the flight test program is to evaluate the effectiveness of LFC leading-edge systems in reducing skin friction drag and consequently improving fuel efficiency.

  7. X-31 Enhanced Fighter Maneuverability Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1992-01-01

    The X-31 Enhanced Fighter Maneuverability aircraft in flight over California's Mojave desert during a 1992 test flight. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70-degree angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180-degree turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the 'Herbst Maneuver' after Wolfgang Herbst, a German proponent of using post-stall flight in air-to-air combat

  8. Flight mechanics of a tailless articulated wing aircraft.

    PubMed

    Paranjape, Aditya A; Chung, Soon-Jo; Selig, Michael S

    2011-06-01

    This paper investigates the flight mechanics of a micro aerial vehicle without a vertical tail in an effort to reverse-engineer the agility of avian flight. The key to stability and control of such a tailless aircraft lies in the ability to control the incidence angles and dihedral angles of both wings independently. The dihedral angles can be varied symmetrically on both wings to control aircraft speed independently of the angle of attack and flight path angle, while asymmetric dihedral can be used to control yaw in the absence of a vertical stabilizer. It is shown that wing dihedral angles alone can effectively regulate sideslip during rapid turns and generate a wide range of equilibrium turn rates while maintaining a constant flight speed and regulating sideslip. Numerical continuation and bifurcation analysis are used to compute trim states and assess their stability. This paper lays the foundation for design and stability analysis of a flapping wing aircraft that can switch rapidly from flapping to gliding flight for agile manoeuvring in a constrained environment. PMID:21487173

  9. Virtual Flight Demonstration of the Stratospheric Dual-Aircraft Platform

    NASA Technical Reports Server (NTRS)

    Engblom, W. A.; Decker, R. K.

    2016-01-01

    A baseline configuration for the dual-aircraft platform (DAP) concept is described and evaluated in a physics-based flight dynamics simulations for two month-long missions as a communications relay in the lower stratosphere above central Florida. The DAP features two unmanned aerial vehicles connected via a long adjustable cable which effectively sail back-and-forth using wind velocity gradients and solar energy. Detailed atmospheric profiles in the vicinity of 60,000-ft derived from archived data measured by the 50-Mhz Doppler Radar Wind Profiler at Cape Canaveral are used in the flight simulations. An overview of the novel guidance and flight control strategies are provided. The energy-usage of the baseline configuration during month-long stationkeeping missions (i.e., within 150-mile radius of downtown Orlando) is characterized and compared to that of a pure solar aircraft.

  10. 48 CFR 1852.228-70 - Aircraft ground and flight risk.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 48 Federal Acquisition Regulations System 6 2012-10-01 2012-10-01 false Aircraft ground and flight... and Clauses 1852.228-70 Aircraft ground and flight risk. As prescribed in 1828.370(a), insert the... merely incident to work being performed under the contract. Aircraft Ground and Flight Risk (OCT 1996)...

  11. 48 CFR 1852.228-70 - Aircraft ground and flight risk.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 48 Federal Acquisition Regulations System 6 2011-10-01 2011-10-01 false Aircraft ground and flight... and Clauses 1852.228-70 Aircraft ground and flight risk. As prescribed in 1828.370(a), insert the... merely incident to work being performed under the contract. Aircraft Ground and Flight Risk (OCT 1996)...

  12. 48 CFR 1852.228-70 - Aircraft ground and flight risk.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 48 Federal Acquisition Regulations System 6 2013-10-01 2013-10-01 false Aircraft ground and flight... and Clauses 1852.228-70 Aircraft ground and flight risk. As prescribed in 1828.370(a), insert the... merely incident to work being performed under the contract. Aircraft Ground and Flight Risk (OCT 1996)...

  13. Aircraft Instrument, Fire Protection, Warning, Communication, Navigation and Cabin Atmosphere Control System (Course Outline), Aviation Mechanics 3 (Air Frame): 9067.04.

    ERIC Educational Resources Information Center

    Dade County Public Schools, Miami, FL.

    This document presents an outline for a 135-hour course designed to familiarize the student with manipulative skills and theoretical knowledge concerning aircraft instrument systems like major flight and engine instruments; fire protection and fire fighting systems; warning systems and navigation systems; aircraft cabin control systems, such as…

  14. EOS Aqua AMSR-E Arctic Sea Ice Validation Program: Arctic2003 Aircraft Campaign Flight Report

    NASA Technical Reports Server (NTRS)

    Cavalieri, D. J.; Markus,T.

    2003-01-01

    In March 2003 a coordinated Arctic sea ice validation field campaign using the NASA Wallops P-3B aircraft was successfully completed. This campaign was part of the program for validating the Earth Observing System (EOS) Aqua Advanced Microwave Scanning Radiometer (AMSR-E) sea ice products. The AMSR-E, designed and built by the Japanese National Space Development Agency for NASA, was launched May 4, 2002 on the EOS Aqua spacecraft. The AMSR-E sea ice products to be validated include sea ice concentration, sea ice temperature, and snow depth on sea ice. This flight report describes the suite of instruments flown on the P-3, the objectives of each of the seven flights, the Arctic regions overflown, and the coordination among satellite, aircraft, and surface-based measurements. Two of the seven aircraft flights were coordinated with scientists making surface measurements of snow and ice properties including sea ice temperature and snow depth on sea ice at a study area near Barrow, AK and at a Navy ice camp located in the Beaufort Sea. Two additional flights were dedicated to making heat and moisture flux measurements over the St. Lawrence Island polynya to support ongoing air-sea-ice processes studies of Arctic coastal polynyas. The remaining flights covered portions of the Bering Sea ice edge, the Chukchi Sea, and Norton Sound.

  15. X-29A aircraft structural loads flight testing

    NASA Technical Reports Server (NTRS)

    Sims, Robert; Mccrosson, Paul; Ryan, Robert; Rivera, Joe

    1989-01-01

    The X-29A research and technology demonstrator aircraft has completed a highly successful multiphase flight test program. The primary research objective was to safely explore, evaluate, and validate a number of aerodynamic, structural, and flight control technologies, all highly integrated into the vehicle design. Most of these advanced technologies, particularly the forward-swept-wing platform, had a major impact on the structural design. Throughout the flight test program, structural loads clearance was an ongoing activity to provide a safe maneuvering envelope sufficient to accomplish the research objectives. An overview is presented of the technologies, flight test approach, key results, and lessons learned from the structural flight loads perspective. The overall design methodology was considered validated, but a number of structural load characteristics were either not adequately predicted or totally unanticipated prior to flight test. While conventional flight testing techniques were adequate to insure flight safety, advanced analysis tools played a key role in understanding some of the structural load characteristics, and in maximizing flight test productivity.

  16. Longitudinal flying qualitites criteria for single-pilot instrument flight operations

    NASA Technical Reports Server (NTRS)

    Bar-Gill, A.; Stengel, R. F.

    1986-01-01

    Modern estimation and control theory, flight testing, and statistical analysis were used to deduce flying qualities criteria for General Aviation Single Pilot Instrument Flight Rule (SPIFR) operations. The principal concern is that unsatisfactory aircraft dynamic response combined with high navigation/communication workload can produce problems of safety and efficiency. To alleviate these problems, the relative importance of these factors must be determined. This objective was achieved by flying SPIFR tasks with different aircraft dynamic configurations and assessing the effects of such variations under these conditions. The experimental results yielded quantitative indicators of pilot's performance and workload, and for each of them, multivariate regression was applied to evaluate several candidate flying qualities criteria.

  17. Longitudinal flying qualities criteria for single-pilot instrument flight operations

    NASA Technical Reports Server (NTRS)

    Stengel, R. F.; Bar-Gill, A.

    1983-01-01

    Modern estimation and control theory, flight testing, and statistical analysis were used to deduce flying qualities criteria for General Aviation Single Pilot Instrument Flight Rule (SPIFR) operations. The principal concern is that unsatisfactory aircraft dynamic response combined with high navigation/communication workload can produce problems of safety and efficiency. To alleviate these problems. The relative importance of these factors must be determined. This objective was achieved by flying SPIFR tasks with different aircraft dynamic configurations and assessing the effects of such variations under these conditions. The experimental results yielded quantitative indicators of pilot's performance and workload, and for each of them, multivariate regression was applied to evaluate several candidate flying qualities criteria.

  18. STOVL aircraft simulation for integrated flight and propulsion control research

    NASA Technical Reports Server (NTRS)

    Mihaloew, James R.; Drummond, Colin K.

    1989-01-01

    The United States is in the initial stages of committing to a national program to develop a supersonic short takeoff and vertical landing (STOVL) aircraft. The goal of the propulsion community in this effort is to have the enabling propulsion technologies for this type aircraft in place to permit a low risk decision regarding the initiation of a research STOVL supersonic attack/fighter aircraft in the late mid-90's. This technology will effectively integrate, enhance, and extend the supersonic cruise, STOVL and fighter/attack programs to enable U.S. industry to develop a revolutionary supersonic short takeoff and vertical landing fighter/attack aircraft in the post-ATF period. A joint NASA Lewis and NASA Ames research program, with the objective of developing and validating technology for integrated-flight propulsion control design methodologies for short takeoff and vertical landing (STOVL) aircraft, was planned and is underway. This program, the NASA Supersonic STOVL Integrated Flight-Propulsion Controls Program, is a major element of the overall NASA-Lewis Supersonic STOVL Propulsion Technology Program. It uses an integrated approach to develop an integrated program to achieve integrated flight-propulsion control technology. Essential elements of the integrated controls research program are realtime simulations of the integrated aircraft and propulsion systems which will be used in integrated control concept development and evaluations. This paper describes pertinent parts of the research program leading up to the related realtime simulation development and remarks on the simulation structure to accommodate propulsion system hardware drop-in for real system evaluation.

  19. Remote Sensing of Electric Atmospheric Field Produced by Storm Cloud With an Instrumented Aircraft

    NASA Astrophysics Data System (ADS)

    Laroche, P. A.; Delannoy, A.; Blanchet, P.; Lalande, P.

    2010-12-01

    Sensing the 3 components of the atmospheric field is an efficient way to diagnose the electrification of convective cloud. This is currently done by rocket (Win and Moore 1971), balloon (Stolzenburg et al. 2007) and instrumented aircraft (Win 1993, Koshak et al. 2006). Intra cloud measurement can help to evidence electrification process (Sonnenfeld et al. 2006) or revealed local charged region in CB anvil (Dye et al. 2007). In 2010 a Falcon 20 jet aircraft has been instrumented to retrieve the value of electrostatic field in the vicinity of convective cloud. Instrumentation consists in 8 field mill mounted flush on aircraft surface. Each sensor delivers a linear measurement of the field at the surface of the aircraft from 10 V/m up to 80 kV/m. Calibration of the atmospheric electric field retrieving method has been done by using Koshak’s method and computation on a numerical meshing of the aircraft. With the present setting, the field mill network saturation occurs for an atmospheric field magnitude close to 12 kV/m. Several flights were performed close to and inside deep convective cloud at altitude ranging between 1500 and 6000 m AMSL. We present and discuss the observations obtained during this field experiment. Horizontal Atmospheric Electric Field along the trajectory of the aircraft

  20. In-flight Fault Detection and Isolation in Aircraft Flight Control Systems

    NASA Technical Reports Server (NTRS)

    Azam, Mohammad; Pattipati, Krishna; Allanach, Jeffrey; Poll, Scott; Patterson-Hine, Ann

    2005-01-01

    In this paper we consider the problem of test design for real-time fault detection and isolation (FDI) in the flight control system of fixed-wing aircraft. We focus on the faults that are manifested in the control surface elements (e.g., aileron, elevator, rudder and stabilizer) of an aircraft. For demonstration purposes, we restrict our focus on the faults belonging to nine basic fault classes. The diagnostic tests are performed on the features extracted from fifty monitored system parameters. The proposed tests are able to uniquely isolate each of the faults at almost all severity levels. A neural network-based flight control simulator, FLTZ(Registered TradeMark), is used for the simulation of various faults in fixed-wing aircraft flight control systems for the purpose of FDI.

  1. Information for Lateral Aircraft Spacing Enabling Closely-Spaced Runway Operations During Instrument-Weather Conditions

    NASA Technical Reports Server (NTRS)

    Thrush, Trent; Pritchett, Amy; Johnson, Eric; Hansman, R. John; Shafto, Michael (Technical Monitor)

    1994-01-01

    In an effort to increase airport capacity, the U.S. plans on investing nearly $6 billion a year to properly maintain and improve the nation's major airports. Current FAA standards however, require a reduction in terminal operations during instrument-weather conditions at many airports, causing delays and reducing airport capacity. NASA, in cooperation with the FAA, has developed the Terminal Area Productivity Program to achieve clear-weather capacity in instrument- weather conditions for all phases of flight. This paper describes a series of experiments planned to investigate the conceptual design of different systems that provide information to flight crews regarding nearby traffic during the approach phase of flight. The purpose of this investigation is to identify and evaluate different display and auditory interfaces to the crew for use in closely-spaced parallel runway operations. Three separate experiments are planned for the investigation. The first two experiments will be conducted using part-task flight simulators located at the MIT Aeronautical Systems Laboratory and at NASA Ames. The third experiment will be conducted in the Advanced Concepts Flight Simulator, a generic "glass-cockpit" simulator at NASA Ames. Subjects for each experiment will be current glass-cockpit pilots from major U.S. air carriers. Subject crews will fly several experimental scenarios in which pseudo-aircraft are "blundered" into the subject aircraft simulation. Runway spacing, longitudinal aircraft separation, aircraft performance and traffic information will be varied. Analyses of the subject reaction times in evading the blundering aircraft and the resulting closest points of approach will be conducted. This paper presents a preliminary examination of the data recorded during the part-task experiments. The impact of traffic information on closely-spaced parallel runway operations is discussed, cockpit displays to aid these operations are examined, and topics for future research

  2. Autonomous Flight Safety System September 27, 2005, Aircraft Test

    NASA Technical Reports Server (NTRS)

    Simpson, James C.

    2005-01-01

    This report describes the first aircraft test of the Autonomous Flight Safety System (AFSS). The test was conducted on September 27, 2005, near Kennedy Space Center (KSC) using a privately-owned single-engine plane and evaluated the performance of several basic flight safety rules using real-time data onboard a moving aerial vehicle. This test follows the first road test of AFSS conducted in February 2005 at KSC. AFSS is a joint KSC and Wallops Flight Facility (WEF) project that is in its third phase of development. AFSS is an independent subsystem intended for use with Expendable Launch Vehicles that uses tracking data from redundant onboard sensors to autonomously make flight termination decisions using software-based rules implemented on redundant flight processors. The goals of this project are to increase capabilities by allowing launches from locations that do not have or cannot afford extensive ground-based range safety assets, to decrease range costs, and to decrease reaction time for special situations. The mission rules are configured for each operation by the responsible Range Safety authorities and can be loosely categorized in four major categories: Parameter Threshold Violations, Physical Boundary Violations present position and instantaneous impact point (TIP), Gate Rules static and dynamic, and a Green-Time Rule. Examples of each of these rules were evaluated during this aircraft test.

  3. In-flight acoustic testing techniques using the YO-3A Acoustic Research Aircraft

    NASA Technical Reports Server (NTRS)

    Cross, J. L.; Watts, M. E.

    1984-01-01

    This report discusses the flight testing techniques and equipment employed during air-to-air acoustic testing of helicopters at Ames Research Center. The in flight measurement technique used enables acoustic data to be obtained without the limitations of anechoic chambers or the multitude of variables encountered in ground based flyover testing. The air-to-air testing is made possible by the NASA YO-3A Acoustic Research Aircraft. This "Quiet Aircraft' is an acoustically instrumented version of a quiet observation aircraft manufactured for the military. To date, tests with the following aircraft have been conducted: YO-3A background noise; Hughes 500D; Hughes AH-64; Bell AH-1S; Bell AH-1G. Several system upgrades are being designed and implemented to improve the quality of data. This report will discuss not only the equipment involved and aircraft tested, but also the techniques used in these tests. In particular, formation flying position locations, and the test matrices will be discussed. Examples of data taken will also be presented.

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

    NASA Technical Reports Server (NTRS)

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

    2006-01-01

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

  5. An Evaluation Technique for an F/A-18 Aircraft Loads Model Using F/A-18 Systems Research Aircraft Flight Data

    NASA Technical Reports Server (NTRS)

    Olney, Candida D.; Hillebrandt, Heather; Reichenbach, Eric Y.

    2000-01-01

    A limited evaluation of the F/A-18 baseline loads model was performed on the Systems Research Aircraft at NASA Dryden Flight Research Center (Edwards, California). Boeing developed the F/A-18 loads model using a linear aeroelastic analysis in conjunction with a flight simulator to determine loads at discrete locations on the aircraft. This experiment was designed so that analysis of doublets could be used to establish aircraft aerodynamic and loads response at 20 flight conditions. Instrumentation on the right outboard leading edge flap, left aileron, and left stabilator measured the hinge moment so that comparisons could be made between in-flight-measured hinge moments and loads model-predicted values at these locations. Comparisons showed that the difference between the loads model-predicted and in-flight-measured hinge moments was up to 130 percent of the flight limit load. A stepwise regression technique was used to determine new loads derivatives. These derivatives were placed in the loads model, which reduced the error to within 10 percent of the flight limit load. This paper discusses the flight test methodology, a process for determining loads coefficients, and the direct comparisons of predicted and measured hinge moments and loads coefficients.

  6. 14 CFR 29.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight and navigation instruments. 29.1303 Section 29.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are required flight and navigational instruments: (a) An...

  7. 14 CFR 29.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight and navigation instruments. 29.1303 Section 29.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are required flight and navigational instruments: (a) An...

  8. 14 CFR 29.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 29.1303 Section 29.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are required flight and navigational instruments: (a) An...

  9. 14 CFR 29.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight and navigation instruments. 29.1303 Section 29.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are required flight and navigational instruments: (a) An...

  10. 14 CFR 27.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight and navigation instruments. 27.1303 Section 27.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are the required flight and navigation instruments: (a) An...

  11. 14 CFR 29.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight and navigation instruments. 29.1303 Section 29.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are required flight and navigational instruments: (a) An...

  12. 14 CFR 27.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Flight and navigation instruments. 27.1303 Section 27.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are the required flight and navigation instruments: (a) An...

  13. 14 CFR 27.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight and navigation instruments. 27.1303 Section 27.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are the required flight and navigation instruments: (a) An...

  14. 14 CFR 27.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight and navigation instruments. 27.1303 Section 27.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are the required flight and navigation instruments: (a) An...

  15. 14 CFR 27.1303 - Flight and navigation instruments.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight and navigation instruments. 27.1303 Section 27.1303 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... navigation instruments. The following are the required flight and navigation instruments: (a) An...

  16. Water vapor in the lower stratosphere measured from aircraft flight

    NASA Technical Reports Server (NTRS)

    Hilsenrath, E.; Guenther, B.; Dunn, P.

    1976-01-01

    Water vapor in the lower stratosphere was measured in situ by two aluminum oxide hygrometers mounted on the nose of an RB57 aircraft. Data were taken nearly continuously from January to May 1974 from an altitude of approximately 11 km to 19 km as the aircraft flew between 70 deg N and 50 deg S over the land areas in the Western Hemisphere. Pseudomeridional cross sections of water vapor and temperature are derived from the flight data and show mixing ratios predominantly between 2 and 4 micron gm/gm with an extreme range of 1 to 8 micron gm/gm. Measurement precision is estimated by comparing the simultaneously measured values from the two flight hygrometer systems. Accuracy is estimated to be about + or - 40 percent at 19 km. A height-averaged latitudinal cross section of water vapor shows symmetry of wet and dry zones.

  17. Interactive aircraft flight control and aeroelastic stabilization

    NASA Technical Reports Server (NTRS)

    Weisshaar, T. A.

    1985-01-01

    Aeroservoelastic optimization techniques were studied to determine a methodology for maximization of the stable flight envelope of an idealized, actively controlled, flexible airfoil. The equations of motion for the airfoil were developed in state-space form to include time-domain representations of aerodynamic forces and active control. The development of an optimization scheme to stabilize the aeroelastic system over a range of airspeeds, including the design airspeed is outlined. The solution approach was divided in two levels: (1) the airfoil structure, with a design variable represented by the shear center position; and (2) the control system. An objective was stated in mathematical form and a search was conducted with the restriction that each subsystem be constrained to be optimal in some sense. Analytical expressions are developed to compute the changes in the eigenvalues of the closed-loop, actively controlled system. A stability index is constructed to ensure that stability is present at the design speed and at other airspeeds away from the design speed.

  18. Modeling flight attendants' exposures to pesticide in disinsected aircraft cabins.

    PubMed

    Zhang, Yong; Isukapalli, Sastry; Georgopoulos, Panos; Weisel, Clifford

    2013-12-17

    Aircraft cabin disinsection is required by some countries to kill insects that may pose risks to public health and native ecological systems. A probabilistic model has been developed by considering the microenvironmental dynamics of the pesticide in conjunction with the activity patterns of flight attendants, to assess their exposures and risks to pesticide in disinsected aircraft cabins under three scenarios of pesticide application. Main processes considered in the model are microenvironmental transport and deposition, volatilization, and transfer of pesticide when passengers and flight attendants come in contact with the cabin surfaces. The simulated pesticide airborne mass concentration and surface mass loadings captured measured ranges reported in the literature. The medians (means ± standard devitions) of daily total exposure intakes were 0.24 (3.8 ± 10.0), 1.4 (4.2 ± 5.7), and 0.15 (2.1 ± 3.2) μg day(-1) kg(-1) of body weight for scenarios of residual application, preflight, and top-of-descent spraying, respectively. Exposure estimates were sensitive to parameters corresponding to pesticide deposition, body surface area and weight, surface-to-body transfer efficiencies, and efficiency of adherence to skin. Preflight spray posed 2.0 and 3.1 times higher pesticide exposure risk levels for flight attendants in disinsected aircraft cabins than top-of-descent spray and residual application, respectively. PMID:24251734

  19. Overview of the preparation and use of an OV-10 aircraft for wake vortex hazards flight experiments

    NASA Technical Reports Server (NTRS)

    Stuever, Robert A.; Stewart, Eric C.; Rivers, Robert A.

    1995-01-01

    An overview is presented of the development, use, and current flight-test status of a highly instrumented North American Rockwell OV-10A Bronco as a wake-vortex-hazards research aircraft. A description of the operational requirements and measurements criteria, the resulting instrumentation systems and aircraft modifications, system-calibration and research flights completed to date, and current flight status are included. These experiments are being conducted by the National Aeronautics and Space Administration as part of an effort to provide the technology to safely improve the capacity of the nation's air transportation system and specifically to provide key data in understanding and predicting wake vortex decay, transport characteristics, and the dynamics of encountering wake turbulence. The OV-10A performs several roles including meteorological measurements platform, wake-decay quantifier, and trajectory-quantifier for wake encounters. Extensive research instrumentation systems include multiple airdata sensors, video cameras with cockpit displays, aircraft state and control-position measurements, inertial aircraft-position measurements, meteorological measurements, and an on-board personal computer for real-time processing and cockpit display of research data. To date, several of the preliminary system check flights and two meteorological-measurements deployments have been completed. Several wake encounter and wake-decay-measurements flights are planned for the fall of 1995.

  20. Advanced instrumentation for aircraft icing research

    NASA Technical Reports Server (NTRS)

    Bachalo, W.; Smith, J.; Rudoff, R.

    1990-01-01

    A compact and rugged probe based on the phase Doppler method was evaluated as a means for characterizing icing clouds using airborne platforms and for advancing aircraft icing research in large scale wind tunnels. The Phase Doppler Particle Analyzer (PDPA) upon which the new probe was based is now widely recognized as an accurate method for the complete characterization of sprays. The prototype fiber optic-based probe was evaluated in simulated aircraft icing clouds and found to have the qualities essential to providing information that will advance aircraft icing research. Measurement comparisons of the size and velocity distributions made with the standard PDPA and the fiber optic probe were in excellent agreement as were the measurements of number density and liquid water content. Preliminary testing in the NASA Lewis Icing Research Tunnel (IRT) produced reasonable results but revealed some problems with vibration and signal quality at high speeds. The cause of these problems were identified and design changes were proposed to eliminate the shortcomings of the probe.

  1. Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

    NASA Technical Reports Server (NTRS)

    Bendrick, Gregg A.; Kamine, Tovy Haber

    2008-01-01

    Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. "cones") of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement" (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Methods: Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. Results: The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of "Maximum Eye Movement". However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of "Easy Eye Movement", though all were within the cone of "Maximum Eye Movement". All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Discussion: Most instrument displays in conventional aircraft lay within the cone of "Easy Eye Movement", though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight.

  2. Realistic localizer courses for aircraft instrument landing simulators

    NASA Technical Reports Server (NTRS)

    Murphy, T. A.

    1984-01-01

    The realistic instrument landing simulator (ILS) course structures for use in aircraft simulators are described. Software developed for data conversion and translation of ILS course structure measurements and calcomp plots of the courses provided are described. A method of implementing the ILS course structure data in existing aircraft simulators is outlined. A cockpit used in the lab to review the digitized ILS course structures is displayed.

  3. Test-engine and inlet performance of an aircraft used for investigating flight effects on fan noise

    NASA Astrophysics Data System (ADS)

    Golub, R. A.; Preisser, J. S.

    1984-04-01

    As part of the NASA Flight Effects on Fan Noise Program, a Grumman OV-1B Mohawk aircraft was modified to carry a modified and instrumented Pratt & Whitney JT15D-1 turbofan engine. Onboard flight data, together with simultaneously measured farfield acoustic data, comprise a flight data base to which JT15D-1 static and wind-tunnel data are compared. The overall objective is to improve the ability to use ground-based facilities for the prediction of flight inlet radiated noise. This report describes the hardware and presents performance results for the research engine.

  4. Test-engine and inlet performance of an aircraft used for investigating flight effects on fan noise

    NASA Technical Reports Server (NTRS)

    Golub, R. A.; Preisser, J. S.

    1984-01-01

    As part of the NASA Flight Effects on Fan Noise Program, a Grumman OV-1B Mohawk aircraft was modified to carry a modified and instrumented Pratt & Whitney JT15D-1 turbofan engine. Onboard flight data, together with simultaneously measured farfield acoustic data, comprise a flight data base to which JT15D-1 static and wind-tunnel data are compared. The overall objective is to improve the ability to use ground-based facilities for the prediction of flight inlet radiated noise. This report describes the hardware and presents performance results for the research engine.

  5. Flight instruments and helmet-mounted SWIR imaging systems

    NASA Astrophysics Data System (ADS)

    Robinson, Tim; Green, John; Jacobson, Mickey; Grabski, Greg

    2011-06-01

    Night vision technology has experienced significant advances in the last two decades. Night vision goggles (NVGs) based on gallium arsenide (GaAs) continues to raise the bar for alternative technologies. Resolution, gain, sensitivity have all improved; the image quality through these devices is nothing less than incredible. Panoramic NVGs and enhanced NVGs are examples of recent advances that increase the warfighter capabilities. Even with these advances, alternative night vision devices such as solid-state indium gallium arsenide (InGaAs) focal plane arrays are under development for helmet-mounted imaging systems. The InGaAs imaging system offers advantages over the existing NVGs. Two key advantages are; (1) the new system produces digital image data, and (2) the new system is sensitive to energy in the shortwave infrared (SWIR) spectrum. While it is tempting to contrast the performance of these digital systems to the existing NVGs, the advantage of different spectral detection bands leads to the conclusion that the technologies are less competitive and more synergistic. It is likely, by the end of the decade, pilots within a cockpit will use multi-band devices. As such, flight decks will need to be compatible with both NVGs and SWIR imaging systems. Insertion of NVGs in aircraft during the late 70's and early 80's resulted in many "lessons learned" concerning instrument compatibility with NVGs. These "lessons learned" ultimately resulted in specifications such as MIL-L-85762A and MIL-STD-3009. These specifications are now used throughout industry to produce NVG-compatible illuminated instruments and displays for both military and civilian applications. Inserting a SWIR imaging device in a cockpit will require similar consideration. A project evaluating flight deck instrument compatibility with SWIR devices is currently ongoing; aspects of this evaluation are described in this paper. This project is sponsored by the Air Force Research Laboratory (AFRL).

  6. 14 CFR Appendix B to Part 417 - Flight Hazard Area Analysis for Aircraft and Ship Protection

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Flight Hazard Area Analysis for Aircraft... Appendix B to Part 417—Flight Hazard Area Analysis for Aircraft and Ship Protection B417.1Scope This... launch site hazard area analysis that protects the public, aircraft, and ships from the...

  7. 14 CFR Appendix B to Part 417 - Flight Hazard Area Analysis for Aircraft and Ship Protection

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Flight Hazard Area Analysis for Aircraft... Appendix B to Part 417—Flight Hazard Area Analysis for Aircraft and Ship Protection B417.1Scope This... launch site hazard area analysis that protects the public, aircraft, and ships from the...

  8. 14 CFR 91.9 - Civil aircraft flight manual, marking, and placard requirements.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Civil aircraft flight manual, marking, and... RULES General § 91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying...

  9. 14 CFR 91.9 - Civil aircraft flight manual, marking, and placard requirements.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Civil aircraft flight manual, marking, and... RULES General § 91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying...

  10. 14 CFR 91.9 - Civil aircraft flight manual, marking, and placard requirements.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Civil aircraft flight manual, marking, and... RULES General § 91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying...

  11. 14 CFR 91.9 - Civil aircraft flight manual, marking, and placard requirements.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Civil aircraft flight manual, marking, and... RULES General § 91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying...

  12. 14 CFR 91.9 - Civil aircraft flight manual, marking, and placard requirements.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Civil aircraft flight manual, marking, and... RULES General § 91.9 Civil aircraft flight manual, marking, and placard requirements. (a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying...

  13. Flight-test evaluation of STOL control and flight director concepts in a powered-lift aircraft flying curved decelerating approaches

    NASA Technical Reports Server (NTRS)

    Hindson, W. S.; Hardy, G. H.; Innis, R. C.

    1981-01-01

    Flight tests were carried out to assess the feasibility of piloted steep curved, and decelerating approach profiles in powered lift STOL aircraft. Several STOL control concepts representative of a variety of aircraft were evaluated in conjunction with suitably designed flight directions. The tests were carried out in a real navigation environment, employed special electronic cockpit displays, and included the development of the performance achieved and the control utilization involved in flying 180 deg turning, descending, and decelerating approach profiles to landing. The results suggest that such moderately complex piloted instrument approaches may indeed be feasible from a pilot acceptance point of view, given an acceptable navigation environment. Systems with the capability of those used in this experiment can provide the potential of achieving instrument operations on curved, descending, and decelerating landing approaches to weather minima corresponding to CTOL Category 2 criteria, while also providing a means of realizing more efficient operations during visual flight conditions.

  14. Centurion solar-powered high-altitude aircraft in flight

    NASA Technical Reports Server (NTRS)

    1998-01-01

    Since 1980 AeroVironment, Inc. (founded in 1971 by the ultra-light airplane innovator--Dr. Paul MacCready) has been experimenting with solar-powered aircraft, often in conjunction with the NASA Dryden Flight Research Center, Edwards, California. Thus far, AeroVironment, now headquartered in Monrovia, California, has achieved several altitude records with its Solar Challenger, Pathfinder, and Pathfinder-Plus aircraft. It expects to exceed these records with the newer and larger solar-powered Centurion and its successors the Centelios and Helios vehicles, in the NASA Environmental Research Aircraft and Sensor Technology (ERAST) program. The Centurion is a lightweight, solar-powered, remotely piloted flying wing aircraft that is demonstrating the technology of applying solar power for long-duration, high-altitude flight. It is considered to be a prototype technology demonstrator for a future fleet of solar-powered aircraft that could stay airborne for weeks or months on scientific sampling and imaging missions or while serving as telecommunications relay platforms. Although it shares many of the design concepts of the Pathfinder, the Centurion has a wingspan of 206 feet, more than twice the 98-foot span of the original Pathfinder and 70-percent longer than the Pathfinder-Plus' 121-foot span. At the same time, Centurion maintains the 8-foot chord (front to rear distance) of the Pathfinder wing, giving the wing an aspect ratio (length-to-chord) of 26 to 1. Other visible changes from its predecessor include a modified wing airfoil designed for flight at extreme altitude and four underwing pods to support its landing gear and electronic systems (compared with two such pods on the Pathfinder). The flexible wing is primarily fabricated from carbon fiber, graphite epoxy composites, and kevlar. It is built in five sections, a 44-foot-long center section and middle and outer sections just over 40 feet long. All five sections have an identical thickness--12 percent of the chord

  15. Satellite communications provisions on NASA Ames instrumented aircraft platforms for Earth science research/applications

    NASA Technical Reports Server (NTRS)

    Shameson, L.; Brass, J. A.; Hanratty, J. J.; Roberts, A. C.; Wegener, S. S.

    1995-01-01

    Earth science activities at NASA Ames are research in atmospheric and ecosystem science, development of remote sensing and in situ sampling instruments, and their integration into scientific research platform aircraft. The use of satellite communications can greatly extend the capability of these agency research platform aircraft. Current projects and plans involve satellite links on the Perseus UAV and the ER-2 via TDRSS and a proposed experiment on the NASA Advanced Communications Technology Satellite. Provisions for data links on the Perseus research platform, via TDRSS S-band multiple access service, have been developed and are being tested. Test flights at Dryden are planned to demonstrate successful end-to-end data transfer. A Unisys Corp. airborne satcom STARLink system is being integrated into an Ames ER-2 aircraft. This equipment will support multiple data rates up to 43 Mb/s each via the TDRS S Ku-band single access service. The first flight mission for this high-rate link is planned for August 1995. Ames and JPL have proposed an ACTS experiment to use real-time satellite communications to improve wildfire research campaigns. Researchers and fire management teams making use of instrumented aircraft platforms at a prescribed burn site will be able to communicate with experts at Ames, the U.S. Forest Service, and emergency response agencies.

  16. Coupled nonlinear aeroelasticity and flight dynamics of fully flexible aircraft

    NASA Astrophysics Data System (ADS)

    Su, Weihua

    This dissertation introduces an approach to effectively model and analyze the coupled nonlinear aeroelasticity and flight dynamics of highly flexible aircraft. A reduced-order, nonlinear, strain-based finite element framework is used, which is capable of assessing the fundamental impact of structural nonlinear effects in preliminary vehicle design and control synthesis. The cross-sectional stiffness and inertia properties of the wings are calculated along the wing span, and then incorporated into the one-dimensional nonlinear beam formulation. Finite-state unsteady subsonic aerodynamics is used to compute airloads along lifting surfaces. Flight dynamic equations are then introduced to complete the aeroelastic/flight dynamic system equations of motion. Instead of merely considering the flexibility of the wings, the current work allows all members of the vehicle to be flexible. Due to their characteristics of being slender structures, the wings, tail, and fuselage of highly flexible aircraft can be modeled as beams undergoing three dimensional displacements and rotations. New kinematic relationships are developed to handle the split beam systems, such that fully flexible vehicles can be effectively modeled within the existing framework. Different aircraft configurations are modeled and studied, including Single-Wing, Joined-Wing, Blended-Wing-Body, and Flying-Wing configurations. The Lagrange Multiplier Method is applied to model the nodal displacement constraints at the joint locations. Based on the proposed models, roll response and stability studies are conducted on fully flexible and rigidized models. The impacts of the flexibility of different vehicle members on flutter with rigid body motion constraints, flutter in free flight condition, and roll maneuver performance are presented. Also, the static stability of the compressive member of the Joined-Wing configuration is studied. A spatially-distributed discrete gust model is incorporated into the time simulation

  17. The SR-71 Test Bed Aircraft: A Facility for High-Speed Flight Research

    NASA Technical Reports Server (NTRS)

    Corda, Stephen; Moes, Timothy R.; Mizukami, Masashi; Hass, Neal E.; Jones, Daniel; Monaghan, Richard C.; Ray, Ronald J.; Jarvis, Michele L.; Palumbo, Nathan

    2000-01-01

    The SR-71 test bed aircraft is shown to be a unique platform to flight-test large experiments to supersonic Mach numbers. The test bed hardware mounted on the SR-71 upper fuselage is described. This test bed hardware is composed of a fairing structure called the "canoe" and a large "reflection plane" flat plate for mounting experiments. Total experiment weights, including the canoe and reflection plane, as heavy as 14,500 lb can be mounted on the aircraft and flight-tested to speeds as fast as Mach 3.2 and altitudes as high as 80,000 ft. A brief description of the SR-71 aircraft is given, including details of the structural modifications to the fuselage, modifications to the J58 engines to provide increased thrust, and the addition of a research instrumentation system. Information is presented based on flight data that describes the SR-71 test bed aerodynamics, stability and control, structural and thermal loads, the canoe internal environment, and reflection plane flow quality. Guidelines for designing SR-71 test bed experiments are also provided.

  18. Deflection-Based Aircraft Structural Loads Estimation with Comparison to Flight

    NASA Technical Reports Server (NTRS)

    Lizotte, Andrew M.; Lokos, William A.

    2005-01-01

    Traditional techniques in structural load measurement entail the correlation of a known load with strain-gage output from the individual components of a structure or machine. The use of strain gages has proved successful and is considered the standard approach for load measurement. However, remotely measuring aerodynamic loads using deflection measurement systems to determine aeroelastic deformation as a substitute to strain gages may yield lower testing costs while improving aircraft performance through reduced instrumentation weight. With a reliable strain and structural deformation measurement system this technique was examined. The objective of this study was to explore the utility of a deflection-based load estimation, using the active aeroelastic wing F/A-18 aircraft. Calibration data from ground tests performed on the aircraft were used to derive left wing-root and wing-fold bending-moment and torque load equations based on strain gages, however, for this study, point deflections were used to derive deflection-based load equations. Comparisons between the strain-gage and deflection-based methods are presented. Flight data from the phase-1 active aeroelastic wing flight program were used to validate the deflection-based load estimation method. Flight validation revealed a strong bending-moment correlation and slightly weaker torque correlation. Development of current techniques, and future studies are discussed.

  19. Pressure drop in tubing in aircraft instrument installations

    NASA Technical Reports Server (NTRS)

    Wildhack, W A

    1937-01-01

    The theoretical basis of calculation of pressure drop in tubing is reviewed briefly. The effect of pressure drop in connecting tubing upon the operation and indication of aircraft instruments is discussed. Approximate equations are developed, and charts and tables based upon them are presented for use in designing installations of altimeters, air-speed indicators, rate-of-climb indicators, and air-driven gyroscopic instruments.

  20. Flight Test Guide (Part 61 Revised): Instrument Pilot: Helicopter.

    ERIC Educational Resources Information Center

    Federal Aviation Administration (DOT), Washington, DC. Flight Standards Service.

    The guide provides an outline of the skills required to pass the flight test for an Instrument Pilot Helicopter Rating under Part 61 (revised) of Federal Aviation Regulations. General procedures for flight tests are described and the following pilot operations outlined: maneuvering by reference to instruments, IFR navigation, instrument…

  1. Altus I aircraft in flight, retracting landing gear after takeoff

    NASA Technical Reports Server (NTRS)

    1997-01-01

    The landing gear of the remotely piloted Altus I aircraft retracts into the fuselage after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, was designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology project, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

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

    NASA Technical Reports Server (NTRS)

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

    1994-01-01

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

  3. Emergency in-flight egress opening for general aviation aircraft

    NASA Technical Reports Server (NTRS)

    Bement, L. J.

    1980-01-01

    In support of a stall/spin research program, an emergency in-flight egress system is being installed in a light general aviation airplane. To avoid a major structural redesign for a mechanical door, an add-on 11.2 kg pyrotechnic-actuated system was developed to create an opening in the existing structure. The airplane skin will be explosively severed around the side window, across a central stringer, and down to the floor, creating an opening of approximately 76 by 76 cm. The severed panel will be jettisoned at an initial velocity of approximately 13.7 m/sec. System development included a total of 68 explosive severance tests on aluminum material using small samples, small and full scale flat panel aircraft structural mock-ups, and an actual aircraft fuselage. These tests proved explosive sizing/severance margins, explosive initiation, explosive product containment, and system dynamics.

  4. Flight Test of ASAC Aircraft Interior Noise Control System

    NASA Technical Reports Server (NTRS)

    Palumbo, Dan; Cabell, Ran; Cline, John; Sullivan, Brenda

    1999-01-01

    A flight test is described in which an active structural/acoustic control system reduces turboprop induced interior noise on a Raytheon Aircraft Company 1900D airliner. Control inputs to 21 inertial force actuators were computed adaptively using a transform domain version of the multichannel filtered-X LMS algorithm to minimize the mean square response of 32 microphones. A combinatorial search algorithm was employed to optimize placement of the force actuators on the aircraft frame. Both single frequency and multi-frequency results are presented. Reductions of up to 15 dB were obtained at the blade passage frequency (BPF) during single frequency control tests. Simultaneous reductions of the BPF and next 2 harmonics of 10 dB, 2.5 dB and 3.0 dB, were obtained in a multi-frequency test.

  5. Flight Dynamics Modeling and Simulation of a Damaged Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Shah, Gautam H.; Hill, Melissa A.

    2012-01-01

    A study was undertaken at NASA Langley Research Center to establish, demonstrate, and apply methodology for modeling and implementing the aerodynamic effects of MANPADS damage to a transport aircraft into real-time flight simulation, and to demonstrate a preliminary capability of using such a simulation to conduct an assessment of aircraft survivability. Key findings from this study include: superpositioning of incremental aerodynamic characteristics to the baseline simulation aerodynamic model proved to be a simple and effective way of modeling damage effects; the primary effect of wing damage rolling moment asymmetry may limit minimum airspeed for adequate controllability, but this can be mitigated by the use of sideslip; combined effects of aerodynamics, control degradation, and thrust loss can result in significantly degraded controllability for a safe landing; and high landing speeds may be required to maintain adequate control if large excursions from the nominal approach path are allowed, but high-gain pilot control during landing can mitigate this risk.

  6. 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.

  7. Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

    NASA Technical Reports Server (NTRS)

    Kamine, Tovy Haber; Bendrick, Gregg A.

    2008-01-01

    Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. cones ) of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of Maximum Eye Movement. However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of Easy Eye Movement, though all were within the cone of Maximum Eye Movement. All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Most instrument displays in conventional aircraft lay within the cone of Easy Eye Movement, though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight. The learning objectives include: 1) Know three

  8. Response properties of atmospheric turbulence measurement instruments using Russian research aircraft

    NASA Astrophysics Data System (ADS)

    Strunin, M. A.; Hiyama, T.

    2004-11-01

    Instruments that measure atmospheric turbulence for the estimation of turbulent fluxes of heat, water vapor, and carbon dioxide were tested in the laboratory and during in-flight conditions aboard a Russian research Ilyushin-18 aircraft. The response characteristics of the aircraft turbulence sensors were first tested to decrease measurement errors for turbulent heat transfer and fluxes, including water vapour flux, before being installed on the Ilyushin-18 aircraft that was used in joint Russian-Japanese atmospheric boundary-layer research. The results show that the atmospheric turbulence measured in a frequency range of 0.01 to 10 Hz yielded proper estimates of fluxes. Errors in measurements of the turbulence made from the aircraft were also analysed. Aerodynamic distortions linked to the aircraft's body and propellers were determined from flight test experiments. Time lags between vertical wind speed fluctuations and air temperature fluctuations measured by the aircraft thermometer, and those between vertical wind speed fluctuations and air humidity fluctuations measured by an ultraviolet hygrometer (open-path system) and an infrared hygrometer (closed-path system) were estimated. The vertical wind speed and air temperature sensor measurements showed no time lag, but a time lag of 0.6 s occurred between vertical wind speed and ultraviolet hygrometer measurements. The time lag between vertical wind speed and the infrared hygrometer measurements depended on flight conditions due to air pumping load, and had to be defined for each sampling leg. Accounting for the time lag was critical for water vapour flux measurements and helped to eliminate large systematic errors.

  9. Lateral and longitudinal aerodynamic stability and control parameters of the basic vortex flap research aircraft as determined from flight test data

    NASA Technical Reports Server (NTRS)

    Suit, W. T.; Batterson, J. G.

    1986-01-01

    The aerodynamics of the basic F-106B were determined at selected points in the flight envelope. The test aircraft and flight procedures were presented. Aircraft instrumentation and the data system were discussed. The parameter extraction procedure was presented along with a discussion of the test flight results. The results were used to predict the aircraft motions for maneuvers that were not used to determine the vehicle aerodynamics. The control inputs used to maneuver the aircraft to get data for the determination of the aerodynamic parameters were discussed in the flight test procedures. The results from the current flight tests were compared with the results from wind tunnel test of the basic F-106B.

  10. Flight assessment of a large supersonic drone aircraft for research use

    NASA Technical Reports Server (NTRS)

    Eckstrom, C. V.; Peele, E. L.

    1974-01-01

    An assessment is made of the capabilities of the BQM-34E supersonic drone aircraft as a test bed research vehicle. This assessment is made based on a flight conducted for the purpose of obtaining flight test measurements of wing loads at various maneuver flight conditions. Flight plan preparation, flight simulation, and conduct of the flight test are discussed along with a presentation of the test data obtained and an evaluation of how closely the flight test followed the test plan.

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

    NASA Technical Reports Server (NTRS)

    Oneill-Rood, Nora; Glover, Richard D.

    1990-01-01

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

  12. An intercomparison of aircraft instrumentation for tropospheric measurements of sulfur dioxide

    NASA Technical Reports Server (NTRS)

    Gregory, Gerald L.; Davis, Douglas D.; Beltz, Nobert; Bandy, Alan R.; Ferek, Ronald J.; Thornton, Donald C.

    1993-01-01

    As part of the NASA Tropospheric Chemistry Program, a series of field intercomparisons have been conducted to evaluate the state-of-the art for measuring key tropospheric species. One of the objectives of the third intercomparison campaign in this series, Chemical Instrumentation Test and Evaluation 3 (CITE 3), was to evaluate instrumentation for making reliable tropospheric aircraft measurements of sulfur dioxide, dimethyl sulfide, hydrogen sulfide, carbon disulfide, and carbonyl sulfide. This paper reports the results of the intercomparisons of five sulfur dioxide measurement methods ranging from filter techniques, in which samples collected in flight are returned to the laboratory for analyses (chemiluminescent or ion chromatographic), to near real-time, in-flight measurements via gas chromatographic, mass spectrometric, and chemiluminescent techniques. All techniques showed some tendency to track sizeable changes in ambient SO2 such as those associated with altitude changes. For SO2 mixing ratios in the range of 200 pptv to a few ppbv, agreement among the techniques varies from about 30% to several orders of magnitude, depending upon the pair of measurements intercompared. For SO2 mixing ratios less than 200 pptv, measurements from the techniques are uncorrelated. In general, observed differences in the measurement of standards do not account for the flight results. The CITE 3 results do not unambiguously identify one or more of the measurement techniques as providing valid or invalid SO2 measurements, but identify the range of 'potential' uncertainty in SO2 measurements reported by currently available instrumentation and as measured under realistic aircraft environments.

  13. STDN network operations procedure for Apollo range instrumentation aircraft, revision 1

    NASA Technical Reports Server (NTRS)

    Vette, A. R.; Pfeiffer, W. A.

    1972-01-01

    The Apollo range instrumentation aircraft (ARIA) fleet which consists of four EC-135N aircraft used for Apollo communication support is discussed. The ARIA aircraft are used to provide coverage of lunar missions, earth orbit missions, command module/service module separation to spacecraft landing, and assist in recovery operations. Descriptions of ARIA aircraft, capabilities, and instrumentation are included.

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

    NASA Technical Reports Server (NTRS)

    Kehoe, Michael W.

    1988-01-01

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

  15. In-flight and simulated aircraft fuel temperature measurements

    NASA Technical Reports Server (NTRS)

    Svehla, Roger A.

    1990-01-01

    Fuel tank measurements from ten flights of an L1011 commercial aircraft are reported for the first time. The flights were conducted from 1981 to 1983. A thermocouple rake was installed in an inboard wing tank and another in an outboard tank. During the test periods of either 2 or 5 hr, at altitudes of 10,700 m (35,000 ft) or higher, either the inboard or the outboard tank remained full. Fuel temperature profiles generally developed in the expected manner. The bulk fuel was mixed by natural convection to a nearly uniform temperature, especially in the outboard tank, and a gradient existed at the bottom conduction zone. The data indicated that when full, the upper surface of the inboard tank was wetted and the outboard tank was unwetted. Companion NASA Lewis Research Center tests were conducted in a 0.20 cubic meter (52 gal) tank simulator of the outboard tank, chilled on the top and bottom, and insulated on the sides. Even though the simulator tank had no internal components corresponding to the wing tank, temperatures agreed with the flight measurements for wetted upper surface conditions, but not for unwetted conditions. It was concluded that if boundary conditions are carefully controlled, simulators are a useful way of evaluating actual flight temperatures.

  16. A wide field-of-view imaging DOAS instrument for continuous trace gas mapping from aircraft

    NASA Astrophysics Data System (ADS)

    Schönhardt, A.; Altube, P.; Gerilowski, K.; Krautwurst, S.; Hartmann, J.; Meier, A. C.; Richter, A.; Burrows, J. P.

    2014-04-01

    For the purpose of trace gas measurements and pollution mapping, the Airborne imaging DOAS instrument for Measurements of Atmospheric Pollution (AirMAP) has been developed, characterised and successfully operated from aircraft. From the observations with the AirMAP instrument nitrogen dioxide (NO2) columns were retrieved. A major benefit of the pushbroom imaging instrument is the spatially continuous, gap-free measurement sequence independent of flight altitude, a valuable characteristic for mapping purposes. This is made possible by the use of a frame-transfer detector. With a wide-angle entrance objective, a broad field-of-view across track of around 48° is achieved, leading to a swath width of about the same size as the flight altitude. The use of fibre coupled light intake optics with sorted light fibres allows flexible positioning within the aircraft and retains the very good imaging capabilities. The measurements yield ground spatial resolutions below 100 m. From a maximum of 35 individual viewing directions (lines of sight, LOS) represented by 35 single fibres, the number of viewing directions is adapted to each situation by averaging according to signal-to-noise or spatial resolution requirements. Exploitation of all the viewing directions yields observations at 30 m spatial resolution, making the instrument a suitable tool for mapping trace gas point sources and small scale variability. For accurate spatial mapping the position and aircraft attitude are taken into account using the Attitude and Heading Reference System of the aircraft. A first demonstration mission using AirMAP was undertaken. In June 2011, AirMAP has been operated on the AWI Polar-5 aircraft in the framework of the AIRMETH2011 campaign. During a flight above a medium sized coal-fired power plant in North-West Germany, AirMAP clearly detects the emission plume downwind from the exhaust stack, with NO2 vertical columns around 2 × 1016 molecules cm-2 in the plume center. The emission

  17. Flight testing of a remotely piloted vehicle for aircraft parameter estimation purposes

    NASA Astrophysics Data System (ADS)

    Seanor, Brad A.

    2002-01-01

    The contribution of this research effort was to show that a reliable RPV could be built, tested, and successfully used for flight testing and parameter estimation purposes, in an academic setting. This was a fundamental step towards the creation of an automated Unmanned Aerial Vehicle (UAV). This research project was divided into four phases. Phase one involved the construction, development, and initial flight of a Remotely Piloted Vehicle (RPV), the West Virginia University (WVU) Boeing 777 (B777) aircraft. This phase included the creation of an onboard instrumentation system to provide aircraft flight data. The objective of the second phase was to estimate the longitudinal and lateral-directional stability and control derivatives from actual flight data for the B777 model. This involved performing and recording flight test maneuvers used for analysis of the longitudinal and lateral-directional estimates. Flight maneuvers included control surface doublets produced by the elevator, aileron, and rudder controls. A parameter estimation program known as pEst, developed at NASA Dryden Flight Research Center (DFRC), was used to compute the off-line estimates of parameters from collected flight data. This estimation software uses the Maximum Likelihood (ML) method with a Newton-Raphson (NR) minimization algorithm. The mathematical model used a traditional static and dynamic derivative buildup. Phase three focused on comparing a linear model obtained from the phase two ML estimates, with linear models obtained from a (i) Batch Least Squares Technique (BLS) and (ii) a technique from the Matlab system identification toolbox. Historically, aircraft parameter estimation has been performed off-line using recorded flight data from specifically designed maneuvers. In recent years, several on-line parameter identification techniques have been evaluated for real-time on-line applications. Along this research line, a novel contribution of this work was to compare the off

  18. Best-range flight conditions for cruise-climb flight of a jet aircraft

    NASA Technical Reports Server (NTRS)

    Hale, F. J.

    1976-01-01

    The Breguet range equation was developed for cruise climb flight of a jet aircraft to include the climb angle and is then maximized with respect to the no wind true airspeed. The expression for the best range airspeed is a function of the specific fuel consumption and minimum drag airspeed and indicates that an operational airspeed equal to the fourth root of three times the minimum-drag airspeed introduces range penalties of the order of one percent.

  19. Modeling Aircraft Wing Loads from Flight Data Using Neural Networks

    NASA Technical Reports Server (NTRS)

    Allen, Michael J.; Dibley, Ryan P.

    2003-01-01

    Neural networks were used to model wing bending-moment loads, torsion loads, and control surface hinge-moments of the Active Aeroelastic Wing (AAW) aircraft. Accurate loads models are required for the development of control laws designed to increase roll performance through wing twist while not exceeding load limits. Inputs to the model include aircraft rates, accelerations, and control surface positions. Neural networks were chosen to model aircraft loads because they can account for uncharacterized nonlinear effects while retaining the capability to generalize. The accuracy of the neural network models was improved by first developing linear loads models to use as starting points for network training. Neural networks were then trained with flight data for rolls, loaded reversals, wind-up-turns, and individual control surface doublets for load excitation. Generalization was improved by using gain weighting and early stopping. Results are presented for neural network loads models of four wing loads and four control surface hinge moments at Mach 0.90 and an altitude of 15,000 ft. An average model prediction error reduction of 18.6 percent was calculated for the neural network models when compared to the linear models. This paper documents the input data conditioning, input parameter selection, structure, training, and validation of the neural network models.

  20. Calibration of strain-gage installations in aircraft structures for the measurement of flight loads

    NASA Technical Reports Server (NTRS)

    Skopinski, T H; Aiken, William S , Jr; Huston, Wilber B

    1954-01-01

    A general method has been developed for calibrating strain-gage installations in aircraft structures, which permits the measurement in flight of the shear or lift, the bending moment, and the torque or pitching moment on the principal lifting or control surfaces. Although the stress in structural members may not be a simple function of the three loads of interest, a straightforward procedure is given for numerically combining the outputs of several bridges in such a way that the loads may be obtained. Extensions of the basic procedure by means of electrical combination of the strain-gage bridges are described which permit compromises between strain-gage installation time, availability of recording instruments, and data reduction time. The basic principles of strain-gage calibration procedures are illustrated by reference to the data for two aircraft structures of typical construction, one a straight and the other a swept horizontal stabilizer.

  1. Emergency in-flight egress for general aviation aircraft

    NASA Technical Reports Server (NTRS)

    Bement, L. J.

    1981-01-01

    A NASA program for development of an inflight egress system for the left (pilot) door of general aviation aircraft is described. The pyrotechnic release door was felt to be necessary because of pilot difficulty in reaching the right door when subjected to spin/stall centrifugal effects. A flexible, linear shaped charged of hexanitrostibene II and a lanyard actuated detonator are discussed, along with mock-up tests and instrumentation. The egress system was designed for minimum structural impact, mimimum pilot initiation procedures, low weight, and no egress interference, and to provide sufficient force to blow off the door, have low required maintenance, and high reliability. Results of 68 tests are reviewed, noting the inclusion of a screen to keep glass fragments from spraying the cabin. Certification was achieved, and uses in the F-111 and B-1 aircraft are noted.

  2. Flight dynamics analysis and control of transport aircraft subject to failure

    NASA Astrophysics Data System (ADS)

    Daşkɪran, O.; Kavsaoğlu, M. Ş.

    2013-12-01

    After a structural damage or component failure during any flight mode, aircraft dynamics are dramatically altered. A quick and adequate stabilization effort is crucial. Flight dynamics for several failure scenarios are analyzed. Necessary amounts of control deflections for postfailure trim are calculated. These trim values are used as control input in an open loop manner and validity of this approach is tested via flight simulations. Alternatively, a closed loop flight control system, which does not need the postfailure trim values, is also designed. This closed loop controller is based on a linearized aircraft model whereas flight simulations are based on nonlinear aircraft dynamics.

  3. Calibration and intercomparison of water vapor instrumentation used on the NSF/NCAR HIAPER aircraft

    NASA Astrophysics Data System (ADS)

    Kraemer, D.; Campos, T.; Flocke, F.; Jensen, J.; Wang, J.; Cole, H.; Korn, E.; Lauritsen, D.; Kraemer, M.

    2007-12-01

    Subject of the study is the characterization of a Kahn DCS-80 water vapor calibration system and the calibration of two water vapor sensors used on research aircraft, namely a Buck Instruments B-1001 chilled mirror sensor and a MayComm Tunable Diode Laser Absorption Hygrometer. A series of Vaisala drop sondes were also characterized and compared to the aircraft instruments. In an effort to assess the precision of the water vapor sensors that are being used on board the NSF/NACR GV aircraft (HIAPER), the instruments were tested at ambient pressure (800 mbar) inside an environmental chamber to simulate temperature conditions during flight. Tested dewpoints ranged from -70 to +20 degrees Celsius. The TDL - hygrometer was calibrated in preparation for an international water vapor measurement intercomparison campaign at the Forschungszentrum Karlsruhe, Germany. We will present the detailed calibration and characterization procedure, the laboratory setup for the different sensors, results from the calibrations of all instruments, assess their precision and useful operating range, and present some preliminary results from the international intercomparison campaign.

  4. Apollo experience report: Development flight instrumentation. [telemetry equipment for space flight test program

    NASA Technical Reports Server (NTRS)

    Farmer, N. B.

    1974-01-01

    Development flight instrumentation was delivered for 25 Apollo vehicles as Government-furnished equipment. The problems and philosophies of an activity that was concerned with supplying telemetry equipment to a space-flight test program are discussed. Equipment delivery dates, system-design details, and flight-performance information for each mission also are included.

  5. Full Flight Envelope Direct Thrust Measurement on a Supersonic Aircraft

    NASA Technical Reports Server (NTRS)

    Conners, Timothy R.; Sims, Robert L.

    1998-01-01

    Direct thrust measurement using strain gages offers advantages over analytically-based thrust calculation methods. For flight test applications, the direct measurement method typically uses a simpler sensor arrangement and minimal data processing compared to analytical techniques, which normally require costly engine modeling and multisensor arrangements throughout the engine. Conversely, direct thrust measurement has historically produced less than desirable accuracy because of difficulty in mounting and calibrating the strain gages and the inability to account for secondary forces that influence the thrust reading at the engine mounts. Consequently, the strain-gage technique has normally been used for simple engine arrangements and primarily in the subsonic speed range. This paper presents the results of a strain gage-based direct thrust-measurement technique developed by the NASA Dryden Flight Research Center and successfully applied to the full flight envelope of an F-15 aircraft powered by two F100-PW-229 turbofan engines. Measurements have been obtained at quasi-steady-state operating conditions at maximum non-augmented and maximum augmented power throughout the altitude range of the vehicle and to a maximum speed of Mach 2.0 and are compared against results from two analytically-based thrust calculation methods. The strain-gage installation and calibration processes are also described.

  6. Instrumentation for measuring aircraft noise and sonic boom

    NASA Technical Reports Server (NTRS)

    Zuckerwar, A. J. (Inventor)

    1976-01-01

    Improved instrumentation suitable for measuring aircraft noise and sonic booms is described. An electric current proportional to the sound pressure level at a condenser microphone is produced and transmitted over a cable and amplified by a zero drive amplifier. The converter consists of a local oscillator, a dual-gate field-effect transistor mixer, and a voltage regulator/impedance translator. The improvements include automatic tuning compensation against changes in static microphone capacitance and means for providing a remote electrical calibration capability.

  7. Flight envelope protection of aircraft using adaptive neural network and online linearisation

    NASA Astrophysics Data System (ADS)

    Shin, Hohyun; Kim, Youdan

    2016-03-01

    Flight envelope protection algorithm is proposed to improve the safety of an aircraft. Flight envelope protection systems find the control inputs to prevent an aircraft from exceeding structure/aerodynamic limits and maximum control surface deflections. The future values of state variables are predicted using the current states and control inputs based on linearised aircraft model. To apply the envelope protection algorithm for the wide envelope of the aircraft, online linearisation is adopted. Finally, the flight envelope protection system is designed using adaptive neural network and least-squares method. Numerical simulations are conducted to verify the performance of the proposed scheme.

  8. SR-71B - in Flight with F-18 Chase Aircraft - View from Air Force Tanker

    NASA Technical Reports Server (NTRS)

    1996-01-01

    NASA 831, an SR-71B operated by the Dryden Flight Research Center, Edwards, California, cruises over the Mojave Desert with an F/A-18 Hornet flying safety chase. They were photographed on a 1996 mission from an Air Force refueling tanker The F/A-18 Hornet is used primarily as a safety chase and support aircraft at Dryden. As support aircraft, the F-18s are used for safety chase, pilot proficiency and aerial photography. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used

  9. The measurement of linear and angular displacements in prototype aircraft - Instrumentation, calibration and operational accuracy

    NASA Astrophysics Data System (ADS)

    Storm van Leeuwen, Sam

    The design and development of angular displacement transducers for flight test instrumentation systems are considered. Calibration tools, developed to meet the accuracy requirements, allowed in situ calibration with short turn around times. The design of the control surface deflection measurement channels for the Fokker 100 prototype aircraft is discussed in detail. It is demonstrated that a bellows coupling provides accurate results, and that the levers and push-pull rod drive mechanisms perform well. The results suggest that a complex mechanical drive mechanism reduces the system accuracy.

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

    NASA Technical Reports Server (NTRS)

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

    1986-01-01

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