Advanced flight computer. Special study

NASA Technical Reports Server (NTRS)

Coo, Dennis

1995-01-01

This report documents a special study to define a 32-bit radiation hardened, SEU tolerant flight computer architecture, and to investigate current or near-term technologies and development efforts that contribute to the Advanced Flight Computer (AFC) design and development. An AFC processing node architecture is defined. Each node may consist of a multi-chip processor as needed. The modular, building block approach uses VLSI technology and packaging methods that demonstrate a feasible AFC module in 1998 that meets that AFC goals. The defined architecture and approach demonstrate a clear low-risk, low-cost path to the 1998 production goal, with intermediate prototypes in 1996.

Time-of-Flight Tip-Clearance Measurements

NASA Technical Reports Server (NTRS)

Dhadwal, H. S.; Kurkov, A. P.; Janetzke, D. C.

1999-01-01

In this paper a time-of-flight probe system incorporating the two integrated fiber optic probes which are tilted equally relative to the probe holder centerline, is applied for the first time to measure the tip clearance of an advanced fan prototype. Tip clearance is largely independent of the signal amplitude and it relies on timing measurement. This work exposes optical effects associated with the fan blade stagger angle that were absent during the original spin-rig experiment on the zero stagger rotor. Individual blade tip clearances were measured with accuracy of +/- 127-mm (+/- 0.005-in). Probe features are discussed and improvements to the design are suggested.

Advanced Video Data-Acquisition System For Flight Research

NASA Technical Reports Server (NTRS)

Miller, Geoffrey; Richwine, David M.; Hass, Neal E.

1996-01-01

Advanced video data-acquisition system (AVDAS) developed to satisfy variety of requirements for in-flight video documentation. Requirements range from providing images for visualization of airflows around fighter airplanes at high angles of attack to obtaining safety-of-flight documentation. F/A-18 AVDAS takes advantage of very capable systems like NITE Hawk forward-looking infrared (FLIR) pod and recent video developments like miniature charge-couple-device (CCD) color video cameras and other flight-qualified video hardware.

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, a quality technician checks the hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environmental Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, quality technicians check the hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environmental Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, quality technicians check components of the hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environmental Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, quality technicians check the hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environment Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Voice measures of workload in the advanced flight deck: Additional studies

NASA Technical Reports Server (NTRS)

Schneider, Sid J.; Alpert, Murray

1989-01-01

These studies investigated acoustical analysis of the voice as a measure of workload in individual operators. In the first study, voice samples were recorded from a single operator during high, medium, and low workload conditions. Mean amplitude, frequency, syllable duration, and emphasis all tended to increase as workload increased. In the second study, NASA test pilots performed a laboratory task, and used a flight simulator under differing work conditions. For two of the pilots, high workload in the simulator brought about greater amplitude, peak duration, and stress. In both the laboratory and simulator tasks, high workload tended to be associated with more statistically significant drop-offs in the acoustical measures than were lower workload levels. There was a great deal of intra-subject variability in the acoustical measures. The results suggested that in individual operators, increased workload might be revealed by high initial amplitude and frequency, followed by rapid drop-offs over time.

Design of an advanced flight planning system

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Goka, T.

1985-01-01

The demand for both fuel conservation and four-dimensional traffic management require that the preflight planning process be designed to account for advances in airborne flight management and weather forecasting. The steps and issues in designing such an advanced flight planning system are presented. Focus is placed on the different optimization options for generating the three-dimensional reference path. For the cruise phase, one can use predefined jet routes, direct routes based on a network of evenly spaced grid points, or a network where the grid points are existing navaid locations. Each choice has its own problem in determining an optimum solution. Finding the reference path is further complicated by choice of cruise altitude levels, use of a time-varying weather field, and requiring a fixed time-of-arrival (four-dimensional problem).

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, a quality technician checks the control panel on hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environmental Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Advanced Plant Habitat Flight Unit #1

NASA Image and Video Library

2017-07-24

Inside a laboratory in the Space Station Processing Facility at NASA's Kennedy Space Center in Florida, LED plant growth lights are being checked out on the hardware for the Advanced Plant Habitat flight unit. The flight unit is an exact replica of the APH that was delivered to the International Space Station. Validation tests and post-delivery checkout was performed to prepare for space station in-orbit APH activities. The flight unit will be moved to the International Space Station Environmental Simulator to begin an experiment verification test for the science that will fly on the first mission, PH-01. Developed by NASA and ORBITEC of Madison, Wisconsin, the APH is the largest plant chamber built for the agency. It is a fully automated plant growth facility that will be used to conduct bioscience research on the space station.

Advanced flight hardware for organic separations

NASA Astrophysics Data System (ADS)

Deuser, Mark S.; Vellinger, John C.; Weber, John T.

1997-01-01

Aqueous Two-Phase Partitioning (ATPP) is a unique separation technique which allows purification and classification of biological materials. SHOT has employed the ATPP process in separation equipment developed for both space and ground applications. Initial equipment development and research focused on the ORganic SEParation (ORSEP) space flight experiments that were performed on suborbital rockets and the shuttle. ADvanced SEParations (ADSEP) technology was developed as the next generation of ORSEP equipment through a NASA Small Business Innovation Research (SBIR) contract. Under the SBIR contract, a marketing study was conducted, indicating a growing commercial market exists among biotechnology firms for ADSEP equipment and associated flight research and development services. SHOT is preparing to begin manufacturing and marketing laboratory versions of the ADSEP hardware for the ground-based market. In addition, through a self-financed SBIR Phase III effort, SHOT fabricated and integrated the ADSEP flight hardware for a commercially-driven flight experiment as the initial step in marketing space processing services. The ADSEP ground-based and microgravity research is expected to play a vital role in developing important new biomedical and pharmaceutical products.

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.

Acoustic flight testing of advanced design propellers on a JetStar aircraft

NASA Technical Reports Server (NTRS)

Lasagna, P.; Mackall, K.

1981-01-01

Advanced turboprop-powered aircraft have the potential to reduce fuel consumption by 15 to 30 percent as compared with an equivalent technology turbofan-powered aircraft. An important obstacle to the use of advanced design propellers is the cabin noise generated at Mach numbers up to .8 and at altitudes up to 35,000 feet. As part of the NASA Aircraft Energy Efficiency Program, the near-field acoustic characteristics on a series of advanced design propellers are investigated. Currently, Dryden Flight Research Center is flight testing a series of propellers on a JetStar airplane. The propellers used in the flight test were previously tested in wind tunnels at the Lewis Research Center. Data are presented showing the narrow band spectra, acoustic wave form, and acoustic contours on the fuselage surface. Additional flights with the SR-3 propeller and other advanced propellers are planned in the future.

Optical Air Flow Measurements in Flight

NASA Technical Reports Server (NTRS)

Bogue, Rodney K.; Jentink, Henk W.

2004-01-01

This document has been written to assist the flight-test engineer and researcher in using optical flow measurements in flight applications. The emphasis is on describing tradeoffs in system design to provide desired measurement performance as currently understood. Optical system components are discussed with examples that illustrate the issues. The document concludes with descriptions of optical measurement systems designed for a variety of applications including aeronautics research, airspeed measurement, and turbulence hazard detection. Theoretical discussion is minimized, but numerous references are provided to supply ample opportunity for the reader to understand the theoretical underpinning of optical concepts.

Flight Test Results of the Earth Observing-1 Advanced Land Imager Advanced Land Imager

NASA Astrophysics Data System (ADS)

Mendenhall, Jeffrey A.; Lencioni, Donald E.; Hearn, David R.; Digenis, Constantine J.

2002-09-01

The Advanced Land Imager (ALI) is the primary instrument on the Earth Observing-1 spacecraft (EO-1) and was developed under NASA's New Millennium Program (NMP). The NMP mission objective is to flight-validate advanced technologies that will enable dramatic improvements in performance, cost, mass, and schedule for future, Landsat-like, Earth Science Enterprise instruments. ALI contains a number of innovative features designed to achieve this objective. These include the basic instrument architecture, which employs a push-broom data collection mode, a wide field-of-view optical design, compact multi-spectral detector arrays, non-cryogenic HgCdTe for the short wave infrared bands, silicon carbide optics, and a multi-level solar calibration technique. The sensor includes detector arrays that operate in ten bands, one panchromatic, six VNIR and three SWIR, spanning the range from 0.433 to 2.35 μm. Launched on November 21, 2000, ALI instrument performance was monitored during its first year on orbit using data collected during solar, lunar, stellar, and earth observations. This paper will provide an overview of EO-1 mission activities during this period. Additionally, the on-orbit spatial and radiometric performance of the instrument will be compared to pre-flight measurements and the temporal stability of ALI will be presented.

Applications of flight control system methods to an advanced combat rotorcraft

NASA Technical Reports Server (NTRS)

Tischler, Mark B.; Fletcher, Jay W.; Morris, Patrick M.; Tucker, George T.

1989-01-01

Advanced flight control system design, analysis, and testing methodologies developed at the Ames Research Center are applied in an analytical and flight test evaluation of the Advanced Digital Optical Control System (ADOCS) demonstrator. The primary objectives are to describe the knowledge gained about the implications of digital flight control system design for rotorcraft, and to illustrate the analysis of the resulting handling-qualities in the context of the proposed new handling-qualities specification for rotorcraft. Topics covered in-depth are digital flight control design and analysis methods, flight testing techniques, ADOCS handling-qualities evaluation results, and correlation of flight test results with analytical models and the proposed handling-qualities specification. The evaluation of the ADOCS demonstrator indicates desirable response characteristics based on equivalent damping and frequency, but undersirably large effective time-delays (exceeding 240 m sec in all axes). Piloted handling-qualities are found to be desirable or adequate for all low, medium, and high pilot gain tasks; but handling-qualities are inadequate for ultra-high gain tasks such as slope and running landings.

In-flight acoustic test results for the SR-2 and SR-3 advanced-design propellers

NASA Technical Reports Server (NTRS)

Lasagna, P. L.; Mackall, K. G.; Cohn, R. B.

1983-01-01

Several advanced-design propellers, previously tested in the wind tunnel at the Lewis Research Center, have been tested in flight at the Dryden Flight Research Facility. The flight-test propellers were mounted on a pylon on the top of the fuselage of a JetStar airplane. Acoustic data for the advanced-design SR-2 and SR-3 propellers at Mach numbers to 0.8 and helical-tip Mach numbers to 1.15 are presented; maximum blade-passage frequency sound-pressure levels are also compared.

Developing a Measurement for Task Complexity in Flight.

PubMed

Zheng, Yiyuan; Lu, Yanyu; Wang, Zhen; Huang, Dan; Fu, Shan

2015-08-01

Task complexity is regarded as an essential metric that is related to a pilot's performance and workload. Normally, pilots follow Standard Operating Procedures (SOPs) during a flight. In this study, we developed a measurement named Task Complexity in Flight (TCIF) to represent the task complexity in the SOPs. The TCIF measurement combined four complexity components into one index: actions logic complexity (ALC), actions size complexity (ASC), information control exchange complexity (ICEC), and control mode complexity (CMC).To verify the measurement, we calculated 11 tasks during the takeoff and landing phases from the SOPs, and invited 10 pilots to perform the same tasks in a flight simulator. After flight, the TCIF results were compared with two workload measurements: the Bedford scale and heart rate. The results of TCIF and the 4 components of the 11 tasks were calculated. Further, the TCIF results showed a significant correlation with the Bedford scores (R=0.851) and were also consistent with the difference in heart rate (R=0.816). Therefore, with the increased TCIF results, both the Bedford scale and the difference in heart rate increased. TCIF was proposed based on the flight operating conditions. Although additional studies of TCIF are necessary, the results of this study suggest this measurement could effectively indicate task complexity in flight, and could also be used to guide pilot training and task allocation on the flight deck.

In-flight source noise of an advanced full-scale single-rotation propeller

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loffler, Irvin J.

1991-01-01

Flight tests to define the far-field tone source at cruise conditions have been completed on the full-scale SR-7L advanced turboprop, which was installed on the left wing of a Gulfstream II aircraft. These measurements defined source levels for input into long-distance propagation models to predict en route noise. Infight data were taken for seven test cases. The sideline directivities measured showed expected maximum levels near 105 deg from the propeller upstream axis. However, azimuthal directivities based on the maximum observed sideline tone levels showed highest levels below the aircraft. The tone level reduction associated with reductions in propeller tip speed is shown to be more significant in the horizontal plane than below the aircraft.

Analysis of interior noise ground and flight test data for advanced turboprop aircraft applications

NASA Technical Reports Server (NTRS)

Simpson, M. A.; Tran, B. N.

1991-01-01

Interior noise ground tests conducted on a DC-9 aircraft test section are described. The objectives were to study ground test and analysis techniques for evaluating the effectiveness of interior noise control treatments for advanced turboprop aircraft, and to study the sensitivity of the ground test results to changes in various test conditions. Noise and vibration measurements were conducted under simulated advanced turboprop excitation, for two interior noise control treatment configurations. These ground measurement results were compared with results of earlier UHB (Ultra High Bypass) Demonstrator flight tests with comparable interior treatment configurations. The Demonstrator is an MD-80 test aircraft with the left JT8D engine replaced with a prototype UHB advanced turboprop engine.

Analysis of interior noise ground and flight test data for advanced turboprop aircraft applications

NASA Astrophysics Data System (ADS)

Simpson, M. A.; Tran, B. N.

1991-08-01

Interior noise ground tests conducted on a DC-9 aircraft test section are described. The objectives were to study ground test and analysis techniques for evaluating the effectiveness of interior noise control treatments for advanced turboprop aircraft, and to study the sensitivity of the ground test results to changes in various test conditions. Noise and vibration measurements were conducted under simulated advanced turboprop excitation, for two interior noise control treatment configurations. These ground measurement results were compared with results of earlier UHB (Ultra High Bypass) Demonstrator flight tests with comparable interior treatment configurations. The Demonstrator is an MD-80 test aircraft with the left JT8D engine replaced with a prototype UHB advanced turboprop engine.

In-flight measurement of propeller noise on the fuselage of an airplane

NASA Technical Reports Server (NTRS)

Pla, Frederic G.; Ranaudo, Richard; Woodward, Richard P.

1989-01-01

In-flight measurements of propeller noise on the fuselage of an OV-10A aircraft were obtained using a horizontal and a vertical microphone array. A wide range of flight conditions were tested including changes in angle of attack, sideslip angle, power coefficient, helical tip Mach number and advance ratio, and propeller direction of rotation. Results show a dependence of the level and directivity of the tones on the angle of attack and on the sideslip angle with the propeller direction of rotation, which is similar to results obtained in wind tunnel tests with advanced propeller designs. The level of the tones at each microphone increases with increasing angle of attack for inboard-down propeller rotation and decreases for inboard-up rotation. The level also increases with increasing slideslip angle for both propeller directions of rotation. Increasing the power coefficient results in a slight increase in the level of the tones. A strong shock wave is generated by the propeller blades even at relatively low helical tip Mach numbers resulting in high harmonic levels. As the helical tip Mach number and the advance ratio are increased, the level of the higher harmonics increases much faster than the level of the blade passage frequency.

High-speed civil transport - Advanced flight deck challenges

NASA Technical Reports Server (NTRS)

Swink, Jay R.; Goins, Richard T.

1992-01-01

This paper presents the results of a nine month study of the HSCT flight deck challenges and assessment of its benefits. Operational requirements are discussed and the most significant findings for specified advanced concepts are highlighted. These concepts are a no nose-droop configuration, a far forward cockpit location and advanced crew monitoring and control of complex systems. Results indicate that the no nose-droop configuration is critically dependent on the design and development of a safe, reliable and certifiable synthetic vision system (SVS). This configuration would cause significant weight, performance and cost penalties. A far forward cockpit configuration with a tandem seating arrangement allows either an increase in additional payload or potential downsizing of the vehicle leading to increased performance efficiency and reductions in emissions. The technologies enabling such capabilities, which provide for Category III all-weather opreations on every flight represent a benefit multiplier in a 20005 ATM network in terms of enhanced economic viability and environmental acceptability.

Advancing Free Flight Through Human Factors: Workshop Report

DOT National Transportation Integrated Search

1995-08-01

This report describes the results of the Advancing Free Flight Through Human : Factors technical workshop held on June 20 and 21, 1995. The purpose of this : technical workshop was to begin the process of identifying and solving human : factors issue...

Advanced aeroservoelastic stabilization techniques for hypersonic flight vehicles

NASA Technical Reports Server (NTRS)

Chan, Samuel Y.; Cheng, Peter Y.; Myers, Thomas T.; Klyde, David H.; Magdaleno, Raymond E.; Mcruer, Duane T.

1992-01-01

Advanced high performance vehicles, including Single-Stage-To-Orbit (SSTO) hypersonic flight vehicles, that are statically unstable, require higher bandwidth flight control systems to compensate for the instability resulting in interactions between the flight control system, the engine/propulsion dynamics, and the low frequency structural modes. Military specifications, such as MIL-F-9490D and MIL-F-87242, tend to limit treatment of structural modes to conventional gain stabilization techniques. The conventional gain stabilization techniques, however, introduce low frequency effective time delays which can be troublesome from a flying qualities standpoint. These time delays can be alleviated by appropriate blending of gain and phase stabilization techniques (referred to as Hybrid Phase Stabilization or HPS) for the low frequency structural modes. The potential of using HPS for compensating structural mode interaction was previously explored. It was shown that effective time delay was significantly reduced with the use of HPS; however, the HPS design was seen to have greater residual response than a conventional gain stablized design. Additional work performed to advance and refine the HPS design procedure, to further develop residual response metrics as a basis for alternative structural stability specifications, and to develop strategies for validating HPS design and specification concepts in manned simulation is presented. Stabilization design sensitivity to structural uncertainties and aircraft-centered requirements are also assessed.

In-flight measurements of propeller blade deformation on a VUT100 cobra aeroplane using a co-rotating camera system

NASA Astrophysics Data System (ADS)

Boden, F.; Stasicki, B.; Szypuła, M.; Ružička, P.; Tvrdik, Z.; Ludwikowski, K.

2016-07-01

Knowledge of propeller or rotor blade behaviour under real operating conditions is crucial for optimizing the performance of a propeller or rotor system. A team of researchers, technicians and engineers from Avia Propeller, DLR, EVEKTOR and HARDsoft developed a rotating stereo camera system dedicated to in-flight blade deformation measurements. The whole system, co-rotating with the propeller at its full speed and hence exposed to high centrifugal forces and strong vibration, had been successfully tested on an EVEKTOR VUT 100 COBRA aeroplane in Kunovice (CZ) within the project AIM2—advanced in-flight measurement techniques funded by the European Commission (contract no. 266107). This paper will describe the work, starting from drawing the first sketch of the system up to performing the successful flight test. Apart from a description of the measurement hardware and the applied IPCT method, the paper will give some impressions of the flight test activities and discuss the results obtained from the measurements.

Advanced fighter technology integration (AFTI)/F-16 Automated Maneuvering Attack System final flight test results

NASA Technical Reports Server (NTRS)

Dowden, Donald J.; Bessette, Denis E.

1987-01-01

The AFTI F-16 Automated Maneuvering Attack System has undergone developmental and demonstration flight testing over a total of 347.3 flying hours in 237 sorties. The emphasis of this phase of the flight test program was on the development of automated guidance and control systems for air-to-air and air-to-ground weapons delivery, using a digital flight control system, dual avionics multiplex buses, an advanced FLIR sensor with laser ranger, integrated flight/fire-control software, advanced cockpit display and controls, and modified core Multinational Stage Improvement Program avionics.

The Design and Implementation of NASA's Advanced Flight Computing Module

NASA Technical Reports Server (NTRS)

Alkakaj, Leon; Straedy, Richard; Jarvis, Bruce

1995-01-01

This paper describes a working flight computer Multichip Module developed jointly by JPL and TRW under their respective research programs in a collaborative fashion. The MCM is fabricated by nCHIP and is packaged within a 2 by 4 inch Al package from Coors. This flight computer module is one of three modules under development by NASA's Advanced Flight Computer (AFC) program. Further development of the Mass Memory and the programmable I/O MCM modules will follow. The three building block modules will then be stacked into a 3D MCM configuration. The mass and volume of the flight computer MCM achieved at 89 grams and 1.5 cubic inches respectively, represent a major enabling technology for future deep space as well as commercial remote sensing applications.

Advanced Stirling Convertor (ASC) Technology Maturation in Preparation for Flight

NASA Technical Reports Server (NTRS)

Wong, Wayne A.; Cornell, Peggy A.

2012-01-01

The Advanced Stirling Convertor (ASC) is being developed by an integrated team of Sunpower and National Aeronautics and Space Administration s (NASA s) Glenn Research Center (GRC). The ASC development, funded by NASA s Science Mission Directorate, started as a technology development effort in 2003 and has since evolved through progressive convertor builds and successful testing to demonstrate high conversion efficiency, low mass, and capability to meet long-life Radioisotope Power System (RPS) requirements. The technology has been adopted by the Department of Energy and Lockheed Martin Space Systems Company s Advanced Stirling Radioisotope Generator (ASRG), which has been selected for potential flight demonstration on Discovery 12. This paper provides an overview of the status of ASC development including the most recent ASC-E2 convertors that have been delivered to GRC and an introduction to the ASC-E3 and ASC flight convertors that Sunpower will build next. The paper also describes the technology maturation and support tasks being conducted at GRC to support ASC and ASRG development in the areas of convertor and generator extended operation, high-temperature materials, heater head life assessment, organics, nondestructive inspection, spring fatigue testing, and other reliability verification tasks.

Multiplexing electro-optic architectures for advanced aircraft integrated flight control systems

NASA Technical Reports Server (NTRS)

Seal, D. W.

1989-01-01

This report describes the results of a 10 month program sponsored by NASA. The objective of this program was to evaluate various optical sensor modulation technologies and to design an optimal Electro-Optic Architecture (EOA) for servicing remote clusters of sensors and actuators in advanced aircraft flight control systems. The EOA's supply optical power to remote sensors and actuators, process the modulated optical signals returned from the sensors, and produce conditioned electrical signals acceptable for use by a digital flight control computer or Vehicle Management System (VMS) computer. This study was part of a multi-year initiative under the Fiber Optic Control System Integration (FOCSI) program to design, develop, and test a totally integrated fiber optic flight/propulsion control system for application to advanced aircraft. Unlike earlier FOCSI studies, this program concentrated on the design of the EOA interface rather than the optical transducer technology itself.

Advanced Smart Structures Flight Experiments for Precision Spacecraft

NASA Astrophysics Data System (ADS)

Denoyer, Keith K.; Erwin, R. Scott; Ninneman, R. Rory

2000-07-01

This paper presents an overview as well as data from four smart structures flight experiments directed by the U.S. Air Force Research Laboratory's Space Vehicles Directorate in Albuquerque, New Mexico. The Middeck Active Control Experiment $¯Flight II (MACE II) is a space shuttle flight experiment designed to investigate modeling and control issues for achieving high precision pointing and vibration control of future spacecraft. The Advanced Controls Technology Experiment (ACTEX-I) is an experiment that has demonstrated active vibration suppression using smart composite structures with embedded piezoelectric sensors and actuators. The Satellite Ultraquiet Isolation Technology Experiment (SUITE) is an isolation platform that uses active piezoelectric actuators as well as damped mechanical flexures to achieve hybrid passive/active isolation. The Vibration Isolation, Suppression, and Steering Experiment (VISS) is another isolation platform that uses viscous dampers in conjunction with electromagnetic voice coil actuators to achieve isolation as well as a steering capability for an infra-red telescope.

Optical Air Flow Measurements for Flight Tests and Flight Testing Optical Air Flow Meters

NASA Technical Reports Server (NTRS)

Jentink, Henk W.; Bogue, Rodney K.

2005-01-01

Optical air flow measurements can support the testing of aircraft and can be instrumental to in-flight investigations of the atmosphere or atmospheric phenomena. Furthermore, optical air flow meters potentially contribute as avionics systems to flight safety and as air data systems. The qualification of these instruments for the flight environment is where we encounter the systems in flight testing. An overview is presented of different optical air flow measurement techniques applied in flight and what can be achieved with the techniques for flight test purposes is reviewed. All in-flight optical airflow velocity measurements use light scattering. Light is scattered on both air molecules and aerosols entrained in the air. Basic principles of making optical measurements in flight, some basic optical concepts, electronic concepts, optoelectronic interfaces, and some atmospheric processes associated with natural aerosols are reviewed. Safety aspects in applying the technique are shortly addressed. The different applications of the technique are listed and some typical examples are presented. Recently NASA acquired new data on mountain rotors, mountain induced turbulence, with the ACLAIM system. Rotor position was identified using the lidar system and the potentially hazardous air flow profile was monitored by the ACLAIM system.

A Vision of Quantitative Imaging Technology for Validation of Advanced Flight Technologies

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Kerns, Robert V.; Jones, Kenneth M.; Grinstead, Jay H.; Schwartz, Richard J.; Gibson, David M.; Taylor, Jeff C.; Tack, Steve; Dantowitz, Ronald F.

2011-01-01

Flight-testing is traditionally an expensive but critical element in the development and ultimate validation and certification of technologies destined for future operational capabilities. Measurements obtained in relevant flight environments also provide unique opportunities to observe flow phenomenon that are often beyond the capabilities of ground testing facilities and computational tools to simulate or duplicate. However, the challenges of minimizing vehicle weight and internal complexity as well as instrumentation bandwidth limitations often restrict the ability to make high-density, in-situ measurements with discrete sensors. Remote imaging offers a potential opportunity to noninvasively obtain such flight data in a complementary fashion. The NASA Hypersonic Thermodynamic Infrared Measurements Project has demonstrated such a capability to obtain calibrated thermal imagery on a hypersonic vehicle in flight. Through the application of existing and accessible technologies, the acreage surface temperature of the Shuttle lower surface was measured during reentry. Future hypersonic cruise vehicles, launcher configurations and reentry vehicles will, however, challenge current remote imaging capability. As NASA embarks on the design and deployment of a new Space Launch System architecture for access beyond earth orbit (and the commercial sector focused on low earth orbit), an opportunity exists to implement an imagery system and its supporting infrastructure that provides sufficient flexibility to incorporate changing technology to address the future needs of the flight test community. A long term vision is offered that supports the application of advanced multi-waveband sensing technology to aid in the development of future aerospace systems and critical technologies to enable highly responsive vehicle operations across the aerospace continuum, spanning launch, reusable space access and global reach. Motivations for development of an Agency level imagery

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.

Measurement and analysis of acoustic flight test data for two advanced design high speed propeller models

NASA Technical Reports Server (NTRS)

Brooks, B. M.; Mackall, K. G.

1984-01-01

The recent test program, in which the SR-2 and SR-3 Prop-Fan models were acoustically tested in flight, is described and the results of analysis of noise data acquired are discussed. The trends of noise levels with flight operating parameters are shown. The acoustic benefits of the SR-3 design with swept blades relative to the SR-2 design with straight blades are shown. Noise data measured on the surface of a small-diameter microphone boom mounted above the fuselage and on the surface of the airplane fuselage are compared to show the effects of acoustic propagation through a boundary layer. Noise level estimates made using a theoretically based prediction methodology are compared with measurements.

Advances in time-of-flight PET

PubMed Central

Surti, Suleman; Karp, Joel S.

2016-01-01

This paper provides a review and an update on time-of-flight PET imaging with a focus on PET instrumentation, ranging from hardware design to software algorithms. We first present a short introduction to PET, followed by a description of TOF PET imaging and its history from the early days. Next, we introduce the current state-of-art in TOF PET technology and briefly summarize the benefits of TOF PET imaging. This is followed by a discussion of the various technological advancements in hardware (scintillators, photo-sensors, electronics) and software (image reconstruction) that have led to the current widespread use of TOF PET technology, and future developments that have the potential for further improvements in the TOF imaging performance. We conclude with a discussion of some new research areas that have opened up in PET imaging as a result of having good system timing resolution, ranging from new algorithms for attenuation correction, through efficient system calibration techniques, to potential for new PET system designs. PMID:26778577

User type certification for advanced flight control systems

NASA Technical Reports Server (NTRS)

Gilson, Richard D.; Abbott, David W.

1994-01-01

Advanced avionics through flight management systems (FMS) coupled with autopilots can now precisely control aircraft from takeoff to landing. Clearly, this has been the most important improvement in aircraft since the jet engine. Regardless of the eventual capabilities of this technology, it is doubtful that society will soon accept pilotless airliners with the same aplomb they accept driverless passenger trains. Flight crews are still needed to deal with inputing clearances, taxiing, in-flight rerouting, unexpected weather decisions, and emergencies; yet it is well known that the contribution of human errors far exceed those of current hardware or software systems. Thus human errors remain, and are even increasing in percentage as the largest contributor to total system error. Currently, the flight crew is regulated by a layered system of certification: by operation, e.g., airline transport pilot versus private pilot; by category, e.g., airplane versus helicopter; by class, e.g., single engine land versus multi-engine land; and by type (for larger aircraft and jet powered aircraft), e.g., Boeing 767 or Airbus A320. Nothing in the certification process now requires an in-depth proficiency with specific types of avionics systems despite their prominent role in aircraft control and guidance.

Rigidity Spectra of Protons and Helium as Measured in the First Flight of the ATIC Experiment

NASA Technical Reports Server (NTRS)

Zatsepin, V. I.; Adams, J. H.; Ahn, H. S.; Bashindzhagyan, G. L.; Batkov, K. E.; Chang, J.; Christl, M.; Fazely, A. R.; Ganel, O.; Gunasingha, R. M.

2003-01-01

ATIC (Advanced Thin Ionization Calorimeter) is a balloon borne experiment designed to measure cosmic ray composition for elements from hydrogen to iron and their energy spectra from 30 GeV to near 100 TeV. It is comprised of a fully active BGO calorimeter, a carbon interaction target, scintillator hodoscopes, and a silicon matrix that is used as a charge detector in the experiment. ATIC had two successful balloon flights in Antarctica: from 28 Dec 2000 to 13 Jan 2001 (ATIC-1) and from 29 Dec 2002 to 18 Jan 2003 (ATIC-2). Preliminary rigidity spectra of protons and helium nuclei and their ratio are presented for the test flight (ATIC-1). Particular attention is given to problems associated with measuring energy.

Miniaturization of flight deflection measurement system

NASA Technical Reports Server (NTRS)

Fodale, Robert (Inventor); Hampton, Herbert R. (Inventor)

1990-01-01

A flight deflection measurement system is disclosed including a hybrid microchip of a receiver/decoder. The hybrid microchip decoder is mounted piggy back on the miniaturized receiver and forms an integral unit therewith. The flight deflection measurement system employing the miniaturized receiver/decoder can be used in a wind tunnel. In particular, the miniaturized receiver/decoder can be employed in a spin measurement system due to its small size and can retain already established control surface actuation functions.

BLT Flight Experiment Overview and In-Situ Measurements

NASA Technical Reports Server (NTRS)

Anderson, Brian P.; Campbell, Charles H.; Saucedo, Luis A.; Kinder, Gerald R.

2010-01-01

In support of the Boundary Layer Transition Flight Experiment (BLT FE) Project, a manufactured protuberance tile was installed on the port wing of Space Shuttle Orbiter Discovery for the flight of STS-119. Additional instrumentation was also installed in order to obtain more spatially resolved measurements. This paper will provide an overview of the BLT FE Project, including the project history, organizations involved, and motivations for the flight experiment. Significant efforts were made to place the protuberance at an appropriate location on the Orbiter and to design the protuberance to withstand the expected environments. Efforts were also extended to understand the as-fabricated shape of the protuberance and the thermal protection system tile configuration surrounding the protuberance. A high level overview of the in-situ flight data will be presented, along with a summary of the comparisons between pre- and post-flight analysis predictions and flight data.

Integrated Flight and Propulsion Controls for Advanced Aircraft Configurations

NASA Technical Reports Server (NTRS)

Merrill, Walter; Garg, Sanjay

1995-01-01

The research vision of the NASA Lewis Research Center in the area of integrated flight and propulsion controls technologies is described. In particular the Integrated Method for Propulsion and Airframe Controls developed at the Lewis Research Center is described including its application to an advanced aircraft configuration. Additionally, future research directions in integrated controls are described.

Integrated Flight and Propulsion Controls for Advanced Aircraft Configurations

NASA Technical Reports Server (NTRS)

Merrill, Walter; Garg, Sanjay

1996-01-01

The research vision of the NASA Lewis Research Center in the area of integrated flight and propulsion controls technologies is described. In particular, the integrated method for propulsion and airframe controls developed at the Lewis Research Center is described including its application to an advanced aircraft configuration. Additionally, future research directions in integrated controls are described.

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.

Launch vehicle flight control augmentation using smart materials and advanced composites (CDDF Project 93-05)

NASA Technical Reports Server (NTRS)

Barret, C.

1995-01-01

The Marshall Space Flight Center has a rich heritage of launch vehicles that have used aerodynamic surfaces for flight stability such as the Saturn vehicles and flight control such as on the Redstone. Recently, due to aft center-of-gravity locations on launch vehicles currently being studied, the need has arisen for the vehicle control augmentation that is provided by these flight controls. Aerodynamic flight control can also reduce engine gimbaling requirements, provide actuator failure protection, enhance crew safety, and increase vehicle reliability, and payload capability. In the Saturn era, NASA went to the Moon with 300 sq ft of aerodynamic surfaces on the Saturn V. Since those days, the wealth of smart materials and advanced composites that have been developed allow for the design of very lightweight, strong, and innovative launch vehicle flight control surfaces. This paper presents an overview of the advanced composites and smart materials that are directly applicable to launch vehicle control surfaces.

Advanced Concepts, Technologies and Flight Experiments for NASA's Earth Science Enterprise

NASA Technical Reports Server (NTRS)

Meredith, Barry D.

2000-01-01

Over the last 25 years, NASA Langley Research Center (LaRC) has established a tradition of excellence in scientific research and leading-edge system developments, which have contributed to improved scientific understanding of our Earth system. Specifically, LaRC advances knowledge of atmospheric processes to enable proactive climate prediction and, in that role, develops first-of-a-kind atmospheric sensing capabilities that permit a variety of new measurements to be made within a constrained enterprise budget. These advances are enabled by the timely development and infusion of new, state-of-the-art (SOA), active and passive instrument and sensor technologies. In addition, LaRC's center-of-excellence in structures and materials is being applied to the technological challenges of reducing measurement system size, mass, and cost through the development and use of space-durable materials; lightweight, multi-functional structures; and large deployable/inflatable structures. NASA Langley is engaged in advancing these technologies across the full range of readiness levels from concept, to components, to prototypes, to flight experiments, and on to actual science mission infusion. The purpose of this paper is to describe current activities and capabilities, recent achievements, and future plans of the integrated science, engineering, and technology team at Langley Research Center who are working to enable the future of NASA's Earth Science Enterprise.

Generation of optimum vertical profiles for an advanced flight management system

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Waters, M. H.

1981-01-01

Algorithms for generating minimum fuel or minimum cost vertical profiles are derived and examined. The option for fixing the time of flight is included in the concepts developed. These algorithms form the basis for the design of an advanced on-board flight management system. The variations in the optimum vertical profiles (resulting from these concepts) due to variations in wind, takeoff mass, and range-to-destination are presented. Fuel savings due to optimum climb, free cruise altitude, and absorbing delays enroute are examined.

Perceived vs. measured effects of advanced cockpit systems on pilot workload and error: are pilots' beliefs misaligned with reality?

PubMed

Casner, Stephen M

2009-05-01

Four types of advanced cockpit systems were tested in an in-flight experiment for their effect on pilot workload and error. Twelve experienced pilots flew conventional cockpit and advanced cockpit versions of the same make and model airplane. In both airplanes, the experimenter dictated selected combinations of cockpit systems for each pilot to use while soliciting subjective workload measures and recording any errors that pilots made. The results indicate that the use of a GPS navigation computer helped reduce workload and errors during some phases of flight but raised them in others. Autopilots helped reduce some aspects of workload in the advanced cockpit airplane but did not appear to reduce workload in the conventional cockpit. Electronic flight and navigation instruments appeared to have no effect on workload or error. Despite this modest showing for advanced cockpit systems, pilots stated an overwhelming preference for using them during all phases of flight.

Flow prediction over a transport multi-element high-lift system and comparison with flight measurements

NASA Technical Reports Server (NTRS)

Vijgen, P. M. H. W.; Hardin, J. D.; Yip, L. P.

1992-01-01

Accurate prediction of surface-pressure distributions, merging boundary-layers, and separated-flow regions over multi-element high-lift airfoils is required to design advanced high-lift systems for efficient subsonic transport aircraft. The availability of detailed measurements of pressure distributions and both averaged and time-dependent boundary-layer flow parameters at flight Reynolds numbers is critical to evaluate computational methods and to model the turbulence structure for closure of the flow equations. Several detailed wind-tunnel measurements at subscale Reynolds numbers were conducted to obtain detailed flow information including the Reynolds-stress component. As part of a subsonic-transport high-lift research program, flight experiments are conducted using the NASA-Langley B737-100 research aircraft to obtain detailed flow characteristics for support of computational and wind-tunnel efforts. Planned flight measurements include pressure distributions at several spanwise locations, boundary-layer transition and separation locations, surface skin friction, as well as boundary-layer profiles and Reynolds stresses in adverse pressure-gradient flow.

Orbital Express Advanced Video Guidance Sensor: Ground Testing, Flight Results and Comparisons

NASA Technical Reports Server (NTRS)

Pinson, Robin M.; Howard, Richard T.; Heaton, Andrew F.

2008-01-01

Orbital Express (OE) was a successful mission demonstrating automated rendezvous and docking. The 2007 mission consisted of two spacecraft, the Autonomous Space Transport Robotic Operations (ASTRO) and the Next Generation Serviceable Satellite (NEXTSat) that were designed to work together and test a variety of service operations in orbit. The Advanced Video Guidance Sensor, AVGS, was included as one of the primary proximity navigation sensors on board the ASTRO. The AVGS was one of four sensors that provided relative position and attitude between the two vehicles. Marshall Space Flight Center was responsible for the AVGS software and testing (especially the extensive ground testing), flight operations support, and analyzing the flight data. This paper briefly describes the historical mission, the data taken on-orbit, the ground testing that occurred, and finally comparisons between flight data and ground test data for two different flight regimes.

Test Hardware Design for Flight-Like Operation of Advanced Stirling Convertors

NASA Technical Reports Server (NTRS)

Oriti, Salvatore M.

2012-01-01

NASA Glenn Research Center (GRC) has been supporting development of the Advanced Stirling Radioisotope Generator (ASRG) since 2006. A key element of the ASRG project is providing life, reliability, and performance testing of the Advanced Stirling Convertor (ASC). For this purpose, the Thermal Energy Conversion branch at GRC has been conducting extended operation of a multitude of free-piston Stirling convertors. The goal of this effort is to generate long-term performance data (tens of thousands of hours) simultaneously on multiple units to build a life and reliability database. The test hardware for operation of these convertors was designed to permit in-air investigative testing, such as performance mapping over a range of environmental conditions. With this, there was no requirement to accurately emulate the flight hardware. For the upcoming ASC-E3 units, the decision has been made to assemble the convertors into a flight-like configuration. This means the convertors will be arranged in the dual-opposed configuration in a housing that represents the fit, form, and thermal function of the ASRG. The goal of this effort is to enable system level tests that could not be performed with the traditional test hardware at GRC. This offers the opportunity to perform these system-level tests much earlier in the ASRG flight development, as they would normally not be performed until fabrication of the qualification unit. This paper discusses the requirements, process, and results of this flight-like hardware design activity.

SPHERES tethered formation flight testbed: advancements in enabling NASA's SPECS mission

NASA Astrophysics Data System (ADS)

Chung, Soon-Jo; Adams, Danielle; Saenz-Otero, Alvar; Kong, Edmund; Miller, David W.; Leisawitz, David; Lorenzini, Enrico; Sell, Steve

2006-06-01

This paper reports on efforts to control a tethered formation flight spacecraft array for NASA's SPECS mission using the SPHERES test-bed developed by the MIT Space Systems Laboratory. Specifically, advances in methodology and experimental results realized since the 2005 SPIE paper are emphasized. These include a new test-bed setup with a reaction wheel assembly, a novel relative attitude measurement system using force torque sensors, and modeling of non-ideal tethers to account for tether vibration modes. The nonlinear equations of motion of multi-vehicle tethered spacecraft with elastic flexible tethers are derived from Lagrange's equations. The controllability analysis indicates that both array resizing and spin-up are fully controllable by the reaction wheels and the tether motor, thereby saving thruster fuel consumption. Based upon this analysis, linear and nonlinear controllers have been successfully implemented on the tethered SPHERES testbed, and tested at the NASA MSFC's flat floor facility using two and three SPHERES configurations.

Advancing Supersonic Retropropulsion Using Mars-Relevant Flight Data: An Overview

NASA Technical Reports Server (NTRS)

Braun, Robert D.; Sforzo, Brandon; Campbell, Charles H.

2017-01-01

Advanced robotic and human missions to Mars require landed masses well in excess of current capabilities. One approach to safely land these large payloads on the Martian surface is to extend the propulsive capability currently required during subsonic descent to supersonic initiation velocities. However, until recently, no rocket engine had ever been fired into an opposing supersonic freestream. In September 2013, SpaceX performed the first supersonic retropropulsion (SRP) maneuver to decelerate the entry of the first stage of their Falcon 9 rocket. Since that flight, SpaceX has continued to perform SRP for the reentry of their vehicle first stage, having completed multiple SRP events in Mars-relevant conditions in July 2017. In FY 2014, NASA and SpaceX formed a three-year public-private partnership centered upon SRP data analysis. These activities focused on flight reconstruction, CFD analysis, a visual and infrared imagery campaign, and Mars EDL design analysis. This paper provides an overview of these activities undertaken to advance the technology readiness of Mars SRP.

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.

A flight experiment to measure rarefied-flow aerodynamics

NASA Technical Reports Server (NTRS)

Blanchard, Robert C.

1990-01-01

A flight experiment to measure rarefied-flow aerodynamics of a blunt lifting body is being developed by NASA. This experiment, called the Rarefied-Flow Aerodynamic Measurement Experiment (RAME), is part of the Aeroassist Flight Experiment (AFE) mission, which is a Pathfinder design tool for aeroassisted orbital transfer vehicles. The RAME will use flight measurements from accelerometers, rate gyros, and pressure transducers, combined with knowledge of AFE in-flight mass properties and trajectory, to infer aerodynamic forces and moments in the rarefied-flow environment, including transition into the hypersonic continuum regime. Preflight estimates of the aerodynamic measurements are based upon environment models, existing computer simulations, and ground test results. Planned maneuvers at several altitudes will provide a first-time opportunity to examine gas-surface accommondation effects on aerodynamic coefficients in an environment of changing atmospheric composition. A description is given of the RAME equipment design.

Recent flight-test results of optical airdata techniques

NASA Technical Reports Server (NTRS)

Bogue, Rodney K.

1993-01-01

Optical techniques for measuring airdata parameters were demonstrated with promising results on high performance fighter aircraft. These systems can measure the airspeed vector, and some are not as dependent on special in-flight calibration processes as current systems. Optical concepts for measuring freestream static temperature and density are feasible for in-flight applications. The best feature of these concepts is that the air data measurements are obtained nonintrusively, and for the most part well into the freestream region of the flow field about the aircraft. Current requirements for measuring air data at high angle of attack, and future need to measure the same information at hypersonic flight conditions place strains on existing techniques. Optical technology advances show outstanding potential for application in future programs and promise to make common use of optical concepts a reality. Results from several flight-test programs are summarized, and the technology advances required to make optical airdata techniques practical are identified.

To Fly or Not to Fly: Teaching Advanced Secondary School Students about Principles of Flight in Biological Systems

ERIC Educational Resources Information Center

Pietsch, Renée B.; Bohland, Cynthia L.; Schmale, David G., III.

2015-01-01

Biological flight mechanics is typically taught in graduate level college classes rather than in secondary school classes. We developed an interdisciplinary unit for advanced upper-level secondary school students (ages 15-18) to teach the principles of flight and applications to biological systems. This unit capitalised on the tremendous…

Boundary Layer Transition Flight Experiment Overview and In-Situ Measurements

NASA Technical Reports Server (NTRS)

Berger, Karen T.; Anderson, Brian P.; Campbell, Charles H.; Garske, Michael T.; Saucedo, Luis A.; Kinder, Gerald R.

2010-01-01

In support of the Boundary Layer Transition Flight Experiment (BLT FE) Project, a manufactured protuberance tile was installed on the port wing of Space Shuttle Orbiter Discovery for the flights of STS-119, STS-128 and STS-131. Additional instrumentation was installed in order to obtain more spatially resolved measurements downstream of the protuberance. This paper provides an overview of the BLT FE Project. Significant efforts were made to place the protuberance at an appropriate location on the Orbiter and to design the protuberance to withstand the expected environments. A high-level overview of the in-situ flight data is presented, along with a summary of the comparisons between pre- and post-flight analysis predictions and flight data. Comparisons show that predictions for boundary layer transition onset time closely match the flight data, while predicted temperatures were significantly higher than observed flight temperatures.

Flight duration and flight muscle ultrastructure of unfed hawk moths.

PubMed

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

2018-06-13

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

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.

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Support personnel prepare noise level measuring equipment along the runway for the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Sid Siddiqi, seated, and other support personnel prepare noise level measuring equipment for the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Accomplishments of the Advanced Reusable Technologies (ART) RBCC Project at NASA/Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Nelson, Karl W.; McArthur, J. Craig (Technical Monitor)

2001-01-01

and parametrics were performed at NASA / Glenn Research Center (GRC) and NASA / Langley Research Center (LaRC) for both the Aerojet and Rocketdyne concepts. LaRC conducted an Air-Breathing Launch Vehicle (ABLV) study for several vehicle concepts with RBCC propulsion systems. LaRC is also performing a CFD analysis of the ramjet mode for both flowpaths based on GASL test conditions. A study was performed in 1999 to investigate the feasibility of performing an RBCC flight test on the NASA / Dryden Flight Research Center (DFRC) SR-71 aircraft. Academia involvement in the ART project includes parametric RBCC flowpath testing by Pennsylvania State University (PSU). In addition to thrust and wall static pressure measurements, PSU is also using laser diagnostics to analyze the flowfield in the test rig. MSFC is performing CFD analysis of the PSU rig at select test conditions for model baseline and validation. Also, Georgia Institute of Technology (GT) conducted a vision vehicle study using the Aerojet RBCC concept. Overall, the ART project has been very successful in advancing RBCC technology. Along the way, several major milestones were achieved and "firsts" accomplished. For example, under the ART project, the first dynamic trajectory simulation testing was performed and the Rocketdyne engine A5 logged over one hour of accumulated test time. The next logical step is to develop and demonstrate a flight-weight RBCC engine system.

Temporary threshold shift in military pilots measured using conventional and extended high-frequency audiometry after one flight.

PubMed

Kuronen, Pentti; Sorri, Martti J; Pääkkönen, Rauno; Muhli, Arto

2003-01-01

Noise of such a high level that it can result in hearing deterioration is an inherent characteristic of military flying. Susceptibility to hearing impairment was studied using 51 Finnish Air Force military personnel as subjects. The test persons flew missions on a British Aerospace Hawk 51 advanced jet trainer, Boeing F-18 Hornet, Mikoyan & Gurevich MiG-21bis and Saab 35 Draken interceptors, and a Valmet Redigo turboprop liaison aircraft. The duration of noise exposure was one flight mission, which varied from 30 to 60 min. Noise doses and levels were measured using a miniature microphone at the inlet of the ear canal, while a second microphone was located at the level of the subject's shoulder. Hearing thresholds were measured before each flight using conventional (0.125-8 kHz) and extended high-frequency (EHF) (8.20 kHz) audiometry. The measurements were repeated as soon as possible after the flight. The study showed that the pre-flight threshold levels of the subjects were good. Both conventional and EHF audiometry revealed statistically significant temporary threshold shifts (TTS) at several frequencies and with all aircraft types involved. The changes were, however, minor. The risk of noise-induced hearing impairment at the studied exposure levels is, in all probability, rather small. The role of extended high-frequency audiometry would be in research, and it might be performed for flying personnel upon entering service and every fifth year thereafter.

Measurement and Characterization of Helicopter Noise in Steady-State and Maneuvering Flight

NASA Technical Reports Server (NTRS)

Schmitz, Fredric H.; Greenwood, Eric; Sickenberger, Richard D.; Gopalan, Gaurav; Sim, Ben Well-C; Conner, David; Moralez, Ernesto; Decker, William A.

2007-01-01

A special acoustic flight test program was performed on the Bell 206B helicopter outfitted with an in-flight microphone boom/array attached to the helicopter while simultaneous acoustic measurements were made using a linear ground array of microphones arranged to be perpendicular to the flight path. Air and ground noise measurements were made in steady-state longitudinal and steady turning flight, and during selected dynamic maneuvers. Special instrumentation, including direct measurement of the helicopter s longitudinal tip-path-plane (TPP) angle, Differential Global Positioning System (DGPS) and Inertial Navigation Unit (INU) measurements, and a pursuit guidance display were used to measure important noise controlling parameters and to make the task of flying precise operating conditions and flight track easier for the pilot. Special care was also made to test only in very low winds. The resulting acoustic data is of relatively high quality and shows the value of carefully monitoring and controlling the helicopter s performance state. This paper has shown experimentally, that microphones close to the helicopter can be used to estimate the specific noise sources that radiate to the far field, if the microphones are positioned correctly relative to the noise source. Directivity patterns for steady, turning flight were also developed, for the first time, and connected to the turning performance of the helicopter. Some of the acoustic benefits of combining normally separated flight segments (i.e. an accelerated segment and a descending segment) were also demonstrated.

Flight evaluation results from the general-aviation advanced avionics system program

NASA Technical Reports Server (NTRS)

Callas, G. P.; Denery, D. G.; Hardy, G. H.; Nedell, B. F.

1983-01-01

A demonstration advanced avionics system (DAAS) for general-aviation aircraft was tested at NASA Ames Research Center to provide information required for the design of reliable, low-cost, advanced avionics systems which would make general-aviation operations safer and more practicable. Guest pilots flew a DAAS-equipped NASA Cessna 402-B aircraft to evaluate the usefulness of data busing, distributed microprocessors, and shared electronic displays, and to provide data on the DAAS pilot/system interface for the design of future integrated avionics systems. Evaluation results indicate that the DAAS hardware and functional capability meet the program objective. Most pilots felt that the DAAS representative of the way avionics systems would evolve and felt the added capability would improve the safety and practicability of general-aviation operations. Flight-evaluation results compiled from questionnaires are presented, the results of the debriefings are summarized. General conclusions of the flight evaluation are included.

Boundary Layer Transition Flight Experiment Overview and In-Situ Measurements

NASA Technical Reports Server (NTRS)

Anderson, Brian P.; Campbell, Charles H.; Saucedo, Luis A.; Kinder, Gerald R.; Berger, Karen T.

2010-01-01

In support of the Boundary Layer Transition Flight Experiment (BLTFE) Project, a manufactured protuberance tile was installed on the port wing of Space Shuttle Orbiter Discovery for the flights of STS-119 and STS-128. Additional instrumentation was also installed in order to obtain more spatially resolved measurements downstream of the protuberance. This paper provides an overview of the BLTFE Project, including the project history, organizations involved, and motivations for the flight experiment. Significant efforts were made to place the protuberance at an appropriate location on the Orbiter and to design the protuberance to withstand the expected environments. Efforts were also extended to understand the as-fabricated shape of the protuberance and the thermal protection system tile configuration surrounding the protuberance. A high-level overview of the in-situ flight data is presented, along with a summary of the comparisons between pre- and post-flight analysis predictions and flight data. Comparisons show that predictions for boundary layer transition onset time closely match the flight data, while predicted temperatures were significantly higher than observed flight temperatures.

Robust flight design for an advanced launch system vehicle

NASA Astrophysics Data System (ADS)

Dhand, Sanjeev K.; Wong, Kelvin K.

Current launch vehicle trajectory design philosophies are generally based on maximizing payload capability. This approach results in an expensive trajectory design process for each mission. Two concepts of robust flight design have been developed to significantly reduce this cost: Standardized Trajectories and Command Multiplier Steering (CMS). These concepts were analyzed for an Advanced Launch System (ALS) vehicle, although their applicability is not restricted to any particular vehicle. Preliminary analysis has demonstrated the feasibility of these concepts at minimal loss in payload capability.

Subjective Measurements of In-Flight Sleep, Circadian Variation, and Their Relationship with Fatigue.

PubMed

van den Berg, Margo J; Wu, Lora J; Gander, Philippa H

This study examined whether subjective measurements of in-flight sleep could be a reliable alternative to actigraphic measurements for monitoring pilot fatigue in a large-scale survey. Pilots (3-pilot crews) completed a 1-page survey on outbound and inbound long-haul flights crossing 1-7 time zones (N = 586 surveys) between 53 city pairs with 1-d layovers. Across each flight, pilots documented flight start and end times, break times, and in-flight sleep duration and quality if they attempted sleep. They also rated their fatigue (Samn-Perelli Crew Status Check) and sleepiness (Karolinska Sleepiness Scale) at top of descent (TOD). Mixed model ANCOVA was used to identify independent factors associated with sleep duration, quality, and TOD measures. Domicile time was used as a surrogate measure of circadian phase. Sleep duration increased by 10.2 min for every 1-h increase in flight duration. Sleep duration and quality varied by break start time, with significantly more sleep obtained during breaks starting between (domicile) 22:00-01:59 and 02:00-05:59 compared to earlier breaks. Pilots were more fatigued and sleepy at TOD on flights arriving between 02:00-05:59 and 06:00-09:59 domicile time compared to other flights. With every 1-h increase in sleep duration, sleepiness ratings at TOD decreased by 0.6 points and fatigue ratings decreased by 0.4 points. The present findings are consistent with previous actigraphic studies, suggesting that self-reported sleep duration is a reliable alternative to actigraphic sleep in this type of study, with use of validated measures, sufficiently large sample sizes, and where fatigue risk is expected to be low. van den Berg MJ, Wu LJ, Gander PH. Subjective measurements of in-flight sleep, circadian variation, and their relationship with fatigue. Aerosp Med Hum Perform. 2016; 87(10):869-875.

Select Methodology for Validating Advanced Satellite Measurement Systems

NASA Technical Reports Server (NTRS)

Larar, Allen M.; Zhou, Daniel K.; Liu, Xi; Smith, William L.

2008-01-01

Advanced satellite sensors are tasked with improving global measurements of the Earth's atmosphere, clouds, and surface to enable enhancements in weather prediction, climate monitoring capability, and environmental change detection. Measurement system validation is crucial to achieving this goal and maximizing research and operational utility of resultant data. Field campaigns including satellite under-flights with well calibrated FTS sensors aboard high-altitude aircraft are an essential part of the validation task. This presentation focuses on an overview of validation methodology developed for assessment of high spectral resolution infrared systems, and includes results of preliminary studies performed to investigate the performance of the Infrared Atmospheric Sounding Interferometer (IASI) instrument aboard the MetOp-A satellite.

Region Three Aerial Measurement System Flight Planning Tool - 12006

DOE Office of Scientific and Technical Information (OSTI.GOV)

Messick, Chuck; Pham, Minh; Smith, Ron

The Region 3 Aerial Measurement System Flight Planning Tool is used by the National Nuclear Security Agency (NNSA), United States Department of Energy, Radiological Assistance Program, Region 3, to respond to emergency radiological situations. The tool automates the flight planning package process while decreasing Aerial Measuring System response times and decreases the potential for human error. Deployment of the Region Three Aerial Measurement System Flight Planning Tool has resulted in an immediate improvement to the flight planning process in that time required for mission planning has been reduced from 1.5 hours to 15 minutes. Anecdotally, the RAP team reports thatmore » the rate of usable data acquired during surveys has improved from 40-60 percent to over 90 percent since they began using the tool. Though the primary product of the flight planning tool is a pdf format document for use by the aircraft flight crew, the RAP team has begun carrying their laptop computer on the aircraft during missions. By connecting a Global Positioning System (GPS) device to the laptop and using ESRI ArcMap's GPS tool bar to overlay the aircraft position directly on the flight plan in real time, the RAP team can evaluate and correct the aircraft position as the mission is executed. (authors)« less

Analysis and Preliminary Design of an Advanced Technology Transport Flight Control System

NASA Technical Reports Server (NTRS)

Frazzini, R.; Vaughn, D.

1975-01-01

The analysis and preliminary design of an advanced technology transport aircraft flight control system using avionics and flight control concepts appropriate to the 1980-1985 time period are discussed. Specifically, the techniques and requirements of the flight control system were established, a number of candidate configurations were defined, and an evaluation of these configurations was performed to establish a recommended approach. Candidate configurations based on redundant integration of various sensor types, computational methods, servo actuator arrangements and data-transfer techniques were defined to the functional module and piece-part level. Life-cycle costs, for the flight control configurations, as determined in an operational environment model for 200 aircraft over a 15-year service life, were the basis of the optimum configuration selection tradeoff. The recommended system concept is a quad digital computer configuration utilizing a small microprocessor for input/output control, a hexad skewed set of conventional sensors for body rate and body acceleration, and triple integrated actuators.

Flight Flutter Testing of Supersonic Interceptors

NASA Technical Reports Server (NTRS)

Dublin, M.; Peller, R.

1975-01-01

A summary is presented of experiences in connection with flight flutter testing of supersonic interceptors. The planning and operational aspects involved are described along with the difficulties encountered, and the correlation between measurement and theory. Recommendations for future research and development to advance the science of flight flutter testing are included.

Improving estimation of flight altitude in wildlife telemetry studies

USGS Publications Warehouse

Poessel, Sharon; Duerr, Adam E.; Hall, Jonathan C.; Braham, Melissa A.; Katzner, Todd

2018-01-01

Altitude measurements from wildlife tracking devices, combined with elevation data, are commonly used to estimate the flight altitude of volant animals. However, these data often include measurement error. Understanding this error may improve estimation of flight altitude and benefit applied ecology.There are a number of different approaches that have been used to address this measurement error. These include filtering based on GPS data, filtering based on behaviour of the study species, and use of state-space models to correct measurement error. The effectiveness of these approaches is highly variable.Recent studies have based inference of flight altitude on misunderstandings about avian natural history and technical or analytical tools. In this Commentary, we discuss these misunderstandings and suggest alternative strategies both to resolve some of these issues and to improve estimation of flight altitude. These strategies also can be applied to other measures derived from telemetry data.Synthesis and applications. Our Commentary is intended to clarify and improve upon some of the assumptions made when estimating flight altitude and, more broadly, when using GPS telemetry data. We also suggest best practices for identifying flight behaviour, addressing GPS error, and using flight altitudes to estimate collision risk with anthropogenic structures. Addressing the issues we describe would help improve estimates of flight altitude and advance understanding of the treatment of error in wildlife telemetry studies.

Pathfinding the Flight Advanced Stirling Convertor Design with the ASC-E3

NASA Technical Reports Server (NTRS)

Wong, Wayne A.; Wilson, Kyle; Smith, Eddie; Collins, Josh

2012-01-01

The Advanced Stirling Convertor (ASC) was initially developed by Sunpower, Inc. under contract to NASA Glenn Research Center (GRC) as a technology development project. The ASC technology fulfills NASA's need for high efficiency power convertors for future Radioisotope Power Systems (RPS). Early successful technology demonstrations between 2003 to 2005 eventually led to the expansion of the project including the decision in 2006 to use the ASC technology on the Advanced Stirling Radioisotope Generator (ASRG). Sunpower has delivered 22 ASC convertors of progressively mature designs to date to GRC. Currently, Sunpower with support from GRC, Lockheed Martin Space System Company (LMSSC), and the Department of Energy (DOE) is developing the flight ASC-F in parallel with the ASC-E3 pathfinders. Sunpower will deliver four pairs of ASC-E3 convertors to GRC which will be used for extended operation reliability assessment, independent validation and verification testing, system interaction tests, and to support LMSSC controller verification. The ASC-E3 and -F convertors are being built to the same design and processing documentation and the same product specification. The initial two pairs of ASC-E3 are built before the flight units and will validate design and processing changes prior to implementation on the ASC-F flight convertors. This paper provides a summary on development of the ASC technology and the status of the ASC-E3 build and how they serve the vital pathfinder role ahead of the flight build for ASRG. The ASRG is part of two of the three candidate missions being considered for selection for the Discovery 12 mission.

F/A-18 Performance Benefits Measured During the Autonomous Formation Flight Project

NASA Technical Reports Server (NTRS)

Vachon, M. Jake; Ray, Ronald J.; Walsh, Kevin R.; Ennix, Kimberly

2003-01-01

The Autonomous Formation Flight (AFF) project at the NASA Dryden Flight Research Center (Edwards, California) investigated performance benefits resulting from formation flight, such as reduced aerodynamic drag and fuel consumption. To obtain data on performance benefits, a trailing F/A-18 airplane flew within the wing tip-shed vortex of a leading F/A-18 airplane. The pilot of the trail airplane used advanced station-keeping technology to aid in positioning the trail airplane at precise locations behind the lead airplane. The specially instrumented trail airplane was able to obtain accurate fuel flow measurements and to calculate engine thrust and vehicle drag. A maneuver technique developed for this test provided a direct comparison of performance values while flying in and out of the vortex. Based on performance within the vortex as a function of changes in vertical, lateral, and longitudinal positioning, these tests explored design-drivers for autonomous stationkeeping control systems. Observations showed significant performance improvements over a large range of trail positions tested. Calculations revealed maximum drag reductions of over 20 percent, and demonstrated maximum reductions in fuel flow of just over 18 percent.

The Application of Advanced Cultivation Techniques in the Long Term Maintenance of Space Flight Plant Biological Systems

NASA Technical Reports Server (NTRS)

Heyenga, A. G.

2003-01-01

The development of the International Space Station (ISS) presents extensive opportunities for the implementation of long duration space life sciences studies. Continued attention has been placed in the development of plant growth chamber facilities capable of supporting the cultivation of plants in space flight microgravity conditions. The success of these facilities is largely dependent on their capacity to support the various growth requirements of test plant species. The cultivation requirements for higher plant species are generally complex, requiring specific levels of illumination, temperature, humidity, water, nutrients, and gas composition in order to achieve normal physiological growth and development. The supply of water, nutrients, and oxygen to the plant root system is a factor, which has proven to be particularly challenging in a microgravity space flight environment. The resolution of this issue is particularly important for the more intensive crop cultivation of plants envisaged in Nasa's advanced life support initiative. BioServe Space Technologies is a NASA, Research Partnership Center (RPC) at the University of Colorado, Boulder. BioServe has designed and operated various space flight plant habitat systems, and placed specific emphasis on the development and enhanced performance of subsystem components such as water and nutrient delivery, illumination, gas exchange and atmosphere control, temperature and humidity control. The further development and application of these subsystems to next generation habitats is of significant benefit and contribution towards the development of both the Space Plant biology and the Advanced Life Support Programs. The cooperative agreement between NASA Ames Research center and BioServe was established to support the further implementation of advanced cultivation techniques and protocols to plant habitat systems being coordinated at NASA Ames Research Center. Emphasis was placed on the implementation of passive

Advanced ultrasonic measurement methodology for non-invasive interrogation and identification of fluids in sealed containers

NASA Astrophysics Data System (ADS)

Tucker, Brian J.; Diaz, Aaron A.; Eckenrode, Brian A.

2006-03-01

Government agencies and homeland security related organizations have identified the need to develop and establish a wide range of unprecedented capabilities for providing scientific and technical forensic services to investigations involving hazardous chemical, biological, and radiological materials, including extremely dangerous chemical and biological warfare agents. Pacific Northwest National Laboratory (PNNL) has developed a prototype portable, hand-held, hazardous materials acoustic inspection prototype that provides noninvasive container interrogation and material identification capabilities using nondestructive ultrasonic velocity and attenuation measurements. Due to the wide variety of fluids as well as container sizes and materials encountered in various law enforcement inspection activities, the need for high measurement sensitivity and advanced ultrasonic measurement techniques were identified. The prototype was developed using a versatile electronics platform, advanced ultrasonic wave propagation methods, and advanced signal processing techniques. This paper primarily focuses on the ultrasonic measurement methods and signal processing techniques incorporated into the prototype. High bandwidth ultrasonic transducers combined with an advanced pulse compression technique allowed researchers to 1) obtain high signal-to-noise ratios and 2) obtain accurate and consistent time-of-flight (TOF) measurements through a variety of highly attenuative containers and fluid media. Results of work conducted in the laboratory have demonstrated that the prototype experimental measurement technique also provided information regarding container properties, which will be utilized in future container-independent measurements of hidden liquids.

Force Measurement on the GLAST Delta II Flight

NASA Technical Reports Server (NTRS)

Gordon, Scott; Kaufman, Daniel

2009-01-01

This viewgraph presentation reviews the interface force measurement at spacecraft separation of GLAST Delta II. The contents include: 1) Flight Force Measurement (FFM) Background; 2) Team Members; 3) GLAST Mission Overview; 4) Methodology Development; 5) Ground Test Validation; 6) Flight Data; 7) Coupled Loads Simulation (VCLA & Reconstruction); 8) Basedrive Simulation; 9) Findings; and 10) Summary and Conclusions.

The Next Generation Advanced Video Guidance Sensor: Flight Heritage and Current Development

NASA Technical Reports Server (NTRS)

Howard, Richard T.; Bryan, Thomas C.

2009-01-01

The Next Generation Advanced Video Guidance Sensor (NGAVGS) is the latest in a line of sensors that have flown four times in the last 10 years. The NGAVGS has been under development for the last two years as a long-range proximity operations and docking sensor for use in an Automated Rendezvous and Docking (AR&D) system. The first autonomous rendezvous and docking in the history of the U.S. Space Program was successfully accomplished by Orbital Express, using the Advanced Video Guidance Sensor (AVGS) as the primary docking sensor. That flight proved that the United States now has a mature and flight proven sensor technology for supporting Crew Exploration Vehicles (CEV) and Commercial Orbital Transport Systems (COTS) Automated Rendezvous and Docking (AR&D). NASA video sensors have worked well in the past: the AVGS used on the Demonstration of Autonomous Rendezvous Technology (DART) mission operated successfully in "spot mode" out to 2 km, and the first generation rendezvous and docking sensor, the Video Guidance Sensor (VGS), was developed and successfully flown on Space Shuttle flights in 1997 and 1998. This paper presents the flight heritage and results of the sensor technology, some hardware trades for the current sensor, and discusses the needs of future vehicles that may rendezvous and dock with the International Space Station (ISS) and other Constellation vehicles. It also discusses approaches for upgrading AVGS to address parts obsolescence, and concepts for minimizing the sensor footprint, weight, and power requirements. In addition, the testing of the various NGAVGS development units will be discussed along with the use of the NGAVGS as a proximity operations and docking sensor.

Comparison of workload measures on computer-generated primary flight displays

NASA Technical Reports Server (NTRS)

Nataupsky, Mark; Abbott, Terence S.

1987-01-01

Four Air Force pilots were used as subjects to assess a battery of subjective and physiological workload measures in a flight simulation environment in which two computer-generated primary flight display configurations were evaluated. A high- and low-workload task was created by manipulating flight path complexity. Both SWAT and the NASA-TLX were shown to be effective in differentiating the high and low workload path conditions. Physiological measures were inconclusive. A battery of workload measures continues to be necessary for an understanding of the data. Based on workload, opinion, and performance data, it is fruitful to pursue research with a primary flight display and a horizontal situation display integrated into a single display.

Time-of-Flight Adjustment Procedure for Acoustic Measurements in Structural Timber

Treesearch

Danbiel F. Llana; Guillermo Iñiguez-Gonzalez; Francisco Arriaga; Xiping Wang

2016-01-01

The effect of timber length on time-of-flight acoustic longitudinal measurements was investigated on the structural timber of four Spanish species: radiata pine (Pinus radiata D. Don), Scots pine (Pinus sylvestris L.), laricio pine (Pinus nigra Arn.), and maritime pine (Pinus pinaster Ait.). Time-of-flight longitudinal measurements were conducted on 120 specimens of...

Flight experience with flight control redundancy management

NASA Technical Reports Server (NTRS)

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

1980-01-01

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

High Stability Engine Control (HISTEC) Flight Test Results

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

Inexpensive Time-of-Flight Velocity Measurements.

ERIC Educational Resources Information Center

Everett, Glen E.; Wild, R. L.

1979-01-01

Describes a circuit designed to measure time-of-flight velocity and shows how to use it to determine bullet velocity in connection with the ballistic pendulum demonstration of momentum conservation. (Author/GA)

ATIC Experiment: Elemental Spectra from the Flight in 2000

NASA Technical Reports Server (NTRS)

Ahn, H. S.; Adams, J. H.; Bashindzhagyan, G.; Batkov, K. E.; Chang, J.; Christl, M.; Fazely, A. R.; Ganel, O.; Gunasingha, R. M.; Guzik, T. G.

2003-01-01

The Advanced Thin Ionization Calorimeter (ATIC) had successful Long Duration Balloon flights from McMurdo, Antarctica in both 2000 and 2002. The instrument consists of a silicon matrix charge detector, a 0.75 nuclear interaction length graphite target, 3 scintillator strip hodoscopes, and an 18 radiation length thick BGO calorimeter to measure the cosmic ray composition and energy spectra from approximately 30 GeV to near 100 TeV. In this paper, we present preliminary results from the first flight, which was a test flight that lasted for 16 days, starting on 12/28/00.

The aerodynamic cost of flight in bats--comparing theory with measurement

NASA Astrophysics Data System (ADS)

von Busse, Rhea; Waldman, Rye M.; Swartz, Sharon M.; Breuer, Kenneth S.

2012-11-01

Aerodynamic theory has long been used to predict the aerodynamic power required for animal flight. However, even though the actuator disk model does not account for the flapping motion of a wing, it is used for lack of any better model. The question remains: how close are these predictions to reality? We designed a study to compare predicted aerodynamic power to measured power from the kinetic energy contained in the wake shed behind a bat flying in a wind tunnel. A high-accuracy displaced light-sheet stereo PIV system was used in the Trefftz plane to capture the wake behind four bats flown over a range of flight speeds (1-6m/s). The total power in the wake was computed from the wake vorticity and these estimates were compared with the power predicted using Pennycuick's model for bird flight as well as estimates derived from measurements of the metabolic cost of flight, previously acquired from the same individuals.

APMS 3.0 Flight Analyst Guide: Aviation Performance Measuring System

NASA Technical Reports Server (NTRS)

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

2004-01-01

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

Force limits measured on a space shuttle flight

NASA Technical Reports Server (NTRS)

Scharton, T.

2000-01-01

The random vibration forces between a payload and the sidewall of the space shuttle have been measured in flight and compared with the force specifications used in ground vibration tests. The flight data are in agreement with a semi-empirical method, which is widely used to predict vibration test force limits.

Flight Force Measurements on a Spacecraft to Launch Vehicle Interface

NASA Astrophysics Data System (ADS)

Kaufman, Daniel S.; Gordon, Scott A.

2012-07-01

For several years we had wanted to measure interface forces between a launch vehicle and the Payload. Finally in July 2006 a proposal was made and funded to evaluate the use of flight force measurements (FFM) to improve the loads process of a Spacecraft in its design and test cycle. A NASA/Industry team was formed, the core Team consisted of 20 people. The proposal identified two questions that this assessment would attempt to address by obtaining the flight forces. These questions were: 1) Is flight correlation and reconstruction with acceleration methods sufficient? 2) How much can the loads and therefore the design and qualification be reduced by having force measurements? The objective was to predict the six interface driving forces between the Spacecraft and the Launch Vehicle throughout the boost phase. Then these forces would be compared with reconstructed loads analyses for evaluation in an attempt to answer them. The paper will present the development of a strain based force measurement system and also an acceleration method, actual flight results, post flight evaluations and lessons learned.

Low-speed wind-tunnel investigation of the flight dynamic characteristics of an advanced turboprop business/commuter aircraft configuration

NASA Technical Reports Server (NTRS)

Coe, Paul L., Jr.; Turner, Steven G.; Owens, D. Bruce

1990-01-01

An investigation was conducted to determine the low-speed flight dynamic behavior of a representative advanced turboprop business/commuter aircraft concept. Free-flight tests were conducted in the NASA Langley Research Center's 30- by 60-Foot Tunnel. In support of the free-flight tests, conventional static, dynamic, and free-to-roll oscillation tests were performed. Tests were intended to explore normal operating and post stall flight conditions, and conditions simulating the loss of power in one engine.

Advanced Modeling and Uncertainty Quantification for Flight Dynamics; Interim Results and Challenges

NASA Technical Reports Server (NTRS)

Hyde, David C.; Shweyk, Kamal M.; Brown, Frank; Shah, Gautam

2014-01-01

As part of the NASA Vehicle Systems Safety Technologies (VSST), Assuring Safe and Effective Aircraft Control Under Hazardous Conditions (Technical Challenge #3), an effort is underway within Boeing Research and Technology (BR&T) to address Advanced Modeling and Uncertainty Quantification for Flight Dynamics (VSST1-7). The scope of the effort is to develop and evaluate advanced multidisciplinary flight dynamics modeling techniques, including integrated uncertainties, to facilitate higher fidelity response characterization of current and future aircraft configurations approaching and during loss-of-control conditions. This approach is to incorporate multiple flight dynamics modeling methods for aerodynamics, structures, and propulsion, including experimental, computational, and analytical. Also to be included are techniques for data integration and uncertainty characterization and quantification. This research shall introduce new and updated multidisciplinary modeling and simulation technologies designed to improve the ability to characterize airplane response in off-nominal flight conditions. The research shall also introduce new techniques for uncertainty modeling that will provide a unified database model comprised of multiple sources, as well as an uncertainty bounds database for each data source such that a full vehicle uncertainty analysis is possible even when approaching or beyond Loss of Control boundaries. Methodologies developed as part of this research shall be instrumental in predicting and mitigating loss of control precursors and events directly linked to causal and contributing factors, such as stall, failures, damage, or icing. The tasks will include utilizing the BR&T Water Tunnel to collect static and dynamic data to be compared to the GTM extended WT database, characterizing flight dynamics in off-nominal conditions, developing tools for structural load estimation under dynamic conditions, devising methods for integrating various modeling elements

ATIC Experiment: Preliminary Results from the Flight in 2002

NASA Technical Reports Server (NTRS)

Ahn, H. S.; Adams, J. H.; Bashindzhagyan, G.; Batkov, K. E.; Chang, J.; Christl, M.; Cox, M.; Ellison, S. B.; Fazely, A. R.; Ganel, O.

2003-01-01

Abstract The Advanced Thin Ionization Calorimeter (ATIC) had successful Long Duration Balloon flights from McMurdo, Antarctica in both 2000 and 2002. The instrument consists of a Silicon matrix for charge measurement, a flared graphite target to induce nuclear interactions, scintillator strip hodoscopes for triggering and helping reconstruct trajectory, and a BGO calorimeter to measure the energy of incident particles. In this paper, we discuss the second flight, which lasted 20 days, starting on 12/29/02. Preliminary results from the on-going analysis of the data including the proton and helium spectra are reported.

Ring-shaped pulse oximeter and its application: measurement of SpO2 and blood pressure during sleep and during flight.

PubMed

Kishimoto, Aya; Tochikubo, Osamu; Ohshige, Kenji; Yanaga, Akihiko

2005-01-01

Respiratory and cardiovascular functions show circadian and day-to-day changes. We have developed a wireless ring-shaped pulse oximeter in collaboration with MC Medical Inc. and Advanced Medical Inc. We investigated the accuracy of this pulse oximeter and its application in daily life. Percutaneous arterial oxygen saturation (SpO2) of 47 volunteers was measured simultaneously with the ring-shaped pulse oximeter and a standard pulse oximeter. A total of 103 volunteers underwent measurement of SpO2 for 24 hr, and 11 healthy volunteers underwent measurement of SpO2 and blood pressure (BP) during flight. SpO2 and heart rate (HR) were measured and recorded every 20 sec, cabin barometric pressure and cabin oxygen concentration equivalent to sea level were measured minute-to-minute, and BP was measured every 3 min with a portable BP recorder during each flight. The SpO2 values measured with the ring-shaped pulse oximeter were similar to those measured with the standard method. The mean SpO2 during sleep was significantly lower in the group with high-normal BP or mild hypertension than in the group with normal BP. During flight, the mean change in SpO2 was -2.4 +/- 1.7% during nose-up flight, and 2.1 +/- 2.6% during nose-down flight. There was a significant correlation between change in SpO2 and change in systolic BP during nose-up flight. The wireless ring-shaped pulse oximeter was useful for investigating changes in SpO2 and its effect on BP in daily life during sleep and during air travel.

Spatial Disorientation Training in the Rotor Wing Flight Simulator.

PubMed

Powell-Dunford, Nicole; Bushby, Alaistair; Leland, Richard A

This study is intended to identify efficacy, evolving applications, best practices, and challenges of spatial disorientation (SD) training in flight simulators for rotor wing pilots. Queries of a UK Ministry of Defense research database and Pub Med were undertaken using the search terms 'spatial disorientation,' 'rotor wing,' and 'flight simulator.' Efficacy, evolving applications, best practices, and challenges of SD simulation for rotor wing pilots were also ascertained through discussion with subject matter experts and industrial partners. Expert opinions were solicited at the aeromedical physiologist, aeromedical psychologist, instructor pilot, aeromedical examiner, and corporate executive levels. Peer review literature search yielded 129 articles, with 5 relevant to the use of flight simulators for the spatial disorientation training of rotor wing pilots. Efficacy of such training was measured subjectively and objectively. A preponderance of anecdotal reports endorse the benefits of rotor wing simulator SD training, with a small trial substantiating performance improvement. Advancing technologies enable novel training applications. The mobile nature of flight students and concurrent anticollision technologies can make long-range assessment of SD training efficacy challenging. Costs of advanced technologies could limit the extent to which the most advanced simulators can be employed across the rotor wing community. Evidence suggests the excellent training value of rotor wing simulators for SD training. Objective data from further research, particularly with regards to evolving technologies, may justify further usage of advanced simulator platforms for SD training and research. Powell-Dunford N, Bushby A, Leland RA. Spatial disorientation training in the rotor wing flight simulator. Aerosp Med Hum Perform. 2016; 87(10):890-893.

Analysis of low altitude atmospheric turbulence data measured in flight

NASA Technical Reports Server (NTRS)

Ganzer, V. M.; Joppa, R. G.; Vanderwees, G.

1977-01-01

All three components of turbulence were measured simultaneously in flight at each wing tip of a Beech D-18 aircraft. The flights were conducted at low altitude, 30.5 - 61.0 meters (100-200 ft.), over water in the presence of wind driven turbulence. Statistical properties of flight measured turbulence were compared with Gaussian and non-Gaussian turbulence models. Spatial characteristics of the turbulence were analyzed using the data from flight perpendicular and parallel to the wind. The probability density distributions of the vertical gusts show distinctly non-Gaussian characteristics. The distributions of the longitudinal and lateral gusts are generally Gaussian. The power spectra compare in the inertial subrange at some points better with the Dryden spectrum, while at other points the von Karman spectrum is a better approximation. In the low frequency range the data show peaks or dips in the power spectral density. The cross between vertical gusts in the direction of the mean wind were compared with a matched non-Gaussian model. The real component of the cross spectrum is in general close to the non-Gaussian model. The imaginary component, however, indicated a larger phase shift between these two gust components than was found in previous research.

Analysis of in-flight boundary-layer state measurements on a subsonic transport wing in high-lift configuration

NASA Technical Reports Server (NTRS)

vanDam, C. P.; Los, S. M.; Miley, S. J.; Yip, L. P.; Banks, D. W.; Roback, V. E.; Bertelrud, A.

1995-01-01

Flight experiments on NASA Langley's B737-100 (TSRV) airplane have been conducted to document flow characteristics in order to further the understanding of high-lift flow physics, and to correlate and validate computational predictions and wind-tunnel measurements. The project is a cooperative effort involving NASA, industry, and universities. In addition to focusing on in-flight measurements, the project includes extensive application of various computational techniques, and correlation of flight data with computational results and wind-tunnel measurements. Results obtained in the most recent phase of flight experiments are analyzed and presented in this paper. In-flight measurements include surface pressure distributions, measured using flush pressure taps and pressure belts on the slats, main element, and flap elements; surface shear stresses, measured using Preston tubes; off-surface velocity distributions, measured using shear-layer rakes; aeroelastic deformations of the flap elements, measured using an optical positioning system; and boundary-layer transition phenomena, measured using hot-film anemometers and an infrared imaging system. The analysis in this paper primarily focuses on changes in the boundary-layer state that occurred on the slats, main element, and fore flap as a result of changes in flap setting and/or flight condition. Following a detailed description of the experiment, the boundary-layer state phenomenon will be discussed based on data measured during these recent flight experiments.

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

NASA Technical Reports Server (NTRS)

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

2008-01-01

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

A 3D imaging system for the non-intrusive in-flight measurement of the deformation of an aircraft propeller and a helicopter rotor

NASA Astrophysics Data System (ADS)

Stasicki, Bolesław; Boden, Fritz; Ludwikowski, Krzysztof

2017-02-01

The non-intrusive in-flight deformation measurement and the resulting local pitch of an aircraft propeller or helicopter rotor blade is a demanding task. The idea of an imaging system integrated and rotating with the air-craft propeller has already been presented at the 30th International Congress on High-Speed Imaging and Photonics (ICHSIP30) in 2012. Since then this system has been designed, constructed and tested in the laboratory as well as in-flight on the Cobra VUT100 of Evektor Aerotechnik, Kunovice (CZ). The major aim of the EU FP7 project AIM2 ("Advanced In-flight Measurement techniques 2" - contract No. 266107) was to ascertain the feasibility of this technique under extreme conditions - vibration and large centrifugal forces - to real flight testing. Based on the gained experience a new rotating system for the application on helicopter rotors has recently been constructed and tested on the whirl tower of Airbus Helicopters, Donauwoerth (D). In this paper the principle of the applied Image Pattern Correlation Technique (IPCT), a specialized type of Digital Image Correlation (DIC), is outlined and the construction of both rotating 3D image acquisition systems dedicated to the in-flight deformation measurement of the aircraft propeller and helicopter rotor are described. Furthermore, the results of the ground and in-flight tests of these systems will be shown and discussed. The obtained results will be helpful for manufacturers in the design of their future aircrafts.

In-flight near- and far-field acoustic data measured on the Propfan Test Assessment (PTA) testbed and with an adjacent aircraft

NASA Astrophysics Data System (ADS)

Woodward, Richard P.; Loeffler, Irvin J.

1993-04-01

Flight tests to define the far-field tone source at cruise conditions were completed on the full-scale SR-7L advanced turboprop that was installed on the left wing of a Gulfstream 2 aircraft. This program, designated Propfan Test Assessment (PTA), involved aeroacoustic testing of the propeller over a range of test conditions. These measurements defined source levels for input into long-distance propagation models to predict en route noise. In-flight data were taken for seven test cases. Near-field acoustic data were taken on the Gulfstream fuselage and on a microphone boom that was mounted on the Gulfstream wing outboard of the propeller. Far-field acoustic data were taken by an acoustically instrumented Learjet that flew in formation with the Gulfstream. These flight tests were flown from El Paso, Texas, and from the NASA Lewis Research Center. A comprehensive listing of the aeroacoustic results from these flight tests which may be used for future analysis are presented.

In-flight near- and far-field acoustic data measured on the Propfan Test Assessment (PTA) testbed and with an adjacent aircraft

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loeffler, Irvin J.

1993-01-01

Flight tests to define the far-field tone source at cruise conditions were completed on the full-scale SR-7L advanced turboprop that was installed on the left wing of a Gulfstream 2 aircraft. This program, designated Propfan Test Assessment (PTA), involved aeroacoustic testing of the propeller over a range of test conditions. These measurements defined source levels for input into long-distance propagation models to predict en route noise. In-flight data were taken for seven test cases. Near-field acoustic data were taken on the Gulfstream fuselage and on a microphone boom that was mounted on the Gulfstream wing outboard of the propeller. Far-field acoustic data were taken by an acoustically instrumented Learjet that flew in formation with the Gulfstream. These flight tests were flown from El Paso, Texas, and from the NASA Lewis Research Center. A comprehensive listing of the aeroacoustic results from these flight tests which may be used for future analysis are presented.

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

NASA Astrophysics Data System (ADS)

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

2017-12-01

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

Cosmic radiation dose measurements from the RaD-X flight campaign

NASA Astrophysics Data System (ADS)

Mertens, Christopher J.; Gronoff, Guillaume P.; Norman, Ryan B.; Hayes, Bryan M.; Lusby, Terry C.; Straume, Tore; Tobiska, W. Kent; Hands, Alex; Ryden, Keith; Benton, Eric; Wiley, Scott; Gersey, Brad; Wilkins, Richard; Xu, Xiaojing

2016-10-01

The NASA Radiation Dosimetry Experiment (RaD-X) stratospheric balloon flight mission obtained measurements for improving the understanding of cosmic radiation transport in the atmosphere and human exposure to this ionizing radiation field in the aircraft environment. The value of dosimetric measurements from the balloon platform is that they can be used to characterize cosmic ray primaries, the ultimate source of aviation radiation exposure. In addition, radiation detectors were flown to assess their potential application to long-term, continuous monitoring of the aircraft radiation environment. The RaD-X balloon was successfully launched from Fort Sumner, New Mexico (34.5°N, 104.2°W) on 25 September 2015. Over 18 h of flight data were obtained from each of the four different science instruments at altitudes above 20 km. The RaD-X balloon flight was supplemented by contemporaneous aircraft measurements. Flight-averaged dosimetric quantities are reported at seven altitudes to provide benchmark measurements for improving aviation radiation models. The altitude range of the flight data extends from commercial aircraft altitudes to above the Pfotzer maximum where the dosimetric quantities are influenced by cosmic ray primaries. The RaD-X balloon flight observed an absence of the Pfotzer maximum in the measurements of dose equivalent rate.

Cosmic Radiation Dose Measurements from the RaD-X Flight Campaign

NASA Technical Reports Server (NTRS)

Mertens, Christopher J.; Gronoff, Guillaume P.; Norman, Ryan B.; Hayes, Bryan M.; Lusby, Terry C.; Straume, Tore; Tobiska, W. Kent; Hands, Alex; Ryden, Keith; Benton, Eric;

In-flight thrust determination on a real-time basis

NASA Technical Reports Server (NTRS)

Ray, R. J.; Carpenter, T.; Sandlin, T.

1984-01-01

A real time computer program was implemented on a F-15 jet fighter to monitor in-flight engine performance of a Digital Electronic Engine Controlled (DEES) F-100 engine. The application of two gas generator methods to calculate in-flight thrust real time is described. A comparison was made between the actual results and those predicted by an engine model simulation. The percent difference between the two methods was compared to the predicted uncertainty based on instrumentation and model uncertainty and agreed closely with the results found during altitude facility testing. Data was obtained from acceleration runs of various altitudes at maximum power settings with and without afterburner. Real time in-flight thrust measurement was a major advancement to flight test productivity and was accomplished with no loss in accuracy over previous post flight methods.

Advanced Ultrasonic Measurement Methodology for Non-Invasive Interrogation and Identification of Fluids in Sealed Containers

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tucker, Brian J.; Diaz, Aaron A.; Eckenrode, Brian A.

2006-03-16

The Hazardous Materials Response Unit (HMRU) and the Counterterrorism and Forensic Science Research Unit (CTFSRU), Laboratory Division, Federal Bureau of Investigation (FBI) have been mandated to develop and establish a wide range of unprecedented capabilities for providing scientific and technical forensic services to investigations involving hazardous chemical, biological, and radiological materials, including extremely dangerous chemical and biological warfare agents. Pacific Northwest National Laboratory (PNNL) has developed a portable, hand-held, hazardous materials acoustic inspection device (HAZAID) that provides noninvasive container interrogation and material identification capabilities using nondestructive ultrasonic velocity and attenuation measurements. Due to the wide variety of fluids as wellmore » as container sizes and materials, the need for high measurement sensitivity and advanced ultrasonic measurement techniques were identified. The HAZAID prototype was developed using a versatile electronics platform, advanced ultrasonic wave propagation methods, and advanced signal processing techniques. This paper primarily focuses on the ultrasonic measurement methods and signal processing techniques incorporated into the HAZAID prototype. High bandwidth ultrasonic transducers combined with the advanced pulse compression technique allowed researchers to 1) impart large amounts of energy, 2) obtain high signal-to-noise ratios, and 3) obtain accurate and consistent time-of-flight (TOF) measurements through a variety of highly attenuative containers and fluid media. Results of this feasibility study demonstrated that the HAZAID experimental measurement technique also provided information regarding container properties, which will be utilized in future container-independent measurements of hidden liquids.« less

Parabolic Flight Investigation for Advanced Exercise Concept Hardware Hybrid Ultimate Lifting Kit (HULK)

NASA Technical Reports Server (NTRS)

Weaver, A. S.; Funk, J. H.; Funk, N. W.; Sheehan, C. C.; Humphreys, B. T.; Perusek, G. P.

2015-01-01

Long-duration space flight poses many hazards to the health of the crew. Among those hazards is the physiological deconditioning of the musculoskeletal and cardiovascular systems due to prolonged exposure to microgravity. To combat this erosion of physical condition space flight may take on the crew, the Human Research Program (HRP) is charged with developing Advanced Exercise Concepts to maintain astronaut health and fitness during long-term missions, while keeping device mass, power, and volume to a minimum. The goal of this effort is to preserve the physical capability of the crew to perform mission critical tasks in transit and during planetary surface operations. The HULK is a pneumatic-based exercise system, which provides both resistive and aerobic modes to protect against human deconditioning in microgravity. Its design targeted the International Space Station (ISS) Advanced Resistive Exercise Device (ARED) high level performance characteristics and provides up to 600 foot pounds resitive loading with the capability to allow for eccentric to concentric (E:C) ratios of higher than 1:1 through a DC motor assist component. The device's rowing mode allows for high cadence aerobic activity. The HULK parabolic flight campaign, conducted through the NASA Flight Opportunities Program at Ellington Field, resulted in the creation of device specific data sets including low fidelity motion capture, accelerometry and both inline and ground reaction forces. These data provide a critical link in understanding how to vibration isolate the device in both ISS and space transit applications. Secondarily, the study of human exercise and associated body kinematics in microgravity allows for more complete understanding of human to machine interface designs to allow for maximum functionality of the device in microgravity.

High speed research system study. Advanced flight deck configuration effects

NASA Technical Reports Server (NTRS)

Swink, Jay R.; Goins, Richard T.

1992-01-01

In mid-1991 NASA contracted with industry to study the high-speed civil transport (HSCT) flight deck challenges and assess the benefits, prior to initiating their High Speed Research Program (HSRP) Phase 2 efforts, then scheduled for FY-93. The results of this nine-month effort are presented, and a number of the most significant findings for the specified advanced concepts are highlighted: (1) a no nose-droop configuration; (2) a far forward cockpit location; and (3) advanced crew monitoring and control of complex systems. The results indicate that the no nose-droop configuration is critically dependent upon the design and development of a safe, reliable, and certifiable Synthetic Vision System (SVS). The droop-nose configuration would cause significant weight, performance, and cost penalties. The far forward cockpit location, with the conventional side-by-side seating provides little economic advantage; however, a configuration with a tandem seating arrangement provides a substantial increase in either additional payload (i.e., passengers) or potential downsizing of the vehicle with resulting increases in performance efficiencies and associated reductions in emissions. Without a droop nose, forward external visibility is negated and takeoff/landing guidance and control must rely on the use of the SVS. The technologies enabling such capabilities, which de facto provides for Category 3 all-weather operations on every flight independent of weather, represent a dramatic benefits multiplier in a 2005 global ATM network: both in terms of enhanced economic viability and environmental acceptability.

Analysis of rocket flight stability based on optical image measurement

NASA Astrophysics Data System (ADS)

Cui, Shuhua; Liu, Junhu; Shen, Si; Wang, Min; Liu, Jun

2018-02-01

Based on the abundant optical image measurement data from the optical measurement information, this paper puts forward the method of evaluating the rocket flight stability performance by using the measurement data of the characteristics of the carrier rocket in imaging. On the basis of the method of measuring the characteristics of the carrier rocket, the attitude parameters of the rocket body in the coordinate system are calculated by using the measurements data of multiple high-speed television sets, and then the parameters are transferred to the rocket body attack angle and it is assessed whether the rocket has a good flight stability flying with a small attack angle. The measurement method and the mathematical algorithm steps through the data processing test, where you can intuitively observe the rocket flight stability state, and also can visually identify the guidance system or failure analysis.

Assessment of simulation fidelity using measurements of piloting technique in flight

NASA Technical Reports Server (NTRS)

Clement, W. F.; Cleveland, W. B.; Key, D. L.

1984-01-01

The U.S. Army and NASA joined together on a project to conduct a systematic investigation and validation of a ground based piloted simulation of the Army/Sikorsky UH-60A helicopter. Flight testing was an integral part of the validation effort. Nap-of-the-Earth (NOE) piloting tasks which were investigated included the bob-up, the hover turn, the dash/quickstop, the sidestep, the dolphin, and the slalom. Results from the simulation indicate that the pilot's NOE task performance in the simulator is noticeably and quantifiably degraded when compared with the task performance results generated in flight test. The results of the flight test and ground based simulation experiments support a unique rationale for the assessment of simulation fidelity: flight simulation fidelity should be judged quantitatively by measuring pilot's control strategy and technique as induced by the simulator. A quantitative comparison is offered between the piloting technique observed in a flight simulator and that observed in flight test for the same tasks performed by the same pilots.

Analysis of In-Flight Vibration Measurements from Helicopter Transmissions

NASA Technical Reports Server (NTRS)

Mosher, Marianne; Huff, Ed; Barszcz

2004-01-01

In-flight vibration measurements from the transmission of an OH-58C KIOWA are analyzed. In order to understand the effect of normal flight variation on signal shape, the first gear mesh components of the planetary gear system and bevel gear are studied in detail. Systematic patterns occur in the amplitude and phase of these signal components with implications for making time synchronous averages and interpreting gear metrics in flight. The phase of the signal component increases as the torque increases; limits on the torque range included in a time synchronous average may now be selected to correspond to phase change limits on the underlying signal. For some sensors and components, an increase in phase variation and/or abrupt change in the slope of the phase dependence on torque are observed in regions of very low amplitude of the signal component. A physical mechanism for this deviation is postulated. Time synchronous averages should not be constructed in torque regions with wide phase variation.

Advancing circadian rhythms before eastward flight: a strategy to prevent or reduce jet lag.

PubMed

Eastman, Charmane I; Gazda, Clifford J; Burgess, Helen J; Crowley, Stephanie J; Fogg, Louis F

2005-01-01

To develop a practical pre-eastward flight treatment to advance circadian rhythms as much as possible but not misalign them with sleep. One group had their sleep schedule advanced by 1 hour per day and another by 2 hours per day. Baseline at home, treatment in lab. Young healthy adults (11 men, 15 women) between the ages of 22 and 36 years. Three days of a gradually advancing sleep schedule (1 or 2 hours per day) plus intermittent morning bright light (one-half hour approximately 5000 lux, one-half hour of <60 lux) for 3.5 hours. The dim light melatonin onset was assessed before and after the 3-day treatment. Subjects completed daily sleep logs and symptom questionnaires and wore wrist activity monitors. The dim light melatonin onset advanced more in the 2-hours-per-day group than in the 1-hour-per-day group (median phase advances of 1.9 and 1.4 hours), but the difference between the means (1.8 and 1.5 hours) was not statistically significant. By the third treatment day, circadian rhythms were misaligned relative to the sleep schedule, and subjects had difficulty falling asleep in the 2-hours-per-day group, but this was not the case in the 1-hour-per-day group. Nevertheless, the 2-hours-per-day group did slightly better on the symptom questionnaires. In general, sleep disturbance and other side effects were small. A gradually advancing sleep schedule with intermittent morning bright light can be used to advance circadian rhythms before eastward flight and, thus, theoretically, prevent or reduce subsequent jet lag. Given the morning light treatment used here, advancing the sleep schedule 2 hours per day is not better than advancing it 1 hour per day because it was too fast for the advance in circadian rhythms. A diagram is provided to help the traveler plan a preflight schedule.

Structural Framework for Flight: NASA's Role in Development of Advanced Composite Materials for Aircraft and Space Structures

NASA Technical Reports Server (NTRS)

Tenney, Darrel R.; Davis, John G., Jr.; Johnston, Norman J.; Pipes, R. Byron; McGuire, Jack F.

2011-01-01

This serves as a source of collated information on Composite Research over the past four decades at NASA Langley Research Center, and is a key reference for readers wishing to grasp the underlying principles and challenges associated with developing and applying advanced composite materials to new aerospace vehicle concepts. Second, it identifies the major obstacles encountered in developing and applying composites on advanced flight vehicles, as well as lessons learned in overcoming these obstacles. Third, it points out current barriers and challenges to further application of composites on future vehicles. This is extremely valuable for steering research in the future, when new breakthroughs in materials or processing science may eliminate/minimize some of the barriers that have traditionally blocked the expanded application of composite to new structural or revolutionary vehicle concepts. Finally, a review of past work and identification of future challenges will hopefully inspire new research opportunities and development of revolutionary materials and structural concepts to revolutionize future flight vehicles.

Spatial Characteristics of F/A-18 Vertical Tail Buffet Pressures Measured in Flight

NASA Technical Reports Server (NTRS)

Moses, Robert W.; Shah, Gautam H.

1998-01-01

Buffeting is an aeroelastic phenomenon which plagues high performance aircraft, especially those with twin vertical tails, at high angles of attack. Previous wind-tunnel and flight tests were conducted to characterize the buffet loads on the vertical tails by measuring surface pressures, bending moments, and accelerations. Following these tests, buffeting estimates were computed using the measured buffet pressures and compared to the measured responses. The estimates did not match the measured data because the assumed spatial correlation of the buffet pressures was not correct. A better understanding of the partial (spatial) correlation of the differential buffet pressures on the tail was necessary to improve the buffeting estimates. Several wind-tunnel investigations were conducted for this purpose. When combined and compared, the results of these tests show that the partial correlation depends on and scales with flight conditions. One of the remaining questions is whether the windtunnel data is consistent with flight data. Presented herein, cross-spectra and coherence functions calculated from pressures that were measured on the high alpha research vehicle (HARV) indicate that the partial correlation of the buffet pressures in flight agrees with the partial correlation observed in the wind tunnel.

Quantifying interspecific variation in dispersal ability of noctuid moths using an advanced tethered flight technique.

PubMed

Jones, Hayley B C; Lim, Ka S; Bell, James R; Hill, Jane K; Chapman, Jason W

2016-01-01

Dispersal plays a crucial role in many aspects of species' life histories, yet is often difficult to measure directly. This is particularly true for many insects, especially nocturnal species (e.g. moths) that cannot be easily observed under natural field conditions. Consequently, over the past five decades, laboratory tethered flight techniques have been developed as a means of measuring insect flight duration and speed. However, these previous designs have tended to focus on single species (typically migrant pests), and here we describe an improved apparatus that allows the study of flight ability in a wide range of insect body sizes and types. Obtaining dispersal information from a range of species is crucial for understanding insect population dynamics and range shifts. Our new laboratory tethered flight apparatus automatically records flight duration, speed, and distance of individual insects. The rotational tethered flight mill has very low friction and the arm to which flying insects are attached is extremely lightweight while remaining rigid and strong, permitting both small and large insects to be studied. The apparatus is compact and thus allows many individuals to be studied simultaneously under controlled laboratory conditions. We demonstrate the performance of the apparatus by using the mills to assess the flight capability of 24 species of British noctuid moths, ranging in size from 12-27 mm forewing length (~40-660 mg body mass). We validate the new technique by comparing our tethered flight data with existing information on dispersal ability of noctuids from the published literature and expert opinion. Values for tethered flight variables were in agreement with existing knowledge of dispersal ability in these species, supporting the use of this method to quantify dispersal in insects. Importantly, this new technology opens up the potential to investigate genetic and environmental factors affecting insect dispersal among a wide range of species.

Full Scale Advanced Systems Testbed (FAST): Capabilities and Recent Flight Research

NASA Technical Reports Server (NTRS)

Miller, Christopher

2014-01-01

At the NASA Armstrong Flight Research Center research is being conducted into flight control technologies that will enable the next generation of air and space vehicles. The Full Scale Advanced Systems Testbed (FAST) aircraft provides a laboratory for flight exploration of these technologies. In recent years novel but simple adaptive architectures for aircraft and rockets have been researched along with control technologies for improving aircraft fuel efficiency and control structural interaction. This presentation outlines the FAST capabilities and provides a snapshot of the research accomplishments to date. Flight experimentation allows a researcher to substantiate or invalidate their assumptions and intuition about a new technology or innovative approach Data early in a development cycle is invaluable for determining which technology barriers are real and which ones are imagined Data for a technology at a low TRL can be used to steer and focus the exploration and fuel rapid advances based on real world lessons learned It is important to identify technologies that are mature enough to benefit from flight research data and not be tempted to wait until we have solved all the potential issues prior to getting some data Sometimes a stagnated technology just needs a little real world data to get it going One trick to getting data for low TRL technologies is finding an environment where it is okay to take risks, where occasional failure is an expected outcome Learning how things fail is often as valuable as showing that they work FAST has been architected to facilitate this type of testing for control system technologies, specifically novel algorithms and sensors Rapid prototyping with a quick turnaround in a fly-fix-fly paradigm Sometimes it's easier and cheaper to just go fly it than to analyze the problem to death The goal is to find and test control technologies that would benefit from flight data and find solutions to the real barriers to innovation. The FAST

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

PubMed

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

2016-04-07

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

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

PubMed Central

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

2016-01-01

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

Noise measurements in a free-jet, flight simulation facility - Shear layer refraction and facility-to-flight corrections

NASA Technical Reports Server (NTRS)

Morfey, C. L.; Tester, B. J.

1976-01-01

The conversion of free-jet facility into equivalent flyover results is discussed. The essential problem is to 'calibrate out' the acoustic influence of the outer free-jet shear layer on the measurement, since this is absent in the flight case. Results are presented which illustrate the differences between current simplified models (vortex-sheet and geometric acoustics), and a more complete model based on the Lilley equation. Finally, the use of geometric acoustics for facility-to-flight data conversion is discussed.

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

Advanced flight hardware for organic separations using aqueous two-phase partitioning

NASA Astrophysics Data System (ADS)

Deuser, Mark S.; Vellinger, John C.; Weber, John T.

1996-03-01

Separation of cells and cell components is the limiting factor in many biomedical research and pharmaceutical development processes. Aqueous Two-Phase Partitioning (ATPP) is a unique separation technique which allows purification and classification of biological materials. SHOT has employed the ATPP process in separation equipment developed for both space and ground applications. Initial equipment development and research focused on the ORganic SEParation (ORSEP) space flight experiments that were performed on suborbital rockets and the shuttle. ADvanced SEParations (ADSEP) technology was developed as the next generation of ORSEP equipment through a NASA Small Business Innovation Research (SBIR) contract. Under the SBIR contract, a marketing study was conducted, indicating a growing commercial market exists among biotechnology firms for ADSEP equipment and associated flight research and development services. SHOT is preparing to begin manufacturing and marketing laboratory versions of the ADSEP hardware for the ground-based market. In addition, through a self-financed SBIR Phase III effort, SHOT is fabricating and integrating the ADSEP flight hardware for a commercially-driven SPACEHAB 04 experiment that will be the initial step in marketing space separations services. The ADSEP ground-based and microgravity research is expected to play a vital role in developing important new biomedical and pharmaceutical products.

Development of flight experiments for remote measurement of pollution

NASA Technical Reports Server (NTRS)

Keafer, L. S., Jr.; Kopia, L. P.

1973-01-01

The status as of February 1973 of several NASA-sponsored development projects is reported concerning flight experiments for remote measurement of pollution. Eight passive multispectral instruments for remotely sensing air and water pollutants are described, as well as two active (laser radar) measuring techniques. These techniques are expected to add some new dimensions to the remote sensing of water quality, oceanographic parameters, and earth resources. Multiple applications in these fields are generally possible. Successful completion of the flight demonstration tests and comparisons with simultaneously obtained surface truth measurements may establish these techniques as valid water quality monitoring tools.

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

NASA Technical Reports Server (NTRS)

Wanke, Craig; Kuchar, James; Hahn, Edward; Pritchett, A.; Hansman, R. John

1994-01-01

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator was successfully used to evaluate graphical microbursts alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

An Aerodynamic Performance Evaluation of the NASA/Ames Research Center Advanced Concepts Flight Simulator. M.S. Thesis

NASA Technical Reports Server (NTRS)

Donohue, Paul F.

1987-01-01

The results of an aerodynamic performance evaluation of the National Aeronautics and Space Administration (NASA)/Ames Research Center Advanced Concepts Flight Simulator (ACFS), conducted in association with the Navy-NASA Joint Institute of Aeronautics, are presented. The ACFS is a full-mission flight simulator which provides an excellent platform for the critical evaluation of emerging flight systems and aircrew performance. The propulsion and flight dynamics models were evaluated using classical flight test techniques. The aerodynamic performance model of the ACFS was found to realistically represent that of current day, medium range transport aircraft. Recommendations are provided to enhance the capabilities of the ACFS to a level forecast for 1995 transport aircraft. The graphical and tabular results of this study will establish a performance section of the ACFS Operation's Manual.

Technology review of flight crucial flight controls

NASA Technical Reports Server (NTRS)

Rediess, H. A.; Buckley, E. C.

1984-01-01

The results of a technology survey in flight crucial flight controls conducted as a data base for planning future research and technology programs are provided. Free world countries were surveyed with primary emphasis on the United States and Western Europe because that is where the most advanced technology resides. The survey includes major contemporary systems on operational aircraft, R&D flight programs, advanced aircraft developments, and major research and technology programs. The survey was not intended to be an in-depth treatment of the technology elements, but rather a study of major trends in systems level technology. The information was collected from open literature, personal communications and a tour of several companies, government organizations and research laboratories in the United States, United Kingdom, France, and the Federal Republic of Germany.

Measurements of certain environmental tobacco smoke components on long-range flights.

PubMed

Drake, J W; Johnson, D E

1990-06-01

In December 1987, 10 portable nicotine and respirable particle measuring instruments were employed on 4 Boeing 747 flights, placed in all passenger classes and zones, in randomly selected non-perimeter seats, to assess environmental tobacco smoke (ETS). Measurements integrated the nicotine particle concentrations over the duration of the 5-h Tokyo-Hong Kong-Tokyo flights and over each half of the 14-h New York City-Tokyo flights. Number of cigarettes smoked per minute in sample areas explained a significant proportion of variability in the observed nicotine and respirable particle levels. The all-daytime Tokyo-Hong Kong-Tokyo flights with a different seating configuration showed higher levels of ETS variables. The cause cannot be identified from the six flight segments studied. Levels of ETS observed in these 747-100 and -200 flights (with all air conditioning packs operating) were lower than those observed in narrow body 727/737 aircraft, on short flights, in prior related tests. The 747's five air conditioning zones are reasonably effective in keeping ETS within the respective zones, and discharging it with relatively little entry into non-smoking areas.

Foreign technology summary of flight crucial flight control systems

NASA Technical Reports Server (NTRS)

Rediess, H. A.

1984-01-01

A survey of foreign technology in flight crucial flight controls is being conducted to provide a data base for planning future research and technology programs. Only Free World countries were surveyed, and the primary emphasis was on Western Europe because that is where the most advanced technology resides. The survey includes major contemporary systems on operational aircraft, R&D flight programs, advanced aircraft developments, and major research and technology programs. The information was collected from open literature, personal communications, and a tour of several companies, government organizations, and research laboratories in the United Kingdom, France, and the Federal Republic of Germany. A summary of the survey results to date is presented.

Flight evaluation of an advanced technology light twin-engine airplane (ATLIT)

NASA Technical Reports Server (NTRS)

Holmes, B. J.

1977-01-01

Project organization and execution, airplane description and performance predictions, and the results of the flight evaluation of an advanced technology light twin engine airplane (ATLIT) are presented. The ATLIT is a Piper PA-34-200 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll control spoilers, and full span Fowler flaps. The conclusions for the ATLIT evaluation are based on complete stall and roll flight test results and partial performance test results. The Stalling and rolling characteristics met design expectations. Climb performance was penalized by extensive flow separation in the region of the wing body juncture. Cruise performance was found to be penalized by a large value of zero lift drag. Calculations showed that, with proper attention to construction details, the improvements in span efficiency and zero lift drag would permit the realization of the predicted increases in cruising and maximum rate of climb performance.

X-36 in Flight over Mojave Desert during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 Tailless Fighter Agility Research Aircraft contrast sharply with the desert floor as the remotely-piloted aircraft flies over the Mojave Desert on a June 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

Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight

NASA Technical Reports Server (NTRS)

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

2002-01-01

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

Uncertainty of in-flight thrust determination

NASA Technical Reports Server (NTRS)

Abernethy, Robert B.; Adams, Gary R.; Steurer, John W.; Ascough, John C.; Baer-Riedhart, Jennifer L.; Balkcom, George H.; Biesiadny, Thomas

1986-01-01

Methods for estimating the measurement error or uncertainty of in-flight thrust determination in aircraft employing conventional turbofan/turbojet engines are reviewed. While the term 'in-flight thrust determination' is used synonymously with 'in-flight thrust measurement', in-flight thrust is not directly measured but is determined or calculated using mathematical modeling relationships between in-flight thrust and various direct measurements of physical quantities. The in-flight thrust determination process incorporates both ground testing and flight testing. The present text is divided into the following categories: measurement uncertainty methodoogy and in-flight thrust measurent processes.

Changes in mineral metabolism with immobilization/space flight

NASA Technical Reports Server (NTRS)

Gallagher, J. C.

1989-01-01

Researchers are still unsure of the accuracy of previous bone density measurements of their significance following a period of weightlessness. Rapid technological advances in the measurement of bone density will enable us now to measure bone density accurately at multiple sites in the skeleton with doses of radiation less than that given by a spine x ray. It may not be possible to obtain this type of information before the next series of space flights take place, although the bed-rest model may provide supporting information. Extensive testing of bone density on every astronaut should be performed before and after the space flight. Prevention and treatment can only be undertaken after gathering sufficient baseline information. The use of exercise in preventing bone loss is still highly speculative, but represents a relatively easy approach to the problem in terms of study.

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.

Development and flight test experiences with a flight-crucial digital control system

NASA Technical Reports Server (NTRS)

Mackall, Dale A.

1988-01-01

Engineers and scientists in the advanced fighter technology integration (AFTI) F-16 program investigated the integration of emerging technologies into an advanced fighter aircraft. AFTI's three major technologies included: flight-crucial digital control, decoupled aircraft flight control, and integration of avionics, flight control, and pilot displays. In addition to investigating improvements in fighter performance, researchers studied the generic problems confronting the designers of highly integrated flight-crucial digital control. An overview is provided of both the advantages and problems of integration digital control systems. Also, an examination of the specification, design, qualification, and flight test life-cycle phase is provided. An overview is given of the fault-tolerant design, multimoded decoupled flight control laws, and integrated avionics design. The approach to qualifying the software and system designs is discussed, and the effects of design choices on system qualification are highlighted.

Controlled banked turns in coleopteran flight measured by a miniature wireless inertial measurement unit.

PubMed

Li, Yao; Cao, Feng; Thang Vo Doan, Tat; Sato, Hirotaka

2016-09-28

The mechanisms and principles of insect flight have long been investigated by researchers working on micro and nano air vehicles (MAVs/NAVs). However, studies of insect flight maneuvers require high speed filming and high spatial resolution in a small experimental space, or the tethering of the insect to a fixed place. Under such artificial conditions, the insects may deviate its flying behavior from that of regular flight. In this study, we mounted a tiny wireless system, or 'backpack', on live beetles (Mecynorrhina torquata; length 62 ± 8 mm; mass 7.4 ± 1.3 g) freely flying in a large laboratory space. The backpack contains a micro inertial measurement unit (IMU) that was especially designed and manufactured for this purpose. Owing to the small mass (∼1.30 g) and dimensions (∼2.3 cm 2 ) of the backpack and the high accuracy of the IMU, we could remotely record the beetle in free flight. The free flight data revealed a strong linear correlation between the roll angle and yaw angular velocity. The strength of the correlation was quantified by the correlation coefficients and mean values. The change in roll angle preceded the change in yaw angular velocity. Moreover, there were frequent fluctuations in the roll angular velocity, which were uncorrelated with the yaw angular velocity. Apart from the strong correlation, these findings imply that Mecynorrhina torquata actively manipulates its roll rotation without coupling to the yaw rotation.

Flight performance measurement utilizing a figure of merit (FOM)

NASA Technical Reports Server (NTRS)

Mosier, Kathleen L.; Zacharias, Greg L.

1993-01-01

One of the goals of the NASA Strategic Behavior/Workload Management Program is to develop standardized procedures for constructing figures of merit (FOMs) that describe minimal criteria for flight task performance, as well as summarize overall performance quality. Such a measure could be utilized for evaluating flight crew performance, for assessing the effectiveness of new equipment or technological innovations, or for measuring performance at a particular airport. In this report, we describe the initial phases in the creation of a FOM to be employed in examining crew performance in NASA-Ames Air Ground Compatibility and Strategic Behavior/Workload Management programs.

The CNO Concentration in Cosmic Ray Spectrum as Measured From The Advanced Thin Ionization Calorimeter Experiment

NASA Technical Reports Server (NTRS)

Fazely, A. R.; Gunasingha, R. M.; Adams, James H., Jr.; Ahn, H.; Ampe, J.; Bashindzhagyan, G.; Whitaker, Ann F. (Technical Monitor)

2001-01-01

We present preliminary results on the spectra of CNO nuclei in the cosmic radiation as measured in the first flight of the Advanced Thin Ionization Calorimeter Balloon Experiment (ATIC) which lasted for 16 days, starting in December, 2000 with a launch from McMurdo, Antarctica. ATIC is a multiple, long duration balloon flight, investigation for the study of cosmic ray spectra from below 50 GeV to near 100 TeV total energy, using a fully active Bismuth Germanate (BGO) calorimeter. It is equipped with the first large area mosaic of small fully depleted silicon detector pads capable of charge identification in cosmic rays from H to Fe. As a redundancy check for the charge identification and a coarse particle tracking system, three projective layers of x-y scintillator hodoscopes were employed, above, in the center and below a Carbon interaction "target".

A graphical workstation based part-task flight simulator for preliminary rapid evaluation of advanced displays

NASA Technical Reports Server (NTRS)

Wanke, Craig; Kuchar, James; Hahn, Edward; Pritchett, Amy; Hansman, R. J.

1992-01-01

Advances in avionics and display technology are significantly changing the cockpit environment in current transport aircraft. The MIT Aeronautical Systems Lab (ASL) has developed a part-task flight simulator specifically to study the effects of these new technologies on flight crew situational awareness and performance. The simulator is based on a commercially-available graphics workstation, and can be rapidly reconfigured to meet the varying demands of experimental studies. The simulator has been successfully used to evaluate graphical microburst alerting displays, electronic instrument approach plates, terrain awareness and alerting displays, and ATC routing amendment delivery through digital datalinks.

Flight measurement and analysis of AAFE RADSCAT wind speed signature of the ocean

NASA Technical Reports Server (NTRS)

Schroeder, L. C.; Jones, W. L.; Schaffner, P. R.; Mitchell, J. L.

1984-01-01

The advanced aerospace flight experiment radiometer scatterometer (AAFE RADSCAT) which was developed as a research tool to evaluate the use of microwave frequency remote sensors to provide wind speed information at the ocean surface is discussed. The AAFE RADSCAT helped establish the feasibility of the satellite scatterometer for measuring both wind speed and direction. The most important function of the AAFE RADSCAT was to provide a data base of ocean normalized radar cross section (NRCS) measurements as a function of surface wind vector at 13.9 GHz. The NRCS measurements over a wide parametric range of incidence angles, azimuth angles, and winds were obtained in a series of RADSCAT aircraft missions. The obtained data base was used to model the relationship between k sub u band radar signature and ocean surface wind vector. The models developed therefrom are compared with those used for inversion of the SEASAT-A satellite scatterometer (SASS) radar measurements to wind speeds.

[Are the flight security measures good for the patients? The "sickurity" problem].

PubMed

Felkai, Péter

2010-10-10

Due to the stiffening requirements of security measures at the airports, prevention of air-travel related illnesses have become more difficult. The backlash effects of restrictions (e.g. fluid and movement restrictions) can trigger or even improve pathophysiological processes. The most advanced security check methods, the full body scan, besides ethical and moral considerations, may induce yet unknown pathological processes. We face the similar problem with the traveller, who becomes ill or injured during the trip. In this case, repatriation is often required, which is usually accomplished by commercial airlines. If patient should be transported by stretcher, it is also available on regular flight, but in this case he/she must be accompanied by a medical professional. This solution raises much more security problem: not only the sick person and the medical team, but even their medical equipments and medicines have to be checked. Due to the lack of standardised regulations the security staff solves the problem by various attempts from emphatic approach till refusal. For these reasons, a clear and exact regulation is needed, which must be based upon medical experts' opinion, and should deal not only with the flight security but with the patient's security, as well. This regulation can cease the patients and their medical accompanied persons' to be defencelessness against local authorities and security services. The same is true for handicapped persons. Author suggests solutions for the problem, balancing between flight security and the patient's "sickurity".

Spacelab Life Sciences 1, development towards successive life sciences flights

NASA Technical Reports Server (NTRS)

Dalton, B. P.; Jahns, G.; Hogan, R.

1992-01-01

A general review is presented of flight data and related hardware developments for Spacelab Life Sciences (SLS) 1 with an eye toward applying this knowledge to projected flight planning. Specific attention is given to the Research Animal Holding Facility (RAHF), the General Purpose Work Station (GPWS), the Small Mass Measuring Instrument (SMMI), and the Animal Enclosure Module (AEM). Preflight and in-flight testing methods are detailed including biocompatibility tests, parametric engineering sensitivity analyses, measurements of environmental parameters, and studies of operational interfaces. Particulate containment is demonstrated for some of the equipment, and successful use of the GPWS, RAHF, AEM, and SMMI are reported. The in-flight data are useful for developing more advanced hardware such as the AEM for SLS flight 2 and the modified RAHF for SLS flight 3.

The ATIC Experiment: First Balloon Flight

NASA Technical Reports Server (NTRS)

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

2001-01-01

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

Analysis of in-flight acoustic data for a twin-engined turboprop airplane

NASA Technical Reports Server (NTRS)

Wilby, J. F.; Wilby, E. G.

1988-01-01

Acoustic measurements were made on the exterior and interior of a general aviation turboprop airplane during four flight tests. The test conditions were carefully controlled and repeated for each flight in order to determine data variability. For the first three flights the cabin was untreated and for the fourth flight the fuselage was treated with glass fiber batts. On the exterior, measured propeller harmonic sound pressure levels showed typical standard deviations of +1.4 dB, -2.3 dB, and turbulent boundary layer pressure levels, +1.2 dB, -1.6. Propeller harmonic levels in the cabin showed greater variability, with typical standard deviations of +2.0 dB, -4.2 dB. When interior sound pressure levels from different flights with different cabin treatments were used to evaluate insertion loss, the standard deviations were typically plus or minus 6.5 dB. This is due in part to the variability of the sound pressure level measurements, but probably is also influenced by changes in the model characteristics of the cabin. Recommendations are made for the planning and performance of future flight tests to measure interior noise of propeller-driven aircraft, either high-speed advanced turboprop or general aviation propellers.

An example of requirements for Advanced Subsonic Civil Transport (ASCT) flight control system using structured techniques

NASA Technical Reports Server (NTRS)

Mclees, Robert E.; Cohen, Gerald C.

1991-01-01

The requirements are presented for an Advanced Subsonic Civil Transport (ASCT) flight control system generated using structured techniques. The requirements definition starts from initially performing a mission analysis to identify the high level control system requirements and functions necessary to satisfy the mission flight. The result of the study is an example set of control system requirements partially represented using a derivative of Yourdon's structured techniques. Also provided is a research focus for studying structured design methodologies and in particular design-for-validation philosophies.

Visual control of flight speed in Drosophila melanogaster.

PubMed

Fry, Steven N; Rohrseitz, Nicola; Straw, Andrew D; Dickinson, Michael H

2009-04-01

Flight control in insects depends on self-induced image motion (optic flow), which the visual system must process to generate appropriate corrective steering maneuvers. Classic experiments in tethered insects applied rigorous system identification techniques for the analysis of turning reactions in the presence of rotating pattern stimuli delivered in open-loop. However, the functional relevance of these measurements for visual free-flight control remains equivocal due to the largely unknown effects of the highly constrained experimental conditions. To perform a systems analysis of the visual flight speed response under free-flight conditions, we implemented a 'one-parameter open-loop' paradigm using 'TrackFly' in a wind tunnel equipped with real-time tracking and virtual reality display technology. Upwind flying flies were stimulated with sine gratings of varying temporal and spatial frequencies, and the resulting speed responses were measured from the resulting flight speed reactions. To control flight speed, the visual system of the fruit fly extracts linear pattern velocity robustly over a broad range of spatio-temporal frequencies. The speed signal is used for a proportional control of flight speed within locomotor limits. The extraction of pattern velocity over a broad spatio-temporal frequency range may require more sophisticated motion processing mechanisms than those identified in flies so far. In Drosophila, the neuromotor pathways underlying flight speed control may be suitably explored by applying advanced genetic techniques, for which our data can serve as a baseline. Finally, the high-level control principles identified in the fly can be meaningfully transferred into a robotic context, such as for the robust and efficient control of autonomous flying micro air vehicles.

13kW Advanced Electric Propulsion Flight System Development and Qualification

NASA Technical Reports Server (NTRS)

Jackson, Jerry; Allen, May; Myers, Roger; Soendker, Erich; Welander, Benjamin; Tolentino, Artie; Hablitzel, Sam; Yeatts, Chyrl; Xu, Steven; Sheehan, Chris;

Accuracy of airspeed measurements and flight calibration procedures

NASA Technical Reports Server (NTRS)

Huston, Wilber B

1948-01-01

The sources of error that may enter into the measurement of airspeed by pitot-static methods are reviewed in detail together with methods of flight calibration of airspeed installations. Special attention is given to the problem of accurate measurements of airspeed under conditions of high speed and maneuverability required of military airplanes. (author)

Elemental Spectra from the First ATIC Flight

NASA Technical Reports Server (NTRS)

Ahn, H. S.; Adams, J. H.; Bashindzhagyan, G.; Batkov, K. E.; Changv, J.; Christl, M.; Fazely, A. R.; Ganel, O.; Gunasingha, R. M.; Guzik, T. G.

2005-01-01

The Advanced Thin Ionization Calorimeter (ATIC) instrument is a balloon-borne experiment designed to measure the composition and energy spectra of Z = l to 26 cosmic rays over the energy range from approx. 10(exp 11) to approx. 10(exp 14) eV. The instrument consists of a silicon matrix charge detector, plastic scintillator strip hodoscopes interleaved with graphite interaction targets, and a fully active Bismuth Germanate (BGO) calorimeter. ATIC had two successful Long Duration Balloon flights launched from McMurdo Station, Antarctica in 2000 and 2002. In this paper, spectra of various elements measured during the first 16 day flight are presented.

In flight measurement of steady and unsteady blade surface pressure of a single rotation large scale advanced prop-fan installed on the PTA aircraft

NASA Technical Reports Server (NTRS)

Parzych, D.; Boyd, L.; Meissner, W.; Wyrostek, A.

1991-01-01

An experiment was performed by Hamilton Standard, Division of United Technologies Corporation, under contract by LeRC, to measure the blade surface pressure of a large scale, 8 blade model prop-fan in flight. The test bed was the Gulfstream 2 Prop-Fan Test Assessment (PTA) aircraft. The objective of the test was to measure the steady and periodic blade surface pressure resulting from three different Prop-Fan air inflow angles at various takeoff and cruise conditions. The inflow angles were obtained by varying the nacelle tilt angles, which ranged from -3 to +2 degrees. A range of power loadings, tip speeds, and altitudes were tested at each nacelle tilt angle over the flight Mach number range of 0.30 to 0.80. Unsteady blade pressure data tabulated as Fourier coefficients for the first 35 harmonics of shaft rotational frequency and the steady (non-varying) pressure component are presented.

Measurement of the Correlation and Coherence Lengths in Boundary Layer Flight Data

NASA Technical Reports Server (NTRS)

Palumbo, Daniel L.

2011-01-01

Wall pressure data acquired during flight tests at several flight conditions are analyzed and the correlation and coherence lengths of the data reported. It is shown how the frequency bandwidth of the analysis biases the correlation length and how the convection of the flow acts to reduce the coherence length. Coherence lengths measured in the streamwise direction appear much longer than would be expected based on classical results for flow over a flat plat.

A Limited In-Flight Evaluation of the Constant Current Loop Strain Measurement Method

NASA Technical Reports Server (NTRS)

Olney, Candida D.; Collura, Joseph V.

1997-01-01

For many years, the Wheatstone bridge has been used successfully to measure electrical resistance and changes in that resistance. However, the inherent problem of varying lead wire resistance can cause errors when the Wheatstone bridge is used to measure strain in a flight environment. The constant current loop signal-conditioning card was developed to overcome that difficulty. This paper describes a limited evaluation of the constant current loop strain measurement method as used in the F-16XL ship 2 Supersonic Laminar Flow Control flight project. Several identical strain gages were installed in close proximity on a shock fence which was mounted under the left wing of the F- 1 6XL ship 2. Two strain gage bridges were configured using the constant current loop, and two were configured using the Wheatstone bridge circuitry. Flight data comparing the output from the constant current loop configured gages to that of the Wheatstone bridges with respect to signal output, error, and noise are given. Results indicate that the constant current loop strain measurement method enables an increased output, unaffected by lead wire resistance variations, to be obtained from strain gages.

Measured far-field flight noise of a counterrotation turboprop at cruise conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loeffler, Irvin J.; Dittmar, James H.

1989-01-01

Modern high speed propeller (advanced turboprop) aircraft are expected to operate on 50 to 60 percent less fuel than the 1980 vintage turbofan fleet while at the same time matching the flight speed and performance of those aircraft. Counterrotation turboprop engines offer additional fuel savings by means of upstream propeller swirl recovery. This paper presents acoustic sideline results for a full-scale counterrotation turboprop engine at cruise conditions. The engine was installed on a Boeing 727 aircraft in place of the right-side turbofan engine. Acoustic data were taken from an instrumented Learjet chase plane. Sideline acoustic results are presented for 0.50 and 0.72 Mach cruise conditions. A scale model of the engine propeller was tested in a wind tunnel at 0.72 Mach cruise conditions. The model data were adjusted to flight acquisition conditions and were in general agreement with the flight results.

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

NASA Technical Reports Server (NTRS)

Wildermann, Charles P.

2008-01-01

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

Electronics for a Picosecond Time-of-flight Measurement

DOE Office of Scientific and Technical Information (OSTI.GOV)

Brandt, Andrew Gerhart; Rijssenbeek, Michael

TITLE: Electronics for a Picosecond Time-of-flight Measurement ABSTRACT: Time-of-flight (TOF) detectors have historically been used as part of the particle identification capability of multi-purpose particle physics detectors. An accurate time measurement, combined with a momentum measurement based on the curvature of the track in a magnetic field, is often sufficient to determine the particle's mass, and thus its identity. Such detectors typically have measured the particle flight time extremely precisely, with an uncertainty of one hundred trillionths of a second (also referred to as 100 picoseconds). To put this in perspective it would be like counting all the people onmore » the Earth and getting it right within 1 person! Another use of TOFs is to measure the vertex of the event, which is the location along the beam line where the incoming particles (typically protons) collide. This vertex positon is a well measured quantity for events where the protons collide “head on” as the outgoing particles produced when you blast the proton apart can be used to trace back to a vertex point from which they originated. More frequently the protons just strike a glancing blow and remain intact—in this case they are nearly parallel to the beam and you cannot tell their vertex without this ability to precisely measure the time of flight of the protons. Occasionally both happen in the same event, that is, a central system and two protons are produced. But are they from the same collision, or just a boring background where more than one collision in the same bunch crossing conspire to fake the signal of interest? That’s where the timing of the protons comes into play. The main idea is to measure the time it takes for the two protons to reach TOF detectors positioned equidistant from the center of the main detector. If the vertex is displaced to one side than that detector will measure a shorter time while the other side detector will measure a correspondingly longer

Comparison of Flight Measured, Predicted and Wind Tunnel Measured Winglet Characteristics on a KC-135 Aircraft

NASA Technical Reports Server (NTRS)

Dodson, R. O., Jr.

1982-01-01

One of the objectives of the KC-135 Winglet Flight Research and Demonstration Program was to obtain experimental flight test data to verify the theoretical and wind tunnel winglet aerodynamic performance prediction methods. Good agreement between analytic, wind tunnel and flight test performance was obtained when the known differences between the tests and analyses were accounted for. The flight test measured fuel mileage improvements for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The performance improvement obtained was within the wind tunnel test data obtained from two different wind tunnel models. The buffet boundary data obtained for the baseline configuration was in good agreement with previous established data. Buffet data for the 15 deg cant/-4 deg incidence configuration showed a slight improvement, while the 15 deg cant/-2 deg incidence and 0 deg cant/-4 deg incidence data showed a slight deterioration.

Advanced life support control/monitor instrumentation concepts for flight application

NASA Technical Reports Server (NTRS)

Heppner, D. B.; Dahlhausen, M. J.; Fell, R. B.

1986-01-01

Development of regenerative Environmental Control/Life Support Systems requires instrumentation characteristics which evolve with successive development phases. As the development phase moves toward flight hardware, the system availability becomes an important design aspect which requires high reliability and maintainability. This program was directed toward instrumentation designs which incorporate features compatible with anticipated flight requirements. The first task consisted of the design, fabrication and test of a Performance Diagnostic Unit. In interfacing with a subsystem's instrumentation, the Performance Diagnostic Unit is capable of determining faulty operation and components within a subsystem, perform on-line diagnostics of what maintenance is needed and accept historical status on subsystem performance as such information is retained in the memory of a subsystem's computerized controller. The second focus was development and demonstration of analog signal conditioning concepts which reduce the weight, power, volume, cost and maintenance and improve the reliability of this key assembly of advanced life support instrumentation. The approach was to develop a generic set of signal conditioning elements or cards which can be configured to fit various subsystems. Four generic sensor signal conditioning cards were identified as being required to handle more than 90 percent of the sensors encountered in life support systems. Under company funding, these were detail designed, built and successfully tested.

Pathfinder-Plus flight in Hawaii

NASA Technical Reports Server (NTRS)

2002-01-01

Pathfinder-Plus flight in Hawaii June 2002 AeroVironment's Pathfinder-Plus solar-powered flying wing recently flew a three-flight demonstration of its ability to relay third-generation cell phone and video signals as well as provide Internet linkage. The two pods underneath the center section of the wing carried the advanced two-way telecom package, developed by Japanese telecommunications interests.

Residual Stress Measurements After Proof and Flight: ETP-0403

NASA Technical Reports Server (NTRS)

Webster, Ronald L..

1997-01-01

The intent of this testing was to evaluate the residual stresses that occur in and around the attachment details of a case stiffener segment that has been subjected to flight/recovery followed by proof loading. Not measured in this test were stresses relieved at joint disassembly due to out-of-round and interference effects, and those released by cutting the specimens out of the case segment. The test article was lightweight case stiffener segment 1U50715, S/N L023 which was flown in the forward stiffener position on flight SRM 14A and in the aft position on flight SRM24A. Both of these flights were flown with the 3 stiffener ring configuration. Stiffener L023 had a stiffener ring installed only on the aft stub in its first flight, and it had both rings installed on its second flight. No significant post flight damage was found on either flight. Finally, the segment was used on the DM-8 static test motor in the forward position. No stiffener rings were installed. It had only one proof pressurization prior to assignment to its first use, and it was cleaned and proof tested after each flight. Thus, the segment had seen 3 proof tests, two flight pressurizations, and two low intensity water impacts prior to manufacturing for use on DM-8. On DM-8 it received one static firing pressurization in the horizontal configuration. Residual stresses at the surface and in depth were evaluated by both the x-ray diffraction and neutron beam diffraction methods. The x-ray diffraction evaluations were conducted by Technology for Energy Corporation (TEC) at their facilities in Knoxville, TN. The neutron beam evaluations were done by Atomic Energy of Canada Limited (AECL) at the Chalk River Nuclear Laboratories in Ontario. The results showed general agreement with relatively high compressive residual stresses on the surface and moderate to low subsurface tensile residual stresses.

SEG Advances in Rotational Seismic Measurements

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pierson, Robert; Laughlin, Darren; Brune, Bob

2016-10-17

Significant advancements in the development of sensors to enable rotational seismic measurements have been achieved. Prototypes are available now to support experiments that help validate the utility of rotational seismic measurements.

ATIC Flight Data Processing

NASA Technical Reports Server (NTRS)

Ahn, H. S.; Whitaker, Ann F. (Technical Monitor)

2001-01-01

The first flight of the Advanced Thin Ionization Calorimeter (ATIC) experiment from McMurdo, Antarctica lasted for 16 days, starting in December, 2000. The ATIC instrument consists of a fully active 320-crystal, 960-channel Bismuth Germanate (BGO) calorimeter, 202 scintillator strips in 3 hodoscopes interleaved with a graphite target, and a 4480-pixel silicon matrix charge detector. We have developed an Object Oriented data processing package based on ROOT. In this paper, we will describe the data processing scheme used in handling the accumulated 45 GB of flight data. We will also discuss trigger issues by comparing the measured energy-dependent trigger efficiency with its simulation and calibration issues by considering the time-dependence of housekeeping information, etc.

The ATIC Experiment: First Balloon Flight

NASA Technical Reports Server (NTRS)

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

2001-01-01

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

Flight evaluation of a pneumatic system for unsteady pressure measurements using conventional sensors

NASA Technical Reports Server (NTRS)

Curry, Robert E.; Gilyard, Glenn B.

1989-01-01

A flight experiment was conducted to evaluate a pressure measurement system which uses pneumatic tubing and remotely located electronically scanned pressure transducer modules for in-flight unsteady aerodynamic studies. A parametric study of tubing length and diameter on the attenuation and lag of the measured signals was conducted. The hardware was found to operate satisfactorily at rates of up to 500 samples/sec per port in flight. The signal attenuation and lag due to tubing were shown to increase with tubing length, decrease with tubing diameter, and increase with altitude over the ranges tested. Measurable signal levels were obtained for even the longest tubing length tested, 4 ft, at frequencies up to 100 Hz. This instrumentation system approach provides a practical means of conducting detailed unsteady pressure surveys in flight.

Acoustical properties of a model rotor in nonaxial flight. [wind tunnel model noise measurements

NASA Technical Reports Server (NTRS)

Hinterkeuser, E. G.

1973-01-01

Wind tunnel measurements on model rotor blade loads and acoustical noise were correlated to a theoretical formulation of the rotational noise of a rotor in non-axial flight. Good correlation between theory and data was achieved using actual measured rotor blade pressure harmonic decay levels and lift, drag and radial force magnitudes. Both pressure and acoustic data exhibited considerable scatter in hover and low speed forward flight which resulted in a fairly wide latitude in the noise level prediction at higher harmonics.

A rapid prototyping facility for flight research in advanced systems concepts

NASA Technical Reports Server (NTRS)

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

1989-01-01

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

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.

Flight control systems development and flight test experience with the HiMAT research vehicles

NASA Technical Reports Server (NTRS)

Kempel, Robert W.; Earls, Michael R.

1988-01-01

Two highly maneuverable aircraft technology (HiMAT) remotely piloted vehicles were flown a total of 26 flights. These subscale vehicles were of advanced aerodynamic configuration with advanced technology concepts such as composite and metallic structures, digital integrated propulsion control, and ground (primary) and airborne (backup) relaxed static stability, digital fly-by-wire control systems. Extensive systems development, checkout, and flight qualification were required to conduct the flight test program. The design maneuver goal was to achieve a sustained 8-g turn at Mach 0.9 at an altitude of 25,000 feet. This goal was achieved, along with the acquisition of high-quality flight data at subsonic and supersonic Mach numbers. Control systems were modified in a variety of ways using the flight-determined aerodynamic characteristics. The HiMAT program was successfully completed with approximately 11 hours of total flight time.

OARE flight maneuvers and calibration measurements on STS-58

NASA Technical Reports Server (NTRS)

Blanchard, Robert C.; Nicholson, John Y.; Ritter, James R.; Larman, Kevin T.

1994-01-01

The Orbital Acceleration Research Experiment (OARE), which has flown on STS-40, STS-50, and STS-58, contains a three axis accelerometer with a single, nonpendulous, electrostatically suspended proofmass which can resolve accelerations to the nano-g level. The experiment also contains a full calibration station to permit in situ bias and scale factor calibration. This on-orbit calibration capability eliminates the large uncertainty of ground-based calibrations encountered with accelerometers flown in the past on the orbiter, thus providing absolute acceleration measurement accuracy heretofore unachievable. This is the first time accelerometer scale factor measurements have been performed on orbit. A detailed analysis of the calibration process is given along with results of the calibration factors from the on-orbit OARE flight measurements on STS-58. In addition, the analysis of OARE flight maneuver data used to validate the scale factor measurements in the sensor's most sensitive range is also presented. Estimates on calibration uncertainties are discussed. This provides bounds on the STS-58 absolute acceleration measurements for future applications.

Flight evaluation of advanced third-generation midwave infrared sensor

NASA Astrophysics Data System (ADS)

Shen, Chyau N.; Donn, Matthew

1998-08-01

In FY-97 the Counter Drug Optical Upgrade (CDOU) demonstration program was initiated by the Program Executive Office for Counter Drug to increase the detection and classification ranges of P-3 counter drug aircraft by using advanced staring infrared sensors. The demonstration hardware is a `pin-for-pin' replacement of the AAS-36 Infrared Detection Set (IRDS) located under the nose radome of a P-3 aircraft. The hardware consists of a 3rd generation mid-wave infrared (MWIR) sensor integrated into a three axis-stabilized turret. The sensor, when installed on the P- 3, has a hemispheric field of regard and analysis has shown it will be capable of detecting and classifying Suspected Drug Trafficking Aircraft and Vessels at ranges several factors over the current IRDS. This paper will discuss the CDOU system and it's lab, ground, and flight evaluation results. Test targets included target templates, range targets, dedicated target boats, and targets of opportunity at the Naval Air Warfare Center Aircraft Division and at operational test sites. The objectives of these tests were to: (1) Validate the integration concept of the CDOU package into the P-3 aircraft. (2) Validate the end-to-end functionality of the system, including sensor/turret controls and recording of imagery during flight. (3) Evaluate the system sensitivity and resolution on a set of verified resolution targets templates. (4) Validate the ability of the 3rd generation MWIR sensor to detect and classify targets at a significantly increased range.

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

NASA Technical Reports Server (NTRS)

Tow, David

2009-01-01

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

In-flight acoustic measurements on a light twin-engined turboprop airplane

NASA Technical Reports Server (NTRS)

Wilby, J. F.; Mcdaniel, C. D.; Wilby, E. G.

1985-01-01

Four series of flight tests were conducted to measure sound pressure levels inside and outside the cabin of a twin-engined turboprop airplane. Particular emphasis was placed on harmonics of the propeller blade passage frequency. The cabin was unfurnished for the first three flights, when the main objective was to investigate the repeatability of the data. For the fourth flight, the cabin was treated with fiberglass batts. Typically, the exterior sound pressure levels were found to vary 3 to 5 dB for a given harmonic, but variations as high as 8 dB were observed. The variability of harmonic levels within the cabin was slightly higher but depended on control of the relative phase between the propellers; when phase was not controlled the average variability was about 10 dB. Noise reductions provided by the fuselage structure were in the range of 20 to 40 dB, when an exterior microphone in the plane of rotation of the propeller was used as reference.

Analysis of the effect on optical equipment caused by solar position in target flight measure

NASA Astrophysics Data System (ADS)

Zhu, Shun-hua; Hu, Hai-bin

2012-11-01

Optical equipment is widely used to measure flight parameters in target flight performance test, but the equipment is sensitive to the sun's rays. In order to avoid the disadvantage of sun's rays directly shines to the optical equipment camera lens when measuring target flight parameters, the angle between observation direction and the line which connects optical equipment camera lens and the sun should be kept at a big range, The calculation method of the solar azimuth and altitude to the optical equipment at any time and at any place on the earth, the equipment observation direction model and the calculating model of angle between observation direction and the line which connects optical equipment camera lens are introduced in this article. Also, the simulation of the effect on optical equipment caused by solar position at different time, different date, different month and different target flight direction is given in this article.

FE Fossum performs aRED In-Flight Maintenance

NASA Image and Video Library

2011-07-28

ISS028-E-019392 (28 July 2011) --- NASA astronaut Mike Fossum, Expedition 28 flight engineer, performs in-flight maintenance on the advanced Resistive Exercise Device (aRED) in the Tranquility node of the International Space Station.

FE Fossum performs aRED In-Flight Maintenance

NASA Image and Video Library

2011-07-28

ISS028-E-019399 (28 July 2011) --- NASA astronaut Mike Fossum, Expedition 28 flight engineer, performs in-flight maintenance on the advanced Resistive Exercise Device (aRED) in the Tranquility node of the International Space Station.

X-36 in Flight near Edge of Rogers Dry Lake during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows the X-36 Tailless Fighter Agility Research Aircraft passing over the edge of Rogers Dry Lake as the remotely-piloted aircraft flies over Edwards Air Force Base on a June 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

Study of ultrasonic thermometry based on ultrasonic time-of-flight measurement

NASA Astrophysics Data System (ADS)

Jia, Ruixi; Xiong, Qingyu; Wang, Lijie; Wang, Kai; Shen, Xuehua; Liang, Shan; Shi, Xin

2016-03-01

Ultrasonic thermometry is a kind of acoustic pyrometry and it has been evolving as a new temperature measurement technology for various environment. However, the accurate measurement of the ultrasonic time-of-flight is the key for ultrasonic thermometry. In this paper, we study the ultrasonic thermometry technique based on ultrasonic time-of-flight measurement with a pair of ultrasonic transducers for transmitting and receiving signal. The ultrasonic transducers are installed in a single path which ultrasonic travels. In order to validate the performance of ultrasonic thermometry, we make a contrast about the absolute error between the measured temperature value and the practical one. With and without heater source, the experimental results indicate ultrasonic thermometry has high precision of temperature measurement.

Airborne Turbulence Detection and Warning ACLAIM Flight Test Results

NASA Technical Reports Server (NTRS)

Hannon, Stephen M.; Bagley, Hal R.; Soreide, Dave C.; Bowdle, David A.; Bogue, Rodney K.; Ehernberger, L. Jack

1999-01-01

The Airborne Coherent Lidar for Advanced Inflight Measurements (ACLAIM) is a NASA/Dryden-lead program to develop and demonstrate a 2 micrometers pulsed Doppler lidar for airborne look-ahead turbulence detection and warning. Advanced warning of approaching turbulence can significantly reduce injuries to passengers and crew aboard commercial airliners. The ACLAIM instrument is a key asset to the ongoing Turbulence component of NASA's Aviation Safety Program, aimed at reducing the accident rate aboard commercial airliners by a factor of five over the next ten years and by a factor of ten over the next twenty years. As well, the advanced turbulence warning capability can prevent "unstarts" in the inlet of supersonic aircraft engines by alerting the flight control computer which then adjusts the engine to operate in a less fuel efficient, and more turbulence tolerant, mode. Initial flight tests of the ACLAIM were completed in March and April of 1998. This paper and presentation gives results from these initial flights, with validated demonstration of Doppler lidar wind turbulence detection several kilometers ahead of the aircraft.

Time-of-Flight Measurement of the Speed of Sound in Water

ERIC Educational Resources Information Center

Ganci, Salvatore

2016-01-01

A simple setup is designed to investigate a "time-of-flight" measurement of the speed of sound in water. This experiment only requires low cost components and is also very simple to understand by students. It could be easily used as a demonstration experiment.

Program of Research in Flight Dynamics, The George Washington University at NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Murphy, Patrick C. (Technical Monitor); Klein, Vladislav

2005-01-01

The program objectives are fully defined in the original proposal entitled Program of Research in Flight Dynamics in GW at NASA Langley Research Center, which was originated March 20, 1975, and in the renewals of the research program from January 1, 2003 to September 30, 2005. The program in its present form includes three major topics: 1. the improvement of existing methods and development of new methods for wind tunnel and flight data analysis, 2. the application of these methods to wind tunnel and flight test data obtained from advanced airplanes, 3. the correlation of flight results with wind tunnel measurements, and theoretical predictions.

Green Flight Challenge

NASA Image and Video Library

2011-09-27

CAFE Foundation Security Chief and Event Manager Bruno Mombrinie, left, talks with CAFE Foundation eCharging Chief Alan Soule as flight crews prepare for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1989-01-01

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

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1988-01-01

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

A three-axis flight simulator. [for testing and evaluating inertial measuring units, and flight platforms

NASA Technical Reports Server (NTRS)

Mason, M. G.

1975-01-01

A simulator is described, which was designed for testing and evaluating inertial measuring units, and flight platforms. Mechanical and electrical specifications for the outer, middle, and inner axis are presented. Test results are included.

Advances in statistics

Treesearch

Howard Stauffer; Nadav Nur

2005-01-01

The papers included in the Advances in Statistics section of the Partners in Flight (PIF) 2002 Proceedings represent a small sample of statistical topics of current importance to Partners In Flight research scientists: hierarchical modeling, estimation of detection probabilities, and Bayesian applications. Sauer et al. (this volume) examines a hierarchical model...

Nonlinear Dynamic Inversion Baseline Control Law: Flight-Test Results for the Full-scale Advanced Systems Testbed F/A-18 Airplane

NASA Technical Reports Server (NTRS)

Miller, Christopher J.

2011-01-01

A model reference nonlinear dynamic inversion control law has been developed to provide a baseline controller for research into simple adaptive elements for advanced flight control laws. This controller has been implemented and tested in a hardware-in-the-loop simulation and in flight. The flight results agree well with the simulation predictions and show good handling qualities throughout the tested flight envelope with some noteworthy deficiencies highlighted both by handling qualities metrics and pilot comments. Many design choices and implementation details reflect the requirements placed on the system by the nonlinear flight environment and the desire to keep the system as simple as possible to easily allow the addition of the adaptive elements. The flight-test results and how they compare to the simulation predictions are discussed, along with a discussion about how each element affected pilot opinions. Additionally, aspects of the design that performed better than expected are presented, as well as some simple improvements that will be suggested for follow-on work.

Inertial measurement unit pre-processors and post-flight STS-1 comparisons

NASA Technical Reports Server (NTRS)

Findlay, J. T.; Mcconnell, J. G.

1981-01-01

The flight results show that the relative tri-redundant Inertial Measurement Unit IMU performance throughout the entire entry flight was within the expected accuracy. Comparisons are presented which show differences in the accumulated sensed velocity changes as measured by the tri-redundant IMUs (in Mean Equator and Equinox of 1950.0), differences in the equivalent inertial Euler angles as measured with respect to the M50 system, and finally, preliminary instrument calibrations determined relative to the ensemble average measurement set. Also, differences in the derived body axes rates and accelerations are presented. Because of the excellent performance of the IMUs during the STS-1 entry, the selection as to which particular IMU would best serve as the dynamic data source for entry reconstruction is arbitrary.

AFTI/F-16 in flight

NASA Technical Reports Server (NTRS)

1989-01-01

Overhead photograph of the AFTI F-16 painted in a non-standard gray finish, taken during a research flight in 1989. The two sensor pods are visible on the fuselage just forward of the wings and one of the two chin canards can be seen as a light-colored triangle ahead of one of the pods. A Sidewinder air-to-air missile is mounted on each wing tip. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total

Technical evaluation report on the Flight Mechanics Panel Symposium on Flight Simulation

NASA Technical Reports Server (NTRS)

Cook, Anthony M.

1986-01-01

In recent years, important advances were made in technology both for ground-based and in-flight simulators. There was equally a broadening of the use of flight simulators for research, development, and training purposes. An up-to-date description of the state-of-the-art of technology and engineering was provided for both ground-based and in-flight simulators and their respective roles were placed in context within the aerospace scene.

Validation test of 125 Ah advanced design IPV nickel-hydrogen flight cells

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1993-01-01

An update of validation test results confirming the advanced design nickel-hydrogen cell is presented. An advanced 125 Ah individual pressure vessel Ni-H cell was designed. The primary function of the advanced cell is to store and deliver energy for long-term LEO spacecraft missions. The new features of this design are: (1) use of 26 percent rather than 31 percent KOH electrolyte; (2) use of a patented catalyzed wall wick; (3) use of serrated-edge separators to facilitate gaseous O and H flow within the cell, while maintaining physical contact with the wall wick for electrolyte management; and (4) use of a floating rather than a fixed stack to accommodate Ni electrode expansion due to charge/discharge cycling. The significant improvements resulting from these innovations are extended cycle life; enhanced thermal, electrolyte, and oxygen management; and accommodation of Ni electrode expansion. Six 125 Ah flight cells based on this design were fabricated; the catalyzed wall wick cells have been cycled for over 19,000 cycles with no cell failures in the continuing test. Two of the noncatalyzed wall wick cells failed (cycles 9588 and 13,900).

Psychophysiological measures of cognitive workload in laboratory and flight

NASA Technical Reports Server (NTRS)

Wilson, Glenn F.; Badeau, Albert

1993-01-01

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

Radiation measurement platform for balloon flights based on the TriTel silicon detector telescope

NASA Astrophysics Data System (ADS)

Zabori, Balazs; Hirn, Attila; Pazmandi, Tamas; Apathy, Istvan; Szanto, Peter; Deme, Sandor

Several measurements have been performed on the cosmic radiation field from the surface of the Earth up to the maximum altitudes of research airplanes. However the cosmic radiation field is not well known between 15 km and 30 km. Our experiment idea based on to study the radiation environment in the stratosphere. The main technical goals of our experiment were to test at first time the TriTel 3D silicon detector telescope system for future ISS missons and to develop a balloon technology platform for advanced cosmic radiation and dosimetric measurements. The main scientific goals were to give an assessment of the cosmic radiation field at the altitude of the BEXUS balloons, to use the TriTel system to determine dosimetric and radiation quantities during the ballon flight and to intercompare the TriTel and Pille results to provide a correction factor definition method for the Pille ISS measurements. To fulfil the scientific and technological objectives several different dosimeter systems were included in the experiment: an advanced version of the TriTel silicon detector telescope, Geiger-Müller counters, Pille passive thermoluminescent dosimeters and Solid State Nuclear Track Detectors. The experiment was built by students from Hungarian universities and flew on board the BEXUS stratospheric balloon in Northern Sweden (from ESRANGE Space Center). The float altitude was approximately 28.6 km and the total flight time was about 4 hours. The active instruments measured in real time and the ground team received the collected data continuously during the mission. The main technical goals were received since the operation of the TriTel experienced no failures and the experiment worked as it expected. This paper presents the scientific goals and results. From the TriTel measurements the deposited energy spectra, the Linear Energy Transfer spectra, the average quality factor of the cosmic radiation as well as the absorbed dose and the dose equivalent were determined for the

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The e-Genius aircraft prepares to takeoff for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The PhoEnix aircraft prepares to takeoff for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

From an automated flight-test management system to a flight-test engineer's workstation

NASA Technical Reports Server (NTRS)

Duke, E. L.; Brumbaugh, Randal W.; Hewett, M. D.; Tartt, D. M.

1991-01-01

The capabilities and evolution is described of a flight engineer's workstation (called TEST-PLAN) from an automated flight test management system. The concept and capabilities of the automated flight test management systems are explored and discussed to illustrate the value of advanced system prototyping and evolutionary software development.

Picosecond resolution on relativistic heavy ions' time-of-flight measurement

NASA Astrophysics Data System (ADS)

Ebran, A.; Taieb, J.; Belier, G.; Chatillon, A.; Laurent, B.; Martin, J.-F.; Pellereau, E.

2013-11-01

We developed a time-of-flight measurement system for relativistic heavy ions with a requested resolution of 40 ps Full Width Half Maximum. Such a resolution is mandatory to assign the correct mass number to every fission fragment, identified using the Bρ-ToF-ΔE method with the recoil spectrometer designed for the SOFIA experiment-which hold very recently at GSI. To achieve such a performance, fast plastic scintillators read-out by dedicated photomultiplier tubes were chosen among other possible options. We have led several test-measurements from 2009 to 2011, in order to investigate: the effect of the addition of a quenching molecule in the scintillator's matrix, the influence of the detector's size and the impact of the photomultiplier tube. The contribution of the dedicated electronics is also characterized. Time-of-flight measurements were performed realized with electron pulses and relativistic heavy ions, respectively provided by the LASER driven electron-accelerator (ELSA) at CEA-DAM Ile-de-France and by the SIS18/FRS facility at GSI. The reported results exhibit a time resolution better than 20 ps Full Width Half Maximum reached with the last prototype at GSI with an Uranium beam. These results confirm that the SOFIA experiment should enable the measurement of the relativistic fission fragments' time-of-flight with the requested resolution.

From an automated flight-test management system to a flight-test engineer's workstation

NASA Technical Reports Server (NTRS)

Duke, E. L.; Brumbaugh, R. W.; Hewett, M. D.; Tartt, D. M.

1992-01-01

Described here are the capabilities and evolution of a flight-test engineer's workstation (called TEST PLAN) from an automated flight-test management system. The concept and capabilities of the automated flight-test management system are explored and discussed to illustrate the value of advanced system prototyping and evolutionary software development.

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The Pipistrel-USA team look up at aircraft as they participate in the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

Media and ground crew look at aircraft as they participate in the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The Pipistrel-USA, Taurus G4 aircraft is seen as it participates in the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

In-flight measurement of the National Oceanic and Atmospheric Administration (NOAA)-10 static Earth sensor error

NASA Technical Reports Server (NTRS)

Harvie, E.; Filla, O.; Baker, D.

1993-01-01

Analysis performed in the Goddard Space Flight Center (GSFC) Flight Dynamics Division (FDD) measures error in the static Earth sensor onboard the National Oceanic and Atmospheric Administration (NOAA)-10 spacecraft using flight data. Errors are computed as the difference between Earth sensor pitch and roll angle telemetry and reference pitch and roll attitude histories propagated by gyros. The flight data error determination illustrates the effect on horizon sensing of systemic variation in the Earth infrared (IR) horizon radiance with latitude and season, as well as the effect of anomalies in the global IR radiance. Results of the analysis provide a comparison between static Earth sensor flight performance and that of scanning Earth sensors studied previously in the GSFC/FDD. The results also provide a baseline for evaluating various models of the static Earth sensor. Representative days from the NOAA-10 mission indicate the extent of uniformity and consistency over time of the global IR horizon. A unique aspect of the NOAA-10 analysis is the correlation of flight data errors with independent radiometric measurements of stratospheric temperature. The determination of the NOAA-10 static Earth sensor error contributes to realistic performance expectations for missions to be equipped with similar sensors.

Flying with the wind: scale dependency of speed and direction measurements in modelling wind support in avian flight.

PubMed

Safi, Kamran; Kranstauber, Bart; Weinzierl, Rolf; Griffin, Larry; Rees, Eileen C; Cabot, David; Cruz, Sebastian; Proaño, Carolina; Takekawa, John Y; Newman, Scott H; Waldenström, Jonas; Bengtsson, Daniel; Kays, Roland; Wikelski, Martin; Bohrer, Gil

2013-01-01

Understanding how environmental conditions, especially wind, influence birds' flight speeds is a prerequisite for understanding many important aspects of bird flight, including optimal migration strategies, navigation, and compensation for wind drift. Recent developments in tracking technology and the increased availability of data on large-scale weather patterns have made it possible to use path annotation to link the location of animals to environmental conditions such as wind speed and direction. However, there are various measures available for describing not only wind conditions but also the bird's flight direction and ground speed, and it is unclear which is best for determining the amount of wind support (the length of the wind vector in a bird's flight direction) and the influence of cross-winds (the length of the wind vector perpendicular to a bird's direction) throughout a bird's journey. We compared relationships between cross-wind, wind support and bird movements, using path annotation derived from two different global weather reanalysis datasets and three different measures of direction and speed calculation for 288 individuals of nine bird species. Wind was a strong predictor of bird ground speed, explaining 10-66% of the variance, depending on species. Models using data from different weather sources gave qualitatively similar results; however, determining flight direction and speed from successive locations, even at short (15 min intervals), was inferior to using instantaneous GPS-based measures of speed and direction. Use of successive location data significantly underestimated the birds' ground and airspeed, and also resulted in mistaken associations between cross-winds, wind support, and their interactive effects, in relation to the birds' onward flight. Wind has strong effects on bird flight, and combining GPS technology with path annotation of weather variables allows us to quantify these effects for understanding flight behaviour. The

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The e-Genius aircraft is pulled pulled out to the runway for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The Pipistrel-USA, Taurus G4 aircraft prepares to takeoff for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The e-Genius aircraft is pulled out to the runway for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Validation test of advanced technology for IPV nickel-hydrogen flight cells - Update

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1992-01-01

Individual pressure vessel (IPV) nickel-hydrogen technology was advanced at NASA Lewis and under Lewis contracts with the intention of improving cycle life and performance. One advancement was to use 26 percent potassium hydroxide (KOH) electrolyte to improve cycle life. Another advancement was to modify the state-of-the-art cell design to eliminate identified failure modes. The modified design is referred to as the advanced design. A breakthrough in the LEO cycle life of IPV nickel-hydrogen cells has been previously reported. The cycle life of boiler plate cells containing 26 percent KOH electrolyte was about 40,000 LEO cycles compared to 3,500 cycles for cells containing 31 percent KOH. The boiler plate test results are in the process of being validated using flight hardware and real time LEO testing. The primary function of the advanced cell is to store and deliver energy for long-term, LEO spacecraft missions. The new features of this design are: (1) use of 26 percent rather than 31 percent KOH electrolyte; (2) use of a patented catalyzed wall wick; (3) use of serrated-edge separators to facilitate gaseous oxygen and hydrogen flow within the cell, while still maintaining physical contact with the wall wick for electrolyte management; and (4) use of a floating rather than a fixed stack (state-of-the-art) to accommodate nickel electrode expansion due to charge/discharge cycling. The significant improvements resulting from these innovations are: extended cycle life; enhanced thermal, electrolyte, and oxygen management; and accommodation of nickel electrode expansion.

Correction of static pressure on a research aircraft in accelerated flight using differential pressure measurements

NASA Astrophysics Data System (ADS)

Rodi, A. R.; Leon, D. C.

2012-05-01

Geometric altitude data from a combined Global Navigation Satellite System (GNSS) and inertial measurement unit (IMU) system on the University of Wyoming King Air research aircraft are used to estimate acceleration effects on static pressure measurement. Using data collected during periods of accelerated flight, comparison of measured pressure with that derived from GNSS/IMU geometric altitude show that errors exceeding 150 Pa can occur which is significant in airspeed and atmospheric air motion determination. A method is developed to predict static pressure errors from analysis of differential pressure measurements from a Rosemount model 858 differential pressure air velocity probe. The method was evaluated with a carefully designed probe towed on connecting tubing behind the aircraft - a "trailing cone" - in steady flight, and shown to have a precision of about ±10 Pa over a wide range of conditions including various altitudes, power settings, and gear and flap extensions. Under accelerated flight conditions, compared to the GNSS/IMU data, this algorithm predicts corrections to a precision of better than ±20 Pa. Some limiting factors affecting the precision of static pressure measurement on a research aircraft are examined.

Design of a magnetic shielding system for the time of flight enhanced diagnostics neutron spectrometer at Experimental Advanced Superconducting Tokamak

DOE Office of Scientific and Technical Information (OSTI.GOV)

Cui, Z. Q.; Chen, Z. J.; Xie, X. F.

2014-11-15

The novel neutron spectrometer TOFED (Time of Flight Enhanced Diagnostics), comprising 90 individual photomultiplier tubes coupled with 85 plastic scintillation detectors through light guides, has been constructed and installed at Experimental Advanced Superconducting Tokamak. A dedicated magnetic shielding system has been constructed for TOFED, and is designed to guarantee the normal operation of photomultiplier tubes in the stray magnetic field leaking from the tokamak device. Experimental measurements and numerical simulations carried out employing the finite element method are combined to optimize the design of the magnetic shielding system. The system allows detectors to work properly in an external magnetic fieldmore » of 200 G.« less

Advanced Stirling Convertor (ASC)--From Technology Development to Future Flight Product

NASA Technical Reports Server (NTRS)

Wong, Wayne A.; Wood, J. Gary; Wilson, Kyle

2008-01-01

The Advanced Stirling Convertor (ASC) is being developed by Sunpower Inc. under contract to NASA s Glenn Research Center (GRC) with critical technology support tasks led by GRC. The ASC development, funded by NASA s Science Mission Directorate, started in 2003 as one of 10 competitively awarded contracts that were intended to address the power conversion needs of future Radioisotope Power Systems (RPS). The ASC technology has since evolved through progressive convertor builds and successful testing to demonstrate high conversion efficiency (38 percent), low mass (1.3 kg), hermetic sealing, launch vibration simulation, EMI characterization, and is undergoing extended operation. The GRC and Sunpower team recently delivered two ASC-E convertors to the Department of Energy (DOE) and Lockheed Martin Space Systems Company for integration onto the Advanced Stirling Radioisotope Generator Engineering Unit (ASRG EU) plus one spare. The design of the next build, called the ASC-E2, has recently been initiated and is based on the heritage ASC-E with design refinements to increase reliability margin and offer higher temperature operation and improve performance. The ASC enables RPS system specific power of about 7 to 8 W/kg. This paper provides a chronology of ASC development to date and summarizes technical achievements including advancements toward flight implementation of the technology on ASRG by as early as 2013.

Some cosmic radiation dose measurements aboard flights connecting Zagreb Airport.

PubMed

Vuković, B; Radolić, V; Lisjak, I; Vekić, B; Poje, M; Planinić, J

2008-02-01

When primary particles from space, mainly protons, enter the atmosphere, they produce interactions with air nuclei, and cosmic-ray showers are induced. The radiation field at aircraft altitude is complex, with different types of particles, mainly photons, electrons, positrons and neutrons, with a large energy range. The non-neutron component of cosmic radiation dose aboard A320 and ATR40 aircraft was measured with TLD-100 (LiF:Mg,Ti) detectors and the Mini 6100 semiconductor dosimeter; the neutron dose was measured with the neutron dosimeter consisted of LR-115 track detector and boron foil BN-1 or 10B converter. The estimated occupational effective dose for the aircraft crew (A320) working 500 h per year was 1.64 mSv. Another experiment was performed at the flights Zagreb-Paris-Buenos Aires and reversely, when one measured non-neutron cosmic radiation dose; for 26.7 h of flight, the MINI 6100 dosimeter gave an average dose rate of 2.3 microSv/h and the TLD dosimeter registered the dose equivalent of 75 microSv or the average dose rate of 2.7 microSv/h; the neutron dosimeter gave the dose rate of 2.4 microSv/h. In the same month, February 2005, a traveling to Japan (24-h-flight: Zagreb-Frankfurt-Tokyo and reversely) and the TLD-100 measurement showed the average dose rate of 2.4microSv/h; the neutron dosimeter gave the dose rate of 2.5 microSv/h. Comparing dose rates of the non-neutron component (low LET) and the neutron one (high LET) of the radiation field at the aircraft flight level, we could conclude that the neutron component carried about 50% of the total dose, that was near other known data.

Expanded study of feasibility of measuring in-flight 747/JT9D loads, performance, clearance, and thermal data

NASA Technical Reports Server (NTRS)

Sallee, G. P.; Martin, R. L.

1980-01-01

The JT9D jet engine exhibits a TSFC loss of about 1 percent in the initial 50 flight cycles of a new engine. These early losses are caused by seal-wear induced opening of running clearances in the engine gas path. The causes of this seal wear have been identified as flight induced loads which deflect the engine cases and rotors, causing the rotating blades to rub against the seal surfaces, producing permanent clearance changes. The real level of flight loads encountered during airplane acceptance testing and revenue service and the engine's response in the dynamic flight environment were investigated. The feasibility of direct measurement of these flight loads and their effects by concurrent measurement of 747/JT9D propulsion system aerodynamic and inertia loads and the critical engine clearance and performance changes during 747 flight and ground operations was evaluated. A number of technical options were examined in relation to the total estimated program cost to facilitate selection of the most cost effective option. It is concluded that a flight test program meeting the overall objective of determining the levels of aerodynamic and inertia load levels to which the engine is exposed during the initial flight acceptance test and normal flight maneuvers is feasible and desirable. A specific recommended flight test program, based on the evaluation of cost effectiveness, is defined.

Flight Data Reduction of Wake Velocity Measurements Using an Instrumented OV-10 Airplane

NASA Technical Reports Server (NTRS)

Vicroy, Dan D.; Stuever, Robert A.; Stewart, Eric C.; Rivers, Robert A.

1999-01-01

A series of flight tests to measure the wake of a Lockheed C- 130 airplane and the accompanying atmospheric state have been conducted. A specially instrumented North American Rockwell OV-10 airplane was used to measure the wake and atmospheric conditions. An integrated database has been compiled for wake characterization and validation of wake vortex computational models. This paper describes the wake- measurement flight-data reduction process.

Induced Radioactivity Measured in a Germanium Detector After a Long Duration Balloon Flight

NASA Technical Reports Server (NTRS)

Starr, R.; Evans, L. G.; Floyed, S. R.; Drake, D. M.; Feldman, W. C.; Squyres, S. W.; Rester, A. C.

1997-01-01

A 13-day long duration balloon flight carrying a germanium detector was flown from Williams Field, Antartica in December 1992. After recovery of the payload the activity induced in the detector was measured.

In-flight comparisons of boundary-layer and wake measurement probes for incompressible flow

NASA Technical Reports Server (NTRS)

Mertaugh, L. J., Jr.

1972-01-01

The results are presented of in-flight comparisons of a number of boundary-layer and wake measurement probes suitable for low-speed flight-test investigations. The tested boundary-layer probes included a traversing total-pressure probe and a hot-film probe mounted on an internally-mounted drive mechanism, a curved and a straight boundary-layer rake, and a traversing hot-film probe with an externally-mounted drive mechanism. The wake measuring devices included a traversing, self-aligning probe, a wake rake, and an integrating wake rate. The boundary-layer data are compared with a common reference velocity profile and comments given regarding the accuracy of the static-pressure and total-pressure measurements. Discussions on the various calibration presentations used with hot-wire and hot-film sensors and various aspects of improving the accuracy of hot-film sensor results are given in the appendix of this report.

Experience with synchronous and asynchronous digital control systems. [for flight

NASA Technical Reports Server (NTRS)

Regenie, Victoria A.; Chacon, Claude V.; Lock, Wilton P.

1986-01-01

Flight control systems have undergone a revolution since the days of simple mechanical linkages; presently the most advanced systems are full-authority, full-time digital systems controlling unstable aircraft. With the use of advanced control systems, the aerodynamic design can incorporate features that allow greater performance and fuel savings, as can be seen on the new Airbus design and advanced tactical fighter concepts. These advanced aircraft will be and are relying on the flight control system to provide the stability and handling qualities required for safe flight and to allow the pilot to control the aircraft. Various design philosophies have been proposed and followed to investigate system architectures for these advanced flight control systems. One major area of discussion is whether a multichannel digital control system should be synchronous or asynchronous. This paper addressed the flight experience at the Dryden Flight Research Facility of NASA's Ames Research Center with both synchronous and asynchronous digital flight control systems. Four different flight control systems are evaluated against criteria such as software reliability, cost increases, and schedule delays.

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Brien A. Seeley M.D., President of Comparative Aircraft Flight Efficiency (CAFE) Foundation briefs pilots and ground crew prior to competition as part of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Brien A. Seeley M.D., President of Comparative Aircraft Flight Efficiency (CAFE) Foundation, right, briefs pilots and ground crew prior to competition as part of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The e-Genius pilots talk with a fellow team member prior to their takeoff for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The Embry-Riddle Aeronautical University, EcoEagle prepares to takeoff as an demonstration aircraft for the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The checkered flag is waved as the PhoEnix aircraft crosses the finish line of the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

CAFE Foundation Hanger Boss Mike Fenn waves the checkered flag as aircraft pass the finish line of the miles per gallon (MPG) flight during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Flight tests of IFR landing approach systems for helicopters

NASA Technical Reports Server (NTRS)

Bull, J. S.; Hegarty, D. M.; Peach, L. L.; Phillips, J. D.; Anderson, D. J.; Dugan, D. C.; Ross, V. L.

1981-01-01

Joint NASA/FAA helicopter flight tests were conducted to investigate airborne radar approaches (ARA) and microwave landing system (MLS) approaches. Flight-test results were utilized to prove NASA with a data base to be used as a performance measure for advanced guidance and navigation concepts, and to provide FAA with data for establishment of TERPS criteria. The first flight-test investigation consisted of helicopter IFR approaches to offshore oil rigs in the Gulf of Mexico, using weather/mapping radar, operational pilots, and a Bell 212 helicopter. The second flight-test investigation consisted of IFR MLS approaches at Crows Landing (near Ames Research Center), with a Bell UH-1H helicopter, using NASA, FAA, and operational industry pilots. Tests are described and results discussed.

Flight Planning

NASA Technical Reports Server (NTRS)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

System safety education focused on flight safety

NASA Technical Reports Server (NTRS)

Holt, E.

1971-01-01

The measures necessary for achieving higher levels of system safety are analyzed with an eye toward maintaining the combat capability of the Air Force. Several education courses were provided for personnel involved in safety management. Data include: (1) Flight Safety Officer Course, (2) Advanced Safety Program Management, (3) Fundamentals of System Safety, and (4) Quantitative Methods of Safety Analysis.

Superfast 3D shape measurement of a flapping flight process with motion based segmentation

NASA Astrophysics Data System (ADS)

Li, Beiwen

2018-02-01

Flapping flight has drawn interests from different fields including biology, aerodynamics and robotics. For such research, the digital fringe projection technology using defocused binary image projection has superfast (e.g. several kHz) measurement capabilities with digital-micromirror-device, yet its measurement quality is still subject to the motion of flapping flight. This research proposes a novel computational framework for dynamic 3D shape measurement of a flapping flight process. The fast and slow motion parts are separately reconstructed with Fourier transform and phase shifting. Experiments demonstrate its success by measuring a flapping wing robot (image acquisition rate: 5000 Hz; flapping speed: 25 cycles/second).

Green Flight Challenge

NASA Image and Video Library

2011-09-27

Pipistrel-USA Pilots Robin Reid, left, and David Morss, talk on their cell phones shortly after participating in the miles per gallon (MPG) flight in their Taurus G4 aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Tuesday, Sept. 27, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Future Flight Decks

NASA Technical Reports Server (NTRS)

Arbuckle, P. Douglas; Abbott, Kathy H.; Abbott, Terence S.; Schutte, Paul C.

1998-01-01

The evolution of commercial transport flight deck configurations over the past 20-30 years and expected future developments are described. Key factors in the aviation environment are identified that the authors expect will significantly affect flight deck designers. One of these is the requirement for commercial aviation accident rate reduction, which is probably required if global commercial aviation is to grow as projected. Other factors include the growing incrementalism in flight deck implementation, definition of future airspace operations, and expectations of a future pilot corps that will have grown up with computers. Future flight deck developments are extrapolated from observable factors in the aviation environment, recent research results in the area of pilot-centered flight deck systems, and by considering expected advances in technology that are being driven by other than aviation requirements. The authors hypothesize that revolutionary flight deck configuration changes will be possible with development of human-centered flight deck design methodologies that take full advantage of commercial and/or entertainment-driven technologies.

X-36 in Flight over Mojave Desert

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight 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

Pressure-Distribution Measurements on O-2H Airplane in Flight

NASA Technical Reports Server (NTRS)

Pearson, H A

1937-01-01

Results are given of pressure-distribution measurements made over two different horizontal tail surfaces and the right wing cellule, including the slipstream area, of an observation-type biplane. Measurements were also taken of air speed, control-surface positions, control-stick forces, angular velocities, and accelerations during various abrupt maneuvers. These maneuvers consisted of push-downs and pull-ups from level flight, dive pull-outs, and aileron rolls with various thrust conditions. The results from the pressure-distribution measurements over the wing cellule are given on charts showing the variation of individual rib coefficients with wing coefficients; the data from the tail-surface pressure-distribution measurements are given mainly as total loads and moments. These data are supplemented by time histories of the measured quantities and isometric views of the rib pressure distributions occurring in abrupt maneuvers.

Overview of Pre-Flight Physical Training, In-Flight Exercise Countermeasures and the Post-Flight Reconditioning Program for International Space Station Astronauts

NASA Technical Reports Server (NTRS)

Kerstman, Eric

2011-01-01

International Space Station (ISS) astronauts receive supervised physical training pre-flight, utilize exercise countermeasures in-flight, and participate in a structured reconditioning program post-flight. Despite recent advances in exercise hardware and prescribed exercise countermeasures, ISS crewmembers are still found to have variable levels of deconditioning post-flight. This presentation provides an overview of the astronaut medical certification requirements, pre-flight physical training, in-flight exercise countermeasures, and the post-flight reconditioning program. Astronauts must meet medical certification requirements on selection, annually, and prior to ISS missions. In addition, extensive physical fitness testing and standardized medical assessments are performed on long duration crewmembers pre-flight. Limited physical fitness assessments and medical examinations are performed in-flight to develop exercise countermeasure prescriptions, ensure that the crewmembers are physically capable of performing mission tasks, and monitor astronaut health. Upon mission completion, long duration astronauts must re-adapt to the 1 G environment, and be certified as fit to return to space flight training and active duty. A structured, supervised postflight reconditioning program has been developed to prevent injuries, facilitate re-adaptation to the 1 G environment, and subsequently return astronauts to training and space flight. The NASA reconditioning program is implemented by the Astronaut Strength, Conditioning, and Rehabilitation (ASCR) team and supervised by NASA flight surgeons. This program has evolved over the past 10 years of the International Space Station (ISS) program and has been successful in ensuring that long duration astronauts safely re-adapt to the 1 g environment and return to active duty. Lessons learned from this approach to managing deconditioning can be applied to terrestrial medicine and future exploration space flight missions.

JWST Flight Mirrors

NASA Image and Video Library

2011-05-25

Project scientist Mark Clampin is reflected in the flight mirrors of the Webb Space Telescope at Marshall Space Flight Center. Portions of the Webb telescope are being built at NASA Goddard. Credit: Ball Aerospace/NASA NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Join us on Facebook Find us on Instagram

Flight Research and Validation Formerly Experimental Capabilities Supersonic Project

NASA Technical Reports Server (NTRS)

Banks, Daniel

2009-01-01

This slide presentation reviews the work of the Experimental Capabilities Supersonic project, that is being reorganized into Flight Research and Validation. The work of Experimental Capabilities Project in FY '09 is reviewed, and the specific centers that is assigned to do the work is given. The portfolio of the newly formed Flight Research and Validation (FRV) group is also reviewed. The various projects for FY '10 for the FRV are detailed. These projects include: Eagle Probe, Channeled Centerbody Inlet Experiment (CCIE), Supersonic Boundary layer Transition test (SBLT), Aero-elastic Test Wing-2 (ATW-2), G-V External Vision Systems (G5 XVS), Air-to-Air Schlieren (A2A), In Flight Background Oriented Schlieren (BOS), Dynamic Inertia Measurement Technique (DIM), and Advanced In-Flight IR Thermography (AIR-T).

AFTI/F-16 in banked flight

NASA Technical Reports Server (NTRS)

1989-01-01

This photo depicts the AFTI F-16 in the configuration used midway through the program. The sensor pods were added to the fuselage, but the chin canards remained in place. Painted in non-standard gray tones, it carried Sidewinder air-to-air missles on its wingtips. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring

Development of electrical feedback controlled heat pipes and the advanced thermal control flight experiment

NASA Technical Reports Server (NTRS)

Bienert, W. B.

1974-01-01

The development and characteristics of electrical feedback controlled heat pipes (FCHP) are discussed. An analytical model was produced to describe the performance of the FCHP under steady state and transient conditions. An advanced thermal control flight experiment was designed to demonstrate the performance of the thermal control component in a space environment. The thermal control equipment was evaluated on the ATS-F satellite to provide performance data for the components and to act as a thermal control system which can be used to provide temperature stability of spacecraft components in future applications.

Flying with the wind: Scale dependency of speed and direction measurements in modelling wind support in avian flight

USGS Publications Warehouse

Safi, Kamran; Kranstauber, Bart; Weinzierl, Rolf P.; Griffin, Larry; Reese, Eileen C.; Cabot, David; Cruz, Sebastian; Proaño, Carolina; Takekawa, John Y.; Newman, Scott H.; Waldenström, Jonas; Bengtsson, Daniel; Kays, Roland; Wikelski, Martin; Bohrer, Gil

2013-01-01

Background: Understanding how environmental conditions, especially wind, influence birds' flight speeds is a prerequisite for understanding many important aspects of bird flight, including optimal migration strategies, navigation, and compensation for wind drift. Recent developments in tracking technology and the increased availability of data on large-scale weather patterns have made it possible to use path annotation to link the location of animals to environmental conditions such as wind speed and direction. However, there are various measures available for describing not only wind conditions but also the bird's flight direction and ground speed, and it is unclear which is best for determining the amount of wind support (the length of the wind vector in a bird’s flight direction) and the influence of cross-winds (the length of the wind vector perpendicular to a bird’s direction) throughout a bird's journey.Results: We compared relationships between cross-wind, wind support and bird movements, using path annotation derived from two different global weather reanalysis datasets and three different measures of direction and speed calculation for 288 individuals of nine bird species. Wind was a strong predictor of bird ground speed, explaining 10-66% of the variance, depending on species. Models using data from different weather sources gave qualitatively similar results; however, determining flight direction and speed from successive locations, even at short (15 min intervals), was inferior to using instantaneous GPS-based measures of speed and direction. Use of successive location data significantly underestimated the birds' ground and airspeed, and also resulted in mistaken associations between cross-winds, wind support, and their interactive effects, in relation to the birds' onward flight.Conclusions: Wind has strong effects on bird flight, and combining GPS technology with path annotation of weather variables allows us to quantify these effects for

Validation test of advanced technology for IPV nickel-hydrogen flight cells: Update

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1992-01-01

Individual pressure vessel (IPV) nickel-hydrogen technology was advanced at NASA Lewis and under Lewis contracts with the intention of improving cycle life and performance. One advancement was to use 26 percent potassium hydroxide (KOH) electrolyte to improve cycle life. Another advancement was to modify the state-of-the-art cell design to eliminate identified failure modes. The modified design is referred to as the advanced design. A breakthrough in the low-earth-orbit (LEO) cycle life of IPV nickel-hydrogen cells has been previously reported. The cycle life of boiler plate cells containing 26 percent KOH electrolyte was about 40,000 LEO cycles compared to 3,500 cycles for cells containing 31 percent KOH. The boiler plate test results are in the process of being validated using flight hardware and real time LEO testing at the Naval Weapons Support Center (NWSC), Crane, Indiana under a NASA Lewis Contract. An advanced 125 Ah IPV nickel-hydrogen cell was designed. The primary function of the advanced cell is to store and deliver energy for long-term, LEO spacecraft missions. The new features of this design are: (1) use of 26 percent rather than 31 percent KOH electrolyte; (2) use of a patented catalyzed wall wick; (3) use of serrated-edge separators to facilitate gaseous oxygen and hydrogen flow within the cell, while still maintaining physical contact with the wall wick for electrolyte management; and (4) use of a floating rather than a fixed stack (state-of-the-art) to accommodate nickel electrode expansion due to charge/discharge cycling. The significant improvements resulting from these innovations are: extended cycle life; enhanced thermal, electrolyte, and oxygen management; and accommodation of nickel electrode expansion. The advanced cell design is in the process of being validated using real time LEO cycle life testing of NWSC, Crane, Indiana. An update of validation test results confirming this technology is presented.

An Assessment of Ares I-X Aeroacoustic Measurements with Comparisons to Pre-Flight Wind Tunnel Test Results

NASA Technical Reports Server (NTRS)

Nance, Donald K.; Reed, Darren K.

2011-01-01

During the recent successful launch of the Ares I-X Flight Test Vehicle, aeroacoustic data was gathered at fifty-seven locations along the vehicle as part of the Developmental Flight Instrumentation. Several of the Ares I-X aeroacoustic measurements were placed to duplicate measurement locations prescribed in pre-flight, sub-scale wind tunnel tests. For these duplicated measurement locations, comparisons have been made between aeroacoustic data gathered during the ascent phase of the Ares I-X flight test and wind tunnel test data. These comparisons have been made at closely matching flight conditions (Mach number and vehicle attitude) in order to preserve a one-to-one relationship between the flight and wind tunnel data. These comparisons and the current wind tunnel to flight scaling methodology are presented and discussed. The implications of using wind tunnel test data scaled under the current methodology to predict conceptual launch vehicle aeroacoustic environments are also discussed.

Effects of microgravity on vestibular ontogeny: direct physiological and anatomical measurements following space flight (STS-29)

NASA Technical Reports Server (NTRS)

Jones, T. A.; Fermin, C.; Hester, P. Y.; Vellinger, J.

1993-01-01

Does space flight change gravity receptor development? The present study measured vestibular form and function in birds flown as embryos for 5 days in earth orbit (STS-29). No major changes in vestibular gross morphology were found. Vestibular response mean amplitudes and latencies were unaffected by space flight. However, the results of measuring vestibular thresholds were mixed and abnormal responses in 3 of the 8 flight animals raise important questions.

ADVANCES IN PARTICLE SAMPLING AND MEASUREMENT

EPA Science Inventory

The paper, by five authorities who contributed significantly to the second symposium on advances to particle sampling and measurement (October 1979 in Daytona Beach, FL) summarizes salient developments in the field. Current techniques were described as being expensive, complicate...

Advanced Fiber-optic Monitoring System for Space-flight Applications

NASA Technical Reports Server (NTRS)

Hull, M. S.; VanTassell, R. L.; Pennington, C. D.; Roman, M.

2005-01-01

Researchers at Luna Innovations Inc. and the National Aeronautic and Space Administration s Marshall Space Flight Center (NASA MSFC) have developed an integrated fiber-optic sensor system for real-time monitoring of chemical contaminants and whole-cell bacterial pathogens in water. The system integrates interferometric and evanescent-wave optical fiber-based sensing methodologies with atomic force microscopy (AFM) and long-period grating (LPG) technology to provide versatile measurement capability for both micro- and nano-scale analytes. Sensors can be multiplexed in an array format and embedded in a totally self-contained laboratory card for use with an automated microfluidics platform.

Insulin secretion and sensitivity in space flight: diabetogenic effects

NASA Technical Reports Server (NTRS)

Tobin, Brian W.; Uchakin, Peter N.; Leeper-Woodford, Sandra K.

2002-01-01

Nearly three decades of space flight research have suggested that there are subclinical diabetogenic changes that occur in microgravity. Alterations in insulin secretion, insulin sensitivity, glucose tolerance, and metabolism of protein and amino acids support the hypothesis that insulin plays an essential role in the maintenance of muscle mass in extended-duration space flight. Experiments in flight and after flight and ground-based bedrest studies have associated microgravity and its experimental paradigms with manifestations similar to those of diabetes, physical inactivity, and aging. We propose that these manifestations are characterized best by an etiology that falls into the clinical category of "other" causes of diabetes, including, but not restricted to, genetic beta-cell defects, insulin action defects, diseases of the endocrine pancreas, endocrinopathies, drug or chemically induced diabetes, infections, immune-mediated metabolic alteration, and a host of genetic related diseases. We present data showing alterations in tumor necrosis factor-alpha production, insulin secretion, and amino acid metabolism in pancreatic islets of Langerhans cultured in a ground-based cell culture bioreactor that mimics some of the effects of microgravity. Taken together, space flight research, ground-based studies, and bioreactor studies of pancreatic islets of Langerhans support the hypothesis that the pancreas is unable to overcome peripheral insulin resistance and amino acid dysregulation during space flight. We propose that measures of insulin secretion and insulin action will be necessary to design effective countermeasures against muscle loss, and we advance the "disposition index" as an essential model to be used in the clinical management of space flight-induced muscle loss.

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 1: Flight software equations, flight test description and selected flight test data

NASA Technical Reports Server (NTRS)

Hueschen, R. M.

1986-01-01

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating Systems (ATOPS) Transportation Research Vehicle (TSRV) -- a modified Boeing 737 aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the microwave landing system (MLS) installation on runway 22. This report describes the flight software equations of the DIALS which was designed using modern control theory direct-digital design methods and employed a constant gain Kalman filter. Selected flight test performance data is presented for localizer (runway centerline) capture and track at various intercept angles, for glideslope capture and track of 3, 4.5, and 5 degree glideslopes, for the decrab maneuver, and for the flare maneuver. Data is also presented to illustrate the system performance in the presence of cross, gust, and shear winds. The mean and standard deviation of the peak position errors for localizer capture were, respectively, 24 feet and 26 feet. For mild wind conditions, glideslope and localizer tracking position errors did not exceed, respectively, 5 and 20 feet. For gusty wind conditions (8 to 10 knots), these errors were, respectively, 10 and 30 feet. Ten hands off automatic lands were performed. The standard deviation of the touchdown position and velocity errors from the mean values were, respectively, 244 feet and 0.7 feet/sec.

Investigation of Optimal Control Allocation for Gust Load Alleviation in Flight Control

NASA Technical Reports Server (NTRS)

Frost, Susan A.; Taylor, Brian R.; Bodson, Marc

2012-01-01

Advances in sensors and avionics computation power suggest real-time structural load measurements could be used in flight control systems for improved safety and performance. A conventional transport flight control system determines the moments necessary to meet the pilot's command, while rejecting disturbances and maintaining stability of the aircraft. Control allocation is the problem of converting these desired moments into control effector commands. In this paper, a framework is proposed to incorporate real-time structural load feedback and structural load constraints in the control allocator. Constrained optimal control allocation can be used to achieve desired moments without exceeding specified limits on monitored load points. Minimization of structural loads by the control allocator is used to alleviate gust loads. The framework to incorporate structural loads in the flight control system and an optimal control allocation algorithm will be described and then demonstrated on a nonlinear simulation of a generic transport aircraft with flight dynamics and static structural loads.

Charge-Retraction Time-of-Flight Measurement for Organic Charge Transport Materials

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wallace, J.U.; Young, R.H.; Tang, C.W.

This describes an all-electrical technique, charge-retraction time-of-flight (CR-TOF), to measure charge carrier mobility through an organic layer. Carriers are injected and accumulated at a blocking interface, then retracted. The retraction current transient is nearly indistinguishable from a traditional time-of-flight photocurrent. The CR-TOF technique is validated by measurement of the hole mobility of two well-known compounds, 4,4',4"-tris[N-(3-methylphenyl)-N-phenylamino]triphenylamine and 4,4'-bis[N-1-napthyl)-N-phenylamino]biphenyl, utilizing 1,3,5-tris(N-phenylbenzimidazol-2-yl)-benzene as a hole-blocking layer.

Flight-service program for advanced composite rudders on transport aircraft

NASA Technical Reports Server (NTRS)

1979-01-01

Flight service experience and in-service inspection results are reported for DC-10 graphite composite rudders during the third year of airline service. Test results and status are also reported for ground-based and airborne graphite-epoxy specimens with three different epoxy resin systems to obtain moisture absorption data. Twenty graphite composite rudders were produced, nine of which were installed on commercial aircraft during the past three years. The rudders collectively accumulated 75,863 flight hours. The high time rudder accumulated 12,740 flight hours in slightly over 36 months. The graphite composite rudders were inspected visually at approximately 1000 flight hour intervals and ultrasonically at approximately 3000 flight hour intervals in accordance with in-service inspection plans. All rudders were judged acceptable for continued service as a result of these inspections. Composite moisture absorption data on small specimens, both ground-based and carried aboard three flight-service aircraft, are given. The specimens include Thornel 300 fibers in Narmco 5208 and 5209 resin systems, and Type AS fibers in the Hercules 3501-6 resin system.

Preparing For Antarctic Flights in the California Desert

NASA Image and Video Library

2017-12-08

At first glance a dry lake bed in the southern California desert seems like the last place to prepare to study ice. But on Oct. 2, 2014, NASA’s Operation IceBridge carried out a ground-based GPS survey of the El Mirage lake bed in California’s Mojave Desert. Members of the IceBridge team are currently at NASA’s Armstrong Flight Research Center, preparing instruments aboard the DC-8 research aircraft for flights over Antarctica. Part of this preparation involves test flights over the desert, where researchers verify their instruments are working properly. El Mirage serves as a prime location for testing the mission’s laser altimeter, the Airborne Topographic Mapper, because the lake bed has a flat surface and reflects light similarly to snow and ice. This photo, taken shortly after the survey, shows the GPS-equipped survey vehicle and a stationary GPS station (left of the vehicle) on the lake bed with the constellation Ursa Major in the background. By driving the vehicle in parallel back and forth lines over a predefined area and comparing those GPS elevation readings with measurements from the stationary GPS, researchers are able to build an elevation map that will be used to precisely calibrate the laser altimeter for ice measurements. Credit: NASA/John Sonntag Operation IceBridge is scheduled to begin research flights over Antarctica on Oct. 15, 2014. The mission will be based out of Punta Arenas, Chile, until Nov. 23. For more information about IceBridge, visit: www.nasa.gov/icebridge NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

The aerodynamic cost of flight in the short-tailed fruit bat (Carollia perspicillata): comparing theory with measurement

PubMed Central

von Busse, Rhea; Waldman, Rye M.; Swartz, Sharon M.; Voigt, Christian C.; Breuer, Kenneth S.

2014-01-01

Aerodynamic theory has long been used to predict the power required for animal flight, but widely used models contain many simplifications. It has been difficult to ascertain how closely biological reality matches model predictions, largely because of the technical challenges of accurately measuring the power expended when an animal flies. We designed a study to measure flight speed-dependent aerodynamic power directly from the kinetic energy contained in the wake of bats flying in a wind tunnel. We compared these measurements with two theoretical predictions that have been used for several decades in diverse fields of vertebrate biology and to metabolic measurements from a previous study using the same individuals. A high-accuracy displaced laser sheet stereo particle image velocimetry experimental design measured the wake velocities in the Trefftz plane behind four bats flying over a range of speeds (3–7 m s−1). We computed the aerodynamic power contained in the wake using a novel interpolation method and compared these results with the power predicted by Pennycuick's and Rayner's models. The measured aerodynamic power falls between the two theoretical predictions, demonstrating that the models effectively predict the appropriate range of flight power, but the models do not accurately predict minimum power or maximum range speeds. Mechanical efficiency—the ratio of aerodynamic power output to metabolic power input—varied from 5.9% to 9.8% for the same individuals, changing with flight speed. PMID:24718450

Flight Test of an Intelligent Flight-Control System

NASA Technical Reports Server (NTRS)

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

2003-01-01

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

Airborne gamma radiation soil moisture measurements over short flight lines

NASA Technical Reports Server (NTRS)

Peck, Eugene L.; Carrol, Thomas R.; Lipinski, Daniel M.

1990-01-01

Results are presented on airborne gamma radiation measurements of soil moisture condition, carried out along short flight lines as part of the First International Satellite Land Surface Climatology Project Field Experiment (FIFE). Data were collected over an area in Kansas during the summers of 1987 and 1989. The airborne surveys, together with ground measurements, provide the most comprehensive set of airborne and ground truth data available in the U.S. for calibrating and evaluating airborne gamma flight lines. Analysis showed that, using standard National Weather Service weights for the K, Tl, and Gc radiation windows, the airborne soil moisture estimates for the FIFE lines had a root mean square error of no greater than 3.0 percent soil moisture. The soil moisture estimates for sections having acquisition time of at least 15 sec were found to be reliable.

Discussion of flight experiments with an entry research vehicle

NASA Technical Reports Server (NTRS)

Potter, J. L.

1985-01-01

The focus of interest is the maneuvering flight of advanced entry vehicles operating at altitudes above 50 km and at velocities of 5 to 8 km/s. Information resulting in more accurate aerodynamic analysis is sought and measurement techniques that appear to be applicable are identified. Measurements discussed include: shock layer or boundary layer profiles of velocity, temperature, species mass fractions, and other gas properties associated with aerodynamic heating; surface energy transfer process; nonequilibrium flow processes and pressure distribution; separated, vortic leeside flow of nonequilibrium fluid; boundary layer transition on highly swept configurations; and shock and surface slip and gas/surface interaction. Further study should focus on evolving measurement techniques, installation requirements, and on identification of the portions of flights where successful results seem probable.

Bisphosphonate ISS Flight Experiment

NASA Technical Reports Server (NTRS)

LeBlanc, Adrian; Matsumoto, Toshio; Jones, Jeffrey; Shapiro, Jay; Lang, Thomas; Shackleford, Linda; Smith, Scott M.; Evans, Harlan; Spector, Elizabeth; Ploutz-Snyder, Robert;

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The campus of the 2011 Green Flight Challenge, sponsored by Google, is seen in this aerial view at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Wednesday, Sept. 28, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

JT9D engine diagnostics. Task 2: Feasibility study of measuring in-service flight loads. [747 aircraft performance

NASA Technical Reports Server (NTRS)

Kafka, P. G.; Skibo, M. A.; White, J. L.

1977-01-01

The feasibility of measuring JT9D propulsion system flight inertia loads on a 747 airplane is studied. Flight loads background is discussed including the current status of 747/JT9D loads knowledge. An instrumentation and test plan is formulated for an airline-owned in-service airplane and the Boeing-owned RA001 test airplane. Technical and cost comparisons are made between these two options. An overall technical feasibility evaluation is made and a cost summary presented. Conclusions and recommendations are presented in regard to using existing inertia loads data versus conducting a flight test to measure inertia loads.

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

NASA Technical Reports Server (NTRS)

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

1995-01-01

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

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The PhoEnix aircraft takes off during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

A hot air balloon passes over the campus of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

A hot air balloons pass over the campus of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The e-Genius aircraft takes off during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Cruise noise of an advanced single-rotation propeller measured from an adjacent aircraft

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loeffler, Irvin J.; Ranaudo, Richard J.

1989-01-01

Results are reported from flight measurements of the noise from a full-scale SR-7L advanced single-rotation turbofan model mounted on the wing of the NASA Lewis Propfan Test Assessment (PTA) aircraft (a modified Gulfstream II). Data obtained on the PTA with an outboard microphone boom and by the NASA Lewis acoustically instrumented Learjet flying along several sidelines relative to the PTA are presented in tables and graphs and briefly discussed. It is found that the PTA-boom and Learjet sound levels are in good agreement at Mach 0.69 and altitude 20,000 ft, but the Learjet values are significantly lower than the boom levels at Mach 0.79 and altitude 36,000 ft.

Artificial intelligence and expert systems in-flight software testing

NASA Technical Reports Server (NTRS)

Demasie, M. P.; Muratore, J. F.

1991-01-01

The authors discuss the introduction of advanced information systems technologies such as artificial intelligence, expert systems, and advanced human-computer interfaces directly into Space Shuttle software engineering. The reconfiguration automation project (RAP) was initiated to coordinate this move towards 1990s software technology. The idea behind RAP is to automate several phases of the flight software testing procedure and to introduce AI and ES into space shuttle flight software testing. In the first phase of RAP, conventional tools to automate regression testing have already been developed or acquired. There are currently three tools in use.

Preparations for the Advanced Scintillator Compton Telescope (ASCOT) balloon flight

NASA Astrophysics Data System (ADS)

Sharma, T.; Bloser, P. F.; Legere, J. S.; Bancroft, C. M.; McConnell, M. L.; Ryan, J. M.; Wright, A. M.

2017-08-01

We describe our ongoing work to develop a new medium-energy gamma-ray Compton telescope using advanced scintillator materials combined with silicon photomultiplier readouts and fly it on a scientific balloon. There is a need in high-energy astronomy for a medium-energy gamma-ray mission covering the energy range from approximately 0.4 - 20 MeV to follow the success of the COMPTEL instrument on CGRO. We believe that directly building on the legacy of COMPTEL, using relatively robust, low-cost, off-the-shelf technologies, is the most promising path for such a mission. Fortunately, high-performance scintillators, such as Cerium Bromide (CeBr3) and p-terphenyl, and compact readout devices, such as silicon photomultipliers (SiPMs), are already commercially available and capable of meeting this need. We are now constructing an Advanced Scintillator Compton Telescope (ASCOT) with SiPM readout, with the goal of imaging the Crab Nebula at MeV energies from a high-altitude balloon flight. We expect a 4-sigma detection at 1 MeV in a single transit. We present calibration results of the detector modules, and updated simulations of the balloon instrument sensitivity. If successful, this project will demonstrate that the energy, timing, and position resolution of this technology are sufficient to achieve an order of magnitude improvement in sensitivity in the medium-energy gamma-ray band, were it to be applied to a 1 cubic meter instrument on a long-duration balloon or Explorer platform.

Advanced IR System For Supersonic Boundary Layer Transition Flight Experiment

NASA Technical Reports Server (NTRS)

Banks, Daniel W.

2008-01-01

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

Time-of-Flight Measurement of the Speed of Sound in a Metal Bar

ERIC Educational Resources Information Center

Ganci, Salvatore

2016-01-01

A simple setup was designed for a "time-of-flight" measurement of the sound speed in a metal bar. The experiment requires low cost components and is very simple to understand by students. A good use of it is as a demonstration experiment.

Validation test of 125 Ah advanced design IPV nickel-hydrogen flight cells

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1993-01-01

An update of validation test results confirming the advanced design nickel-hydrogen cell is presented. An advanced 125 Ah individual pressure vessel (IPV) nickel-hydrogen cell was designed. The primary function of the advanced cell is to store and deliver energy for long-term, Low-Earth-Orbit (LEO) spacecraft missions. The new features of this design, which are not incorporated in state-of-the-art design cells, are: (1) use of 26 percent rather than 31 percent potassium hydroxide (KOH) electrolyte; (2) use of a patented catalyzed wall wick; (3) use of serrated-edge separators to facilitate gaseous oxygen and hydrogen flow within the cell, while still maintaining physical contact with the wall wick for electrolyte management; and (4) use of a floating rather than a fixed stack (state-of-the-art) to accommodate nickel electrode expansion due to charge/discharge cycling. The significant improvements resulting from these innovations are extended cycle life; enhanced thermal, electrolyte, and oxygen management; and accommodation of nickel electrode expansion. Six 125 Ah flight cells based on this design were fabricated by Eagle-Picher. Three of the cells contain all of the advanced features (test cells) and three are the same as the test cells except they do not have catalyst on the wall wick (control cells). All six cells are in the process of being evaluated in a LEO cycle life test at the Naval Weapons Support Center, Crane, IN, under a NASA Lewis Research Center contract. The catalyzed wall wick cells have been cycled for over 19000 cycles with no cell failures in the continuing test. Two of the noncatalyzed wall wick cells failed (cycles 9588 and 13,900).

DAST in Flight

NASA Technical Reports Server (NTRS)

1980-01-01

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

Flight Control of Flexible Aircraft

NASA Technical Reports Server (NTRS)

Nguyen, Nhan T.

2017-01-01

This presentation presents an overview of flight control research for flexible high aspect wing aircraft in support of the NASA ARMD Advanced Air Transport Technology (AATT) project. It summarizes multi-objective flight control technology being developed for drag optimization, flutter suppression, and maneuver and gust load alleviation.

Pilot's Desk Flight Station

NASA Technical Reports Server (NTRS)

Sexton, G. A.

1984-01-01

Aircraft flight station designs have generally evolved through the incorporation of improved or modernized controls and displays. In connection with a continuing increase in the amount of information displayed, this process has produced a complex and cluttered conglomeration of knobs, switches, and electromechanical displays. The result was often high crew workload, missed signals, and misinterpreted information. Advances in electronic technology have now, however, led to new concepts in flight station design. An American aerospace company in cooperation with NASA has utilized these concepts to develop a candidate conceptual design for a 1995 flight station. The obtained Pilot's Desk Flight Station is a unique design which resembles more an operator's console than today's cockpit. Attention is given to configuration, primary flight controllers, front panel displays, flight/navigation display, approach charts and weather display, head-up display, and voice command and response systems.

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

NASA Technical Reports Server (NTRS)

Tow, David K.

2011-01-01

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

Porous media matric potential and water content measurements during parabolic flight

NASA Technical Reports Server (NTRS)

Norikane, Joey H.; Jones, Scott B.; Steinberg, Susan L.; Levine, Howard G.; Or, Dani

2005-01-01

Control of water and air in the root zone of plants remains a challenge in the microgravity environment of space. Due to limited flight opportunities, research aimed at resolving microgravity porous media fluid dynamics must often be conducted on Earth. The NASA KC-135 reduced gravity flight program offers an opportunity for Earth-based researchers to study physical processes in a variable gravity environment. The objectives of this study were to obtain measurements of water content and matric potential during the parabolic profile flown by the KC-135 aircraft. The flight profile provided 20-25 s of microgravity at the top of the parabola, while pulling 1.8 g at the bottom. The soil moisture sensors (Temperature and Moisture Acquisition System: Orbital Technologies, Madison, WI) used a heat-pulse method to indirectly estimate water content from heat dissipation. Tensiometers were constructed using a stainless steel porous cup with a pressure transducer and were used to measure the matric potential of the medium. The two types of sensors were placed at different depths in a substrate compartment filled with 1-2 mm Turface (calcined clay). The ability of the heat-pulse sensors to monitor overall changes in water content in the substrate compartment decreased with water content. Differences in measured water content data recorded at 0, 1, and 1.8 g were not significant. Tensiometer readings tracked pressure differences due to the hydrostatic force changes with variable gravity. The readings may have been affected by changes in cabin air pressure that occurred during each parabola. Tensiometer porous membrane conductivity (function of pore size) and fluid volume both influence response time. Porous media sample height and water content influence time-to-equilibrium, where shorter samples and higher water content achieve faster equilibrium. Further testing is needed to develop these sensors for space flight applications.

Flight experiments measuring boundary-layer disturbances in laminar flow and correlation with stability analysis

NASA Technical Reports Server (NTRS)

Lee, Cynthia C.; Obara, Clifford J.; Vijgen, Paul M.; Wusk, Michael S.

1991-01-01

Flight test results are reported from an experiment designed to study the detailed growth of disturbances in the laminar boundary layer. A gloved wing section incorporating closely-spaced flush-mounted streamwise-located instrumentation for measuring instability frequencies and amplitude growths as well as pressure distributions was used. The growth of Tollmien-Schlichting (T-S) and crossflow instabilities is predicted by the linear e exp n method and compared to the measured boundary-layer disturbance frequencies. The predictions showed good agreement with the measured data. The results exhibited fair agreement with previous n(T-S) and n(CF) flight correlations for several of the conditions analyzed. It is inferred from the high n(T-S) values for these data that moderately swept wings at compressible speeds can withstand higher combinations of n(T-S) and n(CF) values and still remain laminar than previously thought.

Green Flight Challenge

NASA Image and Video Library

2011-09-28

e-Genius Aircraft Pilot Klaus Ohlmann poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The e-Genius aircraft crew wait as their aircraft is inspected during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Pipistrel-USA, Taurus G4 aircraft takes off during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

e-Genius Aircraft Pilot Eric Raymond poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

PhoEnix Aircraft Co-Pilot Jeff Shingleton poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

PhoEnix Aircraft Pilot Jim Lee poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

EcoEagle Aircraft Pilot Mikhael Ponso poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Embry-Riddle Aeronautical University, EcoEagle aircraft takes off during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

Various team members applaud as aircraft return from the speed competition during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

NASA Dryden Flight Loads Laboratory

NASA Technical Reports Server (NTRS)

Horn, Tom

2008-01-01

This viewgraph presentation reviews the work of the Dryden Flight Loads Laboratory. The capabilities and research interests of the lab are: Structural, thermal, & dynamic analysis; Structural, thermal, & dynamic ground-test techniques; Advanced structural instrumentation; and Flight test support.

Reliability and Validity of Advanced Phonics Measures

ERIC Educational Resources Information Center

Doty, Sara J.; Hixson, Michael D.; Decker, Dawn M.; Reynolds, Jennifer L.; Drevon, Daniel D.

2015-01-01

Two studies explored the technical adequacy of various measures of advanced phonics skills. In Study 1, the advanced phonics measures consisted of pseudowords, real words, or a combination of both. Participants included 39 students in the third grade. Test-retest correlations for all measures were above 0.8 and interrater reliability was high.…

In-flight radiation measurements on STS-60

NASA Technical Reports Server (NTRS)

Badhwar, G. D.; Golightly, M. J.; Konradi, A.; Atwell, W.; Kern, J. W.; Cash, B.; Benton, E. V.; Frank, A. L.; Sanner, D.; Keegan, R. P.;

Inflow measurement made with a laser velocimeter on a helicopter model in forward flight. Volume 3: Rectangular planform blades at an advance ratio of 0.30

NASA Technical Reports Server (NTRS)

Elliott, Joe W.; Althoff, Susan L.; Sailey, Richard H.

1988-01-01

An experimental investigation was conducted in the 14- by 22-Foot Subsonic Tunnel at NASA Langley Research Center to measure the inflow into a scale model helicopter rotor in forward flight (micron sub infinity = 0.30). The measurements were made with a two component Laser Velocimeter (LV) one chord above the plane formed by the path of the rotor tips (tip path plane). A conditional sampling technique was employed to determine the azimuthal position of the rotor at the time that each velocity measurement was made so that the azimuthal fluctuations in velocity could be determined. Measurements were made at a total of 180 separate locations in order to clearly define the inflow character. These data are presented without analysis.

Mechanical power curve measured in the wake of pied flycatchers indicates modulation of parasite power across flight speeds.

PubMed

Johansson, L Christoffer; Maeda, Masateru; Henningsson, Per; Hedenström, Anders

2018-01-01

How aerodynamic power required for animal flight varies with flight speed determines optimal speeds during foraging and migratory flight. Despite its relevance, aerodynamic power provides an elusive quantity to measure directly in animal flight. Here, we determine the aerodynamic power from wake velocity fields, measured using tomographical particle image velocimetry, of pied flycatchers flying freely in a wind tunnel. We find a shallow U-shaped power curve, which is flatter than expected by theory. Based on how the birds vary body angle with speed, we speculate that the shallow curve results from increased body drag coefficient and body frontal area at lower flight speeds. Including modulation of body drag in the model results in a more reasonable fit with data than the traditional model. From the wake structure, we also find a single starting vortex generated from the two wings during the downstroke across flight speeds (1-9 m s -1 ). This is accomplished by the arm wings interacting at the beginning of the downstroke, generating a unified starting vortex above the body of the bird. We interpret this as a mechanism resulting in a rather uniform downwash and low induced power, which can help explain the higher aerodynamic performance in birds compared with bats. © 2018 The Author(s).

In-flight rain damage tests of the shuttle thermal protection system

NASA Technical Reports Server (NTRS)

Meyer, Robert R., Jr.; Barneburg, Jack

1988-01-01

NASA conducted in-flight rain damage tests of the Shuttle thermal protection system (TPS). Most of the tests were conducted on an F-104 aircraft at the Dryden Flight Research Facility of NASA's Ames Research Center, although some tests were conducted by NOAA on a WP-3D aircraft off the eastern coast of southern Florida. The TPS components tested included LI900 and LI2200 tiles, advanced flexible reusable surface insulation, reinforced carbon-carbon, and an advanced tufi tile. The objective of the test was to define the damage threshold of various thermal protection materials during flight through rain. The test hardware, test technique, and results from both F-104 and WP-3D aircraft are described. Results have shown that damage can occur to the Shuttle TPS during flight in rain.

Measurement of the Forces Acting on Gliders in Towed Flight

NASA Technical Reports Server (NTRS)

Klenperer, W B

1940-01-01

The magnitude, the direction, and the fluctuations of tow forces exerted upon gliders by towing them aloft behind an automobile were measured under a variety of conditions covering a range from gentle to severe types of operation. For these tests, the glider towing force did not exceed 1.6 of the gross weight of the glider. V-G records obtained during the towed-flight period as well as during the subsequent return glide to earth showed accelerations in the range from 3 to -1 g. The results of preliminary airplane tow tests are also presented.

Atic Experiment: Flight Data Processing

NASA Technical Reports Server (NTRS)

Ahn, H. S.; Adams, J. H.; Bashindzhagyan, G.; Batkov, K. E.; Chang, J.; Christl, M.; Fazely, A. R.; Ganel, O.; Gunasingha, R. M.; Guzik, T. G.

2003-01-01

The Advanced Thin Ionization Calorimeter (ATIC) is a balloon borne experiment to measure the composition and energy spectra of Z = 1 to 28 cosmic rays over the energy range approx. 30 GeV - 100 TeV. The instrument consists of a fully active 320-crystal Bismuth Germanate (BGO) calorimeter, 202 scintillator strips in 3 hodoscopes interleaved with a graphite target, and a 4480-pixel silicon matrix charge detector. ATIC has had two successful Long Duration Balloon flights from McMurdo, Antarctica: from 12/28/00 to 01/13/01 and from 12/29/02 to 01/18/03. We have developed the ATIC Data Processing System (ADPs), which is an Object Oriented data processing program based on ROOT. In this paper, we describe the processing scheme used in handling the flight data, especially the calibration method and the event reconstruction algorithm.

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

PubMed

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

2009-05-01

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

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

NASA Technical Reports Server (NTRS)

Knighton, Donna L.

1992-01-01

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

Green Flight Challenge

NASA Image and Video Library

2011-09-28

The PhoEnix aircraft takes off for the start of the speed competition during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

Pipistrel-USA Taurus G4 Aircraft Pilot Robin Reid poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

Pipistrel-USA Taurus G4 Aircraft Pilot David Morss poses for a photograph during the 2011 Green Flight Challenge, sponsored by Google, held at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The EcoEagle, left, and the PhoEnix aircraft are seen on the campus of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Wednesday, Sept. 28, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Team members of the e-Genius aircraft prepare their plane prior to competition as part of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

The e-Genius aircraft takes off for the start of the speed competition during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Embry-Riddle Aeronautical University, EcoEagle is seen as it passes a Grumman Albatross during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Pre- and post-flight-test models versus measured skyship-500 control responses

NASA Technical Reports Server (NTRS)

Jex, Henry R.; Magdaleno, Raymond E.; Gelhausen, Paul; Tischler, Mark B.

1987-01-01

The dynamical equations-of-motion (EOM) for cruising airships require nonconventional terms to account for buoyancy and apparent-mass-effects, but systematic validation of these equations against flight data is not available. Using a candidate set of EOM, three comparisons are made with carefully-measured describing functions derived from frequency-sweep flight tests on the Skyship-500 airship. The first compares the pre-flight predictions to the data; the second compares the 'best-fit' equations to data at each of two airspeeds and the third compared the ability to extrapolate from one condition to another via airship-specific scaling laws. Two transient responses are also compared. The generally good results demonstrate that fairly simple, perturbation equation models are adequate for many types of flight-control analysis and flying quality evaluations of cruising airships.

An improved time of flight gamma-ray telescope to monitor diffuse gamma-ray in the energy range 5 MeV - 50 MeV

NASA Technical Reports Server (NTRS)

Dacostafereiraneri, A.; Bui-Van, A.; Lavigne, J. M.; Sabaud, C.; Vedrenne, G.; Agrinier, B.; Gouiffes, C.

1985-01-01

A time of flight measuring device is the basic triggering system of most of medium and high energy gamma-ray telescopes. A simple gamma-ray telescope has been built in order to check in flight conditions the functioning of an advanced time of flight system. The technical ratings of the system are described. This telescope has been flown twice with stratospheric balloons, its axis being oriented at various Zenital directions. Flight results are presented for diffuse gamma-rays, atmospheric secondaries, and various causes of noise in the 5 MeV-50 MeV energy range.

Measurement of the True Dynamic and Static Pressures in Flight

NASA Technical Reports Server (NTRS)

Kiel, Georg

1939-01-01

In this report, two reliable methods are presented, with the aid of which the undisturbed flight dynamic pressure and the true static pressure may be determined without error. These problems were solved chiefly through practical flight tests.

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

NASA Technical Reports Server (NTRS)

Welsh, David; Denham, Samuel; Allen, Christopher

2011-01-01

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

Flight test measurements and analysis of sonic boom phenomena near the shock wave extremity

NASA Technical Reports Server (NTRS)

Haglund, G. T.; Kane, E. J.

1973-01-01

The sonic boom flight test program conducted at Jackass Flats, Nevada, during the summer and fall of 1970 consisted of 121 sonic-boom-generating flights over the 1500 ft instrumented BREN tower. This test program was designed to provide information on several aspects of sonic boom, including caustics produced by longitudinal accelerations, caustics produced by steady flight near the threshold Mach number, sonic boom characteristics near lateral cutoff, and the vertical extent of shock waves attached to near-sonic airplanes. The measured test data, except for the near-sonic flight data, were analyzed in detail to determine sonic boom characteristics for these flight conditions and to determine the accuracy and the range of validity of linear sonic boom theory. The caustic phenomena observed during the threshold Mach number flights and during the transonic acceleration flights are documented and analyzed in detail. The theory of geometric acoustics is shown to be capable of predicting shock wave-ground intersections, and current methods for calculating sonic boom pressure signature away from caustics are shown to be reasonably accurate.

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Pipistrel-USA Taurus G4 aircraft is pushed back to the weigh-in hanger as they start the day's 2011 Green Flight Challenge competition, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

CAFE Foundation Weights crew member Ron Stout, left, and Weights Chief Wayne Cook, weigh-in the e-Genius aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Pipistrel-USA, Taurus G4 aircraft approaches for landing as a Grumman Albatross plane is seen in the forground during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

CAFE Foundation Weights Chief Wayne Cook, left, talks with the e-Genius aircraft crew about their weigh-in during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

The Pipistrel-USA, Taurus G4 aircraft is prepared to be rolled out of the weigh-in hanger during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

YF-12 in flight

NASA Technical Reports Server (NTRS)

1972-01-01

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 of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the so-called YF-12C (SR-71A 61-7951, modified with YF-12A inlets and engines and a bogus tail number 06937). The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An

A dissociation of objective and subjective workload measures in assessing the impact of speech controls in advanced helicopters

NASA Technical Reports Server (NTRS)

Vidulich, Michael A.; Bortolussi, Michael R.

1988-01-01

Among the new technologies that are expected to aid helicopter designers are speech controls. Proponents suggest that speech controls could reduce the potential for manual control overloads and improve time-sharing performance in environments that have heavy demands for manual control. This was tested in a simulation of an advanced single-pilot, scout/attack helicopter. Objective performance indicated that the speech controls were effective in decreasing the interference of discrete responses during moments of heavy flight control activity. However, subjective ratings indicated that the use of speech controls required extra effort to speak precisely and to attend to feedback. Although the operational reliability of speech controls must be improved, the present results indicate that reliable speech controls could enhance the time-sharing efficiency of helicopter pilots. Furthermore, the results demonstrated the importance of using multiple assessment techniques to completely assess a task. Neither the objective nor the subjective measures alone provided complete information. It was the contrast between the measures that was most informative.

Aeroacoustics of advanced propellers

NASA Technical Reports Server (NTRS)

Groeneweg, John F.

1990-01-01

The aeroacoustics of advanced, high speed propellers (propfans) are reviewed from the perspective of NASA research conducted in support of the Advanced Turboprop Program. Aerodynamic and acoustic components of prediction methods for near and far field noise are summarized for both single and counterrotation propellers in uninstalled and configurations. Experimental results from tests at both takeoff/approach and cruise conditions are reviewed with emphasis on: (1) single and counterrotation model tests in the NASA Lewis 9 by 15 (low speed) and 8 by 6 (high speed) wind tunnels, and (2) full scale flight tests of a 9 ft (2.74 m) diameter single rotation wing mounted tractor and a 11.7 ft (3.57 m) diameter counterrotation aft mounted pusher propeller. Comparisons of model data projected to flight with full scale flight data show good agreement validating the scale model wind tunnel approach. Likewise, comparisons of measured and predicted noise level show excellent agreement for both single and counterrotation propellers. Progress in describing angle of attack and installation effects is also summarized. Finally, the aeroacoustic issues associated with ducted propellers (very high bypass fans) are discussed.

Fiber Optic Control System integration for advanced aircraft. Electro-optic and sensor fabrication, integration, and environmental testing for flight control systems

NASA Technical Reports Server (NTRS)

Seal, Daniel W.; Weaver, Thomas L.; Kessler, Bradley L.; Bedoya, Carlos A.; Mattes, Robert E.

1994-01-01

This report describes the design, development, and testing of passive fiber optic sensors and a multiplexing electro-optic architecture (EOA) for installation and flight test on a NASA-owned F-18 aircraft. This hardware was developed under the Fiber Optic Control Systems for Advanced Aircraft program, part of a multiyear NASA initiative to design, develop, and demonstrate through flight test 'fly-by-light' systems for application to advanced aircraft flight and propulsion control. This development included the design and production of 10 passive optical sensors and associated multiplexed EOA hardware based on wavelength division multiplexed (WDM) technology. A variety of sensor types (rotary position, linear position, temperature, and pressure) incorporating a broad range of sensor technologies (WDM analog, WDM digital, analog microbend, and fluorescent time rate of decay) were obtained from different manufacturers and functionally integrated with an independently designed EOA. The sensors were built for installation in a variety of aircraft locations, placing the sensors in a variety of harsh environments. The sensors and EOA were designed and built to have the resulting devices be as close as practical to a production system. The integrated system was delivered to NASA for flight testing on a NASA-owned F-18 aircraft. Development and integration testing of the system provided valuable information as to which sensor types were simplest to design and build for a military aircraft environment and which types were simplest to operate with a multiplexed EOA. Not all sensor types met the full range of performance and environmental requirements. EOA development problems provided information on directions to pursue in future fly-by-light flight control development programs. Lessons learned in the development of the EOA and sensor hardware are summarized.

Fiber Optic Control System integration for advanced aircraft. Electro-optic and sensor fabrication, integration, and environmental testing for flight control systems

NASA Astrophysics Data System (ADS)

Seal, Daniel W.; Weaver, Thomas L.; Kessler, Bradley L.; Bedoya, Carlos A.; Mattes, Robert E.

1994-11-01

This report describes the design, development, and testing of passive fiber optic sensors and a multiplexing electro-optic architecture (EOA) for installation and flight test on a NASA-owned F-18 aircraft. This hardware was developed under the Fiber Optic Control Systems for Advanced Aircraft program, part of a multiyear NASA initiative to design, develop, and demonstrate through flight test 'fly-by-light' systems for application to advanced aircraft flight and propulsion control. This development included the design and production of 10 passive optical sensors and associated multiplexed EOA hardware based on wavelength division multiplexed (WDM) technology. A variety of sensor types (rotary position, linear position, temperature, and pressure) incorporating a broad range of sensor technologies (WDM analog, WDM digital, analog microbend, and fluorescent time rate of decay) were obtained from different manufacturers and functionally integrated with an independently designed EOA. The sensors were built for installation in a variety of aircraft locations, placing the sensors in a variety of harsh environments. The sensors and EOA were designed and built to have the resulting devices be as close as practical to a production system. The integrated system was delivered to NASA for flight testing on a NASA-owned F-18 aircraft. Development and integration testing of the system provided valuable information as to which sensor types were simplest to design and build for a military aircraft environment and which types were simplest to operate with a multiplexed EOA. Not all sensor types met the full range of performance and environmental requirements. EOA development problems provided information on directions to pursue in future fly-by-light flight control development programs. Lessons learned in the development of the EOA and sensor hardware are summarized.

Update of Bisphosphonate Flight Experiment

NASA Technical Reports Server (NTRS)

LeBlanc, A.; Matsumoto, T.; Jones, J.; Shapiro, J.; Lang, T.; Shackelford, L.; Smith, S. M.; Evans, H.; Spector, E.; Snyder, R. P.;

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition checkered flag for the PhoEnix aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition checkered flag for the EcoEagle aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-25

A Pipistrel-USA team member wipes down the Taurus G4 aircraft prior to competition as part of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition checkered flag for the Taurus G4 aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn directs the e-Genius aircraft to the start of the speed competition during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition start flag for the Pipistrel-USA, Taurus G4 aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn directs the EcoEagle aircraft to the start of the speed competition during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition start flag for the EcoEagle aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-28

CAFE Foundation Hanger Boss Mike Fenn waves the speed competition checkered flag for the e-Genius aircraft during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Thursday, Sept. 29, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

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

PubMed Central

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

2013-01-01

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

Simulated flight acoustic investigation of treated ejector effectiveness on advanced mechanical suppresors for high velocity jet noise reduction

NASA Technical Reports Server (NTRS)

Brausch, J. F.; Motsinger, R. E.; Hoerst, D. J.

1986-01-01

Ten scale-model nozzles were tested in an anechoic free-jet facility to evaluate the acoustic characteristics of a mechanically suppressed inverted-velocity-profile coannular nozzle with an accoustically treated ejector system. The nozzle system used was developed from aerodynamic flow lines evolved in a previous contract, defined to incorporate the restraints imposed by the aerodynamic performance requirements of an Advanced Supersonic Technology/Variable Cycle Engine system through all its mission phases. Accoustic data of 188 test points were obtained, 87 under static and 101 under simulated flight conditions. The tests investigated variables of hardwall ejector application to a coannular nozzle with 20-chute outer annular suppressor, ejector axial positioning, treatment application to ejector and plug surfaces, and treatment design. Laser velocimeter, shadowgraph photograph, aerodynamic static pressure, and temperature measurement were acquired on select models to yield diagnositc information regarding the flow field and aerodynamic performance characteristics of the nozzles.

Effect of LEO cycling on 125 Ah advanced design IPV nickel-hydrogen flight cells. An update

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1991-01-01

Validation testing of the NASA Lewis 125 Ah advanced design individual pressure vessel (IPV) nickel-hydrogen flight cells was conducted. Work consisted of characterization, storage, and cycle life testing. There was no capacity degradation after 52 days of storage with the cells in the discharged state, an open circuit, 0 C, and a hydrogen pressure of 14.5 psia. The catalyzed wall wick cells were cycled for over 11,000 cycles with no cell failures in the continuing test. One of the noncatalyzed wall wick cells failed.

Comparison ofdvanced turboprop interior noise control ground and flight test data

NASA Technical Reports Server (NTRS)

Simpson, Myles A.; Tran, Boi N.

1992-01-01

Interior noise ground tests conducted on a DC-9 aircraft test section are described. The objectives were to study ground test and analysis techniques for evaluating the effectiveness of interior noise control treatments for advanced turboprop aircraft, and to study the sensitivity of the ground test results to changes in various test conditions. Noise and vibration measurements were conducted under simulated advanced turboprop excitation, for two interior noise control treatment configurations. These ground measurement results were compared with results of earlier UHB (Ultra High Bypass) Demonstrator flight sts with comparable interior treatment configurations. The Demonstrator is an MD-80 test aircraft with the left JT8D engine replaced with a prototype UHB advanced turboprop engine.

Comparison ofdvanced turboprop interior noise control ground and flight test data

NASA Astrophysics Data System (ADS)

Simpson, Myles A.; Tran, Boi N.

Interior noise ground tests conducted on a DC-9 aircraft test section are described. The objectives were to study ground test and analysis techniques for evaluating the effectiveness of interior noise control treatments for advanced turboprop aircraft, and to study the sensitivity of the ground test results to changes in various test conditions. Noise and vibration measurements were conducted under simulated advanced turboprop excitation, for two interior noise control treatment configurations. These ground measurement results were compared with results of earlier UHB (Ultra High Bypass) Demonstrator flight sts with comparable interior treatment configurations. The Demonstrator is an MD-80 test aircraft with the left JT8D engine replaced with a prototype UHB advanced turboprop engine.

Flow structures around a beetle in a tethered flight

NASA Astrophysics Data System (ADS)

Lee, Boogeon; Oh, Sehyeong; Park, Hyungmin; Choi, Haecheon

2017-11-01

In the present study, through a wind-tunnel experiment, we visualize the flow in a tethered flight of a rhinoceros beetle using a smoke-wire visualization technique. Measurements are done at five side planes along the wind span while varying the body angle (angle between the horizontal and the body axis) to investigate the influence of the stroke plane angle that was observed to change depending on the flight mode such as hovering, forward and takeoff flights so on. Observing that a large attached leading-edge vortex is only found on the hindwing, it is inferred that most of the aerodynamic forces would be generated by hindwings (flexible inner wings) compared to the elytra (hard outer wings). In addition, it is observed to use unsteady lift-generating mechanisms such as clap-and-fling, wing-wing interaction and wake capture. Finally, we discuss the relation between the advance ratio and Strouhal number by adjusting free-stream velocity and the body angle (i.e., angle of wake-induced flow). Supported by a Grant to Bio-Mimetic Robot Research Center Funded by Defense Acquisition Program Administration, and by ADD, Korea (UD130070ID).

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

Time-of-Flight Measurements on TlBr Detectors

NASA Astrophysics Data System (ADS)

Suzuki, K.; Shorohov, M.; Sawada, T.; Seto, S.

2015-04-01

Carrier transport properties of TlBr crystals grown using the Bridgman method were investigated by the time-of-flight technique. The electron and hole mobilities were measured as 20 - 27 cm2 /Vs and 1.0 - 2.0 cm2/Vs respectively at room temperature. The temperature dependence of the electron mobility increases with decreasing temperature as approximated by a well-known empirical formula reflecting the reciprocal of the LO-phonon density.

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

A rotor-mounted digital instrumentation system for helicopter blade flight research measurements

NASA Technical Reports Server (NTRS)

Knight, V. H., Jr.; Haywood, W. S., Jr.; Williams, M. L.

1978-01-01

A rotor mounted flight instrumentation system developed for helicopter rotor blade research is described. The system utilizes high speed digital techniques to acquire research data from miniature pressure transducers on advanced rotor airfoils which are flight tested on an AH-1G helicopter. The system employs microelectronic pulse code modulation (PCM) multiplexer digitizer stations located remotely on the blade and in a hub mounted metal canister. As many as 25 sensors can be remotely digitized by a 2.5 mm thick electronics package mounted on the blade near the tip to reduce blade wiring. The electronics contained in the canister digitizes up to 16 sensors, formats these data with serial PCM data from the remote stations, and transmits the data from the canister which is above the plane of the rotor. Data are transmitted over an RF link to the ground for real time monitoring and to the helicopter fuselage for tape recording. The complete system is powered by batteries located in the canister and requires no slip rings on the rotor shaft.

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Phoenix Air team members reattach the wings to their PhoEnix aircraft after pulling it out the weigh-in hanger as they start the day's 2011 Green Flight Challenge competition, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

F-15 IFCS Intelligent Flight Control System

NASA Technical Reports Server (NTRS)

Bosworth, John T.

2008-01-01

This viewgraph presentation gives a detailed description of the F-15 aircraft, flight tests, aircraft performance and overall advanced neural network based flight control technologies for aerospace systems designs.

Closeup of F-15B Flight Test Fixture (FTF) with X-33 Thermal Protection Systems (TPS)

NASA Technical Reports Server (NTRS)

1998-01-01

A close up of the Flight Test Fixture II, mounted on the underside of the F-15B Aerodynamic Flight Facility aircraft. The Thermal Protection System (TPS)samples, which included metallic Inconel tiles, soft Advanced Flexible Reusable Surface Insulation tiles, and sealing materials, were attached to the forward-left side position of the test fixture. In-flight video from the aircraft's on-board video system, as well as chase aircraft photos and video footage, documented the condition of the TPS during flights. Surface pressures over the TPS was measured by thermocouples contained in instrumentation 'islands,' to document shear and shock loads.

Closeup of F-15B Flight Test Fixture (FTF) with X-33 Thermal Protection Systems (TPS)

NASA Image and Video Library

1998-05-14

A close up of the Flight Test Fixture II, mounted on the underside of the F-15B Aerodynamic Flight Facility aircraft. The Thermal Protection System (TPS) samples, which included metallic Inconel tiles, soft Advanced Flexible Reusable Surface Insulation tiles, and sealing materials, were attached to the forward-left side position of the test fixture. In-flight video from the aircraft's on-board video system, as well as chase aircraft photos and video footage, documented the condition of the TPS during flights. Surface pressures over the TPS was measured by thermocouples contained in instrumentation "islands," to document shear and shock loads.

Jet Engines - The New Masters of Advanced Flight Control

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2018-05-01

ANTICIPATED UNITED STATES CONGRESS ACT should lead to reversing a neglected duty to the people by supporting FAA induced bill to civilize classified military air combat technology to maximize flight safety of airliners and cargo jet transports, in addition to FAA certifying pilots to master Jet-Engine Steering ("JES") as automatic or pilot recovery when Traditional Aerodynamic-only Flight Control ("TAFC") fails to prevent a crash and other related damages

Doppler global velocimetry: Development of a flight research instrumentation system for application to non-intrusive measurements of the flow field

NASA Technical Reports Server (NTRS)

Komine, Hiroshi; Brosnan, Stephen J.; Long, William H.; Stappaerts, Eddy A.

1994-01-01

Doppler Global Velocimetry (DGV) is a new diagnostic tool that offers potential for flow field measurements in flight by acquiring three-component velocity data in near real-time during flight maneuvers. The feasibility of implementation of a flight DGV system aboard NASA's High-Angle-of-Attack Research Vehicle (HARV) was addressed in this work by identifying the essential characteristics of a flight measurement system and by performing calibration and error tests. Results from this work were: an outline that establishes a preliminary basis for system configurations by analyzing measurement errors, installation issues, and operating requirements; measurement of the accuracy of the DGV technique using a laboratory breadboard DGV system based on a frequency-doubled Nd: YAG laser and iodine Absorption Line Filter (ALF), which showed excellent agreement between the DGV data and pilot measurements on a laminar flow jet with velocities of up to 150 m/sec; a survey of DGV system components and technologies that are relevant to the design of a flight measurement system, including a survey of cameras for the next generation DGV receivers; an assessment of the candidate lasers and absorption line filters for the flight system, resulting in a near-term recommendation of Nd: host lasers and an iodine ALF for both flight and wind tunnel applications.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Flight service evaluation of an advanced composite empennage component on commercial transport aircraft

NASA Technical Reports Server (NTRS)

1976-01-01

The development and flight evaluation of an advanced composite empennage component is presented. The recommended concept for the covers is graphite-epoxy hats bonded to a graphite-epoxy skin. The hat flare-out has been eliminated, instead the hat is continuous into the joint. The recommended concept for the spars is graphite-epoxy caps and a hybrid of Kevlar-49 and graphite-epoxy in the spar web. The spar cap, spar web stiffeners for attaching the ribs, and intermediate stiffeners are planned to be fabricated as a unit. Access hole in the web will be reinforced with a donut type, zero degree graphite-epoxy wound reinforcement. The miniwich design concept in the upper three ribs originally proposed is changed to a graphite-epoxy stiffened solid laminate design concept. The recommended configuration for the lower seven ribs remains as graphite-epoxy caps with aluminum cruciform diagonals. The indicated weight saving for the current advanced composite vertical fin configuration is 20.2% including a 24 lb growth allowance. The project production cost saving is approximately 1% based on a cumulative average of 250 aircraft and including only material, production labor, and quality assurance costs.

Convective heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis Icing Research Tunnel

NASA Technical Reports Server (NTRS)

Poinsatte, Philip E.; Vanfossen, G. James; Dewitt, Kenneth J.

1989-01-01

Local heat transfer coefficients were measured on a smooth and roughened NACA 0012 airfoil. Heat transfer measurements on the 0.533 m chord airfoil were made both in flight on the NASA Lewis Twin Otter Icing Research Aircraft and in the NASA Lewis Icing Research Tunnel (IRT). Roughness was obtained by the attachment of uniform 2 mm diameter hemispheres to the airfoil surface in 4 distinct patterns. Flight data were taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range 1.24 to 2.50 x 10(exp 6) and at various angles of attack up to 4 deg. During these flight tests, the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). Wind tunnel data were acquired in the Reynolds number range 1.20 to 4.25 x 10(exp 6) and at angles of attack from -4 to 8 deg. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud generating sprays off. A direct comparison was made between the results obtained in flight and in the IRT. The higher level of turbulence in the IRT vs. flight had little effect on the heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the high Reynolds numbers. Roughness generally increased the heat transfer.

Green Flight Challenge

NASA Image and Video Library

2011-09-25

Wayne Cook, Weights Chief, inspects the Pipistrel-USA, Taurus G4 as it rest on a scale built into the floor of the hanger during the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Monday, Sept. 26, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Green Flight Challenge

NASA Image and Video Library

2011-09-27

The e-Genius, left, Taurus G4, 2nd from left, EcoEagle, and PhoEnix aircraft, top right, are seen on the campus of the 2011 Green Flight Challenge, sponsored by Google, at the Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. on Wednesday, Sept. 28, 2011. NASA and the Comparative Aircraft Flight Efficiency (CAFE) Foundation are having the challenge with the goal to advance technologies in fuel efficiency and reduced emissions with cleaner renewable fuels and electric aircraft. Photo Credit: (NASA/Bill Ingalls)

Advances in the Surface Renewal Flux Measurement Method

NASA Astrophysics Data System (ADS)

Shapland, T. M.; McElrone, A.; Paw U, K. T.; Snyder, R. L.

2011-12-01

The measurement of ecosystem-scale energy and mass fluxes between the planetary surface and the atmosphere is crucial for understanding geophysical processes. Surface renewal is a flux measurement technique based on analyzing the turbulent coherent structures that interact with the surface. It is a less expensive technique because it does not require fast-response velocity measurements, but only a fast-response scalar measurement. It is therefore also a useful tool for the study of the global cycling of trace gases. Currently, surface renewal requires calibration against another flux measurement technique, such as eddy covariance, to account for the linear bias of its measurements. We present two advances in the surface renewal theory and methodology that bring the technique closer to becoming a fully independent flux measurement method. The first advance develops the theory of turbulent coherent structure transport associated with the different scales of coherent structures. A novel method was developed for identifying the scalar change rate within structures at different scales. Our results suggest that for canopies less than one meter in height, the second smallest coherent structure scale dominates the energy and mass flux process. Using the method for resolving the scalar exchange rate of the second smallest coherent structure scale, calibration is unnecessary for surface renewal measurements over short canopies. This study forms the foundation for analysis over more complex surfaces. The second advance is a sensor frequency response correction for measuring the sensible heat flux via surface renewal. Inexpensive fine-wire thermocouples are frequently used to record high frequency temperature data in the surface renewal technique. The sensible heat flux is used in conjunction with net radiation and ground heat flux measurements to determine the latent heat flux as the energy balance residual. The robust thermocouples commonly used in field experiments

Theseus in Flight