A comparison of effects of peripheral vision cues on pilot performance during instrument flight in dissimilar aircraft simulators.

DOT National Transportation Integrated Search

1968-09-01

Pilot response to peripheral vision cues relating to aircraft bank angle was studied during instrument flight in two simulators representing (1) a conventional, medium weight, piston engine airliner, and (2) a heavy, jet engine, sweptwing transport. ...

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.

Software for Engineering Simulations of a Spacecraft

NASA Technical Reports Server (NTRS)

Shireman, Kirk; McSwain, Gene; McCormick, Bernell; Fardelos, Panayiotis

2005-01-01

Spacecraft Engineering Simulation II (SES II) is a C-language computer program for simulating diverse aspects of operation of a spacecraft characterized by either three or six degrees of freedom. A functional model in SES can include a trajectory flight plan; a submodel of a flight computer running navigational and flight-control software; and submodels of the environment, the dynamics of the spacecraft, and sensor inputs and outputs. SES II features a modular, object-oriented programming style. SES II supports event-based simulations, which, in turn, create an easily adaptable simulation environment in which many different types of trajectories can be simulated by use of the same software. The simulation output consists largely of flight data. SES II can be used to perform optimization and Monte Carlo dispersion simulations. It can also be used to perform simulations for multiple spacecraft. In addition to its generic simulation capabilities, SES offers special capabilities for space-shuttle simulations: for this purpose, it incorporates submodels of the space-shuttle dynamics and a C-language version of the guidance, navigation, and control components of the space-shuttle flight software.

Digital electronic engine control fault detection and accommodation flight evaluation

NASA Technical Reports Server (NTRS)

Baer-Ruedhart, J. L.

1984-01-01

The capabilities and performance of various fault detection and accommodation (FDA) schemes in existing and projected engine control systems were investigated. Flight tests of the digital electronic engine control (DEEC) in an F-15 aircraft show discrepancies between flight results and predictions based on simulation and altitude testing. The FDA methodology and logic in the DEEC system, and the results of the flight failures which occurred to date are described.

An inventory of aeronautical ground research facilities. Volume 4: Engineering flight simulation facilities

NASA Technical Reports Server (NTRS)

Pirrello, C. J.; Hardin, R. D.; Capelluro, L. P.; Harrison, W. D.

1971-01-01

The general purpose capabilities of government and industry in the area of real time engineering flight simulation are discussed. The information covers computer equipment, visual systems, crew stations, and motion systems, along with brief statements of facility capabilities. Facility construction and typical operational costs are included where available. The facilities provide for economical and safe solutions to vehicle design, performance, control, and flying qualities problems of manned and unmanned flight systems.

JT9D performance deterioration results from a simulated aerodynamic load test

NASA Technical Reports Server (NTRS)

Stakolich, E. G.; Stromberg, W. J.

1981-01-01

The results of testing to identify the effects of simulated aerodynamic flight loads on JT9D engine performance are presented. The test results were also used to refine previous analytical studies on the impact of aerodynamic flight loads on performance losses. To accomplish these objectives, a JT9D-7AH engine was assembled with average production clearances and new seals as well as extensive instrumentation to monitor engine performance, case temperatures, and blade tip clearance changes. A special loading device was designed and constructed to permit application of known moments and shear forces to the engine by the use of cables placed around the flight inlet. The test was conducted in the Pratt & Whitney Aircraft X-Ray Test Facility to permit the use of X-ray techniques in conjunction with laser blade tip proximity probes to monitor important engine clearance changes. Upon completion of the test program, the test engine was disassembled, and the condition of gas path parts and final clearances were documented. The test results indicate that the engine lost 1.1 percent in thrust specific fuel consumption (TSFC), as measured under sea level static conditions, due to increased operating clearances caused by simulated flight loads. This compares with 0.9 percent predicted by the analytical model and previous study efforts.

An RL10A-3-3A rocket engine model using the rocket engine transient simulator (ROCETS) software

NASA Technical Reports Server (NTRS)

Binder, Michael

1993-01-01

Steady-state and transient computer models of the RL10A-3-3A rocket engine have been created using the Rocket Engine Transient Simulation (ROCETS) code. These models were created for several purposes. The RL10 engine is a critical component of past, present, and future space missions; the model will give NASA an in-house capability to simulate the performance of the engine under various operating conditions and mission profiles. The RL10 simulation activity is also an opportunity to further validate the ROCETS program. The ROCETS code is an important tool for modeling rocket engine systems at NASA Lewis. ROCETS provides a modular and general framework for simulating the steady-state and transient behavior of any desired propulsion system. Although the ROCETS code is being used in a number of different analysis and design projects within NASA, it has not been extensively validated for any system using actual test data. The RL10A-3-3A has a ten year history of test and flight applications; it should provide sufficient data to validate the ROCETS program capability. The ROCETS models of the RL10 system were created using design information provided by Pratt & Whitney, the engine manufacturer. These models are in the process of being validated using test-stand and flight data. This paper includes a brief description of the models and comparison of preliminary simulation output against flight and test-stand data.

Development and verification of real-time, hybrid computer simulation of F100-PW-100(3) turbofan engine

NASA Technical Reports Server (NTRS)

Szuch, J. R.; Seldner, K.; Cwynar, D. S.

1977-01-01

A real time, hybrid computer simulation of a turbofan engine is described. Controls research programs involving that engine are supported by the simulation. The real time simulation is shown to match the steady state and transient performance of the engine over a wide range of flight conditions and power settings. The simulation equations, FORTRAN listing, and analog patching diagrams are included.

Exhaust emission survey of an F100 afterburning turbofan engine at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E.; Cullom, R. R.

1981-01-01

Emissions of carbon monoxide, total oxides of nitrogen, unburned hydrocarbons, and carbon dioxide from an F100, afterburning, two spool turbofan engine at simulated flight conditions are reported. For each flight condition emission measurements were made for two or three power levels from intermediate power (nonafterburning) through maximum afterburning. The data showed that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate power (nonafterburning) and partial afterburning, but regions of high carbon monoxide were present downstream of the flame holder at maximum afterburning. Unburned hydrocarbon emissions were low for most of the simulated flight conditions. The local NOX concentrations and their variability with power level increased with increasing flight Mach number at constant altitude, and decreased with increasing altitude at constant Mach number. Carbon dioxide emissions were proportional to local fuel air ratio for all conditions.

Sensor fault diagnosis of aero-engine based on divided flight status.

PubMed

Zhao, Zhen; Zhang, Jun; Sun, Yigang; Liu, Zhexu

2017-11-01

Fault diagnosis and safety analysis of an aero-engine have attracted more and more attention in modern society, whose safety directly affects the flight safety of an aircraft. In this paper, the problem concerning sensor fault diagnosis is investigated for an aero-engine during the whole flight process. Considering that the aero-engine is always working in different status through the whole flight process, a flight status division-based sensor fault diagnosis method is presented to improve fault diagnosis precision for the aero-engine. First, aero-engine status is partitioned according to normal sensor data during the whole flight process through the clustering algorithm. Based on that, a diagnosis model is built for each status using the principal component analysis algorithm. Finally, the sensors are monitored using the built diagnosis models by identifying the aero-engine status. The simulation result illustrates the effectiveness of the proposed method.

Sensor fault diagnosis of aero-engine based on divided flight status

NASA Astrophysics Data System (ADS)

Zhao, Zhen; Zhang, Jun; Sun, Yigang; Liu, Zhexu

2017-11-01

Fault diagnosis and safety analysis of an aero-engine have attracted more and more attention in modern society, whose safety directly affects the flight safety of an aircraft. In this paper, the problem concerning sensor fault diagnosis is investigated for an aero-engine during the whole flight process. Considering that the aero-engine is always working in different status through the whole flight process, a flight status division-based sensor fault diagnosis method is presented to improve fault diagnosis precision for the aero-engine. First, aero-engine status is partitioned according to normal sensor data during the whole flight process through the clustering algorithm. Based on that, a diagnosis model is built for each status using the principal component analysis algorithm. Finally, the sensors are monitored using the built diagnosis models by identifying the aero-engine status. The simulation result illustrates the effectiveness of the proposed method.

Airflow and thrust calibration of an F100 engine, S/N P680059, at selected flight conditions

NASA Technical Reports Server (NTRS)

Biesiadny, T. J.; Lee, D.; Rodriguez, J. R.

1978-01-01

An airflow and thrust calibration of an F100 engine, S/N P680059, was conducted to study airframe propulsion system integration losses in turbofan-powered high-performance aircraft. The tests were conducted with and without thrust augmentation for a variety of simulated flight conditions with emphasis on the transonic regime. The resulting corrected airflow data generalized into one curve with corrected fan speed while corrected gross thrust increased as simulated flight conditions increased. Overall agreement between measured data and computed results was 1 percent for corrected airflow and -1 1/2 percent for gross thrust. The results of an uncertainty analysis are presented for both parameters at each simulated flight condition.

Manual Manipulation of Engine Throttles for Emergency Flight Control

NASA Technical Reports Server (NTRS)

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

2004-01-01

If normal aircraft flight controls are lost, emergency flight control may be attempted using only engines thrust. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. Flight test and simulation results on many airplanes have shown that pilot manipulation of throttles is usually adequate to maintain up-and-away flight, but is most often not capable of providing safe landings. There are techniques that will improve control and increase the chances of a survivable landing. This paper reviews the principles of throttles-only control (TOC), a history of accidents or incidents in which some or all flight controls were lost, manual TOC results for a wide range of airplanes from simulation and flight, and suggested techniques for flying with throttles only and making a survivable landing.

Modeling and HIL Simulation of Flight Conditions Simulating Control System for the Altitude Test Facility

NASA Astrophysics Data System (ADS)

Zhou, Jun; Shen, Li; Zhang, Tianhong

2016-12-01

Simulated altitude test is an essential exploring, debugging, verification and validation means during the development of aero-engine. Free-jet engine test can simulate actual working conditions of aero-engine more realistically than direct-connect engine test but with relatively lower cost compared to propulsion wind tunnel test, thus becoming an important developing area of simulated altitude test technology. The Flight Conditions Simulating Control System (FCSCS) is of great importance to the Altitude Test Facility (ATF) but the development of that is a huge challenge. Aiming at improving the design efficiency and reducing risks during the development of FCSCS for ATFs, a Hardware- in-the-Loop (HIL) simulation system was designed and the mathematical models of key components such as the pressure stabilizing chamber, free-jet nozzle, control valve and aero-engine were built in this paper. Moreover, some HIL simulation experiments were carried out. The results show that the HIL simulation system designed and established in this paper is reasonable and effective, which can be used to adjust control parameters conveniently and assess the software and hardware in the control system immediately.

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

NASA Technical Reports Server (NTRS)

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

1994-01-01

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

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

NASA Technical Reports Server (NTRS)

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

1993-01-01

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

Upset Simulation and Training Initiatives for U.S. Navy Commercial Derived Aircraft

NASA Technical Reports Server (NTRS)

Donaldson, Steven; Priest, James; Cunningham, Kevin; Foster, John V.

2012-01-01

Militarized versions of commercial platforms are growing in popularity due to many logistical benefits in the form of commercial off-the-shelf (COTS) parts, established production methods, and commonality for different certifications. Commercial data and best practices are often leveraged to reduce procurement and engineering development costs. While the developmental and cost reduction benefits are clear, these militarized aircraft are routinely operated in flight at significantly different conditions and in significantly different manners than for routine commercial flight. Therefore they are at a higher risk of flight envelope exceedance. This risk may lead to departure from controlled flight and/or aircraft loss1. Historically, the risk of departure from controlled flight for military aircraft has been mitigated by piloted simulation training and engineering analysis of typical aircraft response. High-agility military aircraft simulation databases are typically developed to include high angles of attack (AoA) and sideslip due to the dynamic nature of their missions and have been developed for many tactical configurations over the previous decades. These aircraft simulations allow for a more thorough understanding of the vehicle flight dynamics characteristics at high AoA and sideslip. In recent years, government sponsored research on transport airplane aerodynamic characteristics at high angles of attack has produced a growing understanding of stall/post-stall behavior. This research along with recent commercial airline training initiatives has resulted in improved understanding of simulator-based training requirements and simulator model fidelity.2-5 In addition, inflight training research over the past decade has produced a database of pilot performance and recurrency metrics6. Innovative solutions to aerodynamically model large commercial aircraft for upset conditions such as high AoA, high sideslip, and ballistic damage, as well as capability to accurately account for scaling factors, is necessary to develop realistic engineering and training simulations. Such simulations should significantly reduce the risk of departure from controlled flight, loss of aircraft, and ease the airworthiness certification process. The characteristics of commercial derivative aircraft are exemplified by the P-8A Multi-mission Maritime Aircraft (MMA) aircraft, and the largest benefits of initial investigation are likely to be yielded from this platform. The database produced would also be utilized by flight dynamics engineers as a means to further develop and investigate vehicle flight characteristics as mission tactics evolve through the years ahead. This paper will describe ongoing efforts by the U.S. Navy to develop a methodology for simulation and training for large commercial-derived transport aircraft at unusual attitudes, typically experienced during an aircraft upset. This methodology will be applied to a representative Navy aircraft (P-8A) and utilized to develop a robust simulation that should accurately represent aircraft response in these extremes. Simulation capabilities would then extend to flight dynamics analysis and simulation, as well as potential training applications. Recent evaluations of integrated academic, ground-based simulation, and in-flight upset training will be described along with important lessons learned, specific to military requirements.

Gordon Fullerton in PCA (MD-11) Simulator

NASA Technical Reports Server (NTRS)

1998-01-01

NASA research pilot Gordon Fullerton 'flying' in the MD-11 simulator during the Propulsion Controlled Aircraft (PCA) project. This investigation grew out of the crash of a DC-10 airliner on July 19, 1989, following an explosion in the rear engine which caused the loss of all manual flight controls. The flight crew attempted to control the airliner using only the thrust from the two remaining engines. Although the DC-10 crashed during the landing attempt, 184 of the 296 passengers and crew aboard survived. The PCA effort at the Dryden Flight Research Center grew out of the crash, and attempted to develop a means to successfully land an aircraft using only engine thrust. After more than five years of work, on August 29, 1995, Gordon Fullerton made the first PCA touchdown aboard an MD-11 airliner (a later version of the DC-10). The concept was further refined over the years that followed this first landing. Simulators were essential ingredients of the PCA development process. The feasibility of the concept was first tested with an F-15 simulator, then the results of actual flight tests in an F-15 were incorporated back into the simulator. Additional simulations were run on the Boeing 720 airliner simulator used in the Controlled Impact Demonstration project. After the MD-11 test landings, Boeing 747 and 757 simulators tested a wide range of possible situations. Simulations even helped develop a method of landing an airliner if it lost its complete hydraulic system as well as a wing engine, by transferring fuel to shift the center of gravity toward the working engine. The most extreme procedure was undertaken in a 747 simulator. The aircraft simulated the loss of the hydraulic system at 35,000 feet and rolled upside down. Then, the PCA mode was engaged, the airliner righted itself, leveled its wings, and made an approach nearly identical to that of a normal auto landing.

A Concept for the HIFiRE 8 Flight Test

NASA Astrophysics Data System (ADS)

Alesi, H.; Paull, A.; Smart, M.; Bowcutt, K. G.

2015-09-01

HIFiRE 8 is a hypersonic flight test experiment scheduled for launch in late 2018 from the Woomera Test Center in Australia. This project aims to develop a Flight Test Vehicle that will, for the first time, complete 30 seconds of scramjet powered hypersonic flight at a Mach Number of 7.0. The engine used for this flight will be a rectangular to elliptic shape transition scramjet. It will be fuelled with gaseous hydrogen. The flight test engine configuration will be derived using scientific and engineering evaluation in the UQ shock tunnel T4 and other potential ground-based facilities. This paper presents current plans for the HIFiRE 8 trajectory, mission events, airframe and engine designs and also includes descriptions of critical subsystems and associated modelling, simulation and analysis activities.

A Generic Multibody Parachute Simulation Model

NASA Technical Reports Server (NTRS)

Neuhaus, Jason Richard; Kenney, Patrick Sean

2006-01-01

Flight simulation of dynamic atmospheric vehicles with parachute systems is a complex task that is not easily modeled in many simulation frameworks. In the past, the performance of vehicles with parachutes was analyzed by simulations dedicated to parachute operations and were generally not used for any other portion of the vehicle flight trajectory. This approach required multiple simulation resources to completely analyze the performance of the vehicle. Recently, improved software engineering practices and increased computational power have allowed a single simulation to model the entire flight profile of a vehicle employing a parachute.

An Ada Object Oriented Missile Flight Simulation

DTIC Science & Technology

1991-09-01

identify by block number) This thesis uses the Ada programming language in the design and development of an air-to-air missile flight simulation with...object oriented techniques and sound software engineering principles. The simulation is designed to be more understandable, modifiable, efficient and...Department of Computer Science ii ABSTRACT This thesis uses the Ada programming language in the design and development of an air-to-air missile flight

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

NASA Technical Reports Server (NTRS)

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

1993-01-01

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

Propulsion system performance resulting from an integrated flight/propulsion control design

NASA Technical Reports Server (NTRS)

Mattern, Duane; Garg, Sanjay

1992-01-01

Propulsion-system-specific results are presented from the application of the integrated methodology for propulsion and airframe control (IMPAC) design approach to integrated flight/propulsion control design for a 'short takeoff and vertical landing' (STOVL) aircraft in transition flight. The IMPAC method is briefly discussed and the propulsion system specifications for the integrated control design are examined. The structure of a linear engine controller that results from partitioning a linear centralized controller is discussed. The details of a nonlinear propulsion control system are presented, including a scheme to protect the engine operational limits: the fan surge margin and the acceleration/deceleration schedule that limits the fuel flow. Also, a simple but effective multivariable integrator windup protection scheme is examined. Nonlinear closed-loop simulation results are presented for two typical pilot commands for transition flight: acceleration while maintaining flightpath angle and a change in flightpath angle while maintaining airspeed. The simulation nonlinearities include the airframe/engine coupling, the actuator and sensor dynamics and limits, the protection scheme for the engine operational limits, and the integrator windup protection. Satisfactory performance of the total airframe plus engine system for transition flight, as defined by the specifications, was maintained during the limit operation of the closed-loop engine subsystem.

Efficient Global Aerodynamic Modeling from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2012-01-01

A method for identifying global aerodynamic models from flight data in an efficient manner is explained and demonstrated. A novel experiment design technique was used to obtain dynamic flight data over a range of flight conditions with a single flight maneuver. Multivariate polynomials and polynomial splines were used with orthogonalization techniques and statistical modeling metrics to synthesize global nonlinear aerodynamic models directly and completely from flight data alone. Simulation data and flight data from a subscale twin-engine jet transport aircraft were used to demonstrate the techniques. Results showed that global multivariate nonlinear aerodynamic dependencies could be accurately identified using flight data from a single maneuver. Flight-derived global aerodynamic model structures, model parameter estimates, and associated uncertainties were provided for all six nondimensional force and moment coefficients for the test aircraft. These models were combined with a propulsion model identified from engine ground test data to produce a high-fidelity nonlinear flight simulation very efficiently. Prediction testing using a multi-axis maneuver showed that the identified global model accurately predicted aircraft responses.

Pilot tracking performance during successive in-flight simulated instrument approaches.

DOT National Transportation Integrated Search

1972-02-01

Eight instrument rated pilots with flying experience ranging from 600 to 12,271 hours each flew 10 simulated ILS instrument approaches in a single engine, general aviation aircraft equipped with a primary flight display arranged in a conventional 'T'...

Exhaust emission calibration of two J-58 afterburning turbojet engines at simulated high-altitude, supersonic flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1976-01-01

Emissions of total oxides of nitrogen, nitric oxide, unburned hydrocarbons, carbon monoxide, and carbon dioxide from two J-58 afterburning turbojet engines at simulated high-altitude flight conditions are reported. Test conditions included flight speeds from Mach 2 to 3 at altitudes from 16.0 to 23.5 km. For each flight condition exhaust measurements were made for four or five power levels, from maximum power without afterburning through maximum afterburning. The data show that exhaust emissions vary with flight speed, altitude, power level, and radial position across the exhaust. Oxides of nitrogen emissions decreased with increasing altitude and increased with increasing flight speed. Oxides of nitrogen emission indices with afterburning were less than half the value without afterburning. Carbon monoxide and hydrocarbon emissions increased with increasing altitude and decreased with increasing flight speed. Emissions of these species were substantially higher with afterburning than without.

Optimal Trajectories and Control Strategies for the Helicopter in One-Engine-Inoperative Terminal-Area Operations

NASA Technical Reports Server (NTRS)

Chen, Robert T. N.; Zhao, Yi-Yuan; Aiken, Edwin W. (Technical Monitor)

1995-01-01

Engine failure represents a major safety concern to helicopter operations, especially in the critical flight phases of takeoff and landing from/to small, confined areas. As a result, the JAA and FAA both certificate a transport helicopter as either Category-A or Category-B according to the ability to continue its operations following engine failures. A Category-B helicopter must be able to land safely in the event of one or all engine failures. There is no requirement, however, for continued flight capability. In contrast, Category-A certification, which applies to multi-engine transport helicopters with independent engine systems, requires that they continue the flight with one engine inoperative (OEI). These stringent requirements, while permitting its operations from rooftops and oil rigs and flight to areas where no emergency landing sites are available, restrict the payload of a Category-A transport helicopter to a value safe for continued flight as well as for landing with one engine inoperative. The current certification process involves extensive flight tests, which are potentially dangerous, costly, and time consuming. These tests require the pilot to simulate engine failures at increasingly critical conditions, Flight manuals based on these tests tend to provide very conservative recommendations with regard to maximum takeoff weight or required runway length. There are very few theoretical studies on this subject to identify the fundamental parameters and tradeoff factors involved. Furthermore, a capability for real-time generation of OEI optimal trajectories is very desirable for providing timely cockpit display guidance to assist the pilot in reducing his workload and to increase safety in a consistent and reliable manner. A joint research program involving NASA Ames Research Center, the FAA, and the University of Minnesota is being conducted to determine OEI optimal control strategies and the associated optimal,trajectories for continued takeoff (CTO), rejected takeoff (RTO), balked landing (BL), and continued landing (CL) for a twin engine helicopter in both VTOL and STOL terminal-area operations. This proposed paper will present the problem formulation, the optimal control solution methods, and the key results of the trajectory optimization studies for both STOL and VTOL OEI operations. In addition, new results concerning the recently developed methodology, which enable a real-time generation of optimal OEI trajectories, will be presented in the paper. This new real-time capability was developed to support the second piloted simulator investigation on cockpit displays for Category-A operations being scheduled for the NASA Ames Vertical Motion Simulator in June-August of 1995. The first VMS simulation was conducted in 1994 and reported.

Comparison of in-flight and ground-based simulator derived flying qualities and pilot performance for approach and landing tasks

NASA Technical Reports Server (NTRS)

Grantham, William D.; Williams, Robert H.

1987-01-01

For the case of an approach-and-landing piloting task emphasizing response to the landing flare, pilot opinion and performance parameters derived from jet transport aircraft six-degree-of-freedom ground-based and in-flight simulators were compared in order to derive data for the flight-controls/flying-qualities engineers. The data thus obtained indicate that ground simulation results tend to be conservative, and that the effect of control sensitivity is more pronounced for ground simulation. The pilot also has a greater tendency to generate pilot-induced oscillation in ground-based simulation than in flight.

User Selection Criteria of Airspace Designs in Flexible Airspace Management

NASA Technical Reports Server (NTRS)

Lee, Hwasoo E.; Lee, Paul U.; Jung, Jaewoo; Lai, Chok Fung

2011-01-01

A method for identifying global aerodynamic models from flight data in an efficient manner is explained and demonstrated. A novel experiment design technique was used to obtain dynamic flight data over a range of flight conditions with a single flight maneuver. Multivariate polynomials and polynomial splines were used with orthogonalization techniques and statistical modeling metrics to synthesize global nonlinear aerodynamic models directly and completely from flight data alone. Simulation data and flight data from a subscale twin-engine jet transport aircraft were used to demonstrate the techniques. Results showed that global multivariate nonlinear aerodynamic dependencies could be accurately identified using flight data from a single maneuver. Flight-derived global aerodynamic model structures, model parameter estimates, and associated uncertainties were provided for all six nondimensional force and moment coefficients for the test aircraft. These models were combined with a propulsion model identified from engine ground test data to produce a high-fidelity nonlinear flight simulation very efficiently. Prediction testing using a multi-axis maneuver showed that the identified global model accurately predicted aircraft responses.

Hybrid Kalman Filter: A New Approach for Aircraft Engine In-Flight Diagnostics

NASA Technical Reports Server (NTRS)

Kobayashi, Takahisa; Simon, Donald L.

2006-01-01

In this paper, a uniquely structured Kalman filter is developed for its application to in-flight diagnostics of aircraft gas turbine engines. The Kalman filter is a hybrid of a nonlinear on-board engine model (OBEM) and piecewise linear models. The utilization of the nonlinear OBEM allows the reference health baseline of the in-flight diagnostic system to be updated to the degraded health condition of the engines through a relatively simple process. Through this health baseline update, the effectiveness of the in-flight diagnostic algorithm can be maintained as the health of the engine degrades over time. Another significant aspect of the hybrid Kalman filter methodology is its capability to take advantage of conventional linear and nonlinear Kalman filter approaches. Based on the hybrid Kalman filter, an in-flight fault detection system is developed, and its diagnostic capability is evaluated in a simulation environment. Through the evaluation, the suitability of the hybrid Kalman filter technique for aircraft engine in-flight diagnostics is demonstrated.

Piloted evaluation of an integrated propulsion and flight control simulator

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.

1992-01-01

A piloted evaluation of the integrated flight and propulsion control simulator for advanced integrated propulsion and airframe control design is described. The evaluation will cover control effector gains and deadbands, control effectiveness and control authority, and heads up display functionality. For this evaluation the flight simulator is configured for transition flight using an advanced Short Take-Off and Vertical Landing fighter aircraft model, a simplified high-bypass turbofan engine model, fighter cockpit displays, and pilot effectors. The piloted tasks used for rating displays and control effector gains are described. Pilot comments and simulation results confirm that the display symbology and control gains are very adequate for the transition flight task. Additionally, it is demonstrated that this small-scale, fixed base flight simulator facility can adequately perform a real time, piloted control evaluation.

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.

Flight simulator for hypersonic vehicle and a study of NASP handling qualities

NASA Technical Reports Server (NTRS)

Ntuen, Celestine A.; Park, Eui H.; Deeb, Joseph M.; Kim, Jung H.

1992-01-01

The research goal of the Human-Machine Systems Engineering Group was to study the existing handling quality studies in aircraft with sonic to supersonic speeds and power in order to understand information requirements needed for a hypersonic vehicle flight simulator. This goal falls within the NASA task statements: (1) develop flight simulator for hypersonic vehicle; (2) study NASP handling qualities; and (3) study effects of flexibility on handling qualities and on control system performance. Following the above statement of work, the group has developed three research strategies. These are: (1) to study existing handling quality studies and the associated aircraft and develop flight simulation data characterization; (2) to develop a profile for flight simulation data acquisition based on objective statement no. 1 above; and (3) to develop a simulator and an embedded expert system platform which can be used in handling quality experiments for hypersonic aircraft/flight simulation training.

Hyper-X Engine Design and Ground Test Program

NASA Technical Reports Server (NTRS)

Voland, R. T.; Rock, K. E.; Huebner, L. D.; Witte, D. W.; Fischer, K. E.; McClinton, C. R.

1998-01-01

The Hyper-X Program, NASA's focused hypersonic technology program jointly run by NASA Langley and Dryden, is designed to move hypersonic, air-breathing vehicle technology from the laboratory environment to the flight environment, the last stage preceding prototype development. The Hyper-X research vehicle will provide the first ever opportunity to obtain data on an airframe integrated supersonic combustion ramjet propulsion system in flight, providing the first flight validation of wind tunnel, numerical and analytical methods used for design of these vehicles. A substantial portion of the integrated vehicle/engine flowpath development, engine systems verification and validation and flight test risk reduction efforts are experimentally based, including vehicle aeropropulsive force and moment database generation for flight control law development, and integrated vehicle/engine performance validation. The Mach 7 engine flowpath development tests have been completed, and effort is now shifting to engine controls, systems and performance verification and validation tests, as well as, additional flight test risk reduction tests. The engine wind tunnel tests required for these efforts range from tests of partial width engines in both small and large scramjet test facilities, to tests of the full flight engine on a vehicle simulator and tests of a complete flight vehicle in the Langley 8-Ft. High Temperature Tunnel. These tests will begin in the summer of 1998 and continue through 1999. The first flight test is planned for early 2000.

Further studies of methods for reducing community noise around airports. [aircraft noise - aircraft engines

NASA Technical Reports Server (NTRS)

Petersen, R. H.; Barry, D. J.; Kline, D. M.

1975-01-01

A simplified method of analysis was used in which all flights at a 'simulated' airport were assumed to operate from one runway in a single direction. For this simulated airport, contours of noise exposure forecast were obtained and evaluated. A flight schedule of the simulated airport which is representative of the 23 major U. S. airports was used. The effect of banning night-time operations by four-engine, narrow-body aircraft in combination with other noise reduction options was studied. The reductions in noise which would occur of two- and three-engine, narrow-body aircraft equipped with a refanned engine was examined. A detailed comparison of the effects of engine cutback on takeoff versus the effects of retrofitting quiet nacelles for narrow-body aircraft was also examined. A method of presenting the effects of various noise reduction options was treated.

Using Engine Thrust for Emergency Flight Control: MD-11 and B-747 Results

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Bull, John

1998-01-01

With modern digital control systems, using engine thrust for emergency flight control to supplement or replace failed aircraft normal flight controls has become a practical consideration. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control. An F-15 and an MD-11 airplane have been landed without using any flight control surfaces. Preliminary studies have also been conducted that show that engines on only one wing can provide some flight control capability if the lateral center of gravity can be shifted toward the side of the airplane that has the operating engine(s). Simulator tests of several airplanes with no flight control surfaces operating and all engines out on the left wing have all shown positive control capability within the available range of lateral center-of-gravity offset. Propulsion-controlled aircraft systems that can operate without modifications to engine control systems, thus allowing PCA technology to be installed on less capable airplanes or at low cost, are also desirable. Further studies have examined simplified 'PCA Lite' and 'PCA Ultralite' concepts in which thrust control is provided by existing systems such as auto-throttles or a combination of existing systems and manual pilot control.

Pilot heart rate during in-flight simulated instrument approaches in a general aviation aircraft.

DOT National Transportation Integrated Search

1970-04-01

Eight instrument rated pilots with flying experience ranging from 600 to 12,271 hours each flew 10 simulated ILS instrument approaches in a single engine, general aviation aircraft equipped with a primary flight display arranged in conventional 'T' c...

Comparison of flight results with digital simulation for a digital electronic engine control in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Burcham, F. W., Jr.

1983-01-01

Substantial benefits of a full authority digital electronic engine control on an air breathing engine were demonstrated repeatedly in simulation studies, ground engine tests, and engine altitude test facilities. A digital engine electronic control system showed improvements in efficiency, performance, and operation. An additional benefit of full authority digital controls is the capability of detecting and correcting failures and providing engine health diagnostics.

Sliding Mode Control of the X-33 with an Engine Failure

NASA Technical Reports Server (NTRS)

Shtessel, Yuri B.; Hall, Charles E.

2000-01-01

Ascent flight control of the X-3 is performed using two XRS-2200 linear aerospike engines. in addition to aerosurfaces. The baseline control algorithms are PID with gain scheduling. Flight control using an innovative method. Sliding Mode Control. is presented for nominal and engine failed modes of flight. An easy to implement, robust controller. requiring no reconfiguration or gain scheduling is demonstrated through high fidelity flight simulations. The proposed sliding mode controller utilizes a two-loop structure and provides robust. de-coupled tracking of both orientation angle command profiles and angular rate command profiles in the presence of engine failure, bounded external disturbances (wind gusts) and uncertain matrix of inertia. Sliding mode control causes the angular rate and orientation angle tracking error dynamics to be constrained to linear, de-coupled, homogeneous, and vector valued differential equations with desired eigenvalues. Conditions that restrict engine failures to robustness domain of the sliding mode controller are derived. Overall stability of a two-loop flight control system is assessed. Simulation results show that the designed controller provides robust, accurate, de-coupled tracking of the orientation angle command profiles in the presence of external disturbances and vehicle inertia uncertainties, as well as the single engine failed case. The designed robust controller will significantly reduce the time and cost associated with flying new trajectory profiles or orbits, with new payloads, and with modified vehicles

Piloted evaluation of an integrated propulsion and flight control simulator

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.

1992-01-01

This paper describes a piloted evaluation of the integrated flight and propulsion control simulator at NASA Lewis Research Center. The purpose of this evaluation is to demonstrate the suitability and effectiveness of this fixed based simulator for advanced integrated propulsion and airframe control design. The evaluation will cover control effector gains and deadbands, control effectiveness and control authority, and heads up display functionality. For this evaluation the flight simulator is configured for transition flight using an advanced Short Take-Off and vertical Landing fighter aircraft model, a simplified high-bypass turbofan engine model, fighter cockpit, displays, and pilot effectors. The paper describes the piloted tasks used for rating displays and control effector gains. Pilot comments and simulation results confirm that the display symbology and control gains are very adequate for the transition flight task. Additionally, it is demonstrated that this small-scale, fixed base flight simulator facility can adequately perform a real time, piloted control evaluation.

A preliminary investigation of the use of throttles for emergency flight control

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Fullerton, C. Gordon; Gilyard, Glenn B.; Wolf, Thomas D.; Stewart, James F.

1991-01-01

A preliminary investigation was conducted regarding the use of throttles for emergency flight control of a multiengine aircraft. Several airplanes including a light twin-engine piston-powered airplane, jet transports, and a high performance fighter were studied during flight and piloted simulations. Simulation studies used the B-720, B-727, MD-11, and F-15 aircraft. Flight studies used the Lear 24, Piper PA-30, and F-15 airplanes. Based on simulator and flight results, all the airplanes exhibited some control capability with throttles. With piloted simulators, landings using manual throttles-only control were extremely difficult. An augmented control system was developed that converts conventional pilot stick inputs into appropriate throttle commands. With the augmented system, the B-720 and F-15 simulations were evaluated and could be landed successfully. Flight and simulation data were compared for the F-15 airplane.

Performance improvements of a highly integrated digital electronic control system for an F-15 airplane

NASA Technical Reports Server (NTRS)

Putnam, T. W.; Burcham, F. W., Jr.; Andries, M. G.; Kelly, J. B.

1985-01-01

The NASA highly integrated digital electronic control (HIDEC) program is structured to conduct flight research into the benefits of integrating an aircraft flight control system with the engine control system. A brief description of the HIDEC system installed on an F-15 aircraft is provided. The adaptive engine control system (ADECS) mode is described in detail, together with simulation results and analyses that show the significant excess thrust improvements achievable with the ADECS mode. It was found that this increased thrust capability is accompanied by reduced fan stall margin and can be realized during flight conditions where engine face distortion is low. The results of analyses and simulations also show that engine thrust response is improved and that fuel consumption can be reduced. Although the performance benefits that accrue because of airframe and engine control integration are being demonstrated on an F-15 aircraft, the principles are applicable to advanced aircraft such as the advanced tactical fighter and advanced tactical aircraft.

Improvements in flight table dynamic transparency for hardware-in-the-loop facilities

NASA Astrophysics Data System (ADS)

DeMore, Louis A.; Mackin, Rob; Swamp, Michael; Rusterholtz, Roger

2000-07-01

Flight tables are a 'necessary evil' in the Hardware-In-The- Loop (HWIL) simulation. Adding the actual or prototypic flight hardware to the loop, in order to increase the realism of the simulation, forces us to add motion simulation to the process. Flight table motion bases bring unwanted dynamics, non- linearities, transport delays, etc to an already difficult problem sometimes requiring the simulation engineer to compromise the results. We desire that the flight tables be 'dynamically transparent' to the simulation scenario. This paper presents a State Variable Feedback (SVF) control system architecture with feed-forward techniques that improves the flight table's dynamic transparency by significantly reducing the table's low frequency phase lag. We offer some actual results with existing flight tables that demonstrate the improved transparency. These results come from a demonstration conducted on a flight table in the KHILS laboratory at Eglin AFB and during a refurbishment of a flight table for the Boeing Company of St. Charles, Missouri.

Approximation of Engine Casing Temperature Constraints for Casing Mounted Electronics

NASA Technical Reports Server (NTRS)

Kratz, Jonathan L.; Culley, Dennis E.; Chapman, Jeffryes W.

2017-01-01

The performance of propulsion engine systems is sensitive to weight and volume considerations. This can severely constrain the configuration and complexity of the control system hardware. Distributed Engine Control technology is a response to these concerns by providing more flexibility in designing the control system, and by extension, more functionality leading to higher performing engine systems. Consequently, there can be a weight benefit to mounting modular electronic hardware on the engine core casing in a high temperature environment. This paper attempts to quantify the in-flight temperature constraints for engine casing mounted electronics. In addition, an attempt is made at studying heat soak back effects. The Commercial Modular Aero Propulsion System Simulation 40k (C-MAPSS40k) software is leveraged with real flight data as the inputs to the simulation. A two-dimensional (2-D) heat transfer model is integrated with the engine simulation to approximate the temperature along the length of the engine casing. This modification to the existing C-MAPSS40k software will provide tools and methodologies to develop a better understanding of the requirements for the embedded electronics hardware in future engine systems. Results of the simulations are presented and their implications on temperature constraints for engine casing mounted electronics is discussed.

Approximation of Engine Casing Temperature Constraints for Casing Mounted Electronics

NASA Technical Reports Server (NTRS)

Kratz, Jonathan; Culley, Dennis; Chapman, Jeffryes

2016-01-01

The performance of propulsion engine systems is sensitive to weight and volume considerations. This can severely constrain the configuration and complexity of the control system hardware. Distributed Engine Control technology is a response to these concerns by providing more flexibility in designing the control system, and by extension, more functionality leading to higher performing engine systems. Consequently, there can be a weight benefit to mounting modular electronic hardware on the engine core casing in a high temperature environment. This paper attempts to quantify the in-flight temperature constraints for engine casing mounted electronics. In addition, an attempt is made at studying heat soak back effects. The Commercial Modular Aero Propulsion System Simulation 40k (C-MAPSS40k) software is leveraged with real flight data as the inputs to the simulation. A two-dimensional (2-D) heat transfer model is integrated with the engine simulation to approximate the temperature along the length of the engine casing. This modification to the existing C-MAPSS40k software will provide tools and methodologies to develop a better understanding of the requirements for the embedded electronics hardware in future engine systems. Results of the simulations are presented and their implications on temperature constraints for engine casing mounted electronics is discussed.

Development Of Maneuvering Autopilot For Flight Tests

NASA Technical Reports Server (NTRS)

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

1992-01-01

Report describes recent efforts to develop automatic control system operating under supervision of pilot and making airplane follow prescribed trajectories during flight tests. Report represents additional progress on this project. Gives background information on technology of control of test-flight trajectories; presents mathematical models of airframe, engine and command-augmentation system; focuses on mathematical modeling of maneuvers; addresses design of autopilots for maneuvers; discusses numerical simulation and evaluation of results of simulation of eight maneuvers under control of simulated autopilot; and presents summary and discussion of future work.

Correlating Computed and Flight Instructor Assessments of Straight-In Landing Approaches by Novice Pilots on a Flight Simulator

NASA Technical Reports Server (NTRS)

Heath, Bruce E.; Khan, M. Javed; Rossi, Marcia; Ali, Syed Firasat

2005-01-01

The rising cost of flight training and the low cost of powerful computers have resulted in increasing use of PC-based flight simulators. This has prompted FAA standards regulating such use and allowing aspects of training on simulators meeting these standards to be substituted for flight time. However, the FAA regulations require an authorized flight instructor as part of the training environment. Thus, while costs associated with flight time have been reduced, the cost associated with the need for a flight instructor still remains. The obvious area of research, therefore, has been to develop intelligent simulators. However, the two main challenges of such attempts have been training strategies and assessment. The research reported in this paper was conducted to evaluate various performance metrics of a straight-in landing approach by 33 novice pilots flying a light single engine aircraft simulation. These metrics were compared to assessments of these flights by two flight instructors to establish a correlation between the two techniques in an attempt to determine a composite performance metric for this flight maneuver.

Aural glide slope cues : their effect on pilot performance during in-flight simulated ILS instrument approaches.

DOT National Transportation Integrated Search

1971-05-01

Forty instrument rated commercial and ATR pilots with 250 to 12,271 flight hours each flew ten simulated ILS approaches in a single engine, general aviation aircraft. Divided into five groups, each group used a different glide slope cue display in co...

Engineering flight and guest pilot evaluation report, phase 2. [DC 8 aircraft

NASA Technical Reports Server (NTRS)

Morrison, J. A.; Anderson, E. B.; Brown, G. W.; Schwind, G. K.

1974-01-01

Prior to the flight evaluation, the two-segment profile capabilities of the DC-8-61 were evaluated and flight procedures were developed in a flight simulator at the UA Flight Training Center in Denver, Colorado. The flight evaluation reported was conducted to determine the validity of the simulation results, further develop the procedures and use of the area navigation system in the terminal area, certify the system for line operation, and obtain evaluations of the system and procedures by a number of pilots from the industry. The full area navigation capabilities of the special equipment installed were developed to provide terminal area guidance for two-segment approaches. The objectives of this evaluation were: (1) perform an engineering flight evaluation sufficient to certify the two-segment system for the six-month in-service evaluation; (2) evaluate the suitability of a modified RNAV system for flying two-segment approaches; and (3) provide evaluation of the two-segment approach by management and line pilots.

The Effect of Faster Engine Response on the Lateral Directional Control of a Damaged Aircraft

NASA Technical Reports Server (NTRS)

May, Ryan D.; Lemon, Kimberly A.; Csank, Jeffrey T.; Litt, Jonathan S.; Guo, Ten-Huei

2012-01-01

The integration of flight control and propulsion control has been a much discussed topic, especially for emergencies where the engines may be able to help stabilize and safely land a damaged aircraft. Previous research has shown that for the engines to be effective as flight control actuators, the response time to throttle commands must be improved. Other work has developed control modes that accept a higher risk of engine failure in exchange for improved engine response during an emergency. In this effort, a nonlinear engine model (the Commercial Modular Aero-Propulsion System Simulation 40k) has been integrated with a nonlinear airframe model (the Generic Transport Model) in order to evaluate the use of enhanced-response engines as alternative yaw rate control effectors. Tests of disturbance rejection and command tracking were used to determine the impact of the engines on the aircraft's dynamical behavior. Three engine control enhancements that improve the response time of the engine were implemented and tested in the integrated simulation. The enhancements were shown to increase the engine s effectiveness as a yaw rate control effector when used in an automatic feedback loop. The improvement is highly dependent upon flight condition; the airframe behavior is markedly improved at low altitude, low speed conditions, and relatively unchanged at high altitude, high speed.

The free jet as a simulator of forward velocity effects on jet noise

NASA Technical Reports Server (NTRS)

Ahuja, K. K.; Tester, B. J.; Tanna, H. K.

1978-01-01

A thorough theoretical and experimental study of the effects of the free-jet shear layer on the transmission of sound from a model jet placed within the free jet to the far-field receiver located outside the free-jet flow was conducted. The validity and accuracy of the free-jet flight simulation technique for forward velocity effects on jet noise was evaluated. Transformation charts and a systematic computational procedure for converting measurements from a free-jet simulation to the corresponding results from a wind-tunnel simulation, and, finally, to the flight case were provided. The effects of simulated forward flight on jet mixing noise, internal noise and shock-associated noise from model-scale unheated and heated jets were established experimentally in a free-jet facility. It was illustrated that the existing anomalies between full-scale flight data and model-scale flight simulation data projected to the flight case, could well be due to the contamination of flight data by engine internal noise.

Flight simulation software at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Norlin, Ken A.

1995-01-01

The NASA Dryden Flight Research Center has developed a versatile simulation software package that is applicable to a broad range of fixed-wing aircraft. This package has evolved in support of a variety of flight research programs. The structure is designed to be flexible enough for use in batch-mode, real-time pilot-in-the-loop, and flight hardware-in-the-loop simulation. Current simulations operate on UNIX-based platforms and are coded with a FORTRAN shell and C support routines. This paper discusses the features of the simulation software design and some basic model development techniques. The key capabilities that have been included in the simulation are described. The NASA Dryden simulation software is in use at other NASA centers, within industry, and at several universities. The straightforward but flexible design of this well-validated package makes it especially useful in an engineering environment.

Control Design for an Advanced Geared Turbofan Engine

NASA Technical Reports Server (NTRS)

Chapman, Jeffryes W.; Litt, Jonathan S.

2017-01-01

This paper describes the design process for the control system of an advanced geared turbofan engine. This process is applied to a simulation that is representative of a 30,000 lbf thrust class concept engine with two main spools, ultra-high bypass ratio, and a variable area fan nozzle. Control system requirements constrain the non-linear engine model as it operates throughout its flight envelope of sea level to 40,000 ft and from 0 to 0.8 Mach. The control architecture selected for this project was developed from literature and reflects a configuration that utilizes a proportional integral controller integrated with sets of limiters that enable the engine to operate safely throughout its flight envelope. Simulation results show the overall system meets performance requirements without exceeding system operational limits.

Control Design for an Advanced Geared Turbofan Engine

NASA Technical Reports Server (NTRS)

Chapman, Jeffryes W.; Litt, Jonathan S.

2017-01-01

This paper describes the design process for the control system of an advanced geared turbofan engine. This process is applied to a simulation that is representative of a 30,000 pound-force thrust class concept engine with two main spools, ultra-high bypass ratio, and a variable area fan nozzle. Control system requirements constrain the non-linear engine model as it operates throughout its flight envelope of sea level to 40,000 feet and from 0 to 0.8 Mach. The purpose of this paper is to review the engine control design process for an advanced turbofan engine configuration. The control architecture selected for this project was developed from literature and reflects a configuration that utilizes a proportional integral controller with sets of limiters that enable the engine to operate safely throughout its flight envelope. Simulation results show the overall system meets performance requirements without exceeding operational limits.

Saturn Apollo Program

NASA Image and Video Library

1966-01-01

Engineers and technicians at the Marshall Space Flight Center placed a Saturn V ground test booster (S-IC-D) into the dynamic test stand. The stand was constructed to test the integrity of the vehicle. Forces were applied to the tail of the vehicle to simulate the engines thrusting, and various other flight factors were fed to the vehicle to test reactions. The Saturn V launch vehicle, with the Apollo spacecraft, was subjected to more than 450 hours of shaking. The photograph shows the 300,000 pound S-IC stage being lifted from its transporter into place inside the 360-foot tall test stand. This dynamic test booster has one dummy F-1 engine and weight simulators are used at the other four engine positions.

jsc2012e238681

NASA Image and Video Library

2012-11-28

At the Gagarin Cosmonaut Training Center in Star City, Russia, Expedition 34/35 Soyuz Commander Roman Romanenko studies a flight data file manual in front of a Soyuz spacecraft simulator Nov. 28, 2012 as he and his crewmates conducted the second of two days of flight qualification exams. Romanenko, NASA Flight Engineer Tom Marshburn and Flight Engineer Chris Hadfield of the Canadian Space Agency are scheduled to launch Dec. 19 from the Baikonur Cosmodrome in Kazakhstan on the Soyuz TMA-07M spacecraft, bound for a 5-month mission on the International Space Station. NASA/Stephanie Stoll

Methods of sound simulation and applications in flight simulators

NASA Technical Reports Server (NTRS)

Gaertner, K. P.

1980-01-01

An overview of methods for electronically synthesizing sounds is presented. A given amount of hardware and computer capacity places an upper limit on the degree and fidelity of realism of sound simulation which is attainable. Good sound realism for aircraft simulators can be especially expensive because of the complexity of flight sounds and their changing patterns through time. Nevertheless, the flight simulator developed at the Research Institute for Human Engineering, West Germany, shows that it is possible to design an inexpensive sound simulator with the required acoustic properties using analog computer elements. The characteristics of the sub-sound elements produced by this sound simulator for take-off, cruise and approach are discussed.

Feasibility Study of SSTO Base Heating Simulation in Pulsed-Type Facilities

NASA Technical Reports Server (NTRS)

Park, Chung Sik; Sharma, Surendra; Edwards, Thomas A. (Technical Monitor)

1995-01-01

A laboratory simulation of the base heating environment of the proposed reusable Single-Stage-To-Orbit vehicle during its ascent flight was proposed. The rocket engine produces CO2 and H2, which are the main combustible components of the exhaust effluent. The burning of these species, known as afterburning, enhances the base region gas temperature as well as the base heating. To determine the heat flux on the SSTO vehicle, current simulation focuses on the thermochemistry of the afterburning, thermophysical properties of the base region gas, and ensuing radiation from the gas. By extrapolating from the Saturn flight data, the Damkohler number for the afterburning of SSTO vehicle is estimated to be of the order of 10. The limitations on the material strengths limit the laboratory simulation of the flight Damkohler number as well as other flow parameters. A plan is presented in impulse facilities using miniature rocket engines which generate the simulated rocket plume by electric ally-heating a H2/CO2 mixture.

Piloted Evaluation of an Integrated Methodology for Propulsion and Airframe Control Design

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.; Garg, Sanjay; Mattern, Duane L.; Ranaudo, Richard J.; Odonoghue, Dennis P.

1994-01-01

An integrated methodology for propulsion and airframe control has been developed and evaluated for a Short Take-Off Vertical Landing (STOVL) aircraft using a fixed base flight simulator at NASA Lewis Research Center. For this evaluation the flight simulator is configured for transition flight using a STOVL aircraft model, a full nonlinear turbofan engine model, simulated cockpit and displays, and pilot effectors. The paper provides a brief description of the simulation models, the flight simulation environment, the displays and symbology, the integrated control design, and the piloted tasks used for control design evaluation. In the simulation, the pilots successfully completed typical transition phase tasks such as combined constant deceleration with flight path tracking, and constant acceleration wave-off maneuvers. The pilot comments of the integrated system performance and the display symbology are discussed and analyzed to identify potential areas of improvement.

SPACECRAFT - MERCURY-ATLAS (MA)-9 - PRELAUNCH - ASTRONAUT COOPER - SIMULATED FLIGHT TESTS - CAPE

NASA Image and Video Library

1963-03-01

S63-03975 (1963) --- Astronaut L. Gordon Cooper Jr., prime pilot for the Mercury-Atlas 9 (MA-9) mission, is pictured prior to entering the Mercury spacecraft for a series of simulated flight tests. During these tests NASA doctors, engineers and technicians monitor Cooper's performance. Photo credit: NASA

Parabolic Flights with Single-Engine Aerobatic Aircraft: Flight Profile and a Computer Simulator for its Optimization

NASA Astrophysics Data System (ADS)

Brigos, Miguel; Perez-Poch, Antoni; Alpiste, Francesc; Torner, Jordi; González Alonso, Daniel Ventura

2014-11-01

We report the results of residual acceleration obtained from initial tests of parabolic flights (more than 100 hours) performed with a small single-engine aerobatic aircraft (CAP10B), and propose a method that improves these figures. Such aircraft have proved capable of providing researchers with periods of up to 8 seconds of reduced gravity in the cockpit, with a gravity quality in the range of 0.1 g 0, where g 0 is the gravitational acceleration of the Earth. Such parabolas may be of interest to experimenters in the reduced gravity field, when this range of reduced gravity is acceptable for the experiment undertaken. They have also proven to be useful for motivational and educational campaigns. Furthermore, these flights may be of interest to researchers as a test-bed for obtaining a proof-of-concept for subsequent access to parabolic flights with larger aircraft or other microgravity platforms. The limited cost of the operations with these small aircraft allows us to perform them as part of a non-commercial joint venture between the Universitat Politècnica de Catalunya - BarcelonaTech (UPC), the Barcelona cluster BAIE and the Aeroclub Barcelona-Sabadell. Any improvements in the length and quality of reduced gravity would increase the capabilities of these small aircraft. To that end, we have developed a method based on a simulator for training aerobatic pilots. The simulation is performed with the CAD software for mechanical design Solidworks Motion{circledR }, which is widely distributed in industry and in universities. It specifically simulates the parabolic flight manoeuvre for our small aircraft and enables us to improve different aspects of the manoeuvre. The simulator is first validated with experimental data from the test flights. We have conducted an initial intensive period of specific pilot training with the aid of the simulator output. After such initial simulation-aided training, results show that the reduced gravity quality has significantly improved from 0.1 g 0 to 0.05 g 0. We conclude that single-engine aerobatic aircraft are capable of conducting small hypogravity experiments with the limitations described in the paper.

ANOPP/VMS HSCT ground contour system

NASA Technical Reports Server (NTRS)

Rawls, John, Jr.; Glaab, Lou

1992-01-01

This viewgraph shows the integration of the Visual Motion Simulator with ANOPP. ANOPP is an acronym for the Aircraft NOise Prediction Program. It is a computer code consisting of dedicated noise prediction modules for jet, propeller, and rotor powered aircraft along with flight support and noise propagation modules, all executed under the control of an executive system. The Visual Motion Simulator (VMS) is a ground based motion simulator with six degrees of freedom. The transport-type cockpit is equipped with conventional flight and engine-thrust controls and with flight instrument displays. Control forces on the wheel, column, and rudder pedals are provided by a hydraulic system coupled with an analog computer. The simulator provides variable-feel characteristics of stiffness, damping, coulomb friction, breakout forces, and inertia. The VMS provides a wide range of realistic flight trajectories necessary for computing accurate ground contours. The NASA VMS will be discussed in detail later in this presentation. An equally important part of the system for both ANOPP and VMS is the engine performance. This will also be discussed in the presentation.

Virtual Instrument Simulator for CERES

NASA Technical Reports Server (NTRS)

Chapman, John J.

1997-01-01

A benchtop virtual instrument simulator for CERES (Clouds and the Earth's Radiant Energy System) has been built at NASA, Langley Research Center in Hampton, VA. The CERES instruments will fly on several earth orbiting platforms notably NASDA's Tropical Rainfall Measurement Mission (TRMM) and NASA's Earth Observing System (EOS) satellites. CERES measures top of the atmosphere radiative fluxes using microprocessor controlled scanning radiometers. The CERES Virtual Instrument Simulator consists of electronic circuitry identical to the flight unit's twin microprocessors and telemetry interface to the supporting spacecraft electronics and two personal computers (PC) connected to the I/O ports that control azimuth and elevation gimbals. Software consists of the unmodified TRW developed Flight Code and Ground Support Software which serves as the instrument monitor and NASA/TRW developed engineering models of the scanners. The CERES Instrument Simulator will serve as a testbed for testing of custom instrument commands intended to solve in-flight anomalies of the instruments which could arise during the CERES mission. One of the supporting computers supports the telemetry display which monitors the simulator microprocessors during the development and testing of custom instrument commands. The CERES engineering development software models have been modified to provide a virtual instrument running on a second supporting computer linked in real time to the instrument flight microprocessor control ports. The CERES Instrument Simulator will be used to verify memory uploads by the CERES Flight Operations TEAM at NASA. Plots of the virtual scanner models match the actual instrument scan plots. A high speed logic analyzer has been used to track the performance of the flight microprocessor. The concept of using an identical but non-flight qualified microprocessor and electronics ensemble linked to a virtual instrument with identical system software affords a relatively inexpensive simulation system capable of high fidelity.

Economical graphics display system for flight simulation avionics

NASA Technical Reports Server (NTRS)

1990-01-01

During the past academic year the focal point of this project has been to enhance the economical flight simulator system by incorporating it into the aero engineering educational environment. To accomplish this goal it was necessary to develop appropriate software modules that provide a foundation for student interaction with the system. In addition experiments had to be developed and tested to determine if they were appropriate for incorporation into the beginning flight simulation course, AERO-41B. For the most part these goals were accomplished. Experiments were developed and evaluated by graduate students. More work needs to be done in this area. The complexity and length of the experiments must be refined to match the programming experience of the target students. It was determined that few undergraduate students are ready to absorb the full extent and complexity of a real-time flight simulation. For this reason the experiments developed are designed to introduce basic computer architectures suitable for simulation, the programming environment and languages, the concept of math modules, evaluation of acquired data, and an introduction to the meaning of real-time. An overview is included of the system environment as it pertains to the students, an example of a flight simulation experiment performed by the students, and a summary of the executive programming modules created by the students to achieve a user-friendly multi-processor system suitable to an aero engineering educational program.

Burner Rig Laboratory

NASA Image and Video Library

2015-05-12

The Fuel Burner Rig is a test laboratory at NASA Glenn, which subjects new jet engine materials, treated with protective coatings, to the hostile, high temperature, high velocity environment found inside aircraft turbine engines. These samples face 200-mile per hour flames to simulate the temperatures of aircraft engines in flight. The rig can also simulate aircraft carrier and dusty desert operations where salt and sand can greatly reduce engine life and performance.

NASA C-17 Usage Overview

NASA Technical Reports Server (NTRS)

Miller, Christopher R.

2008-01-01

The usage and integrated vehicle health management of the NASA C-17. Propulsion health management flight objectives for the aircraft include mapping of the High Pressure Compressor in order to calibrate a Pratt and Whitney engine model and the fusion of data collected from existing sensors and signals to develop models, analysis methods and information fusion algorithms. An additional health manage flight objective is to demonstrate that the Commercial Modular Aero-Propulsion Systems Simulation engine model can successfully execute in real time onboard the C-17 T-1 aircraft using engine and aircraft flight data as inputs. Future work will address aircraft durability and aging, airframe health management, and propulsion health management research in the areas of gas path and engine vibration.

The Propulsive-Only Flight Control Problem

NASA Technical Reports Server (NTRS)

Blezad, Daniel J.

1996-01-01

Attitude control of aircraft using only the throttles is investigated. The long time constants of both the engines and of the aircraft dynamics, together with the coupling between longitudinal and lateral aircraft modes make piloted flight with failed control surfaces hazardous, especially when attempting to land. This research documents the results of in-flight operation using simulated failed flight controls and ground simulations of piloted propulsive-only control to touchdown. Augmentation control laws to assist the pilot are described using both optimal control and classical feedback methods. Piloted simulation using augmentation shows that simple and effective augmented control can be achieved in a wide variety of failed configurations.

Engine Yaw Augmentation for Hybrid-Wing-Body Aircraft via Optimal Control Allocation Techniques

NASA Technical Reports Server (NTRS)

Taylor, Brian R.; Yoo, Seung Yeun

2011-01-01

Asymmetric engine thrust was implemented in a hybrid-wing-body non-linear simulation to reduce the amount of aerodynamic surface deflection required for yaw stability and control. Hybrid-wing-body aircraft are especially susceptible to yaw surface deflection due to their decreased bare airframe yaw stability resulting from the lack of a large vertical tail aft of the center of gravity. Reduced surface deflection, especially for trim during cruise flight, could reduce the fuel consumption of future aircraft. Designed as an add-on, optimal control allocation techniques were used to create a control law that tracks total thrust and yaw moment commands with an emphasis on not degrading the baseline system. Implementation of engine yaw augmentation is shown and feasibility is demonstrated in simulation with a potential drag reduction of 2 to 4 percent. Future flight tests are planned to demonstrate feasibility in a flight environment.

System Engineering Strategy for Distributed Multi-Purpose Simulation Architectures

NASA Technical Reports Server (NTRS)

Bhula, Dlilpkumar; Kurt, Cindy Marie; Luty, Roger

2007-01-01

This paper describes the system engineering approach used to develop distributed multi-purpose simulations. The multi-purpose simulation architecture focuses on user needs, operations, flexibility, cost and maintenance. This approach was used to develop an International Space Station (ISS) simulator, which is called the International Space Station Integrated Simulation (ISIS)1. The ISIS runs unmodified ISS flight software, system models, and the astronaut command and control interface in an open system design that allows for rapid integration of multiple ISS models. The initial intent of ISIS was to provide a distributed system that allows access to ISS flight software and models for the creation, test, and validation of crew and ground controller procedures. This capability reduces the cost and scheduling issues associated with utilizing standalone simulators in fixed locations, and facilitates discovering unknowns and errors earlier in the development lifecycle. Since its inception, the flexible architecture of the ISIS has allowed its purpose to evolve to include ground operator system and display training, flight software modification testing, and as a realistic test bed for Exploration automation technology research and development.

Piloted simulation tests of propulsion control as backup to loss of primary flight controls for a mid-size jet transport

NASA Technical Reports Server (NTRS)

Bull, John; Mah, Robert; Davis, Gloria; Conley, Joe; Hardy, Gordon; Gibson, Jim; Blake, Matthew; Bryant, Don; Williams, Diane

1995-01-01

Failures of aircraft primary flight-control systems to aircraft during flight have led to catastrophic accidents with subsequent loss of lives (e.g. , DC-1O crash, B-747 crash, C-5 crash, B-52 crash, and others). Dryden Flight Research Center (DFRC) investigated the use of engine thrust for emergency flight control of several airplanes, including the B-720, Lear 24, F-15, C-402, and B-747. A series of three piloted simulation tests have been conducted at Ames Research Center to investigate propulsion control for safely landing a medium size jet transport which has experienced a total primary flight-control failure. The first series of tests was completed in July 1992 and defined the best interface for the pilot commands to drive the engines. The second series of tests was completed in August 1994 and investigated propulsion controlled aircraft (PCA) display requirements and various command modes. The third series of tests was completed in May 1995 and investigated PCA full-flight envelope capabilities. This report describes the concept of a PCA, discusses pilot controls, displays, and procedures; and presents the results of piloted simulation evaluations of the concept by a cross-section of air transport pilots.

Kotov and Williams with SSRMS arm training session in Node 1 / Unity module

NASA Image and Video Library

2007-04-18

ISS014-E-19587 (17 April 2007) --- Cosmonaut Oleg V. Kotov (foreground), Expedition 15 flight engineer representing Russia's Federal Space Agency, and astronaut Sunita L. Williams, flight engineer, participate in a Space Station Remote Manipulator System (SSRMS) training session using the Robotic Onboard Trainer (ROBOT) simulator in the Unity node of the International Space Station.

F-18 simulation with Simulation Group Lead Martha Evans at the controls

NASA Technical Reports Server (NTRS)

1993-01-01

Simulation Group Leader Martha Evans is seen here at the controls of the F-18 aircraft simulator at NASA's Dryden Flight Research Center, Edwards, California. Simulators offer a safe and economical alternative to actual flights to gather data, as well as being excellent facilities for pilot practice and training. The highly modified F-18 airplane flew 383 flights over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.

The SEL Adapts to Meet Changing Times

NASA Technical Reports Server (NTRS)

Pajerski, Rose S.; Basili, Victor R.

1997-01-01

Since 1976, the Software Engineering Laboratory (SEL) has been dedicated to understanding and improving the way in which one NASA organization, the Flight Dynamics Division (FDD) at Goddard Space Flight Center, develops, maintains, and manages complex flight dynamics systems. It has done this by developing and refining a continual process improvement approach that allows an organization such as the FDD to fine-tune its process for its particular domain. Experimental software engineering and measurement play a significant role in this approach. The SEL is a partnership of NASA Goddard, its major software contractor, Computer Sciences Corporation (CSC), and the University of Maryland's (LTM) Department of Computer Science. The FDD primarily builds software systems that provide ground-based flight dynamics support for scientific satellites. They fall into two sets: ground systems and simulators. Ground systems are midsize systems that average around 250 thousand source lines of code (KSLOC). Ground system development projects typically last 1 - 2 years. Recent systems have been rehosted to workstations from IBM mainframes, and also contain significant new subsystems written in C and C++. The simulators are smaller systems averaging around 60 KSLOC that provide the test data for the ground systems. Simulator development lasts up to 1 year. Most of the simulators have been built in Ada on workstations. The SEL is responsible for the management and continual improvement of the software engineering processes used on these FDD projects.

STOVL Control Integration Program

NASA Technical Reports Server (NTRS)

Weiss, C.; Mcdowell, P.; Watts, S.

1994-01-01

An integrated flight/propulsion control for an advanced vector thrust supersonic STOVL aircraft, was developed by Pratt & Whitney and McDonnell Douglas Aerospace East. The IFPC design was based upon the partitioning of the global requirements into flight control and propulsion control requirements. To validate the design, aircraft and engine models were also developed for use on a NASA Ames piloted simulator. Different flight control implementations, evaluated for their handling qualities, are documented in the report along with the propulsion control, engine model, and aircraft model.

Check-Cases for Verification of 6-Degree-of-Freedom Flight Vehicle Simulations. Volume 2; Appendices

NASA Technical Reports Server (NTRS)

Murri, Daniel G.; Jackson, E. Bruce; Shelton, Robert O.

2015-01-01

This NASA Engineering and Safety Center (NESC) assessment was established to develop a set of time histories for the flight behavior of increasingly complex example aerospacecraft that could be used to partially validate various simulation frameworks. The assessment was conducted by representatives from several NASA Centers and an open-source simulation project. This document contains details on models, implementation, and results.

Living Together in Space: The International Space Station Internal Active Thermal Control System Issues and Solutions-Sustaining Engineering Activities at the Marshall Space Flight Center From 1998 to 2005

NASA Technical Reports Server (NTRS)

Wieland, P. O.; Roman, M. C.; Miller, L.

2007-01-01

On board the International Space Station, heat generated by the crew and equipment is removed by the internal active thermal control system to maintain a comfortable working environment and prevent equipment overheating. Test facilities simulating the internal active thermal control system (IATCS) were constructed at the Marshall Space Flight Center as part of the sustaining engineering activities to address concerns related to operational issues, equipment capability, and reliability. A full-scale functional simulator of the Destiny lab module IATCS was constructed and activated prior to launch of Destiny in 2001. This facility simulates the flow and thermal characteristics of the flight system and has a similar control interface. A subscale simulator was built, and activated in 2000, with special attention to materials and proportions of wetted surfaces to address issues related to changes in fluid chemistry, material corrosion, and microbial activity. The flight issues that have arisen and the tests performed using the simulator facilities are discussed in detail. In addition, other test facilities at the MSFC have been used to perform specific tests related to IATCS issues. Future testing is discussed as well as potential modifications to the simulators to enhance their utility.

An inventory of aeronautical ground research facilities. Volume 2: Air breathing engine test facilities

NASA Technical Reports Server (NTRS)

Pirrello, C. J.; Hardin, R. D.; Heckart, M. V.; Brown, K. R.

1971-01-01

The inventory covers free jet and direct connect altitude cells, sea level static thrust stands, sea level test cells with ram air, and propulsion wind tunnels. Free jet altitude cells and propulsion wind tunnels are used for evaluation of complete inlet-engine-exhaust nozzle propulsion systems under simulated flight conditions. These facilities are similar in principal of operation and differ primarily in test section concept. The propulsion wind tunnel provides a closed test section and restrains the flow around the test specimen while the free jet is allowed to expand freely. A chamber of large diameter about the free jet is provided in which desired operating pressure levels may be maintained. Sea level test cells with ram air provide controlled, conditioned air directly to the engine face for performance evaluation at low altitude flight conditions. Direct connect altitude cells provide a means of performance evaluation at simulated conditions of Mach number and altitude with air supplied to the flight altitude conditions. Sea level static thrust stands simply provide an instrumented engine mounting for measuring thrust at zero airspeed. While all of these facilities are used for integrated engine testing, a few provide engine component test capability.

Emergency Simulation Drill

NASA Image and Video Library

2013-12-04

ISS038-E-011708 (4 Dec. 2013) --- In the International Space Station?s Zvezda Service Module, Russian cosmonaut Sergey Ryazanskiy, Expedition 38 flight engineer, reads a procedures checklist during an emergency simulation drill with participation from flight controllers on the ground. During the exercise, the crew practiced emergency communication and procedures in response to a predetermined scenario such as pressure leak.

Sea-Level Flight Demonstration and Altitude Characterization of a LO2/LCH4 Based Accent Propulsion Lander

NASA Technical Reports Server (NTRS)

Collins, Jacob; Hurlbert, Eric; Romig, Kris; Melcher, John; Hobson, Aaron; Eaton, Phil

2009-01-01

A 1,500 lbf thrust-class liquid oxygen (LO2)/Liquid Methane (LCH4) rocket engine was developed and tested at both sea-level and simulated altitude conditions. The engine was fabricated by Armadillo Aerospace (AA) in collaboration with NASA Johnson Space Center. Sea level testing was conducted at Armadillo Aerospace facilities at Caddo Mills, TX. Sea-level tests were conducted using both a static horizontal test bed and a vertical take-off and landing (VTOL) test bed capable of lift-off and hover-flight in low atmosphere conditions. The vertical test bed configuration is capable of throttling the engine valves to enable liftoff and hover-flight. Simulated altitude vacuum testing was conducted at NASA Johnson Space Center White Sands Test Facility (WSTF), which is capable of providing altitude simulation greater than 120,000 ft equivalent. The engine tests demonstrated ignition using two different methods, a gas-torch and a pyrotechnic igniter. Both gas torch and pyrotechnic ignition were demonstrated at both sea-level and vacuum conditions. The rocket engine was designed to be configured with three different nozzle configurations, including a dual-bell nozzle geometry. Dual-bell nozzle tests were conducted at WSTF and engine performance data was achieved at both ambient pressure and simulated altitude conditions. Dual-bell nozzle performance data was achieved over a range of altitude conditions from 90,000 ft to 50,000 ft altitude. Thrust and propellant mass flow rates were measured in the tests for specific impulse (Isp) and C* calculations.

J-85 jet engine noise measured in the ONERA S1 wind tunnel and extrapolated to far field

NASA Technical Reports Server (NTRS)

Soderman, Paul T.; Julienne, Alain; Atencio, Adolph, Jr.

1991-01-01

Noise from a J-85 turbojet with a conical, convergent nozzle was measured in simulated flight in the ONERA S1 Wind Tunnel. Data are presented for several flight speeds up to 130 m/sec and for radiation angles of 40 to 160 degrees relative to the upstream direction. The jet was operated with subsonic and sonic exhaust speeds. A moving microphone on a 2 m sideline was used to survey the radiated sound field in the acoustically treated, closed test section. The data were extrapolated to a 122 m sideline by means of a multiple-sideline source-location method, which was used to identify the acoustic source regions, directivity patterns, and near field effects. The source-location method is described along with its advantages and disadvantages. Results indicate that the effects of simulated flight on J-85 noise are significant. At the maximum forward speed of 130 m/sec, the peak overall sound levels in the aft quadrant were attentuated approximately 10 dB relative to sound levels of the engine operated statically. As expected, the simulated flight and static data tended to merge in the forward quadrant as the radiation angle approached 40 degrees. There is evidence that internal engine or shock noise was important in the forward quadrant. The data are compared with published predictions for flight effects on pure jet noise and internal engine noise. A new empirical prediction is presented that relates the variation of internally generated engine noise or broadband shock noise to forward speed. Measured near field noise extrapolated to far field agrees reasonably well with data from similar engines tested statically outdoors, in flyover, in a wind tunnel, and on the Bertin Aerotrain. Anomalies in the results for the forward quadrant and for angles above 140 degrees are discussed. The multiple-sideline method proved to be cumbersome in this application, and it did not resolve all of the uncertainties associated with measurements of jet noise close to the jet. The simulation was complicated by wind-tunnel background noise and the propagation of low frequency sound around the circuit.

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

NASA Image and Video Library

2004-06-22

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

Assessment of ECG and respiration recordings from simulated emergency landings of ultra light aircraft.

PubMed

Bruna, Ondřej; Levora, Tomáš; Holub, Jan

2018-05-08

Pilots of ultra light aircraft have limited training resources, but with the use of low cost simulators it might be possible to train and test some parts of their training on the ground. The purpose of this paper is to examine possibility of stress inducement on a low cost flight simulator. Stress is assessed from electrocardiogram and respiration. Engine failure during flight served as a stress inducement stimuli. For one flight, pilots had access to an emergency navigation system. There were recorded some statistically significant changes in parameters regarding breathing frequency. Although no significant change was observed in ECG parameters, there appears to be an effect on respiration parameters. Physiological signals processed with analysis of variance suggest, that the moment of engine failure and approach for landing affected average breathing frequency. Presence of navigation interface does not appear to have a significant effect on pilots.

Flight Simulation Model Exchange. Volume 1

NASA Technical Reports Server (NTRS)

Murri, Daniel G.; Jackson, E. Bruce

2011-01-01

The NASA Engineering and Safety Center Review Board sponsored an assessment of the draft Standard, Flight Dynamics Model Exchange Standard, BSR/ANSI-S-119-201x (S-119) that was conducted by simulation and guidance, navigation, and control engineers from several NASA Centers. The assessment team reviewed the conventions and formats spelled out in the draft Standard and the actual implementation of two example aerodynamic models (a subsonic F-16 and the HL-20 lifting body) encoded in the Extensible Markup Language grammar. During the implementation, the team kept records of lessons learned and provided feedback to the American Institute of Aeronautics and Astronautics Modeling and Simulation Technical Committee representative. This document contains the results of the assessment.

Flight Simulation Model Exchange. Volume 2; Appendices

NASA Technical Reports Server (NTRS)

Murri, Daniel G.; Jackson, E. Bruce

2011-01-01

The NASA Engineering and Safety Center Review Board sponsored an assessment of the draft Standard, Flight Dynamics Model Exchange Standard, BSR/ANSI-S-119-201x (S-119) that was conducted by simulation and guidance, navigation, and control engineers from several NASA Centers. The assessment team reviewed the conventions and formats spelled out in the draft Standard and the actual implementation of two example aerodynamic models (a subsonic F-16 and the HL-20 lifting body) encoded in the Extensible Markup Language grammar. During the implementation, the team kept records of lessons learned and provided feedback to the American Institute of Aeronautics and Astronautics Modeling and Simulation Technical Committee representative. This document contains the appendices to the main report.

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

NASA Technical Reports Server (NTRS)

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

1995-01-01

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

Further Development of Verification Check-Cases for Six- Degree-of-Freedom Flight Vehicle Simulations

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Madden, Michael M.; Shelton, Robert; Jackson, A. A.; Castro, Manuel P.; Noble, Deleena M.; Zimmerman, Curtis J.; Shidner, Jeremy D.; White, Joseph P.; Dutta, Doumyo;

A Study on Aircraft Engine Control Systems for Integrated Flight and Propulsion Control

NASA Astrophysics Data System (ADS)

Yamane, Hideaki; Matsunaga, Yasushi; Kusakawa, Takeshi

A flyable FADEC system engineering model incorporating Integrated Flight and Propulsion Control (IFPC) concept is developed for a highly maneuverable aircraft and a fighter-class engine. An overview of the FADEC system and functional assignments for its components such as the Engine Control Unit (ECU) and the Integrated Control Unit (ICU) are described. Overall system reliability analysis, convex analysis and multivariable controller design for the engine, fault detection/redundancy management, and response characteristics of a fuel system are addressed. The engine control performance of the FADEC is demonstrated by hardware-in-the-loop simulation for fast acceleration and thrust transient characteristics.

An improved method for predicting the effects of flight on jet mixing noise

NASA Technical Reports Server (NTRS)

Stone, J. R.

1979-01-01

A method for predicting the effects of flight on jet mixing noise has been developed on the basis of the jet noise theory of Ffowcs-Williams (1963) and data derived from model-jet/free-jet simulated flight tests. Predicted and experimental values are compared for the J85 turbojet engine on the Bertin Aerotrain, the low-bypass refanned JT8D engine on a DC-9, and the high-bypass JT9D engine on a DC-10. Over the jet velocity range from 280 to 680 m/sec, the predictions show a standard deviation of 1.5 dB.

Simulating Operation of a Large Turbofan Engine

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Frederick, Dean K.; DeCastro, Jonathan

2008-01-01

The Commercial Modular Aero- Propulsion System Simulation (C-MAPSS) is a computer program for simulating transient operation of a commercial turbofan engine that can generate as much as 90,000 lb (.0.4 MN) of thrust. It includes a power-management system that enables simulation of open- or closed-loop engine operation over a wide range of thrust levels throughout the full range of flight conditions. C-MAPSS provides the user with a set of tools for performing open- and closed-loop transient simulations and comparison of linear and non-linear models throughout its operating envelope, in an easy-to-use graphical environment.

Nicole Schultheiss flies an F/A-18 simulator with NASA engineer Byron Simpson's coaching during Take Your Children to Work Day June 22

NASA Image and Video Library

2004-06-22

Nicole Schultheiss, a fourth-grader at Ulrich Elementary School in California City, "flew" an F/A-18 simulator with NASA engineer Byron Simpson's coaching during Take Your Children to Work Day June 22 at NASA Dryden Flight Research Center.

Stimulation of a turbofan engine for evaluation of multivariable optimal control concepts. [(computerized simulation)

NASA Technical Reports Server (NTRS)

Seldner, K.

1976-01-01

The development of control systems for jet engines requires a real-time computer simulation. The simulation provides an effective tool for evaluating control concepts and problem areas prior to actual engine testing. The development and use of a real-time simulation of the Pratt and Whitney F100-PW100 turbofan engine is described. The simulation was used in a multi-variable optimal controls research program using linear quadratic regulator theory. The simulation is used to generate linear engine models at selected operating points and evaluate the control algorithm. To reduce the complexity of the design, it is desirable to reduce the order of the linear model. A technique to reduce the order of the model; is discussed. Selected results between high and low order models are compared. The LQR control algorithms can be programmed on digital computer. This computer will control the engine simulation over the desired flight envelope.

DBD Plasma Actuators for Flow Control in Air Vehicles and Jet Engines - Simulation of Flight Conditions in Test Chambers by Density Matching

NASA Technical Reports Server (NTRS)

Ashpis, David E.; Thurman, Douglas R.

2011-01-01

Dielectric Barrier Discharge (DBD) Plasma actuators for active flow control in aircraft and jet engines need to be tested in the laboratory to characterize their performance at flight operating conditions. DBD plasma actuators generate a wall-jet electronically by creating weakly ionized plasma, therefore their performance is affected by gas discharge properties, which, in turn, depend on the pressure and temperature at the actuator placement location. Characterization of actuators is initially performed in a laboratory chamber without external flow. The pressure and temperature at the actuator flight operation conditions need to be simultaneously set in the chamber. A simplified approach is desired. It is assumed that the plasma discharge depends only on the gas density, while other temperature effects are assumed to be negligible. Therefore, tests can be performed at room temperature with chamber pressure set to yield the same density as in operating flight conditions. The needed chamber pressures are shown for altitude flight of an air vehicle and for jet engines at sea-level takeoff and altitude cruise conditions. Atmospheric flight conditions are calculated from standard atmosphere with and without shock waves. The engine data was obtained from four generic engine models; 300-, 150-, and 50-passenger (PAX) aircraft engines, and a military jet-fighter engine. The static and total pressure, temperature, and density distributions along the engine were calculated for sea-level takeoff and for altitude cruise conditions. The corresponding chamber pressures needed to test the actuators were calculated. The results show that, to simulate engine component flows at in-flight conditions, plasma actuator should be tested over a wide range of pressures. For the four model engines the range is from 12.4 to 0.03 atm, depending on the placement of the actuator in the engine. For example, if a DBD plasma actuator is to be placed at the compressor exit of a 300 PAX engine, it has to be tested at 12.4 atm for takeoff, and 6 atm for cruise conditions. If it is to be placed at the low-pressure turbine, it has to be tested at 0.5 and 0.2 atm, respectively. These results have implications for the feasibility and design of DBD plasma actuators for jet engine flow control applications. In addition, the distributions of unit Reynolds number, Mach number, and velocity along the engine are provided. The engine models are non-proprietary and this information can be used for evaluation of other types of actuators and for other purposes.

Attitude algorithm and initial alignment method for SINS applied in short-range aircraft

NASA Astrophysics Data System (ADS)

Zhang, Rong-Hui; He, Zhao-Cheng; You, Feng; Chen, Bo

2017-07-01

This paper presents an attitude solution algorithm based on the Micro-Electro-Mechanical System and quaternion method. We completed the numerical calculation and engineering practice by adopting fourth-order Runge-Kutta algorithm in the digital signal processor. The state space mathematical model of initial alignment in static base was established, and the initial alignment method based on Kalman filter was proposed. Based on the hardware in the loop simulation platform, the short-range flight simulation test and the actual flight test were carried out. The results show that the error of pitch, yaw and roll angle is fast convergent, and the fitting rate between flight simulation and flight test is more than 85%.

Flight test experience and controlled impact of a large, four-engine, remotely piloted airplane

NASA Technical Reports Server (NTRS)

Kempel, R. W.; Horton, T. W.

1985-01-01

A controlled impact demonstration (CID) program using a large, four engine, remotely piloted transport airplane was conducted. Closed loop primary flight control was performed from a ground based cockpit and digital computer in conjunction with an up/down telemetry link. Uplink commands were received aboard the airplane and transferred through uplink interface systems to a highly modified Bendix PB-20D autopilot. Both proportional and discrete commands were generated by the ground pilot. Prior to flight tests, extensive simulation was conducted during the development of ground based digital control laws. The control laws included primary control, secondary control, and racetrack and final approach guidance. Extensive ground checks were performed on all remotely piloted systems. However, manned flight tests were the primary method of verification and validation of control law concepts developed from simulation. The design, development, and flight testing of control laws and the systems required to accomplish the remotely piloted mission are discussed.

Flight evaluation of a hydromechanical backup control for the digital electronic engine control system in an F100 engine

NASA Technical Reports Server (NTRS)

Walsh, K. R.; Burcham, F. W.

1984-01-01

The backup control (BUC) features, the operation of the BUC system, the BUC control logic, and the BUC flight test results are described. The flight test results include: (1) transfers to the BUC at military and maximum power settings; (2) a military power acceleration showing comparisons bvetween flight and simulation for BUC and primary modes; (3) steady-state idle power showing idle compressor speeds at different flight conditions; and (4) idle-to-military power BUC transients showing where cpmpressor stalls occurred for different ramp rates and idle speeds. All the BUC transfers which occur during the DEEC flight program are initiated by the pilot. Automatic transfers to the BUC do not occur.

Emergency Simulation Drill

NASA Image and Video Library

2013-12-04

ISS038-E-011710 (4 Dec. 2013) --- In the International Space Station’s Destiny laboratory, NASA astronaut Michael Hopkins (foreground) and Japan Aerospace Exploration Agency astronaut Koichi Wakata, both Expedition 38 flight engineers, participate in an emergency simulation drill with participation from flight controllers on the ground. During the exercise, the crew practiced emergency communication and procedures in response to a predetermined scenario such as pressure leak.

Prototype Common Bus Spacecraft: Hover Test Implementation and Results. Revision, Feb. 26, 2009

NASA Technical Reports Server (NTRS)

Hine, Butler Preston; Turner, Mark; Marshall, William S.

2009-01-01

In order to develop the capability to evaluate control system technologies, NASA Ames Research Center (Ames) began a test program to build a Hover Test Vehicle (HTV) - a ground-based simulated flight vehicle. The HTV would integrate simulated propulsion, avionics, and sensors into a simulated flight structure, and fly that test vehicle in terrestrial conditions intended to simulate a flight environment, in particular for attitude control. The ultimate purpose of the effort at Ames is to determine whether the low-cost hardware and flight software techniques are viable for future low cost missions. To enable these engineering goals, the project sought to develop a team, processes and procedures capable of developing, building and operating a fully functioning vehicle including propulsion, GN&C, structure, power and diagnostic sub-systems, through the development of the simulated vehicle.

A high fidelity real-time simulation of a small turboshaft engine

NASA Technical Reports Server (NTRS)

Ballin, Mark G.

1988-01-01

A high-fidelity component-type model and real-time digital simulation of the General Electric T700-GE-700 turboshaft engine were developed for use with current generation real-time blade-element rotor helicopter simulations. A control system model based on the specification fuel control system used in the UH-60A Black Hawk helicopter is also presented. The modeling assumptions and real-time digital implementation methods particular to the simulation of small turboshaft engines are described. The validity of the simulation is demonstrated by comparison with analysis-oriented simulations developed by the manufacturer, available test data, and flight-test time histories.

Mathematical model for lift/cruise fan V/STOL aircraft simulator programming data

NASA Technical Reports Server (NTRS)

Bland, M. P.; Fajfar, B.; Konsewicz, R. K.

1976-01-01

Simulation data are reported for the purpose of programming the flight simulator for advanced aircraft for tests of the lift/cruise fan V/STOL Research Technology Aircraft. These simulation tests are to provide insight into problem areas which are encountered in operational use of the aircraft. A mathematical model is defined in sufficient detail to represent all the necessary pertinent aircraft and system characteristics. The model includes the capability to simulate two basic versions of an aircraft propulsion system: (1) the gas coupled configuration which uses insulated air ducts to transmit power between gas generators and fans in the form of high energy engine exhaust and (2) the mechanically coupled power system which uses shafts, clutches, and gearboxes for power transmittal. Both configurations are modeled such that the simulation can include vertical as well as rolling takeoff and landing, hover, powered lift flight, aerodynamic flight, and the transition between powered lift and aerodynamic flight.

EC65-0649

NASA Image and Video Library

1965-04-26

LLRV flight #1-16-61F with Bell 47 Helicopter providing chase support. The use of chase planes was a critical part of flight research well before the establishment of what was then called the NACA Muroc Flight Test Unit in September 1947 (now the NASA Dryden Flight Research Center). They act as a second set of eyes for the research pilot, warning him of any problems. When test flights of the LLRV began in October 1964, chase support for the vehicle was supplied by a Bell 47 helicopter. It could hover close by, providing information such as altitude and descent rate. LLRV test operations were phased out in late 1966 and early 1967. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center’s (FRC) Lunar Landing Research Vehicle (LLRV) became the most significant one. After conceptual planning and meetings with engineers from Bell Aerosystems Company, Buffalo, N.Y., NASA FRC issued a $3.6 million production contract awarded in 1963, for delivery of the first of two vehicles for flight studies. Built of tubular aluminum alloy like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon’s surface. The LLRV had a turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine, lifted the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, thus simulating the reduced gravity of the Moon. Two lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. The pilot’s platform extended forward between t

Simulator Investigation of Pilot Aids for Helicopter Terminal Area Operations with One Engine Inoperative

NASA Technical Reports Server (NTRS)

Iseler, Laura; Chen, Robert; Dearing, Munro; Decker, William; Aiken, Edwin W. (Technical Monitor)

1995-01-01

Two recent piloted simulation experiments have investigated advanced display concepts applied to civil transport helicopter terminal area operations. Civil Category A helicopter operations apply to multi-engine helicopters wherein a safe recovery (land or fly out) is required in the event of a single engine failure. The investigation used the NASA Ames Research Center Vertical Motion Simulator, which has a full six degrees of freedom, to simulate the flight task as closely as possible. The goal of these experiments was to use advanced cockpit displays to improve flight safety and enhance the mission performance of Category A terminal area operations in confined areas. The first experiment investigated the use of military display formats to assist civil rotorcraft in performing a Category A takeoff in confined terminal areas. Specifically, it addressed how well a difficult hovering backup path could be followed using conventional instruments in comparison to panel mounted integrated displays. The hovering backup takeoff, which enables pilots to land back to the confined area pad in the event of an engine failure, was chosen since it is a difficult task to perform. Seven NASA and Army test pilots participated in the experiment. Evaluations, based on task performance and pilot workload, showed that an integrated display enabled the pilot to consistently achieve adequate or desired performance with reasonable pilot workload. Use of conventional instruments, however, frequently resulted in unacceptable performance (poor flight path tracking), higher pilot workload, and poor situational awareness. Although OEI landbacks were considered a visual task, the improved performance on the backup portion, in conjunction with increased situational awareness resulting from use of integrated displays, enabled the pilots to handle an engine failure and land back safely. In contrast, use of conventional instruments frequently led to excessive rates of sink at touchdown. A second simulation (in progress - July - August) is being conducted to investigate the use of advanced displays to perform vertical and short takeoffs and landings. One Engine Inoperative trajectories, which were optimized based on safety of flight restrictions, are utilized. Based on comments from the first experiment and further analytic development, appropriate fly out and approach guidance was added. Displays include conventional instruments with raw data, and the following integrated displays: multi-view and side-view hover displays based on the Apache Pilot Night Vision System, and variations of the pathway-in-the-sky displays with a flight-path-vector, a leader and flight director modifications. Panel mounted and head-up displays are being evaluated. Engine modifications have been incorporated to simulate 30 second and 2 minute contingency power ratings. Evaluations are based on task performance and pilot workload. NASA, Army, FAA, and industry test pilots participated. Details concerning the design, conduct, and the results of the experiment will be reported in the proposed paper.

Convair F-106B Delta Dart Prepares for a Flight

NASA Image and Video Library

1969-05-21

National Aeronautics and Space Administration (NASA) pilot Cliff Crabbs and the flight operations crew prepare a Convair F-106B Delta Dart for a flight from the Lewis Research Center in Cleveland, Ohio. NASA acquired the aircraft three years earlier to investigate noise-reducing inlet and nozzle designs for the supersonic transport engine program. Two General Electric J85 engines were installed underneath the aircraft’s delta wings to simulate the general shape of the supersonic transport’s engines. One of the engines was modified with experimental inlet or nozzle configurations. The unmodified engine was used for comparison. Most F-106B flights were flown in a 200-mile path over the lake between Buffalo and Sandusky, known as the Lake Erie Corridor. The 1100-miles per hour flight took only 11 minutes at an altitude of 30,000 feet. The aircraft almost always returned with a depleted fuel supply so a Visual Flight Rules operation was required. Following the crash of another jet fighter at Lewis in July 1969, the F-106s were stationed at Selfridge Air Force Base in Michigan. NASA pilots flew transport planes each morning to the base before commencing the F-106B missions.

jsc2012e238682

NASA Image and Video Library

2012-11-28

At the Gagarin Cosmonaut Training Center in Star City, Russia, trainers eyed a bank of monitors as the Expedition 34/35 crew conducted the second of two days of flight qualification exams Nov. 28, 2012 in a Soyuz spacecraft simulator. NASA Flight Engineer Tom Marshburn of NASA, Soyuz Commander Roman Romanenko and Flight Engineer Chris Hadfield of the Canadian Space Agency are preparing for launch Dec. 19 from the Baikonur Cosmodrome in Kazakhstan in their Soyuz TMA-07M spacecraft, bound for a 5-month mission on the International Space Station. NASA/Stephanie Stoll

Expedition 31 Preflight

NASA Image and Video Library

2012-04-24

Expedition 31 NASA flight engineer Joe Acaba signs for his Soyuz vehicle simulation test card before senior officials at the Gagarin Cosmonaut Training Center, Tuesday, April 24, 2012 in Star City, Russia, while his fellow crew members Soyuz Commander Gennady Padalka, left, and flight engineer Sergei Revin look on. Acaba, Padalka and Revin are set to launch to the International Space Station May 15 from the Baikonur Cosmodrome in Kazakhstan. Photo Credit: (NASA/Carla Cioffi)

Expedition 31 Preflight

NASA Image and Video Library

2012-04-24

Expedition 31 Soyuz Commander Gennady Padalka signs for his Soyuz vehicle simulation test card before senior officials at the Gagarin Cosmonaut Training Center, Tuesday, April 24, 2012 in Star City, Russia, while his fellow crew members NASA flight engineer Joe Acaba, left, and flight engineer Sergei Revin look on. Padalka, Acaba and Revin are set to launch to the International Space Station May 15 from the Baikonur Cosmodrome in Kazakhstan. Photo Credit: (NASA/Carla Cioffi)

Close-up of SSME

NASA Technical Reports Server (NTRS)

1994-01-01

A close-up view of a Space Shuttle Main Engine during a test at the John C. Stennis Space Center shows how the engine is gimballed, or rotated, to evaluate the performance of its components under simulated flight conditions.

Simulation System Fidelity Assessment at the Vertical Motion Simulator

NASA Technical Reports Server (NTRS)

Beard, Steven D.; Reardon, Scott E.; Tobias, Eric L.; Aponso, Bimal L.

2013-01-01

Fidelity is a word that is often used but rarely understood when talking about groundbased simulation. Assessing the cueing fidelity of a ground based flight simulator requires a comparison to actual flight data either directly or indirectly. Two experiments were conducted at the Vertical Motion Simulator using the GenHel UH-60A Black Hawk helicopter math model that was directly compared to flight data. Prior to the experiment the simulator s motion and visual system frequency responses were measured, the aircraft math model was adjusted to account for the simulator motion system delays, and the motion system gains and washouts were tuned for the individual tasks. The tuned motion system fidelity was then assessed against the modified Sinacori criteria. The first experiments showed similar handling qualities ratings (HQRs) to actual flight for a bob-up and sidestep maneuvers. The second experiment showed equivalent HQRs between flight and simulation for the ADS33 slalom maneuver for the two pilot participants. The ADS33 vertical maneuver HQRs were mixed with one pilot rating the flight and simulation the same while the second pilot rated the simulation worse. In addition to recording HQRs on the second experiment, an experimental Simulation Fidelity Rating (SFR) scale developed by the University of Liverpool was tested for applicability to engineering simulators. A discussion of the SFR scale for use on the Vertical Motion Simulator is included in this paper.

Hyper-X Engine Testing in the NASA Langley 8-Foot High Temperature Tunnel

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Rock, Kenneth E.; Witte, David W.; Ruf, Edward G.; Andrews, Earl H., Jr.

2000-01-01

Airframe-integrated scramjet engine tests have 8 completed at Mach 7 in the NASA Langley 8-Foot High Temperature Tunnel under the Hyper-X program. These tests provided critical engine data as well as design and database verification for the Mach 7 flight tests of the Hyper-X research vehicle (X-43), which will provide the first-ever airframe- integrated scramjet flight data. The first model tested was the Hyper-X Engine Model (HXEM), and the second was the Hyper-X Flight Engine (HXFE). The HXEM, a partial-width, full-height engine that is mounted on an airframe structure to simulate the forebody features of the X-43, was tested to provide data linking flowpath development databases to the complete airframe-integrated three-dimensional flight configuration and to isolate effects of ground testing conditions and techniques. The HXFE, an exact geometric representation of the X-43 scramjet engine mounted on an airframe structure that duplicates the entire three-dimensional propulsion flowpath from the vehicle leading edge to the vehicle base, was tested to verify the complete design as it will be flight tested. This paper presents an overview of these two tests, their importance to the Hyper-X program, and the significance of their contribution to scramjet database development.

Modeling, Analysis and Simulation Approaches Used in Development of the National Aeronautics and Space Administration Max Launch Abort System

NASA Technical Reports Server (NTRS)

Yuchnovicz, Daniel E.; Dennehy, Cornelius J.; Schuster, David M.

2011-01-01

The National Aeronautics and Space Administration (NASA) Engineering and Safety Center was chartered to develop an alternate launch abort system (LAS) as risk mitigation for the Orion Project. Its successful flight test provided data for the design of future LAS vehicles. Design of the flight test vehicle (FTV) and pad abort trajectory relied heavily on modeling and simulation including computational fluid dynamics for vehicle aero modeling, 6-degree-of-freedom kinematics models for flight trajectory modeling, and 3-degree-of-freedom kinematics models for parachute force modeling. This paper highlights the simulation techniques and the interaction between the aerodynamics, flight mechanics, and aerodynamic decelerator disciplines during development of the Max Launch Abort System FTV.

Test and evaluation of the HIDEC engine uptrim algorithm

NASA Technical Reports Server (NTRS)

Ray, R. J.; Myers, L. P.

1986-01-01

The highly integrated digital electronic control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine-airframe control systems. Performance improvements will result from an adaptive engine stall margin mode, a highly integrated mode that uses the airplane flight conditions and the resulting inlet distortion to continuously compute engine stall margin. When there is excessive stall margin, the engine is uptrimmed for more thrust by increasing engine pressure ratio (EPR). The EPR uptrim logic has been evaluated and implemented into computer simulations. Thrust improvements over 10 percent are predicted for subsonic flight conditions. The EPR uptrim was successfully demonstrated during engine ground tests. Test results verify model predictions at the conditions tested.

Research flight software engineering and MUST, an integrated system of support tools

NASA Technical Reports Server (NTRS)

Straeter, T. A.; Foudriat, E. C.; Will, R. W.

1977-01-01

Consideration is given to software development to support NASA flight research. The Multipurpose User-Oriented Software Technology (MUST) program, designed to integrate digital systems into flight research, is discussed. Particular attention is given to the program's special interactive user interface, subroutine library, assemblers, compiler, automatic documentation tools, and test and simulation subsystems.

Day Time Gimballing A-1 Test Stand

NASA Technical Reports Server (NTRS)

1989-01-01

A close-up view of a Space Shuttle Main Engine during a daytime test at Stennis Space Center shows how the engine is gimbaled, or rotated, to evaluate the performance of its components under simulated flight conditions.

Performance deterioration based on simulated aerodynamic loads test, JT9D jet engine diagnostics program

NASA Technical Reports Server (NTRS)

Stromberg, W. J.

1981-01-01

An engine was specially prepared with extensive instrumentation to monitor performance, case temperatures, and clearance changes. A special loading device was used to apply known loads on the engine by the use of cables placed around the flight inlet. These loads simulated the estimated aerodynamic pressure distributions that occur on the inlet in various segments of a typical airplane flight. Test results indicate that the engine lost 1.3 percent in take-off thrust specific fuel consumption (TSFC) during the course of the test effort. Permanent clearance changes due to the loads accounted for 1.1 percent; increase in low pressure compressor airfoil roughness and thermal distortion in the high pressure turbine accounted for 0.2 percent. Pretest predicted performance loss due to clearance changes was 0.9 percent in TSFC. Therefore, the agreement between measurement and prediction is considered to be excellent.

A psychophysiological assessment of operator workload during simulated flight missions

NASA Technical Reports Server (NTRS)

Kramer, Arthur F.; Sirevaag, Erik J.; Braune, Rolf

1987-01-01

The applicability of the dual-task event-related (brain) potential (ERP) paradigm to the assessment of an operator's mental workload and residual capacity in a complex situation of a flight mission was demonstrated using ERP measurements and subjective workload ratings of student pilots flying a fixed-based single-engine simulator. Data were collected during two separate 45-min flights differing in difficulty; flight demands were examined by dividing each flight into four segments: takeoff, straight and level flight, holding patterns, and landings. The P300 ERP component in particular was found to discriminate among the levels of task difficulty in a systematic manner, decreasing in amplitude with an increase in task demands. The P300 amplitude is shown to be negatively correlated with deviations from command headings across the four flight segments.

Implementation of an Object-Oriented Flight Simulator D.C. Electrical System on a Hypercube Architecture

DTIC Science & Technology

1991-12-01

abstract data type is, what an object-oriented design is and how to apply "software engineering" principles to the design of both of them. I owe a great... Program (ASVP), a research and development effort by two aerospace contractors to redesign and implement subsets of two existing flight simulators in...effort addresses how to implement a simulator designed using the SEI OOD Paradigm on a distributed, parallel, multiple instruction, multiple data (MIMD

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

NASA Technical Reports Server (NTRS)

Belcastro, Celeste M.

1997-01-01

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

USM3D Simulations of Saturn V Plume Induced Flow Separation

NASA Technical Reports Server (NTRS)

Deere, Karen; Elmlilgui, Alaa; Abdol-Hamid, K. S.

2011-01-01

The NASA Constellation Program included the Ares V heavy lift cargo vehicle. During the design stage, engineers questioned if the Plume Induced Flow Separation (PIFS) that occurred along Saturn V rocket during moon missions at some flight conditions, would also plague the newly proposed rocket. Computational fluid dynamics (CFD) was offered as a tool for initiating the investigation of PIFS along the Ares V rocket. However, CFD best practice guidelines were not available for such an investigation. In an effort to establish a CFD process and define guidelines for Ares V powered simulations, the Saturn V vehicle was used because PIFS flight data existed. The ideal gas, computational flow solver USM3D was evaluated for its viability in computing PIFS along the Saturn V vehicle with F-1 engines firing. Solutions were computed at supersonic freestream conditions, zero degree angle of attack, zero degree sideslip, and at flight Reynolds numbers. The effects of solution sensitivity to grid refinement, turbulence models, and the engine boundary conditions on the predicted PIFS distance along the Saturn V were discussed and compared to flight data from the Apollo 11 mission AS-506.

Emergency Simulation Drill

NASA Image and Video Library

2013-12-04

ISS038-E-011718 (4 Dec. 2013) --- The Expedition 38 crew members participate in an emergency simulation drill with participation from flight controllers on the ground. During the exercise, the crew practiced emergency communication and procedures in response to a predetermined scenario such as pressure leak. Pictured in the International Space Station?s Destiny laboratory are Russian cosmonaut Oleg Kotov (center), commander; NASA astronaut Michael Hopkins (left), Japan Aerospace Exploration Agency astronaut Koichi Wakata, flight engineers.

STS-26 long duration simulation in JSC Mission Control Center (MCC) Bldg 30

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 long duration simulation is conducted in JSC Mission Control Center (MCC) Bldg 30 Flight Control Room (FCR). Front row of consoles with Propulsion Engineer (PROP) and Guidance, Navigation, and Control Systems Engineer (GNC) are visible in the foreground. CBS television camera personnel record front visual displays (orbital chart and data) for '48 Hours' program to be broadcast at a later date. The integrated simulation involved communicating with crewmembers stationed in the fixed based (FB) shuttle mission simulator (SMS) located in JSC Mission Simulation and Training Facility Bldg 5.

Flight test of a full authority Digital Electronic Engine Control system in an F-15 aircraft

NASA Technical Reports Server (NTRS)

Barrett, W. J.; Rembold, J. P.; Burcham, F. W.; Myers, L.

1981-01-01

The Digital Electronic Engine Control (DEEC) system considered is a relatively low cost digital full authority control system containing selectively redundant components and fault detection logic with capability for accommodating faults to various levels of operational capability. The DEEC digital control system is built around a 16-bit, 1.2 microsecond cycle time, CMOS microprocessor, microcomputer system with approximately 14 K of available memory. Attention is given to the control mode, component bench testing, closed loop bench testing, a failure mode and effects analysis, sea-level engine testing, simulated altitude engine testing, flight testing, the data system, cockpit, and real time display.

Automated flight test management system

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

Altitude Performance Characteristics of Tail-pipe Burner with Convergingconical Burner Section on J47 Turbojet Engine

NASA Technical Reports Server (NTRS)

Prince, William R; Mcaulay, John E

1950-01-01

An investigation of turbojet-engine thrust augmentation by means of tail-pipe burning was conducted in the NACA Lewis altitude wind tunnel. Performance data were obtained with a tail-pipe burner having a converging conical burner section installed on an axial-flow-compressor type turbojet engine over a range of simulated flight conditions and tail-pipe fuel-air ratios with a fixed-area exhaust nozzle. A maximum tail-pipe combustion efficiency of 0.86 was obtained at an altitude of 15,000 feet and a flight Mach number of 0.23. Tail-pipe burner operation was possible up to an altitude of 45,000 feet at a flight Mach number of 0.23.

PSL Icing Facility Upgrade Overview

NASA Technical Reports Server (NTRS)

Griffin, Thomas A.; Dicki, Dennis J.; Lizanich, Paul J.

2014-01-01

The NASA Glenn Research Center Propulsion Systems Lab (PSL) was recently upgraded to perform engine inlet ice crystal testing in an altitude environment. The system installed 10 spray bars in the inlet plenum for ice crystal generation using 222 spray nozzles. As an altitude test chamber, the PSL is capable of simulating icing events at altitude in a groundtest facility. The system was designed to operate at altitudes from 4,000 to 40,000 ft at Mach numbers up to 0.8M and inlet total temperatures from -60 to +15 degF. This paper and presentation will be part of a series of presentations on PSL Icing and will cover the development of the icing capability through design, developmental testing, installation, initial calibration, and validation engine testing. Information will be presented on the design criteria and process, spray bar developmental testing at Cox and Co., system capabilities, and initial calibration and engine validation test. The PSL icing system was designed to provide NASA and the icing community with a facility that could be used for research studies of engine icing by duplicating in-flight events in a controlled ground-test facility. With the system and the altitude chamber we can produce flight conditions and cloud environments to simulate those encountered in flight. The icing system can be controlled to set various cloud uniformities, droplet median volumetric diameter (MVD), and icing water content (IWC) through a wide variety of conditions. The PSL chamber can set altitudes, Mach numbers, and temperatures of interest to the icing community and also has the instrumentation capability of measuring engine performance during icing testing. PSL last year completed the calibration and initial engine validation of the facility utilizing a Honeywell ALF502-R5 engine and has duplicated in-flight roll back conditions experienced during flight testing. This paper will summarize the modifications and buildup of the facility to accomplish these tests.

Design and Evaluation of a Turbojet Exhaust Simulator, Utilizing a Solid-Propellant Rocket Motor, for use in Free-Flight Aerodynamic Research Models

NASA Technical Reports Server (NTRS)

deMoraes, Carlos A.; Hagginbothom, William K., Jr.; Falanga, Ralph A.

1954-01-01

A method has been developed for modifying a rocket motor so that its exhaust characteristics simulate those of a turbojet engine. The analysis necessary to the design is presented along with tests from which the designs are evaluated. Simulation was found to be best if the exhaust characteristics to be duplicated were those of a turbojet engine at high altitudes and with the afterburner operative.

Test and evaluation of the HIDEC engine uptrim algorithm. [Highly Integrated Digital Electronic Control for aircraft

NASA Technical Reports Server (NTRS)

Ray, R. J.; Myers, L. P.

1986-01-01

The highly integrated digital electronic control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine-airframe control systems. Performance improvements will result from an adaptive engine stall margin mode, a highly integrated mode that uses the airplane flight conditions and the resulting inlet distortion to continuously compute engine stall margin. When there is excessive stall margin, the engine is uptrimmed for more thrust by increasing engine pressure ratio (EPR). The EPR uptrim logic has been evaluated and implemente into computer simulations. Thrust improvements over 10 percent are predicted for subsonic flight conditions. The EPR uptrim was successfully demonstrated during engine ground tests. Test results verify model predictions at the conditions tested.

Exhaust emissions survey of a turbofan engine for flame holder swirl type augmentors at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E., Jr.

1981-01-01

Emissions of carbon dioxide, total oxides of nitrogen, unburned hydrocarbons, and carbon monoxide from an F100 afterburning two spool turbofan engine at simulated flight conditions are reported. Tests were run at Mach 0.8 at altitudes of 10.97 and 13.71 km (36,000 and 45,000 ft), and at Mach 1.2 at 13.71 km (45,000 ft). Emission measurements were made from intermediate power (nonafterburning) through maximum afterburning, using a single point gas sample probe traversed across the horizontal diameter of the exhaust nozzle. The data show that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate and partial afterburning power. Unburned hydrocarbons were near zero for most of the simulated flight conditions. At maximum afterburning, there were regions of NOx deficiency in regions of high CO. The results suggest that the low NOx levels observed in the tests are a result of interaction with high CO in the thermal converter. CO2 emissions were proportional to local fuel air ratio for all test conditions.

Pattern Recognition for a Flight Dynamics Monte Carlo Simulation

NASA Technical Reports Server (NTRS)

Restrepo, Carolina; Hurtado, John E.

2011-01-01

The design, analysis, and verification and validation of a spacecraft relies heavily on Monte Carlo simulations. Modern computational techniques are able to generate large amounts of Monte Carlo data but flight dynamics engineers lack the time and resources to analyze it all. The growing amounts of data combined with the diminished available time of engineers motivates the need to automate the analysis process. Pattern recognition algorithms are an innovative way of analyzing flight dynamics data efficiently. They can search large data sets for specific patterns and highlight critical variables so analysts can focus their analysis efforts. This work combines a few tractable pattern recognition algorithms with basic flight dynamics concepts to build a practical analysis tool for Monte Carlo simulations. Current results show that this tool can quickly and automatically identify individual design parameters, and most importantly, specific combinations of parameters that should be avoided in order to prevent specific system failures. The current version uses a kernel density estimation algorithm and a sequential feature selection algorithm combined with a k-nearest neighbor classifier to find and rank important design parameters. This provides an increased level of confidence in the analysis and saves a significant amount of time.

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.

Low-order nonlinear dynamic model of IC engine-variable pitch propeller system for general aviation aircraft

NASA Technical Reports Server (NTRS)

Richard, Jacques C.

1995-01-01

This paper presents a dynamic model of an internal combustion engine coupled to a variable pitch propeller. The low-order, nonlinear time-dependent model is useful for simulating the propulsion system of general aviation single-engine light aircraft. This model is suitable for investigating engine diagnostics and monitoring and for control design and development. Furthermore, the model may be extended to provide a tool for the study of engine emissions, fuel economy, component effects, alternative fuels, alternative engine cycles, flight simulators, sensors, and actuators. Results show that the model provides a reasonable representation of the propulsion system dynamics from zero to 10 Hertz.

Lunar Landing Research Vehicle (LLRV) engine test firing on ramp

NASA Technical Reports Server (NTRS)

1964-01-01

This 1964 NASA Flight Reserch Center photograph shows a ground engine test underway on the Lunar Landing Research Vehicle (LLRV) number 1. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

A simple dynamic engine model for use in a real-time aircraft simulation with thrust vectoring

NASA Technical Reports Server (NTRS)

Johnson, Steven A.

1990-01-01

A simple dynamic engine model was developed at the NASA Ames Research Center, Dryden Flight Research Facility, for use in thrust vectoring control law development and real-time aircraft simulation. The simple dynamic engine model of the F404-GE-400 engine (General Electric, Lynn, Massachusetts) operates within the aircraft simulator. It was developed using tabular data generated from a complete nonlinear dynamic engine model supplied by the manufacturer. Engine dynamics were simulated using a throttle rate limiter and low-pass filter. Included is a description of a method to account for axial thrust loss resulting from thrust vectoring. In addition, the development of the simple dynamic engine model and its incorporation into the F-18 high alpha research vehicle (HARV) thrust vectoring simulation. The simple dynamic engine model was evaluated at Mach 0.2, 35,000 ft altitude and at Mach 0.7, 35,000 ft altitude. The simple dynamic engine model is within 3 percent of the steady state response, and within 25 percent of the transient response of the complete nonlinear dynamic engine model.

Development of a Free-Flight Simulation Infrastructure

NASA Technical Reports Server (NTRS)

Miles, Eric S.; Wing, David J.; Davis, Paul C.

1999-01-01

In anticipation of a projected rise in demand for air transportation, NASA and the FAA are researching new air-traffic-management (ATM) concepts that fall under the paradigm known broadly as ":free flight". This paper documents the software development and engineering efforts in progress by Seagull Technology, to develop a free-flight simulation (FFSIM) that is intended to help NASA researchers test mature-state concepts for free flight, otherwise referred to in this paper as distributed air / ground traffic management (DAG TM). Under development is a distributed, human-in-the-loop simulation tool that is comprehensive in its consideration of current and envisioned communication, navigation and surveillance (CNS) components, and will allow evaluation of critical air and ground traffic management technologies from an overall systems perspective. The FFSIM infrastructure is designed to incorporate all three major components of the ATM triad: aircraft flight decks, air traffic control (ATC), and (eventually) airline operational control (AOC) centers.

NASA X-57 Simulator Prepares Pilots, Engineers for Flight of Electric X-Plane

NASA Image and Video Library

2016-11-29

NASA Administrator Charlie Bolden, a former pilot and astronaut who flew on four shuttle missions, appeared natural at the controls of the X-57 simulator cockpit, and flew a pair of simulations where he landed on the Edwards Air Force Base runway.

Application of a Constant Gain Extended Kalman Filter for In-Flight Estimation of Aircraft Engine Performance Parameters

NASA Technical Reports Server (NTRS)

Kobayashi, Takahisa; Simon, Donald L.; Litt, Jonathan S.

2005-01-01

An approach based on the Constant Gain Extended Kalman Filter (CGEKF) technique is investigated for the in-flight estimation of non-measurable performance parameters of aircraft engines. Performance parameters, such as thrust and stall margins, provide crucial information for operating an aircraft engine in a safe and efficient manner, but they cannot be directly measured during flight. A technique to accurately estimate these parameters is, therefore, essential for further enhancement of engine operation. In this paper, a CGEKF is developed by combining an on-board engine model and a single Kalman gain matrix. In order to make the on-board engine model adaptive to the real engine s performance variations due to degradation or anomalies, the CGEKF is designed with the ability to adjust its performance through the adjustment of artificial parameters called tuning parameters. With this design approach, the CGEKF can maintain accurate estimation performance when it is applied to aircraft engines at offnominal conditions. The performance of the CGEKF is evaluated in a simulation environment using numerous component degradation and fault scenarios at multiple operating conditions.

Evaluation of two inflow control devices for flight simulation of fan noise using a JT15D engine

NASA Technical Reports Server (NTRS)

Jones, W. L.; Mcardle, J. G.; Homyak, L.

1979-01-01

The program was developed to accurately simulate flight fan noise on ground static test stands. The results generally indicated that both the induct and external ICD's were effective in reducing the inflow turbulence and the fan blade passing frequency tone generated by the turbulence. The external ICD was essentially transparent to the propagating fan tone but the induct ICD caused attenuation under most conditions.

Simulator study of the stall departure characteristics of a light general aviation airplane with and without a wing-leading-edge modification

NASA Technical Reports Server (NTRS)

Riley, D. R.

1985-01-01

A six-degree-of-freedom nonlinear simulation was developed for a two-place, single-engine, low-wing general aviation airplane for the stall and initial departure regions of flight. Two configurations, one with and one without an outboard wing-leading-edge modification, were modeled. The math models developed are presented simulation predictions and flight-test data for validation purposes and simulation results for the two configurations for various maneuvers and power settings are compared to show the beneficial influence of adding the wing-leading-edge modification.

E-18900

NASA Image and Video Library

1968-06-04

As shown in this photo of the HL-10 flight simulator, the lifting-body pilots and engineers made use of early simulators for both training and the determination of a given vehicle's handling at various speeds, attitudes, and altitudes. This provided warning of possible problems.

Experimental Supersonic Combustion Research at NASA Langley

NASA Technical Reports Server (NTRS)

Rogers, R. Clayton; Capriotti, Diego P.; Guy, R. Wayne

1998-01-01

Experimental supersonic combustion research related to hypersonic airbreathing propulsion has been actively underway at NASA Langley Research Center (LaRC) since the mid-1960's. This research involved experimental investigations of fuel injection, mixing, and combustion in supersonic flows and numerous tests of scramjet engine flowpaths in LaRC test facilities simulating flight from Mach 4 to 8. Out of this research effort has come scramjet combustor design methodologies, ground test techniques, and data analysis procedures. These technologies have progressed steadily in support of the National Aero-Space Plane (NASP) program and the current Hyper-X flight demonstration program. During NASP nearly 2500 tests of 15 scramjet engine models were conducted in LaRC facilities. In addition, research supporting the engine flowpath design investigated ways to enhance mixing, improve and apply nonintrusive diagnostics, and address facility operation. Tests of scramjet combustor operation at conditions simulating hypersonic flight at Mach numbers up to 17 also have been performed in an expansion tube pulse facility. This paper presents a review of the LaRC experimental supersonic combustion research efforts since the late 1980's, during the NASP program, and into the Hyper-X Program.

Spring-Based Helmet System Support Prototype to Address Aircrew Neck Strain

DTIC Science & Technology

2014-06-01

Helicopter Squadron stationed at CFB Borden ALSE Personnel Flight Engineers Pilots 4.6 Discussion of Verification Results 4.6.1 Reduce the mass on the...the participant in the pilot’s posture. Figure 8. A simulation of Flight Engineers’ postures during landing and low flying maneuvres. Figure 9

Engineering simulation development and evaluation of the two-segment noise abatement approach conducted in the B-727-222 flight simulator

NASA Technical Reports Server (NTRS)

Nylen, W. E.

1974-01-01

Profile modification as a means of reducing ground level noise from jet aircraft in the landing approach is evaluated. A flight simulator was modified to incorporate the cockpit hardware which would be in the prototype airplane installation. The two-segment system operational and aircraft interface logic was accurately emulated in software. Programs were developed to permit data to be recorded in real time on the line printer, a 14-channel oscillograph, and an x-y plotter. The two-segment profile and procedures which were developed are described with emphasis on operational concepts and constraints. The two-segment system operational logic and the flight simulator capabilities are described. The findings influenced the ultimate system design and aircraft interface.

Resilient Propulsion Control Research for the NASA Integrated Resilient Aircraft Control (IRAC) Project

NASA Technical Reports Server (NTRS)

Guo, Ten-Huei; Litt, Jonathan S.

2007-01-01

Gas turbine engines are designed to provide sufficient safety margins to guarantee robust operation with an exceptionally long life. However, engine performance requirements may be drastically altered during abnormal flight conditions or emergency maneuvers. In some situations, the conservative design of the engine control system may not be in the best interest of overall aircraft safety; it may be advantageous to "sacrifice" the engine to "save" the aircraft. Motivated by this opportunity, the NASA Aviation Safety Program is conducting resilient propulsion research aimed at developing adaptive engine control methodologies to operate the engine beyond the normal domain for emergency operations to maximize the possibility of safely landing the damaged aircraft. Previous research studies and field incident reports show that the propulsion system can be an effective tool to help control and eventually land a damaged aircraft. Building upon the flight-proven Propulsion Controlled Aircraft (PCA) experience, this area of research will focus on how engine control systems can improve aircraft safe-landing probabilities under adverse conditions. This paper describes the proposed research topics in Engine System Requirements, Engine Modeling and Simulation, Engine Enhancement Research, Operational Risk Analysis and Modeling, and Integrated Flight and Propulsion Controller Designs that support the overall goal.

A candidate V/STOL research aircraft design concept using an S-3A aircraft and 2 Pegasus 11 engines

NASA Technical Reports Server (NTRS)

Lampkin, B. A.

1980-01-01

A candidate V/STOL research aircraft concept which uses an S-3A airframe and two Pegasus 11 engines was studied to identify a feasible V/STOL national flight facility that could be obtained at the lowest possible cost for the demonstration of V/STOL technology, inflight simulation, and flight research. The rationale for choosing the configuration, a description of the configuration, and the capability of a fully developed aircraft are discussed.

Expedition 31 Preflight

NASA Image and Video Library

2012-04-23

Expedition 31 NASA Flight Engineer Joe Acaba, far left, Expedition 31 Soyuz Commander Gennady Padalka and Flight Engineer Sergei Revin, third from left, select International Space Station Russian segment event simulation test cards for their final qualification test in preparation for launch, Monday, April 23, 2012 at the Gagarin Cosmonaut Training Center in Star City, Russia. Padalka, Acaba and Revin are set to launch May 15 from the Baikonur Cosmodrome in their Soyuz TMA-04M spacecraft to the International Space Station. Photo Credit: (NASA/Carla Cioffi)

ECN-535

NASA Image and Video Library

1964-12-09

In this NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) number 1 is shown in flight. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated Moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV,

Emergency Flight Control of a Twin-Jet Commercial Aircraft using Manual Throttle Manipulation

NASA Technical Reports Server (NTRS)

Cole, Jennifer H.; Cogan, Bruce R.; Fullerton, C. Gordon; Burken, John J.; Venti, Michael W.; Burcham, Frank W.

2007-01-01

The Department of Homeland Security (DHS) created the PCAR (Propulsion-Controlled Aircraft Recovery) project in 2005 to mitigate the ManPADS (man-portable air defense systems) threat to the commercial aircraft fleet with near-term, low-cost proven technology. Such an attack could potentially cause a major FCS (flight control system) malfunction or other critical system failure onboard the aircraft, despite the extreme reliability of current systems. For the situations in which nominal flight controls are lost or degraded, engine thrust may be the only remaining means for emergency flight control [ref 1]. A computer-controlled thrust system, known as propulsion-controlled aircraft (PCA), was developed in the mid 1990s with NASA, McDonnell Douglas and Honeywell. PCA's major accomplishment was a demonstration of an automatic landing capability using only engine thrust [ref 11. Despite these promising results, no production aircraft have been equipped with a PCA system, due primarily to the modifications required for implementation. A minimally invasive option is TOC (throttles-only control), which uses the same control principles as PCA, but requires absolutely no hardware, software or other aircraft modifications. TOC is pure piloting technique, and has historically been utilized several times by flight crews, both military and civilian, in emergency situations stemming from a loss of conventional control. Since the 1990s, engineers at NASA Dryden Flight Research Center (DFRC) have studied TOC, in both simulation and flight, for emergency flight control with test pilots in numerous configurations. In general, it was shown that TOC was effective on certain aircraft for making a survivable landing. DHS sponsored both NASA Dryden Flight Research Center (Edwards, CA) and United Airlines (Denver, Colorado) to conduct a flight and simulation study of the TOC characteristics of a twin-jet commercial transport, and assess the ability of a crew to control an aircraft down to a survivable runway landing using TOC. The PCAR project objective was a set of pilot procedures for operation of a specific aircraft without hydraulics that (a) have been validated in both simulation and flight by relevant personnel, and (b) mesh well with existing commercial operations, maintenance, and training at a minimum cost. As a result of this study, a procedure has been developed to assist a crew in making a survivable landing using TOC. In a simulation environment, line pilots with little or no previous TOC experience performed survivable runway landings after a few practice TOC approaches. In-flight evaluations put line pilots in a simulated emergency situation where TOC was used to recover the aircraft, maneuver to a landing site, and perform an approach down to 200 feet AGL. The results of this research, including pilot observations, procedure comments, recommendations, future work and lessons learned, will he discussed. Flight data and video footage of TOC approaches may also be shown.

Flight-Tested Prototype of BEAM Software

NASA Technical Reports Server (NTRS)

Mackey, Ryan; Tikidjian, Raffi; James, Mark; Wang, David

2006-01-01

Researchers at JPL have completed a software prototype of BEAM (Beacon-based Exception Analysis for Multi-missions) and successfully tested its operation in flight onboard a NASA research aircraft. BEAM (see NASA Tech Briefs, Vol. 26, No. 9; and Vol. 27, No. 3) is an ISHM (Integrated Systems Health Management) technology that automatically analyzes sensor data and classifies system behavior as either nominal or anomalous, and further characterizes anomalies according to strength, duration, and affected signals. BEAM (see figure) can be used to monitor a wide variety of physical systems and sensor types in real time. In this series of tests, BEAM monitored the engines of a Dryden Flight Research Center F-18 aircraft, and performed onboard, unattended analysis of 26 engine sensors from engine startup to shutdown. The BEAM algorithm can detect anomalies based solely on the sensor data, which includes but is not limited to sensor failure, performance degradation, incorrect operation such as unplanned engine shutdown or flameout in this example, and major system faults. BEAM was tested on an F-18 simulator, static engine tests, and 25 individual flights totaling approximately 60 hours of flight time. During these tests, BEAM successfully identified planned anomalies (in-flight shutdowns of one engine) as well as minor unplanned anomalies (e.g., transient oil- and fuel-pressure drops), with no false alarms or suspected false-negative results for the period tested. BEAM also detected previously unknown behavior in the F- 18 compressor section during several flights. This result, confirmed by direct analysis of the raw data, serves as a significant test of BEAM's capability.

Research on performance requirements of turbofan engine used on carrier-based UAV

NASA Astrophysics Data System (ADS)

Zhao, Shufan; Li, Benwei; Zhang, Wenlong; Wu, Heng; Feng, Tang

2017-05-01

According to the mission requirements of the carrier-based unmanned aerial vehicle (UAV), a mode level flight was established to calculate the thrust requirements from altitude 9 km to 13 km. Then, the estimation method of flight profile was used to calculate the weight of UAV in each stage to get the specific fuel consumption requirements of the UAV in standby stage. The turbofan engine of carrier-based UAV should meet the thrust and specific fuel consumption requirements. Finally, the GSP software was used to verify the simulation of a small high-bypass turbofan engine. The conclusion is useful for the turbofan engine selection of carrier-based UAV.

Real-Time and High-Fidelity Simulation Environment for Autonomous Ground Vehicle Dynamics

DTIC Science & Technology

2013-08-01

ENGINEERING AND TECHNOLOGY SYMPOSIUM (GVSETS), SET FOR AUG. 21-22, 2013 14. ABSTRACT briefing charts 15. SUBJECT TERMS 16. SECURITY CLASSIFICATION OF: 17...EDL & Aero-Flight DSENDS Airships Planetary & Terrain models SimScape Simulation framework Dshell Flex & Multibody dynamics DARTS 3D...7 DARTS Rigid/Flexible Real-Time Multibody Dynamics Engine Recipient of the NASA Software of the Year Award. Abhinandan Jain, "Robot and

Emergency Simulation Drill

NASA Image and Video Library

2013-12-04

ISS038-E-011716 (4 Dec. 2013) --- The Expedition 38 crew members participate in an emergency simulation drill with participation from flight controllers on the ground. During the exercise, the crew practiced emergency communication and procedures in response to a predetermined scenario such as pressure leak. Pictured in the International Space Station?s Destiny laboratory are Russian cosmonaut Oleg Kotov (left), commander; NASA astronaut Michael Hopkins (bottom), Japan Aerospace Exploration Agency astronaut Koichi Wakata (center) and Russian cosmonaut Sergey Ryazanskiy, all flight engineers.

ECN-2478

NASA Image and Video Library

1970-08-09

The C-140 JetStar was reconfigured as the General Purpose Airborne Simulator (GPAS) to simulate the flight characteristics of other aircraft. The JetStar was used for research for supersonic transports, general aviation aircraft, and as a training support aircraft for the Space Shuttle Approach and Landing tests at Dryden Flight Research Center (under different names) at Edwards, CA, in 1977. One of the engineers on the GPAS program was Ken Szalai, who later became Dryden's director from 1990 to August 1998.

Applications of Computer Graphics in Engineering

NASA Technical Reports Server (NTRS)

1975-01-01

Various applications of interactive computer graphics to the following areas of science and engineering were described: design and analysis of structures, configuration geometry, animation, flutter analysis, design and manufacturing, aircraft design and integration, wind tunnel data analysis, architecture and construction, flight simulation, hydrodynamics, curve and surface fitting, gas turbine engine design, analysis, and manufacturing, packaging of printed circuit boards, spacecraft design.

JT15D simulated flight data evaluation

NASA Technical Reports Server (NTRS)

Holm, R. G.

1984-01-01

The noise characteristics of the JT15D turbofan engine was analyzed with the objectives of: (1) assessing the state-of-art ability to simulate flight acoustic data using test results acquired in wind tunnel and outdoor (turbulence controlled) environments; and (2) predicting the farfield noise directivity of the blade passage frequency (BPF) tonal components using results from rotor blade mounted dynamic pressure instrumentation. Engine rotor tip speeds at subsonic, transonic, and supersonic conditions were evaluated. The ability to simulate flight results was generally within 2-3 dB for both outdoor and wind tunnel acoustic results. Some differences did occur in the broadband noise level and in the multiple-pure-tone harmonics at supersonic tip speeds. The prediction of blade passage frequency tone directivity from dynamic pressure measurements was accomplished for the three tip speed conditions. Predictions were made of the random and periodic components of the tone directivity. The technique for estimating the random tone component used hot wire data to establish a correlation between dynamic pressure and turbulence intensity. This prediction overestimated the tone level by typically 10 dB with the greatest overestimates occurring at supersonic conditions.

Space Electric Research Test in the Electric Propulsion Laboratory

NASA Image and Video Library

1964-06-21

Technicians prepare the Space Electric Research Test (SERT-I) payload for a test in Tank Number 5 of the Electric Propulsion Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers had been studying different methods of electric rocket propulsion since the mid-1950s. Harold Kaufman created the first successful engine, the electron bombardment ion engine, in the early 1960s. These electric engines created and accelerated small particles of propellant material to high exhaust velocities. Electric engines have a very small amount of thrust, but once lofted into orbit by workhorse chemical rockets, they are capable of small, continuous thrust for periods up to several years. The electron bombardment thruster operated at a 90-percent efficiency during testing in the Electric Propulsion Laboratory. The package was rapidly rotated in a vacuum to simulate its behavior in space. The SERT-I mission, launched from Wallops Island, Virginia, was the first flight test of Kaufman’s ion engine. SERT-I had one cesium engine and one mercury engine. The suborbital flight was only 50 minutes in duration but proved that the ion engine could operate in space. The Electric Propulsion Laboratory included two large space simulation chambers, one of which is seen here. Each uses twenty 2.6-foot diameter diffusion pumps, blowers, and roughing pumps to remove the air inside the tank to create the thin atmosphere. A helium refrigeration system simulates the cold temperatures of space.

ECN-448

NASA Image and Video Library

1964-10-30

This 1964 NASA Flight Reserch Center photograph shows a ground engine test underway on the Lunar Landing Research Vehicle (LLRV) number 1. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated Moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw,

Using a Low Cost Flight Simulation Environment for Interdisciplinary Education

NASA Technical Reports Server (NTRS)

Khan, M. Javed; Rossi, Marcia; ALi, Syed F.

2004-01-01

A multi-disciplinary and inter-disciplinary education is increasingly being emphasized for engineering undergraduates. However, often the focus is on interaction between engineering disciplines. This paper discusses the experience at Tuskegee University in providing interdisciplinary research experiences for undergraduate students in both Aerospace Engineering and Psychology through the utilization of a low cost flight simulation environment. The environment, which is pc-based, runs a low-cost of-the-shelf software and is configured for multiple out-of-the-window views and a synthetic heads down display with joystick, rudder and throttle controls. While the environment is being utilized to investigate and evaluate various strategies for training novice pilots, students were involved to provide them with experience in conducting such interdisciplinary research. On the global inter-disciplinary level these experiences included developing experimental designs and research protocols, consideration of human participant ethical issues, and planning and executing the research studies. During the planning phase students were apprised of the limitations of the software in its basic form and the enhancements desired to investigate human factors issues. A number of enhancements to the flight environment were then undertaken, from creating Excel macros for determining the performance of the 'pilots', to interacting with the software to provide various audio/video cues based on the experimental protocol. These enhancements involved understanding the flight model and performance, stability & control issues. Throughout this process, discussions of data analysis included a focus from a human factors perspective as well as an engineering point of view.

The engineering investigation of aircraft accidents

NASA Technical Reports Server (NTRS)

Anderson, S. B.

1982-01-01

The organization and plan for an investigation, procedures used at the scene of the accident, engineering aspects covered in the main investigation, use of special analytical techniques and simulation tools, and use of flight recorder data are discussed. Examples of investigations are used to illustrate the processes used.

Nuclear Thermal Propulsion (NTP) Development Activities at the NASA Marshall Space Flight Center - 2006 Accomplishments

NASA Technical Reports Server (NTRS)

Ballard, Richard O.

2007-01-01

In 2005-06, the Prometheus program funded a number of tasks at the NASA-Marshall Space Flight Center (MSFC) to support development of a Nuclear Thermal Propulsion (NTP) system for future manned exploration missions. These tasks include the following: 1. NTP Design Develop Test & Evaluate (DDT&E) Planning 2. NTP Mission & Systems Analysis / Stage Concepts & Engine Requirements 3. NTP Engine System Trade Space Analysis and Studies 4. NTP Engine Ground Test Facility Assessment 5. Non-Nuclear Environmental Simulator (NTREES) 6. Non-Nuclear Materials Fabrication & Evaluation 7. Multi-Physics TCA Modeling. This presentation is a overview of these tasks and their accomplishments

A Study on Aircraft Engine Control Systems for Integrated Flight and Propulsion Control

NASA Astrophysics Data System (ADS)

Yamane, Hideaki; Matsunaga, Yasushi; Kusakawa, Takeshi; Yasui, Hisako

The Integrated Flight and Propulsion Control (IFPC) for a highly maneuverable aircraft and a fighter-class engine with pitch/yaw thrust vectoring is described. Of the two IFPC functions the aircraft maneuver control utilizes the thrust vectoring based on aerodynamic control surfaces/thrust vectoring control allocation specified by the Integrated Control Unit (ICU) of a FADEC (Full Authority Digital Electronic Control) system. On the other hand in the Performance Seeking Control (PSC) the ICU identifies engine's various characteristic changes, optimizes manipulated variables and finally adjusts engine control parameters in cooperation with the Engine Control Unit (ECU). It is shown by hardware-in-the-loop simulation that the thrust vectoring can enhance aircraft maneuverability/agility and that the PSC can improve engine performance parameters such as SFC (specific fuel consumption), thrust and gas temperature.

Advanced Concept

NASA Image and Video Library

2003-12-01

This photo gives an overhead look at an RS-88 development rocket engine being test fired at NASA's Marshall Space Flight Center in Huntsville, Alabama, in support of the Pad Abort Demonstration (PAD) test flights for NASA's Orbital Space Plane (OSP). The tests could be instrumental in developing the first crew launch escape system in almost 30 years. Paving the way for a series of integrated PAD test flights, the engine tests support development of a system that could pull a crew safely away from danger during liftoff. A series of 16 hot fire tests of a 50,000-pound thrust RS-88 rocket engine were conducted, resulting in a total of 55 seconds of successful engine operation. The engine is being developed by the Rocketdyne Propulsion and Power unit of the Boeing Company. Integrated launch abort demonstration tests in 2005 will use four RS-88 engines to separate a test vehicle from a test platform, simulating pulling a crewed vehicle away from an aborted launch. Four 156-foot parachutes will deploy and carry the vehicle to landing. Lockheed Martin is building the vehicles for the PAD tests. Seven integrated tests are plarned for 2005 and 2006.

Advanced Concept

NASA Image and Video Library

2003-12-01

In this photo, an RS-88 development rocket engine is being test fired at NASA's Marshall Space Flight Center in Huntsville, Alabama, in support of the Pad Abort Demonstration (PAD) test flights for NASA's Orbital Space Plane (OSP). The tests could be instrumental in developing the first crew launch escape system in almost 30 years. Paving the way for a series of integrated PAD test flights, the engine tests support development of a system that could pull a crew safely away from danger during liftoff. A series of 16 hot fire tests of a 50,000-pound thrust RS-88 rocket engine were conducted, resulting in a total of 55 seconds of successful engine operation. The engine is being developed by the Rocketdyne Propulsion and Power unit of the Boeing Company. Integrated launch abort demonstration tests in 2005 will use four RS-88 engines to separate a test vehicle from a test platform, simulating pulling a crewed vehicle away from an aborted launch. Four 156-foot parachutes will deploy and carry the vehicle to landing. Lockheed Martin is building the vehicles for the PAD tests. Seven integrated tests are plarned for 2005 and 2006.

Thermal and Oxidation Response of UHTC Leading Edge Samples Exposed to Simulated Hypersonic Flight Conditions (Postprint)

DTIC Science & Technology

2013-03-01

such that the oxygen mole fraction of the test gas matches that of clean air. A supersonic nozzle then acceler- ates the test gas to the proper Mach...25 km. Its key limitation is that the gas chemistry is different from air, with lower oxygen and higher moisture and carbon-dioxide levels.5 Among the...Refs. 33,34 Briefly, it is a scramjet engine built to study supersonic combustion over a range of simulated flight J. Smialek—contributing editor

Aerodynamic Characteristics, Database Development and Flight Simulation of the X-34 Vehicle

NASA Technical Reports Server (NTRS)

Pamadi, Bandu N.; Brauckmann, Gregory J.; Ruth, Michael J.; Fuhrmann, Henri D.

2000-01-01

An overview of the aerodynamic characteristics, development of the preflight aerodynamic database and flight simulation of the NASA/Orbital X-34 vehicle is presented in this paper. To develop the aerodynamic database, wind tunnel tests from subsonic to hypersonic Mach numbers including ground effect tests at low subsonic speeds were conducted in various facilities at the NASA Langley Research Center. Where wind tunnel test data was not available, engineering level analysis is used to fill the gaps in the database. Using this aerodynamic data, simulations have been performed for typical design reference missions of the X-34 vehicle.

VCE early acoustic test results of General Electric's high-radius ratio coannular plug nozzle

NASA Technical Reports Server (NTRS)

Knott, P. R.; Brausch, J. F.; Bhutiani, P. K.; Majjigi, R. K.; Doyle, V. L.

1980-01-01

Results of variable cycle engine (VCE) early acoustic engine and model scale tests are presented. A summary of an extensive series of far field acoustic, advanced acoustic, and exhaust plume velocity measurements with a laser velocimeter of inverted velocity and temperature profile, high radius ratio coannular plug nozzles on a YJ101 VCE static engine test vehicle are reviewed. Select model scale simulated flight acoustic measurements for an unsuppressed and a mechanical suppressed coannular plug nozzle are also discussed. The engine acoustic nozzle tests verify previous model scale noise reduction measurements. The engine measurements show 4 to 6 PNdB aft quadrant jet noise reduction and up to 7 PNdB forward quadrant shock noise reduction relative to a fully mixed conical nozzle at the same specific thrust and mixed pressure ratio. The influences of outer nozzle radius ratio, inner stream velocity ratio, and area ratio are discussed. Also, laser velocimeter measurements of mean velocity and turbulent velocity of the YJ101 engine are illustrated. Select model scale static and simulated flight acoustic measurements are shown which corroborate that coannular suppression is maintained in forward speed.

Application and flight test of linearizing transformations using measurement feedback to the nonlinear control problem

NASA Technical Reports Server (NTRS)

Antoniewicz, Robert F.; Duke, Eugene L.; Menon, P. K. A.

1991-01-01

The design of nonlinear controllers has relied on the use of detailed aerodynamic and engine models that must be associated with the control law in the flight system implementation. Many of these controllers were applied to vehicle flight path control problems and have attempted to combine both inner- and outer-loop control functions in a single controller. An approach to the nonlinear trajectory control problem is presented. This approach uses linearizing transformations with measurement feedback to eliminate the need for detailed aircraft models in outer-loop control applications. By applying this approach and separating the inner-loop and outer-loop functions two things were achieved: (1) the need for incorporating detailed aerodynamic models in the controller is obviated; and (2) the controller is more easily incorporated into existing aircraft flight control systems. An implementation of the controller is discussed, and this controller is tested on a six degree-of-freedom F-15 simulation and in flight on an F-15 aircraft. Simulation data are presented which validates this approach over a large portion of the F-15 flight envelope. Proof of this concept is provided by flight-test data that closely matches simulation results. Flight-test data are also presented.

Education and research in fluid dynamics

NASA Astrophysics Data System (ADS)

López González-Nieto, P.; Redondo, J. M.; Cano, J. L.

2009-04-01

Fluid dynamics constitutes an essential subject for engineering, since auronautic engineers (airship flights in PBL, flight processes), industrial engineers (fluid transportation), naval engineers (ship/vessel building) up to agricultural engineers (influence of the weather conditions on crops/farming). All the above-mentioned examples possess a high social and economic impact on mankind. Therefore, the fluid dynamics education of engineers is very important, and, at the same time, this subject gives us an interesting methodology based on a cycle relation among theory, experiments and numerical simulation. The study of turbulent plumes -a very important convective flow- is a good example because their theoretical governing equations are simple; it is possible to make experimental plumes in an aesy way and to carry out the corresponding numerical simulatons to verify experimental and theoretical results. Moreover, it is possible to get all these aims in the educational system (engineering schools or institutions) using a basic laboratory and the "Modellus" software.

Parameter identification studies on the NASA/Ames Research Center Advanced Concepts Flight Simulator. M.S. Thesis

NASA Technical Reports Server (NTRS)

Mckavitt, Thomas P., Jr.

1990-01-01

The results of an aircraft parameters identification study conducted on the National Aeronautics and Space Administration/Ames Research Center Advanced Concepts Flight Simulator (ACFS) in conjunction with the Navy-NASA Joint Institute of Aeronautics are given. The ACFS is a commercial airline simulator with a design based on future technology. The simulator is used as a laboratory for human factors research and engineering as applied to the commercial airline industry. Parametric areas examined were engine pressure ratio (EPR), optimum long range cruise Mach number, flap reference speed, and critical take-off speeds. Results were compared with corresponding parameters of the Boeing 757 and 767 aircraft. This comparison identified two areas where improvements can be made: (1) low maximum lift coefficients (on the order of 20-25 percent less than those of a 757); and (2) low optimum cruise Mach numbers. Recommendations were made to those anticipated with the application of future technologies.

Conversion from Engineering Units to Telemetry Counts on Dryden Flight Simulators

NASA Technical Reports Server (NTRS)

Fantini, Jay A.

1998-01-01

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

NASA Acting Deputy Chief Technologist Briefed on Operation of Sonic Boom Prediction Algorithms

NASA Image and Video Library

2017-08-29

NASA Acting Deputy Chief Technologist Vicki Crips being briefed by Tim Cox, Controls Engineer at NASA’s Armstrong Flight Research Center at Edwards, California, on the operation of the sonic boom prediction algorithms being used in engineering simulation for the NASA Supersonic Quest program.

Lunar Landing Research Vehicle (LLRV) in flight lifting off from ramp

NASA Technical Reports Server (NTRS)

1964-01-01

This 1964 NASA Flight Reserch Center photograph shows the Lunar Landing Research Vehicle (LLRV) number 1 in flight at the south base of Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Lunar Landing Research Vehicle (LLRV) in flight

NASA Technical Reports Server (NTRS)

1965-01-01

In this 1965 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) number 1 is shown in flight. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Selected Performance Measurements of the F-15 Active Axisymmetric Thrust-vectoring Nozzle

NASA Technical Reports Server (NTRS)

Orme, John S.; Sims, Robert L.

1998-01-01

Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

Selected Performance Measurements of the F-15 ACTIVE Axisymmetric Thrust-Vectoring Nozzle

NASA Technical Reports Server (NTRS)

Orme, John S.; Sims, Robert L.

1999-01-01

Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

An improved method for predicting the effects of flight on jet mixing noise

NASA Technical Reports Server (NTRS)

Stone, J. R.

1979-01-01

The NASA method (1976) for predicting the effects of flight on jet mixing noise was improved. The earlier method agreed reasonably well with experimental flight data for jet velocities up to about 520 m/sec (approximately 1700 ft/sec). The poorer agreement at high jet velocities appeared to be due primarily to the manner in which supersonic convection effects were formulated. The purely empirical supersonic convection formulation of the earlier method was replaced by one based on theoretical considerations. Other improvements of an empirical nature included were based on model-jet/free-jet simulated flight tests. The revised prediction method is presented and compared with experimental data obtained from the Bertin Aerotrain with a J85 engine, the DC-10 airplane with JT9D engines, and the DC-9 airplane with refanned JT8D engines. It is shown that the new method agrees better with the data base than a recently proposed SAE method.

Flight Test Results of a GPS-Based Pitot-Static Calibration Method Using Output-Error Optimization for a Light Twin-Engine Airplane

NASA Technical Reports Server (NTRS)

Martos, Borja; Kiszely, Paul; Foster, John V.

2011-01-01

As part of the NASA Aviation Safety Program (AvSP), a novel pitot-static calibration method was developed to allow rapid in-flight calibration for subscale aircraft while flying within confined test areas. This approach uses Global Positioning System (GPS) technology coupled with modern system identification methods that rapidly computes optimal pressure error models over a range of airspeed with defined confidence bounds. This method has been demonstrated in subscale flight tests and has shown small 2- error bounds with significant reduction in test time compared to other methods. The current research was motivated by the desire to further evaluate and develop this method for full-scale aircraft. A goal of this research was to develop an accurate calibration method that enables reductions in test equipment and flight time, thus reducing costs. The approach involved analysis of data acquisition requirements, development of efficient flight patterns, and analysis of pressure error models based on system identification methods. Flight tests were conducted at The University of Tennessee Space Institute (UTSI) utilizing an instrumented Piper Navajo research aircraft. In addition, the UTSI engineering flight simulator was used to investigate test maneuver requirements and handling qualities issues associated with this technique. This paper provides a summary of piloted simulation and flight test results that illustrates the performance and capabilities of the NASA calibration method. Discussion of maneuver requirements and data analysis methods is included as well as recommendations for piloting technique.

Effects of an in-flight thrust reverser on the stability and control characteristics of a single-engine fighter airplane model

NASA Technical Reports Server (NTRS)

Mercer, C. E.; Maiden, D. L.

1972-01-01

The changes in thrust minus drag performance as well as longitudinal and directional stability and control characteristics of a single-engine jet aircraft attributable to an in-flight thrust reverser of the blocker-deflector door type were investigated in a 16-foot transonic wind tunnel. The longitudinal and directional stability data are presented. Test conditions simulated landing approach conditions as well as high speed maneuvering such as may be required for combat or steep descent from high altitude.

Lunar Landing Research Vehicle (LLRV) in flight

NASA Technical Reports Server (NTRS)

1967-01-01

In this 1967 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is viewed from the front. This photograph provideds a good view of the pilot's platform with the restrictive cockpit view like that of he real Lunar Module (LM) When Apollo planning was underway in 1960, NASA was looking for asimulator to profile the descent to the moon's surface. Three conceptssurfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Lunar Landing Research Vehicle (LLRV) became the most significant one. After conceptual planning and meetings with engineers from Bell Aerosystems Company, Buffalo, N.Y., NASA FRC issued a $3.6 million production contract awarded in 1963, for delivery of the first of two vehicles for flight studies. Built of tubular aluminum alloy like a giant four-legged bedstead, the vehicle wasto simulate a lunar landing profile from around 1500 feet to the moon's surface. The LLRV had a turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine, lifted the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, thus simulating the reduced gravity of the moon. Two lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll.. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. The two LLRVs were shipped from Bell to the FRC in April 1964, with program emphasis on vehicle No. 1. The first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. 1966 ended with the phasing out of the Flight Research Center's portion of the LLRV program. The LLRV #1 had flown 198 flights, with flight times reaching 9-1/2 minutes and altitudes of around 750 feet. In December 1966 vehicle No. 1 was shipped to NASA Manned Spacecraft Center, followed by No. 2 in mid January 1967 with a total of six flights. The two LLRV's were soon joined by the three LLTV's. All five vehicles were relied on for simulation and training of moon landings.

User's Guide for the Commercial Modular Aero-Propulsion System Simulation (C-MAPSS)

NASA Technical Reports Server (NTRS)

Frederick, Dean K.; DeCastro, Jonathan A.; Litt, Jonathan S.

2007-01-01

This report is a Users Guide for the NASA-developed Commercial Modular Aero-Propulsion System Simulation (C-MAPSS) software, which is a transient simulation of a large commercial turbofan engine (up to 90,000-lb thrust) with a realistic engine control system. The software supports easy access to health, control, and engine parameters through a graphical user interface (GUI). C-MAPSS provides the user with a graphical turbofan engine simulation environment in which advanced algorithms can be implemented and tested. C-MAPSS can run user-specified transient simulations, and it can generate state-space linear models of the nonlinear engine model at an operating point. The code has a number of GUI screens that allow point-and-click operation, and have editable fields for user-specified input. The software includes an atmospheric model which allows simulation of engine operation at altitudes from sea level to 40,000 ft, Mach numbers from 0 to 0.90, and ambient temperatures from -60 to 103 F. The package also includes a power-management system that allows the engine to be operated over a wide range of thrust levels throughout the full range of flight conditions.

Ames Engineering Directorate

NASA Technical Reports Server (NTRS)

Phillips, Veronica J.

2017-01-01

The Ames Engineering Directorate is the principal engineering organization supporting aerospace systems and spaceflight projects at NASA's Ames Research Center in California's Silicon Valley. The Directorate supports all phases of engineering and project management for flight and mission projects-from R&D to Close-out-by leveraging the capabilities of multiple divisions and facilities.The Mission Design Center (MDC) has full end-to-end mission design capability with sophisticated analysis and simulation tools in a collaborative concurrent design environment. Services include concept maturity level (CML) maturation, spacecraft design and trades, scientific instruments selection, feasibility assessments, and proposal support and partnerships. The Engineering Systems Division provides robust project management support as well as systems engineering, mechanical and electrical analysis and design, technical authority and project integration support to a variety of programs and projects across NASA centers. The Applied Manufacturing Division turns abstract ideas into tangible hardware for aeronautics, spaceflight and science applications, specializing in fabrication methods and management of complex fabrication projects. The Engineering Evaluation Lab (EEL) provides full satellite or payload environmental testing services including vibration, temperature, humidity, immersion, pressure/altitude, vacuum, high G centrifuge, shock impact testing and the Flight Processing Center (FPC), which includes cleanrooms, bonded stores and flight preparation resources. The Multi-Mission Operations Center (MMOC) is composed of the facilities, networks, IT equipment, software and support services needed by flight projects to effectively and efficiently perform all mission functions, including planning, scheduling, command, telemetry processing and science analysis.

International Space Station Sustaining Engineering: A Ground-Based Test Bed for Evaluating Integrated Environmental Control and Life Support System and Internal Thermal Control System Flight Performance

NASA Technical Reports Server (NTRS)

Ray, Charles D.; Perry, Jay L.; Callahan, David M.

2000-01-01

As the International Space Station's (ISS) various habitable modules are placed in service on orbit, the need to provide for sustaining engineering becomes increasingly important to ensure the proper function of critical onboard systems. Chief among these are the Environmental Control and Life Support System (ECLSS) and the Internal Thermal Control System (ITCS). Without either, life onboard the ISS would prove difficult or nearly impossible. For this reason, a ground-based ECLSS/ITCS hardware performance simulation capability has been developed at NASA's Marshall Space Flight Center. The ECLSS/ITCS Sustaining Engineering Test Bed will be used to assist the ISS Program in resolving hardware anomalies and performing periodic performance assessments. The ISS flight configuration being simulated by the test bed is described as well as ongoing activities related to its preparation for supporting ISS Mission 5A. Growth options for the test facility are presented whereby the current facility may be upgraded to enhance its capability for supporting future station operation well beyond Mission 5A. Test bed capabilities for demonstrating technology improvements of ECLSS hardware are also described.

Navier-Stokes computations with finite-rate chemistry for LO2/LH2 rocket engine plume flow studies

NASA Technical Reports Server (NTRS)

Dougherty, N. Sam; Liu, Baw-Lin

1991-01-01

Computational fluid dynamics methods have been developed and applied to Space Shuttle Main Engine LO2/LH2 plume flow simulation/analysis of airloading and convective base heating effects on the vehicle at high flight velocities and altitudes. New methods are described which were applied to the simulation of a Return-to-Launch-Site abort where the vehicle would fly briefly at negative angles of attack into its own plume. A simplified two-perfect-gases-mixing approach is used where one gas is the plume and the other is air at 180-deg and 135-deg flight angle of attack. Related research has resulted in real gas multiple-plume interaction methods with finite-rate chemistry described herein which are applied to the same high-altitude-flight conditions of 0 deg angle of attack. Continuing research plans are to study Orbiter wake/plume flows at several Mach numbers and altitudes during ascent and then to merge this model with the Shuttle 'nose-to-tail' aerodynamic and SRB plume models for an overall 'nose-to-plume' capability. These new methods are also applicable to future launch vehicles using clustered-engine LO2/LH2 propulsion.

Evaluation of F/A-18A HARV inlet flow analysis with flight data

NASA Technical Reports Server (NTRS)

Smith, C. Frederic; Podleski, Steve D.; Barankiewicz, Wendy S.; Zeleznik, Susan Z.

1995-01-01

The F/A-18A aircraft has experienced engine stalls at high angles-of-attack and yaw flight conditions which were outside of its flight envelope. Future aircraft may be designed to operate routinely in this flight regime. Therefore, it is essential that an understanding of the inlet flow field at these flight conditions be obtained. Due to the complex interactions of the fuselage and inlet flow fields, a study of the flow within the inlet must also include external effects. Full Navier-Stokes (FNS) calculations on the F/A-18A High Alpha Research Vehicle (HARV) inlet for several angles-of-attack with sideslip and free stream Mach numbers have been obtained. The predicted forebody/fuselage surface static pressures agreed well with flight data. The surface static pressures along the inlet lip are in good agreement with the numerical predictions. The major departure in agreement is along the bottom of the lip at 30 deg and 60 deg angle-of-attack where a possible streamwise flow separation is not being predicted by the code. The circumferential pressure distributions at the engine face are in very good agreement with the numerical results. The variation in surface static pressure in the circumferential direction is very small with the exception of 60 angle-of-attack. Although the simulation does not include the effect of the engine, it appears that this omission has a second order effect on the circumferential pressure distribution. An examination of the unsteady flight test data base has shown that the secondary vortex migrates a significant distance with time. In fact, the extent of this migration increases with angle-of-attack with increasing levels of distortion. The effects of the engine on this vortex movement is unknown. This implies that the level of flow unsteadiness increases with increasing distortion. Since the computational results represent an asymptotic solution driven by steady boundary conditions, these numerical results may represent an arbitrary point in time. A comparison of the predicted total pressure contours with flight data indicates that the numerical results are within the excursion range of the unsteady data which is the best the calculations can attain unless an unsteady simulation is performed.

Altitude-Wind-Tunnel Investigation of the 19B-2, 19B-8, and 19XB-1 Jet-Propulsion Engines. II - Analysis of Turbine Performance of the 19B-8 Engine

NASA Technical Reports Server (NTRS)

Krebs, Richard P.; Suozzi, Frank L.

1947-01-01

Performance characteristics of the turbine in the 19B-8 jet propulsion engine were determined from an investigation of the complete engine in the Cleveland altitude wind tunnel. The investigation covered a range of simulated altitudes from 5000 to 30,000 feet and flight Mach numbers from 0.05 to 0.46 for various tail-cone positions over the entire operable range of engine speeds. The characteristics of the turbine are presented as functions of the total-pressure ratio across the turbine and the turbine speed and the gas flow corrected to NACA standard atmospheric conditions at sea level. The effect of changes in altitude, flight Mach number, and tail-cone position on turbine performance is discussed. The turbine efficiency with the tail cone in varied from a maximum of 80.5 percent to minimum of 75 percent over a range of engine speeds from 7500 to 17,500 rpm at a flight Mach number of 0.055. Turbine efficiency was unaffected by changes in altitude up to 15,000 feet but was a function of tail-cone position and flight Mach number. Decreasing the tail-pipe-nozzle outlet area 21 percent reduced the turbine efficiency between 2 and 4.5 percent. The turbine efficiency increased between 1.5 and 3 percent as the flight Mach number changed from 0.055 to 0.297.

Extension of a Kolmogorov Atmospheric Turbulence Model for Time-Based Simulation Implementation

NASA Technical Reports Server (NTRS)

McMinn, John D.

1997-01-01

The development of any super/hypersonic aircraft requires the interaction of a wide variety of technical disciplines to maximize vehicle performance. For flight and engine control system design and development on this class of vehicle, realistic mathematical simulation models of atmospheric turbulence, including winds and the varying thermodynamic properties of the atmosphere, are needed. A model which has been tentatively selected by a government/industry group of flight and engine/inlet controls representatives working on the High Speed Civil Transport is one based on the Kolmogorov spectrum function. This report compares the Dryden and Kolmogorov turbulence forms, and describes enhancements that add functionality to the selected Kolmogorov model. These added features are: an altitude variation of the eddy dissipation rate based on Dryden data, the mapping of the eddy dissipation rate database onto a regular latitude and longitude grid, a method to account for flight at large vehicle attitude angles, and a procedure for transitioning smoothly across turbulence segments.

Skylon Aerodynamics and SABRE Plumes

NASA Technical Reports Server (NTRS)

Mehta, Unmeel; Afosmis, Michael; Bowles, Jeffrey; Pandya, Shishir

2015-01-01

An independent partial assessment is provided of the technical viability of the Skylon aerospace plane concept, developed by Reaction Engines Limited (REL). The objectives are to verify REL's engineering estimates of airframe aerodynamics during powered flight and to assess the impact of Synergetic Air-Breathing Rocket Engine (SABRE) plumes on the aft fuselage. Pressure lift and drag coefficients derived from simulations conducted with Euler equations for unpowered flight compare very well with those REL computed with engineering methods. The REL coefficients for powered flight are increasingly less acceptable as the freestream Mach number is increased beyond 8.5, because the engineering estimates did not account for the increasing favorable (in terms of drag and lift coefficients) effect of underexpanded rocket engine plumes on the aft fuselage. At Mach numbers greater than 8.5, the thermal environment around the aft fuselage is a known unknown-a potential design and/or performance risk issue. The adverse effects of shock waves on the aft fuselage and plumeinduced flow separation are other potential risks. The development of an operational reusable launcher from the Skylon concept necessitates the judicious use of a combination of engineering methods, advanced methods based on required physics or analytical fidelity, test data, and independent assessments.

Rocket-Based Combined Cycle Engine Concept Development

NASA Technical Reports Server (NTRS)

Ratekin, G.; Goldman, Allen; Ortwerth, P.; Weisberg, S.; McArthur, J. Craig (Technical Monitor)

2001-01-01

The development of rocket-based combined cycle (RBCC) propulsion systems is part of a 12 year effort under both company funding and contract work. The concept is a fixed geometry integrated rocket, ramjet, scramjet, which is hydrogen fueled and uses hydrogen regenerative cooling. The baseline engine structural configuration uses an integral structure that eliminates panel seals, seal purge gas, and closeout side attachments. Engine A5 is the current configuration for NASA Marshall Space Flight Center (MSFC) for the ART program. Engine A5 models the complete flight engine flowpath of inlet, isolator, airbreathing combustor, and nozzle. High-performance rocket thrusters are integrated into the engine enabling both low speed air-augmented rocket (AAR) and high speed pure rocket operation. Engine A5 was tested in GASL's new Flight Acceleration Simulation Test (FAST) facility in all four operating modes, AAR, RAM, SCRAM, and Rocket. Additionally, transition from AAR to RAM and RAM to SCRAM was also demonstrated. Measured performance demonstrated vision vehicle performance levels for Mach 3 AAR operation and ramjet operation from Mach 3 to 4. SCRAM and rocket mode performance was above predictions. For the first time, testing also demonstrated transition between operating modes.

A Review of Research on Bird Impacting on Jet Engines

NASA Astrophysics Data System (ADS)

Jin, Yuecheng

2018-03-01

Bird strikes can lead to permanent deformations, sudden decrease of thrust, even engine failure during the flight. Bird strikes on rotating blades can also cause slices of birds hitting other parts which may lead to greater damages. Bird strikes cannot be completely avoided. However, reduction of bird impacting on jet engines can be achieved by suitable design and manufacturing, through the mathematical modelling, simulation analysis and practical experiment of jet engines.

Development of the Transport Class Model (TCM) Aircraft Simulation From a Sub-Scale Generic Transport Model (GTM) Simulation

NASA Technical Reports Server (NTRS)

Hueschen, Richard M.

2011-01-01

A six degree-of-freedom, flat-earth dynamics, non-linear, and non-proprietary aircraft simulation was developed that is representative of a generic mid-sized twin-jet transport aircraft. The simulation was developed from a non-proprietary, publicly available, subscale twin-jet transport aircraft simulation using scaling relationships and a modified aerodynamic database. The simulation has an extended aerodynamics database with aero data outside the normal transport-operating envelope (large angle-of-attack and sideslip values). The simulation has representative transport aircraft surface actuator models with variable rate-limits and generally fixed position limits. The simulation contains a generic 40,000 lb sea level thrust engine model. The engine model is a first order dynamic model with a variable time constant that changes according to simulation conditions. The simulation provides a means for interfacing a flight control system to use the simulation sensor variables and to command the surface actuators and throttle position of the engine model.

Aviation Simulators for the Desktop: Panel and Demonstrations

NASA Technical Reports Server (NTRS)

Pisanich, Greg; Rosekind, Marl R. (Technical Monitor)

1997-01-01

Panel Members are: Christine M. Mitchell (Georgia Tech), Michael T. Palmer (NASA Langley), Greg Pisani (NASA Ames), and Amy R. Pritchett (MIT). The Panel members are affiliated with aviation human factors groups from NASA Ames, NASA Langley, MITCHELL Department of Aerospace and Aeronautical Engineering, and Georgia Technics Center for Human-Machine Systems Research. Panelists will describe the simulator(s) used in their respective institutions including a description of the FMS aircraft models, software, hardware, and displays. Panelists will summarize previous, on-going, and planned empirical studies conducted with the simulators. Greg Pisanich will describe two NASA Ames simulation systems: the Stone Soup Simulator (SSS), and the Airspace Operations Human Factors Simulation Laboratory. The the Stone Soup Simulator is a desktop-based, research flight simulator that includes mode control, flight management, and datalink functionality. It has been developed as a non-proprietary simulator that can be easily distributed to academic and industry researchers who are collaborating on NASA research projects. It will be used and extended by research groups represented by at least two panelists (Mitchell and Palmer). The Airspace Operations Simulator supports the study of air traffic control in conjunction with the flight deck. This simulator will be used provide an environment in which many AATT and free flight concepts can be demonstrated and evaluated. Mike Palmer will describe two NASA Langley efforts: The Langley Simulator and MD-11 extensions to the NASA Amesbury simulator. The first simulator is publicly available and combines a B-737 model with a high fidelity flight management system. The second simulator enhances the S3 simulator with MD-11 electronic flight displays together with modifications to the flight and FMS models to emulate MD-11 dynamics and operations. Chris Mitchell will describe GT-EFIRT (Georgia Tech-Electronic Flight Instrument Research Tool) and B-757 enhancements to the NASA Ames S3. GT-EFIRT is a medium fidelity simulator used to conduct preliminary studies of the CATS (crew activity tracking system). Like the Langley efforts with S3, the Georgia Tech enhancements will allow it to emulate the dynamics and operations of a widely used glass cockpit. Amy Pritchett will describe the MIT simulator(s) that have been used in a range of research investigating cockpit displays, warning devices, and flight deck-ATC interaction.

HL-10 flight simulator

NASA Technical Reports Server (NTRS)

1968-01-01

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

Pilot-in-the-Loop Analysis of Propulsive-Only Flight Control Systems

NASA Technical Reports Server (NTRS)

Chou, Hwei-Lan; Biezad, Daniel J.

1996-01-01

Longitudinal control system architectures are presented which directly couple flight stick motions to throttle commands for a multi-engine aircraft. This coupling enables positive attitude control with complete failure of the flight control system. The architectures chosen vary from simple feedback gains to classical lead-lag compensators with and without prefilters. Each architecture is reviewed for its appropriateness for piloted flight. The control systems are then analyzed with pilot-in-the-loop metrics related to bandwidth required for landing. Results indicate that current and proposed bandwidth requirements should be modified for throttles only flight control. Pilot ratings consistently showed better ratings than predicted by analysis. Recommendations are made for more robust design and implementation. The use of Quantitative Feedback Theory for compensator design is discussed. Although simple and effective augmented control can be achieved in a wide variety of failed configurations, a few configuration characteristics are dominant for pilot-in-the-loop control. These characteristics will be tested in a simulator study involving failed flight controls for a multi-engine aircraft.

Easier Analysis With Rocket Science

NASA Technical Reports Server (NTRS)

2003-01-01

Analyzing rocket engines is one of Marshall Space Flight Center's specialties. When Marshall engineers lacked a software program flexible enough to meet their needs for analyzing rocket engine fluid flow, they overcame the challenge by inventing the Generalized Fluid System Simulation Program (GFSSP), which was named the co-winner of the NASA Software of the Year award in 2001. This paper describes the GFSSP in a wide variety of applications

Users guide for guidance and control Launch and Abort Simulation for Spacecraft (LASS), volume 1

NASA Technical Reports Server (NTRS)

Havig, T. F.; Backman, H. D.

1972-01-01

The mathematical models and computer program which are used to implement LASS are described. The computer program provides for a simulation of boost to orbit and abort capability from boost trajectories to a prescribed target. The abort target provides a decision point for engine shutdown from which the vehicle coasts to the vicinity of the selected abort recovery site. The simulation is a six degree of freedom simulation describing a rigid body. The vehicle is influenced by forces and moments from nondistributed aerodynamics. An adaptive autopilot is provided to control vehicle attitudes during powered and unpowered flight. A conventional autopilot is provided for study of vehicle during powered flight.

Low Bandwidth Robust Controllers for Flight

NASA Technical Reports Server (NTRS)

Biezad, Daniel J.; Chou, Hwei-Lan

1993-01-01

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

Low bandwidth robust controllers for flight

NASA Technical Reports Server (NTRS)

Biezad, Daniel J.; Chou, Hwei-Lan

1993-01-01

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

Measured Engine Installation Effects of Four Civil Transport Airplanes

NASA Technical Reports Server (NTRS)

Senzig, David A.; Fleming, Gregg G.; Shepherd, Kevin P.

2001-01-01

The Federal Aviation Administration's Integrated Noise Model (INM) is one of the primary tools for land use planning around airports. The INM currently calculates airplane noise lateral attenuation using the methods contained in the Society of Automotive Engineer's Aerospace Information Report No. 1751 (SAE AIR 1751). Researchers have noted that improved lateral attenuation algorithms may improve airplane noise prediction. The authors of SAE AIR 1751 based existing methods on empirical data collected from flight tests using 1960s-technology airplanes with tail-mounted engines. To determine whether the SAE AIR 1751 methods are applicable for predicting the engine installation component of lateral attenuation for airplanes with wing-mounted engines, the National Aeronautics and Space Administration (NASA) sponsored a series of flight tests during September 2000 at their Wallops Flight Facility. Four airplanes, a Boeing 767-400, a Douglas DC-9, a Dassault Falcon 2000, and a Beech KingAir, were flown through a 20 microphone array. The airplanes were flown through the array at various power settings, flap settings, and altitudes to simulate take-off and arrival configurations. This paper presents the preliminary findings of this study.

POST II Trajectory Animation Tool Using MATLAB, V1.0

NASA Technical Reports Server (NTRS)

Raiszadeh, Behzad

2005-01-01

A trajectory animation tool has been developed for accurately depicting position and the attitude of the bodies in flight. The movies generated from This MATLAB based tool serve as an engineering analysis aid to gain further understanding into the dynamic behavior of bodies in flight. This tool has been designed to interface with the output generated from POST II simulations, and is able to animate a single as well as multiple vehicles in flight.

Mission Information and Test Systems Summary of Accomplishments, 2012-2013

NASA Technical Reports Server (NTRS)

McMorrow, Sean; Sherrard, Roberta; Gibbs, Yvonne

2015-01-01

This annual report covers the activities of the NASA Dryden Flight Research Center's Mission Information and Test Systems directorate, which include the Western Aeronautical Test Range (Range Engineering and Range Operations), the Simulation Engineering Branch, and Information Services. This report contains highlights, current projects, and various awards achieved throughout 2012 and 2013.

X-33 Simulation Lab and Staff Engineers

NASA Technical Reports Server (NTRS)

1997-01-01

X-33 program engineers at NASA's Dryden Flight Research Center, Edwards, California, monitor a flight simulation of the X-33 Advanced Technology Demonstrator as a 'flight' unfolds. The simulation provided flight trajectory data while flight control laws were being designed and developed. It also provided information which assisted X-33 developer Lockheed Martin in aerodynamic design of the vehicle. The X-33 program was a government/industry effort to design, build and fly a half-scale prototype that was to demonstrate in flight the new technologies needed for Lockheed Martin's proposed full-scale VentureStar Reusable Launch Vehicle. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was intended to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was intended to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to reach altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to be launched from a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

Lunar Landing Research Vehicle (LLRV) in flight

NASA Technical Reports Server (NTRS)

1964-01-01

An inflight view from the left side of the Lunar Landing Research Vehicle, is shown in this 1964 NASA Flight Research Center photograph. The photograph was taken in front of the old NACA hangar located at the South Base, Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Lunar Landing Research Vehicle (LLRV) in flight

NASA Technical Reports Server (NTRS)

1965-01-01

In this 1965 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is shown at near maximum altitude over the south base at Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Advanced Earth-to-orbit propulsion technology program overview: Impact of civil space technology initiative

NASA Technical Reports Server (NTRS)

Stephenson, Frank W., Jr.

1988-01-01

The NASA Earth-to-Orbit (ETO) Propulsion Technology Program is dedicated to advancing rocket engine technologies for the development of fully reusable engine systems that will enable space transportation systems to achieve low cost, routine access to space. The program addresses technology advancements in the areas of engine life extension/prediction, performance enhancements, reduced ground operations costs, and in-flight fault tolerant engine operations. The primary objective is to acquire increased knowledge and understanding of rocket engine chemical and physical processes in order to evolve more realistic analytical simulations of engine internal environments, to derive more accurate predictions of steady and unsteady loads, and using improved structural analyses, to more accurately predict component life and performance, and finally to identify and verify more durable advanced design concepts. In addition, efforts were focused on engine diagnostic needs and advances that would allow integrated health monitoring systems to be developed for enhanced maintainability, automated servicing, inspection, and checkout, and ultimately, in-flight fault tolerant engine operations.

Propellant Management and Conditioning within the X-34 Main Propulsion System

NASA Technical Reports Server (NTRS)

Brown, T. M.; McDonald, J. P.; Hedayat, A.; Knight, K. C.; Champion, R. H., Jr.

1998-01-01

The X-34 hypersonic flight vehicle is currently under development by Orbital Sciences Corporation (Orbital). The Main Propulsion ystem as been designed around the liquid propellant Fastrac rocket engine currently under development at NASA Marshall Space Flight Center. This paper presents analyses of the MPS subsystems used to manage the liquid propellants. These subsystems include the propellant tanks, the tank vent/relief subsystem, and the dump/fill/drain subsystem. Analyses include LOX tank chill and fill time estimates, LOX boil-off estimates, propellant conditioning simulations, and transient propellant dump simulations.

Project Morpheus: Lessons Learned in Lander Technology Development

NASA Technical Reports Server (NTRS)

Olansen, Jon B.; Munday, Stephen R.; Mitchell, Jennifer D.

2013-01-01

NASA's Morpheus Project has developed and tested a prototype planetary lander capable of vertical takeoff and landing, that is designed to serve as a testbed for advanced spacecraft technologies. The lander vehicle, propelled by a LOX/Methane engine and sized to carry a 500kg payload to the lunar surface, provides a platform for bringing technologies from the laboratory into an integrated flight system at relatively low cost. Designed, developed, manufactured and operated in-house by engineers at Johnson Space Center, the initial flight test campaign began on-site at JSC less than one year after project start. After two years of testing, including two major upgrade periods, and recovery from a test crash that caused the loss of a vehicle, flight testing will evolve to executing autonomous flights simulating a 500m lunar approach trajectory, hazard avoidance maneuvers, and precision landing, incorporating the Autonomous Landing and Hazard Avoidance (ALHAT) sensor suite. These free-flights are conducted at a simulated planetary landscape built at Kennedy Space Center's Shuttle Landing Facility. The Morpheus Project represents a departure from recent NASA programs and projects that traditionally require longer development lifecycles and testing at remote, dedicated testing facilities. This paper expands on the project perspective that technologies offer promise, but capabilities offer solutions. It documents the integrated testing campaign, the infrastructure and testing facilities, and the technologies being evaluated in this testbed. The paper also describes the fast pace of the project, rapid prototyping, frequent testing, and lessons learned during this departure from the traditional engineering development process at NASA's Johnson Space Center.

Simulating Effects of High Angle of Attack on Turbofan Engine Performance

NASA Technical Reports Server (NTRS)

Liu, Yuan; Claus, Russell W.; Litt, Jonathan S.; Guo, Ten-Huei

2013-01-01

A method of investigating the effects of high angle of attack (AOA) flight on turbofan engine performance is presented. The methodology involves combining a suite of diverse simulation tools. Three-dimensional, steady-state computational fluid dynamics (CFD) software is used to model the change in performance of a commercial aircraft-type inlet and fan geometry due to various levels of AOA. Parallel compressor theory is then applied to assimilate the CFD data with a zero-dimensional, nonlinear, dynamic turbofan engine model. The combined model shows that high AOA operation degrades fan performance and, thus, negatively impacts compressor stability margins and engine thrust. In addition, the engine response to high AOA conditions is shown to be highly dependent upon the type of control system employed.

Comparison of several inflow control devices for flight simulation of fan tone noise using a JT15D-1 engine

NASA Technical Reports Server (NTRS)

Mcardle, J. G.; Jones, W. L.; Heidelberg, L. J.; Homyak, L.

1980-01-01

To enable accurate simulation of in-flight fan tone noise during ground static tests, four devices intended to reduce inflow disturbances and turbulence were tested with a JT15D-1 turbofan engine. These inflow control devices (ICD's) consisted of honeycomb/screen structures mounted over the engine inlet. The ICD's ranged from 1.6 to 4 fan diameters in size, and differed in shape and fabrication method. All the ICD's significantly reduced the BPF tone in the far-field directivity patterns, but the smallest ICD's apparently introduced propagating modes which could be recognized by additional lobes in the speeds; at supersonic fan tip speed the smallest ICD's had some measurable loss, but the largest had no loss. Data from a typical transducer show that the unsteady inflow distortion modes (turbulence) were eliminated or significantly reduced when either of the ICD's was installed. However, some steady inflow distortion modes remained.

Aircrew perceived stress: examining crew performance, crew position and captains personality.

PubMed

Bowles, S; Ursin, H; Picano, J

2000-11-01

This study was conducted at NASA Ames Research Center as a part of a larger research project assessing the impact of captain's personality on crew performance and perceived stress in 24 air transport crews (5). Three different personality types for captains were classified based on a previous cluster analysis (3). Crews were comprised of three crewmembers: captain, first officer, and second officer/flight engineer. A total of 72 pilots completed a 1.5-d full-mission simulation of airline operations including emergency situations in the Ames Manned Vehicle System Research Facility B-727 simulator. Crewmembers were tested for perceived stress on four dimensions of the NASA Task Load Index after each of five flight legs. Crews were divided into three groups based on rankings from combined error and rating scores. High performance crews (who committed the least errors in flight) reported experiencing less stress in simulated flight than either low or medium crews. When comparing crew positions for perceived stress over all the simulated flights no significant differences were found. However, the crews led by the "Right Stuff" (e.g., active, warm, confident, competitive, and preferring excellence and challenges) personality type captains typically reported less stress than crewmembers led by other personality types.

Application and Evaluation of Control Modes for Risk-Based Engine Performance Enhancements

NASA Technical Reports Server (NTRS)

Liu, Yuan; Litt, Jonathan S.; Sowers, T. Shane; Owen, A. Karl (Compiler); Guo, Ten-Huei

2014-01-01

The engine control system for civil transport aircraft imposes operational limits on the propulsion system to ensure compliance with safety standards. However, during certain emergency situations, aircraft survivability may benefit from engine performance beyond its normal limits despite the increased risk of failure. Accordingly, control modes were developed to improve the maximum thrust output and responsiveness of a generic high-bypass turbofan engine. The algorithms were designed such that the enhanced performance would always constitute an elevation in failure risk to a consistent predefined likelihood. This paper presents an application of these risk-based control modes to a combined engine/aircraft model. Through computer and piloted simulation tests, the aim is to present a notional implementation of these modes, evaluate their effects on a generic airframe, and demonstrate their usefulness during emergency flight situations. Results show that minimal control effort is required to compensate for the changes in flight dynamics due to control mode activation. The benefits gained from enhanced engine performance for various runway incursion scenarios are investigated. Finally, the control modes are shown to protect against potential instabilities during propulsion-only flight where all aircraft control surfaces are inoperable.

Design, analysis, and control of a large transport aircraft utilizing selective engine thrust as a backup system for the primary flight control. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Gerren, Donna S.

1995-01-01

A study has been conducted to determine the capability to control a very large transport airplane with engine thrust. This study consisted of the design of an 800-passenger airplane with a range of 5000 nautical miles design and evaluation of a flight control system, and design and piloted simulation evaluation of a thrust-only backup flight control system. Location of the four wing-mounted engines was varied to optimize the propulsive control capability, and the time constant of the engine response was studied. The goal was to provide level 1 flying qualities. The engine location and engine time constant did not have a large effect on the control capability. The airplane design did meet level 1 flying qualities based on frequencies, damping ratios, and time constants in the longitudinal and lateral-directional modes. Project pilots consistently rated the flying qualities as either level 1 or level 2 based on Cooper-Harper ratings. However, because of the limited control forces and moments, the airplane design fell short of meeting the time required to achieve a 30 deg bank and the time required to respond a control input.

Robust In-Flight Sensor Fault Diagnostics for Aircraft Engine Based on Sliding Mode Observers

PubMed Central

Chang, Xiaodong; Huang, Jinquan; Lu, Feng

2017-01-01

For a sensor fault diagnostic system of aircraft engines, the health performance degradation is an inevitable interference that cannot be neglected. To address this issue, this paper investigates an integrated on-line sensor fault diagnostic scheme for a commercial aircraft engine based on a sliding mode observer (SMO). In this approach, one sliding mode observer is designed for engine health performance tracking, and another for sensor fault reconstruction. Both observers are employed in in-flight applications. The results of the former SMO are analyzed for post-flight updating the baseline model of the latter. This idea is practical and feasible since the updating process does not require the algorithm to be regulated or redesigned, so that ground-based intervention is avoided, and the update process is implemented in an economical and efficient way. With this setup, the robustness of the proposed scheme to the health degradation is much enhanced and the latter SMO is able to fulfill sensor fault reconstruction over the course of the engine life. The proposed sensor fault diagnostic system is applied to a nonlinear simulation of a commercial aircraft engine, and its effectiveness is evaluated in several fault scenarios. PMID:28398255

Application and Evaluation of Control Modes for Risk-Based Engine Performance Enhancements

NASA Technical Reports Server (NTRS)

Liu, Yuan; Litt, Jonathan S.; Sowers, T. Shane; Owen, A. Karl; Guo, Ten-Huei

2015-01-01

The engine control system for civil transport aircraft imposes operational limits on the propulsion system to ensure compliance with safety standards. However, during certain emergency situations, aircraft survivability may benefit from engine performance beyond its normal limits despite the increased risk of failure. Accordingly, control modes were developed to improve the maximum thrust output and responsiveness of a generic high-bypass turbofan engine. The algorithms were designed such that the enhanced performance would always constitute an elevation in failure risk to a consistent predefined likelihood. This paper presents an application of these risk-based control modes to a combined engine/aircraft model. Through computer and piloted simulation tests, the aim is to present a notional implementation of these modes, evaluate their effects on a generic airframe, and demonstrate their usefulness during emergency flight situations. Results show that minimal control effort is required to compensate for the changes in flight dynamics due to control mode activation. The benefits gained from enhanced engine performance for various runway incursion scenarios are investigated. Finally, the control modes are shown to protect against potential instabilities during propulsion-only flight where all aircraft control surfaces are inoperable.

Robust In-Flight Sensor Fault Diagnostics for Aircraft Engine Based on Sliding Mode Observers.

PubMed

Chang, Xiaodong; Huang, Jinquan; Lu, Feng

2017-04-11

For a sensor fault diagnostic system of aircraft engines, the health performance degradation is an inevitable interference that cannot be neglected. To address this issue, this paper investigates an integrated on-line sensor fault diagnostic scheme for a commercial aircraft engine based on a sliding mode observer (SMO). In this approach, one sliding mode observer is designed for engine health performance tracking, and another for sensor fault reconstruction. Both observers are employed in in-flight applications. The results of the former SMO are analyzed for post-flight updating the baseline model of the latter. This idea is practical and feasible since the updating process does not require the algorithm to be regulated or redesigned, so that ground-based intervention is avoided, and the update process is implemented in an economical and efficient way. With this setup, the robustness of the proposed scheme to the health degradation is much enhanced and the latter SMO is able to fulfill sensor fault reconstruction over the course of the engine life. The proposed sensor fault diagnostic system is applied to a nonlinear simulation of a commercial aircraft engine, and its effectiveness is evaluated in several fault scenarios.

Base pressure and heat transfer tests of the 0.0225-scale space shuttle plume simulation model (19-OTS) in yawed flight conditions in the NASA-Lewis 10x10-foot supersonic wind tunnel (test IH83)

NASA Technical Reports Server (NTRS)

Foust, J. W.

1979-01-01

Wind tunnel tests were performed to determine pressures, heat transfer rates, and gas recovery temperatures in the base region of a rocket firing model of the space shuttle integrated vehicle during simulated yawed flight conditions. First and second stage flight of the space shuttle were simulated by firing the main engines in conjunction with the SRB rocket motors or only the SSME's into the continuous tunnel airstream. For the correct rocket plume environment, the simulated altitude pressures were halved to maintain the rocket chamber/altitude pressure ratio. Tunnel freestream Mach numbers from 2.2 to 3.5 were simulated over an altitude range of 60 to 130 thousand feet with varying angle of attack, yaw angle, nozzle gimbal angle and SRB chamber pressure. Gas recovery temperature data derived from nine gas temperature probe runs are presented. The model configuration, instrumentation, test procedures, and data reduction are described.

A High-Fidelity Simulation of a Generic Commercial Aircraft Engine and Controller

NASA Technical Reports Server (NTRS)

May, Ryan D.; Csank, Jeffrey; Lavelle, Thomas M.; Litt, Jonathan S.; Guo, Ten-Huei

2010-01-01

A new high-fidelity simulation of a generic 40,000 lb thrust class commercial turbofan engine with a representative controller, known as CMAPSS40k, has been developed. Based on dynamic flight test data of a highly instrumented engine and previous engine simulations developed at NASA Glenn Research Center, this non-proprietary simulation was created especially for use in the development of new engine control strategies. C-MAPSS40k is a highly detailed, component-level engine model written in MATLAB/Simulink (The MathWorks, Inc.). Because the model is built in Simulink, users have the ability to use any of the MATLAB tools for analysis and control system design. The engine components are modeled in C-code, which is then compiled to allow faster-than-real-time execution. The engine controller is based on common industry architecture and techniques to produce realistic closed-loop transient responses while ensuring that no safety or operability limits are violated. A significant feature not found in other non-proprietary models is the inclusion of transient stall margin debits. These debits provide an accurate accounting of the compressor surge margin, which is critical in the design of an engine controller. This paper discusses the development, characteristics, and capabilities of the C-MAPSS40k simulation

Progress Toward a Format Standard for Flight Dynamics Models

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Hildreth, Bruce L.

2006-01-01

In the beginning, there was FORTRAN, and it was... not so good. But it was universal, and all flight simulator equations of motion were coded with it. Then came ACSL, C, Ada, C++, C#, Java, FORTRAN-90, Matlab/Simulink, and a number of other programming languages. Since the halcyon punch card days of 1968, models of aircraft flight dynamics have proliferated in training devices, desktop engineering and development computers, and control design textbooks. With the rise of industry teaming and increased reliance on simulation for procurement decisions, aircraft and missile simulation models are created, updated, and exchanged with increasing frequency. However, there is no real lingua franca to facilitate the exchange of models from one simulation user to another. The current state-of-the-art is such that several staff-months if not staff-years are required to 'rehost' each release of a flight dynamics model from one simulation environment to another one. If a standard data package or exchange format were to be universally adopted, the cost and time of sharing and updating aerodynamics, control laws, mass and inertia, and other flight dynamic components of the equations of motion of an aircraft or spacecraft simulation could be drastically reduced. A 2002 paper estimated over $ 6 million in savings could be realized for one military aircraft type alone. This paper describes the efforts of the American Institute of Aeronautics and Astronautics (AIAA) to develop a standard flight dynamic model exchange standard based on XML and HDF-5 data formats.

jsc2013e090230

NASA Image and Video Library

2013-10-17

At the Gagarin Cosmonaut Training Center in Star City, Russia, Expedition 38/39 Soyuz Commander Mikhail Tyurin (center) is assisted by a technician as he dons protective booties for the start of final qualification simulation exams Oct. 17, 2013. Tyurin is joined by his crewmates, Flight Engineer Koichi Wakata of the Japan Aerospace Exploration Agency (left) and NASA Flight Engineer Rick Mastracchio (right). The trio is scheduled to launch on Nov. 7, local time, from the Baikonur Cosmodrome in Kazakhstan on the Soyuz TMA-11M spacecraft for a six-month mission on the International Space Station. NASA/Stephanie Stoll

Simulation model of the integrated flight/propulsion control system, displays, and propulsion system for ASTOVL lift-fan aircraft

NASA Technical Reports Server (NTRS)

Chung, W. Y. William; Borchers, Paul F.; Franklin, James A.

1995-01-01

A simulation model has been developed for use in piloted evaluations of takeoff, transition, hover, and landing characteristics of an advanced, short takeoff, vertical landing lift fan fighter aircraft. The flight/propulsion control system includes modes for several response types which are coupled to the aircraft's aerodynamic and propulsion system effectors through a control selector tailored to the lift fan propulsion system. Head-up display modes for approach and hover, tailored to their corresponding control modes are provided in the simulation. Propulsion system components modeled include a remote lift and a lift/cruise engine. Their static performance and dynamic response are represented by the model. A separate report describes the subsonic, power-off aerodynamics and jet induced aerodynamics in hover and forward flight, including ground effects.

Sensitivity analysis of the space shuttle to ascent wind profiles

NASA Technical Reports Server (NTRS)

Smith, O. E.; Austin, L. D., Jr.

1982-01-01

A parametric sensitivity analysis of the space shuttle ascent flight to the wind profile is presented. Engineering systems parameters are obtained by flight simulations using wind profile models and samples of detailed (Jimsphere) wind profile measurements. The wind models used are the synthetic vector wind model, with and without the design gust, and a model of the vector wind change with respect to time. From these comparison analyses an insight is gained on the contribution of winds to ascent subsystems flight parameters.

Integrated Test Facility (ITF)

NASA Technical Reports Server (NTRS)

1992-01-01

The NASA-Dryden Integrated Test Facility (ITF), also known as the Walter C. Williams Research Aircraft Integration Facility (RAIF), provides an environment for conducting efficient and thorough testing of advanced, highly integrated research aircraft. Flight test confidence is greatly enhanced by the ability to qualify interactive aircraft systems in a controlled environment. In the ITF, each element of a flight vehicle can be regulated and monitored in real time as it interacts with the rest of the aircraft systems. Testing in the ITF is accomplished through automated techniques in which the research aircraft is interfaced to a high-fidelity real-time simulation. Electric and hydraulic power are also supplied, allowing all systems except the engines to function as if in flight. The testing process is controlled by an engineering workstation that sets up initial conditions for a test, initiates the test run, monitors its progress, and archives the data generated. The workstation is also capable of analyzing results of individual tests, comparing results of multiple tests, and producing reports. The computers used in the automated aircraft testing process are also capable of operating in a stand-alone mode with a simulation cockpit, complete with its own instruments and controls. Control law development and modification, aerodynamic, propulsion, guidance model qualification, and flight planning -- functions traditionally associated with real-time simulation -- can all be performed in this manner. The Remotely Augmented Vehicles (RAV) function, now located in the ITF, is a mainstay in the research techniques employed at Dryden. This function is used for tests that are too dangerous for direct human involvement or for which computational capacity does not exist onboard a research aircraft. RAV provides the researcher with a ground-based computer that is radio linked to the test aircraft during actual flight. The Ground Vibration Testing (GVT) system, formerly housed in the Thermostructural Laboratory, now also resides in the ITF. In preparing a research aircraft for flight testing, it is vital to measure its structural frequencies and mode shapes and compare results to the models used in design analysis. The final function performed in the ITF is routine aircraft maintenance. This includes preflight and post-flight instrumentation checks and the servicing of hydraulics, avionics, and engines necessary on any research aircraft. Aircraft are not merely moved to the ITF for automated testing purposes but are housed there throughout their flight test programs.

Integrated Test Facility (ITF)

NASA Technical Reports Server (NTRS)

1991-01-01

The NASA-Dryden Integrated Test Facility (ITF), also known as the Walter C. Williams Research Aircraft Integration Facility (RAIF), provides an environment for conducting efficient and thorough testing of advanced, highly integrated research aircraft. Flight test confidence is greatly enhanced by the ability to qualify interactive aircraft systems in a controlled environment. In the ITF, each element of a flight vehicle can be regulated and monitored in real time as it interacts with the rest of the aircraft systems. Testing in the ITF is accomplished through automated techniques in which the research aircraft is interfaced to a high-fidelity real-time simulation. Electric and hydraulic power are also supplied, allowing all systems except the engines to function as if in flight. The testing process is controlled by an engineering workstation that sets up initial conditions for a test, initiates the test run, monitors its progress, and archives the data generated. The workstation is also capable of analyzing results of individual tests, comparing results of multiple tests, and producing reports. The computers used in the automated aircraft testing process are also capable of operating in a stand-alone mode with a simulation cockpit, complete with its own instruments and controls. Control law development and modification, aerodynamic, propulsion, guidance model qualification, and flight planning -- functions traditionally associated with real-time simulation -- can all be performed in this manner. The Remotely Augmented Vehicles (RAV) function, now located in the ITF, is a mainstay in the research techniques employed at Dryden. This function is used for tests that are too dangerous for direct human involvement or for which computational capacity does not exist onboard a research aircraft. RAV provides the researcher with a ground-based computer that is radio linked to the test aircraft during actual flight. The Ground Vibration Testing (GVT) system, formerly housed in the Thermostructural Laboratory, now also resides in the ITF. In preparing a research aircraft for flight testing, it is vital to measure its structural frequencies and mode shapes and compare results to the models used in design analysis. The final function performed in the ITF is routine aircraft maintenance. This includes preflight and post-flight instrumentation checks and the servicing of hydraulics, avionics, and engines necessary on any research aircraft. Aircraft are not merely moved to the ITF for automated testing purposes but are housed there throughout their flight test programs.

Walter C. Williams Research Aircraft Integration Facility (RAIF)

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA-Dryden Integrated Test Facility (ITF), also known as the Walter C. Williams Research Aircraft Integration Facility (RAIF), provides an environment for conducting efficient and thorough testing of advanced, highly integrated research aircraft. Flight test confidence is greatly enhanced by the ability to qualify interactive aircraft systems in a controlled environment. In the ITF, each element of a flight vehicle can be regulated and monitored in real time as it interacts with the rest of the aircraft systems. Testing in the ITF is accomplished through automated techniques in which the research aircraft is interfaced to a high-fidelity real-time simulation. Electric and hydraulic power are also supplied, allowing all systems except the engines to function as if in flight. The testing process is controlled by an engineering workstation that sets up initial conditions for a test, initiates the test run, monitors its progress, and archives the data generated. The workstation is also capable of analyzing results of individual tests, comparing results of multiple tests, and producing reports. The computers used in the automated aircraft testing process are also capable of operating in a stand-alone mode with a simulation cockpit, complete with its own instruments and controls. Control law development and modification, aerodynamic, propulsion, guidance model qualification, and flight planning -- functions traditionally associated with real-time simulation -- can all be performed in this manner. The Remotely Augmented Vehicles (RAV) function, now located in the ITF, is a mainstay in the research techniques employed at Dryden. This function is used for tests that are too dangerous for direct human involvement or for which computational capacity does not exist onboard a research aircraft. RAV provides the researcher with a ground-based computer that is radio linked to the test aircraft during actual flight. The Ground Vibration Testing (GVT) system, formerly housed in the Thermostructural Laboratory, now also resides in the ITF. In preparing a research aircraft for flight testing, it is vital to measure its structural frequencies and mode shapes and compare results to the models used in design analysis. The final function performed in the ITF is routine aircraft maintenance. This includes preflight and post-flight instrumentation checks and the servicing of hydraulics, avionics, and engines necessary on any research aircraft. Aircraft are not merely moved to the ITF for automated testing purposes but are housed there throughout their flight test programs.

ECN-1606

NASA Image and Video Library

1967-01-11

In this 1967 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is viewed from the front. This photograph provideds a good view of the pilot’s platform with the restrictive cockpit view like that of he real Lunar Module (LM) When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center’s (FRC) Lunar Landing Research Vehicle (LLRV) became the most significant one. After conceptual planning and meetings with engineers from Bell Aerosystems Company, Buffalo, N.Y., NASA FRC issued a $3.6 million production contract awarded in 1963, for delivery of the first of two vehicles for flight studies. Built of tubular aluminum alloy like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon’s surface. The LLRV had a turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine, lifted the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, thus simulating the reduced gravity of the Moon. Two lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll.. The pilot’s platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. The two LLRVs were shipped from Bell to the FRC in April 1964, with program emphasis on vehicle No. 1. The first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds

Orbiter aborts from boost: Presimulation report

NASA Technical Reports Server (NTRS)

Backman, H. D.; Brechka, K. G.

1972-01-01

A description of a hybrid simulation of the 040C orbiter aborting from boost to specified landing site is provided. The simulation starts when the abort is initiated and continues until a terminal energy state (associated with the selected landing site) is reached. At abort it is assumed that all SRM's are jettisoned with the external tank remaining with the orbiter. The simulation described has six degrees of freedom with the vehicle simulated as a rigid body. A conventional form of autopilot is provided to control engine gimbaling during powered flight. An ideal form of an autopilot is provided to test conventional autopilot function and provide pseudo RCS function during coasting flight. The simulation is proposed to provide means for studies of abort guidance function and to gain information concerning ability to control the abort trajectory.

The Building Blocks for JWST I and T (Integrations and Test) to Operations - From Simulator to Flight Units

NASA Technical Reports Server (NTRS)

Fatig, Curtis; Ochs, William; Johns, Alan; Seaton, Bonita; Adams, Cynthia; Wasiak, Francis; Jones, Ronald; Jackson, Wallace

2012-01-01

The James Webb Space Telescope (JWST) Project has an extended integration and test (I&T) phase due to long procurement and development times of various components as well as recent launch delays. The JWST Ground Segment and Operations group has developed a roadmap of the various ground and flight elements and their use in the various JWST I&T test programs. The JWST Project s building block approach to the eventual operational systems, while not new, is complex and challenging; a large-scale mission like JWST involves international partners, many vendors across the United States, and competing needs for the same systems. One of the challenges is resource balancing so simulators and flight products for various elements congeal into integrated systems used for I&T and flight operations activities. This building block approach to an incremental buildup provides for early problem identification with simulators and exercises the flight operations systems, products, and interfaces during the JWST I&T test programs. The JWST Project has completed some early I&T with the simulators, engineering models and some components of the operational ground system. The JWST Project is testing the various flight units as they are delivered and will continue to do so for the entire flight and operational system. The JWST Project has already and will continue to reap the value of the building block approach on the road to launch and flight operations.

Synthesized voice approach callouts for air transport operations

NASA Technical Reports Server (NTRS)

Simpson, C. A.

1980-01-01

A flight simulation experiment was performed to determine the effectiveness of synthesized voice approach callouts for air transport operations. Flight deck data was first collected on scheduled air carrier operations to describe existing pilot-not-flying callout procedures in the flight context and to document the types and amounts of other auditory cockpit information during different types of air carrier operations. A flight simulation scenario for a wide-body jet transport airline training simulator was developed in collaboration with a major U.S. air carrier and flown by three-man crews of qualified line pilots as part of their normally scheduled recurrent training. Each crew flew half their approaches using the experimental synthesized voice approach callout system (SYNCALL) and the other half using the company pilot-not-flying approach callout procedures (PNF). Airspeed and sink rate performance was better with the SYNCALL system than with the PNF system for non-precision approaches. For the one-engine approach, for which SYNCALL made inappropriate deviation callouts, airspeed performance was worse with SYNCALL than with PNF. Reliability of normal altitude approach callouts was comparable for PNF on the line and in the simulator and for SYNCALL in the simulator.

Aircraft noise prediction

NASA Astrophysics Data System (ADS)

Filippone, Antonio

2014-07-01

This contribution addresses the state-of-the-art in the field of aircraft noise prediction, simulation and minimisation. The point of view taken in this context is that of comprehensive models that couple the various aircraft systems with the acoustic sources, the propagation and the flight trajectories. After an exhaustive review of the present predictive technologies in the relevant fields (airframe, propulsion, propagation, aircraft operations, trajectory optimisation), the paper addresses items for further research and development. Examples are shown for several airplanes, including the Airbus A319-100 (CFM engines), the Bombardier Dash8-Q400 (PW150 engines, Dowty R408 propellers) and the Boeing B737-800 (CFM engines). Predictions are done with the flight mechanics code FLIGHT. The transfer function between flight mechanics and the noise prediction is discussed in some details, along with the numerical procedures for validation and verification. Some code-to-code comparisons are shown. It is contended that the field of aircraft noise prediction has not yet reached a sufficient level of maturity. In particular, some parametric effects cannot be investigated, issues of accuracy are not currently addressed, and validation standards are still lacking.

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

NASA Technical Reports Server (NTRS)

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

1988-01-01

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

A Demonstration of a Retrofit Architecture for Intelligent Control and Diagnostics of a Turbofan Engine

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Turso, James A.; Shah, Neerav; Sowers, T. Shane; Owen, A. Karl

2005-01-01

A retrofit architecture for intelligent turbofan engine control and diagnostics that changes the fan speed command to maintain thrust is proposed and its demonstration in a piloted flight simulator is described. The objective of the implementation is to increase the level of autonomy of the propulsion system, thereby reducing pilot workload in the presence of anomalies and engine degradation due to wear. The main functions of the architecture are to diagnose the cause of changes in the engine s operation, warning the pilot if necessary, and to adjust the outer loop control reference signal in response to the changes. This requires that the retrofit control architecture contain the capability to determine the changed relationship between fan speed and thrust, and the intelligence to recognize the cause of the change in order to correct it or warn the pilot. The proposed retrofit architecture is able to determine the fan speed setting through recognition of the degradation level of the engine, and it is able to identify specific faults and warn the pilot. In the flight simulator it was demonstrated that when degradation is introduced into an engine with standard fan speed control, the pilot needs to take corrective action to maintain heading. Utilizing the intelligent retrofit control architecture, the engine thrust is automatically adjusted to its expected value, eliminating yaw without pilot intervention.

ECN-688

NASA Image and Video Library

1965-05-11

In this 1965 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is shown at near maximum altitude over the south base at Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gav

E-14754

NASA Image and Video Library

1966-04-01

A group photo of the LLRV personnel following the program's 100th flight. The photo was taken at South Base, and was near the hangar first used by the original NACA group, at what was then called Muroc. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on Earth in a simulated moon environment, one sixth of the Earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide r

ECN-541

NASA Image and Video Library

1964-12-09

An inflight view from the left side of the Lunar Landing Research Vehicle, is shown in this 1964 NASA Flight Research Center photograph. The photograph was taken in front of the old NACA hangar located at the South Base, Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated Moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the Moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal transla

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free of NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Facility, Edwards, California in 1977 as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Center, Edwards, California in 1977, as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.

Pilot Joe Walker in Lunar Landing Research Vehicle (LLRV) on ramp

NASA Technical Reports Server (NTRS)

1964-01-01

In this 1964 NASA Flight Research Center photograph, NASA Pilot Joe Walker is setting in the pilot's platform of the the Lunar Landing Research Vehicle (LLRV) number 1. This photograph provides a good view of the pilot setting in front of the primary instrumentation panel. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Lunar Landing Research Vehicle (LLRV) sitting on ramp

NASA Technical Reports Server (NTRS)

1966-01-01

In this 1966 NASA Flight Reserch Center photograph, the Lunar Landing Research Vehicle (LLRV) number 2 sitting on the ramp. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a 'free flight' vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings.

Tool for Turbine Engine Closed-Loop Transient Analysis (TTECTrA) Users' Guide

NASA Technical Reports Server (NTRS)

Csank, Jeffrey T.; Zinnecker, Alicia M.

2014-01-01

The tool for turbine engine closed-loop transient analysis (TTECTrA) is a semi-automated control design tool for subsonic aircraft engine simulations. At a specific flight condition, TTECTrA produces a basic controller designed to meet user-defined goals and containing only the fundamental limiters that affect the transient performance of the engine. The purpose of this tool is to provide the user a preliminary estimate of the transient performance of an engine model without the need to design a full nonlinear controller.

Simulation model of the F/A-18 high angle-of-attack research vehicle utilized for the design of advanced control laws

NASA Technical Reports Server (NTRS)

Strickland, Mark E.; Bundick, W. Thomas; Messina, Michael D.; Hoffler, Keith D.; Carzoo, Susan W.; Yeager, Jessie C.; Beissner, Fred L., Jr.

1996-01-01

The 'f18harv' six degree-of-freedom nonlinear batch simulation used to support research in advanced control laws and flight dynamics issues as part of NASA's High Alpha Technology Program is described in this report. This simulation models an F/A-18 airplane modified to incorporate a multi-axis thrust-vectoring system for augmented pitch and yaw control power and actuated forebody strakes for enhanced aerodynamic yaw control power. The modified configuration is known as the High Alpha Research Vehicle (HARV). The 'f18harv' simulation was an outgrowth of the 'f18bas' simulation which modeled the basic F/A-18 with a preliminary version of a thrust-vectoring system designed for the HARV. The preliminary version consisted of two thrust-vectoring vanes per engine nozzle compared with the three vanes per engine actually employed on the F/A-18 HARV. The modeled flight envelope is extensive in that the aerodynamic database covers an angle-of-attack range of -10 degrees to +90 degrees, sideslip range of -20 degrees to +20 degrees, a Mach Number range between 0.0 and 2.0, and an altitude range between 0 and 60,000 feet.

Simulation of Flight-Type Engine Fan Noise in the NASA-Lewis 9X15 Anechoic Wind Tunnel

NASA Technical Reports Server (NTRS)

Heidmann, M. F.; Dietrich, D. A.

1976-01-01

Flight type noise as contrasted to the usual ground static test noise exhibits substantial reductions in the time unsteadiness of tone noise, and in the mean level of tones calculated to be nonpropagating or cut-off. A model fan designed with cuttoff of the fundamental tone was acoustically tested in the anechoic wind tunnel under both static and tunnel flow conditions. The properties that characterize flight type noise were progressively simulated with increasing tunnel flow. The distinctly lobed directivity pattern of propagating rotor/stator interaction modes was also observed. Excess noise attributed to the ingestion of the flow disturbances that prevail near most static test facilities is substantially reduced with tunnel flow.

Flight test of a propulsion controlled aircraft system on the NASA F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.

1995-01-01

Flight tests of the propulsion controlled aircraft (PCA) system on the NASA F-15 airplane evolved as a result of a long series of simulation and flight tests. Initially, the simulation results were very optimistic. Early flight tests showed that manual throttles-only control was much more difficult than the simulation, and a flight investigation was flown to acquire data to resolve this discrepancy. The PCA system designed and developed by MDA evolved as these discrepancies were found and resolved, requiring redesign of the PCA software and modification of the flight test plan. Small throttle step inputs were flown to provide data for analysis, simulation update, and control logic modification. The PCA flight tests quickly revealed less than desired performance, but the extensive flexibility built into the flight PCA software allowed rapid evaluation of alternate gains, filters, and control logic, and within 2 weeks, the PCA system was functioning well. The initial objective of achieving adequate control for up-and-away flying and approaches was satisfied, and the option to continue to actual landings was achieved. After the PCA landings were accomplished, other PCA features were added, and additional maneuvers beyond those originally planned were flown. The PCA system was used to recover from extreme upset conditions, descend, and make approaches to landing. A heading mode was added, and a single engine plus rudder PCA mode was also added and flown. The PCA flight envelope was expanded far beyond that originally designed for. Guest pilots from the USAF, USN, NASA, and the contractor also flew the PCA system and were favorably impressed.

A flight evaluation of VTOL jet transport under visual and simulated instrument conditions

NASA Technical Reports Server (NTRS)

Holzhauser, C. A.; Morello, S. A.; Innis, R. C.; Patton, J. M., Jr.

1972-01-01

A flight investigation was performed with the Dornier DO-31 VTOL to evaluate the performance, handling qualities, and operating characteristics that are considered to be important in the operation of a commerical VTOL transport in the terminal area. The DO-31, a 20,000 kilogram transport, has a mixed jet propulsion system; main engines with nozzles deflect from a cruise to a hover position, and vertical lift engines operated below 170 knots. This VTOL mode incorporates pitch and roll attitude and yaw rate stabilization. The tests concentrated on the transition, approach, and vertical landing. The mixed jet propulsion system provided a large usable performance envelope that enabled simulated IFR approaches to be made on 7 deg and 12 deg glide slopes. In these approaches management of thrust magnitude and direction was a primary problem, and some form of integrating the controls will be necessary. The handling qualities evaluation pointed out the need for additional research of define flight path criteria. The aircraft had satisfactory control and stability in hover out of ground effect. The recirculation effects in vertical landing were large below 15 meters.

Comparison of flying qualities derived from in-flight and ground-based simulators for a jet-transport airplane for the approach and landing pilot tasks

NASA Technical Reports Server (NTRS)

Grantham, William D.

1989-01-01

The primary objective was to provide information to the flight controls/flying qualities engineer that will assist him in determining the incremental flying qualities and/or pilot-performance differences that may be expected between results obtained via ground-based simulation (and, in particular, the six-degree-of-freedom Langley Visual/Motion Simulator (VMS)) and flight tests. Pilot opinion and performance parameters derived from a ground-based simulator and an in-flight simulator are compared for a jet-transport airplane having 32 different longitudinal dynamic response characteristics. The primary pilot tasks were the approach and landing tasks with emphasis on the landing-flare task. The results indicate that, in general, flying qualities results obtained from the ground-based simulator may be considered conservative-especially when the pilot task requires tight pilot control as during the landing flare. The one exception to this, according to the present study, was that the pilots were more tolerant of large time delays in the airplane response on the ground-based simulator. The results also indicated that the ground-based simulator (particularly the Langley VMS) is not adequate for assessing pilot/vehicle performance capabilities (i.e., the sink rate performance for the landing-flare task when the pilot has little depth/height perception from the outside scene presentation).

The effect of single engine fixed wing air transport on rate-responsive pacemakers.

PubMed

De Rotte, A A; Van Der Kemp, P

1999-09-01

Insufficient information exists about the safety of patients with accelerometer-based rate-responsive pacemakers in air transport by general aviation aircraft. The response in pacing rate of two types of accelerometer-based rate-responsive pacemakers with data logging capabilities was studied during test flights with single engine fixed wing aircraft. Results were compared with the rate-response of these pacemakers during transportation by car and were also interpreted in respect to physiological heart rate response of aircrew during flights in single engine fixed wing aircraft. In addition, a continuous accelerometer readout was recorded during a turbulent phase of flight. This recording was used for a pacemaker-simulator experiment with maximal sensitive motion-sensor settings. Only a minor increase in pacing rate due to aircraft motion could be demonstrated during all phases of flight at all altitudes with the pacemakers programmed in the normal mode. This increase was of the same magnitude as induced during transport by car and would be of negligible influence on the performance of the individual pacemaker patient equipped with such a pacemaker. Moreover, simultaneous Holter monitoring of the pilots during these flights showed a similar rate-response in natural heart rate compared with the increase in pacing rate induced by aircraft motion in accelerometer-based rate-responsive pacemakers. No sensor-mediated pacemaker tachycardia was seen during any of these recordings. However, a 15% increase in pacing rate was induced by severe air turbulence. Programming the maximal sensitivity of the motion sensor into the pacemaker could, on the other hand, induce a significant increase in pacing rate as was demonstrated by the simulation experiments. These results seem to rule out potentially dangerous or adverse effects from motional or vibrational influences during transport in single engine fixed wing aircraft on accelerometer-based rate-responsive pacemakers with normal activity sensor settings.

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight engineer certificate issued on basis of a foreign flight engineer license. 63.42 Section 63.42 Aeronautics and Space FEDERAL AVIATION... PILOTS Flight Engineers § 63.42 Flight engineer certificate issued on basis of a foreign flight engineer...

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight engineer certificate issued on basis of a foreign flight engineer license. 63.42 Section 63.42 Aeronautics and Space FEDERAL AVIATION... PILOTS Flight Engineers § 63.42 Flight engineer certificate issued on basis of a foreign flight engineer...

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight engineer certificate issued on basis of a foreign flight engineer license. 63.42 Section 63.42 Aeronautics and Space FEDERAL AVIATION... PILOTS Flight Engineers § 63.42 Flight engineer certificate issued on basis of a foreign flight engineer...

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight engineer certificate issued on basis of a foreign flight engineer license. 63.42 Section 63.42 Aeronautics and Space FEDERAL AVIATION... PILOTS Flight Engineers § 63.42 Flight engineer certificate issued on basis of a foreign flight engineer...

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight engineer certificate issued on basis of a foreign flight engineer license. 63.42 Section 63.42 Aeronautics and Space FEDERAL AVIATION... PILOTS Flight Engineers § 63.42 Flight engineer certificate issued on basis of a foreign flight engineer...

The Effect of Altitude Conditions on the Particle Emissions of a J85-GE-5L Turbojet Engine

NASA Technical Reports Server (NTRS)

Rickey, June Elizabeth

1995-01-01

Particles from a J85-GE-5L turbojet engine were measured over a range of engine speeds at simulated altitude conditions ranging from near sea level to 45,000 ft and at flight Mach numbers of 0.5 and 0.8. Samples were collected from the engine by using a specially designed probe positioned several inches behind the exhaust nozzle. A differential mobility particle sizing system was used to determine particle size. Particle data measured at near sea-level conditions were compared with Navy Aircraft Environmental Support Office (AESO) particle data taken from a GE-J85-4A engine at a sea-level static condition. Particle data from the J85 engine were also compared with particle data from a J85 combustor at three different simulated altitudes.

Piloted Simulation Tests of Propulsion Control as Backup to Loss of Primary Flight Controls for a B747-400 Jet Transport

NASA Technical Reports Server (NTRS)

Bull, John; Mah, Robert; Hardy, Gordon; Sullivan, Barry; Jones, Jerry; Williams, Diane; Soukup, Paul; Winters, Jose

1997-01-01

Partial failures of aircraft primary flight control systems and structural damages to aircraft during flight have led to catastrophic accidents with subsequent loss of lives (e.g. DC-10, B-747, C-5, B-52, and others). Following the DC-10 accident at Sioux City, Iowa in 1989, the National Transportation Safety Board recommended 'Encourage research and development of backup flight control systems for newly certified wide-body airplanes that utilize an alternate source of motive power separate from that source used for the conventional control system.' This report describes the concept of a propulsion controlled aircraft (PCA), discusses pilot controls, displays, and procedures; and presents the results of a PCA piloted simulation test and evaluation of the B747-400 airplane conducted at NASA Ames Research Center in December, 1996. The purpose of the test was to develop and evaluate propulsion control throughout the full flight envelope of the B747-400 including worst case scenarios of engine failures and out of trim moments. Pilot ratings of PCA performance ranged from adequate to satisfactory. PCA performed well in unusual attitude recoveries at 35,000 ft altitude, performed well in fully coupled ILS approaches, performed well in single engine failures, and performed well at aft cg. PCA performance was primarily limited by out-of-trim moments.

Application of an integrated flight/propulsion control design methodology to a STOVL aircraft

NASA Technical Reports Server (NTRS)

Garg, Sanjay; Mattern, Duane L.

1991-01-01

Results are presented from the application of an emerging Integrated Flight/Propulsion Control (IFPC) design methodology to a Short Take Off and Vertical Landing (STOVL) aircraft in transition flight. The steps in the methodology consist of designing command shaping prefilters to provide the overall desired response to pilot command inputs. A previously designed centralized controller is first validated for the integrated airframe/engine plant used. This integrated plant is derived from a different model of the engine subsystem than the one used for the centralized controller design. The centralized controller is then partitioned in a decentralized, hierarchical structure comprising of airframe lateral and longitudinal subcontrollers and an engine subcontroller. Command shaping prefilters from the pilot control effector inputs are then designed and time histories of the closed loop IFPC system response to simulated pilot commands are compared to desired responses based on handling qualities requirements. Finally, the propulsion system safety and nonlinear limited protection logic is wrapped around the engine subcontroller and the response of the closed loop integrated system is evaluated for transients that encounter the propulsion surge margin limit.

Enhanced Bank of Kalman Filters Developed and Demonstrated for In-Flight Aircraft Engine Sensor Fault Diagnostics

NASA Technical Reports Server (NTRS)

Kobayashi, Takahisa; Simon, Donald L.

2005-01-01

In-flight sensor fault detection and isolation (FDI) is critical to maintaining reliable engine operation during flight. The aircraft engine control system, which computes control commands on the basis of sensor measurements, operates the propulsion systems at the demanded conditions. Any undetected sensor faults, therefore, may cause the control system to drive the engine into an undesirable operating condition. It is critical to detect and isolate failed sensors as soon as possible so that such scenarios can be avoided. A challenging issue in developing reliable sensor FDI systems is to make them robust to changes in engine operating characteristics due to degradation with usage and other faults that can occur during flight. A sensor FDI system that cannot appropriately account for such scenarios may result in false alarms, missed detections, or misclassifications when such faults do occur. To address this issue, an enhanced bank of Kalman filters was developed, and its performance and robustness were demonstrated in a simulation environment. The bank of filters is composed of m + 1 Kalman filters, where m is the number of sensors being used by the control system and, thus, in need of monitoring. Each Kalman filter is designed on the basis of a unique fault hypothesis so that it will be able to maintain its performance if a particular fault scenario, hypothesized by that particular filter, takes place.

Preliminary Results of Altitude-Wind-Tunnel Investigation of X24C-4B Turbojet Engine. IV - Performance of Modified Compressor. Part 4; Performance of Modified Compressor

NASA Technical Reports Server (NTRS)

Thorman, H. Carl; Dupree, David T.

1947-01-01

The performance of the 11-stage axial-flow compressor, modified to improve the compressor-outlet velocity, in a revised X24C-4B turbojet engine is presented and compared with the performance of the compressor in the original engine. Performance data were obtained from an investigation of the revised engine in the MACA Cleveland altitude wind tunnel. Compressor performance data were obtained for engine operation with four exhaust nozzles of different outlet area at simulated altitudes from 15,OOO to 45,000 feet, simulated flight Mach numbers from 0.24 to 1.07, and engine speeds from 4000 to 12,500 rpm. The data cover a range of corrected engine speeds from 4100 to 13,500 rpm, which correspond to compressor Mach numbers from 0.30 to 1.00.

Three-Dimensional Displays In The Future Flight Station

NASA Astrophysics Data System (ADS)

Bridges, Alan L.

1984-10-01

This review paper summarizes the development and applications of computer techniques for the representation of three-dimensional data in the future flight station. It covers the development of the Lockheed-NASA Advanced Concepts Flight Station (ACFS) research simulators. These simulators contain: A Pilot's Desk Flight Station (PDFS) with five 13- inch diagonal, color, cathode ray tubes on the main instrument panel; a computer-generated day and night visual system; a six-degree-of-freedom motion base; and a computer complex. This paper reviews current research, development, and evaluation of easily modifiable display systems and software requirements for three-dimensional displays that may be developed for the PDFS. This includes the analysis and development of a 3-D representation of the entire flight profile. This 3-D flight path, or "Highway-in-the-Sky", will utilize motion and perspective cues to tightly couple the human responses of the pilot to the aircraft control systems. The use of custom logic, e.g., graphics engines, may provide the processing power and architecture required for 3-D computer-generated imagery (CGI) or visual scene simulation (VSS). Diffraction or holographic head-up displays (HUDs) will also be integrated into the ACFS simulator to permit research on the requirements and use of these "out-the-window" projection systems. Future research may include the retrieval of high-resolution, perspective view terrain maps which could then be overlaid with current weather information or other selectable cultural features.

Real-Time Rocket/Vehicle System Integrated Health Management Laboratory For Development and Testing of Health Monitoring/Management Systems

NASA Technical Reports Server (NTRS)

Aguilar, R.

2006-01-01

Pratt & Whitney Rocketdyne has developed a real-time engine/vehicle system integrated health management laboratory, or testbed, for developing and testing health management system concepts. This laboratory simulates components of an integrated system such as the rocket engine, rocket engine controller, vehicle or test controller, as well as a health management computer on separate general purpose computers. These general purpose computers can be replaced with more realistic components such as actual electronic controllers and valve actuators for hardware-in-the-loop simulation. Various engine configurations and propellant combinations are available. Fault or failure insertion capability on-the-fly using direct memory insertion from a user console is used to test system detection and response. The laboratory is currently capable of simulating the flow-path of a single rocket engine but work is underway to include structural and multiengine simulation capability as well as a dedicated data acquisition system. The ultimate goal is to simulate as accurately and realistically as possible the environment in which the health management system will operate including noise, dynamic response of the engine/engine controller, sensor time delays, and asynchronous operation of the various components. The rationale for the laboratory is also discussed including limited alternatives for demonstrating the effectiveness and safety of a flight system.

Closed loop models for analyzing engineering requirements for simulators

NASA Technical Reports Server (NTRS)

Baron, S.; Muralidharan, R.; Kleinman, D.

1980-01-01

A closed loop analytic model, incorporating a model for the human pilot, (namely, the optimal control model) that would allow certain simulation design tradeoffs to be evaluated quantitatively was developed. This model was applied to a realistic flight control problem. The resulting model is used to analyze both overall simulation effects and the effects of individual elements. The results show that, as compared to an ideal continuous simulation, the discrete simulation can result in significant performance and/or workload penalties.

The KSC Simulation Team practices for contingencies in Firing Room 1

NASA Technical Reports Server (NTRS)

1998-01-01

In Firing Room 1 at KSC, Shuttle launch team members put the Shuttle system through an integrated simulation. The control room is set up with software used to simulate flight and ground systems in the launch configuration. A Simulation Team, comprised of KSC engineers, introduce 12 or more major problems to prepare the launch team for worst-case scenarios. Such tests and simulations keep the Shuttle launch team sharp and ready for liftoff. The next liftoff is targeted for Oct. 29.

Survey Summary of AGATE Concepts Demonstration at Annual NATA Convention March 24-26, 1997. Volume 2; Original Survey Data

NASA Technical Reports Server (NTRS)

1997-01-01

An AGATE Concepts Demonstration was conducted at the Annual National Air Transportation Association (NATA) Convention in 1997. Following, a 5-minute introductory briefing, an interactive simulation of a single-pilot, single-engine aircraft was conducted. The participant was able to take off, fly a brief enroute segment, fly a Global Positioning System (GPS) approach and landing, and repeat the approach and landing segment. The participant was provided an advanced 'highway-in-the-sky' presentation on both a simulated head-up display and on a large LCD head-down display to follow throughout the flight. A single-lever power control and display concept was also provided for control of the engine throughout the flight. A second head-down, multifunction display in the instrument panel provided a moving map display for navigation purposes and monitoring of the status of the aircraft's systems.

Design and Benchmarking of a Network-In-the-Loop Simulation for Use in a Hardware-In-the-Loop System

NASA Technical Reports Server (NTRS)

Aretskin-Hariton, Eliot; Thomas, George; Culley, Dennis; Kratz, Jonathan

2017-01-01

Distributed engine control (DEC) systems alter aircraft engine design constraints because of fundamental differences in the input and output communication between DEC and centralized control architectures. The change in the way communication is implemented may create new optimum engine-aircraft configurations. This paper continues the exploration of digital network communication by demonstrating a Network-In-the-Loop simulation at the NASA Glenn Research Center. This simulation incorporates a real-time network protocol, the Engine Area Distributed Interconnect Network Lite (EADIN Lite), with the Commercial Modular Aero-Propulsion System Simulation 40k (C-MAPSS40k) software. The objective of this study is to assess digital control network impact to the control system. Performance is evaluated relative to a truth model for large transient maneuvers and a typical flight profile for commercial aircraft. Results show that a decrease in network bandwidth from 250 Kbps (sampling all sensors every time step) to 40 Kbps, resulted in very small differences in control system performance.

Design and Benchmarking of a Network-In-the-Loop Simulation for Use in a Hardware-In-the-Loop System

NASA Technical Reports Server (NTRS)

Aretskin-Hariton, Eliot D.; Thomas, George Lindsey; Culley, Dennis E.; Kratz, Jonathan L.

2017-01-01

Distributed engine control (DEC) systems alter aircraft engine design constraints be- cause of fundamental differences in the input and output communication between DEC and centralized control architectures. The change in the way communication is implemented may create new optimum engine-aircraft configurations. This paper continues the exploration of digital network communication by demonstrating a Network-In-the-Loop simulation at the NASA Glenn Research Center. This simulation incorporates a real-time network protocol, the Engine Area Distributed Interconnect Network Lite (EADIN Lite), with the Commercial Modular Aero-Propulsion System Simulation 40k (C-MAPSS40k) software. The objective of this study is to assess digital control network impact to the control system. Performance is evaluated relative to a truth model for large transient maneuvers and a typical flight profile for commercial aircraft. Results show that a decrease in network bandwidth from 250 Kbps (sampling all sensors every time step) to 40 Kbps, resulted in very small differences in control system performance.

In-flight crew training

NASA Technical Reports Server (NTRS)

Gott, Charles; Galicki, Peter; Shores, David

1990-01-01

The Helmet Mounted Display system and Part Task Trainer are two projects currently underway that are closely related to the in-flight crew training concept. The first project is a training simulator and an engineering analysis tool. The simulator's unique helmet mounted display actually projects the wearer into the simulated environment of 3-D space. Miniature monitors are mounted in front of the wearers eyes. Partial Task Trainer is a kinematic simulator for the Shuttle Remote Manipulator System. The simulator consists of a high end graphics workstation with a high resolution color screen and a number of input peripherals that create a functional equivalent of the RMS control panel in the back of the Orbiter. It is being used in the training cycle for Shuttle crew members. Activities are underway to expand the capability of the Helmet Display System and the Partial Task Trainer.

Brain-wave measures of workload in advanced cockpits: The transition of technology from laboratory to cockpit simulator, phase 2

NASA Technical Reports Server (NTRS)

Horst, Richard L.; Mahaffey, David L.; Munson, Robert C.

1989-01-01

The present Phase 2 small business innovation research study was designed to address issues related to scalp-recorded event-related potential (ERP) indices of mental workload and to transition this technology from the laboratory to cockpit simulator environments for use as a systems engineering tool. The project involved five main tasks: (1) Two laboratory studies confirmed the generality of the ERP indices of workload obtained in the Phase 1 study and revealed two additional ERP components related to workload. (2) A task analysis' of flight scenarios and pilot tasks in the Advanced Concepts Flight Simulator (ACFS) defined cockpit events (i.e., displays, messages, alarms) that would be expected to elicit ERPs related to workload. (3) Software was developed to support ERP data analysis. An existing ARD-proprietary package of ERP data analysis routines was upgraded, new graphics routines were developed to enhance interactive data analysis, and routines were developed to compare alternative single-trial analysis techniques using simulated ERP data. (4) Working in conjunction with NASA Langley research scientists and simulator engineers, preparations were made for an ACFS validation study of ERP measures of workload. (5) A design specification was developed for a general purpose, computerized, workload assessment system that can function in simulators such as the ACFS.

LLRV in flight and landing on ramp

NASA Technical Reports Server (NTRS)

1960-01-01

This 26-second video clip shows the LLRV flying and landing. The LLRV's, humorously referred to as 'flying bedsteads,' were created by a predecessor of the NASA Dryden Flight Research Center and Bell Aerosystems Company, Niagra Falls, New York, to study and analyze piloting techniques needed to fly and land the tiny Apollo Lunar Module in the Moon's airless environment. (Dryden was known simply as the NASA Flight Research Center from 1959 to 1976.) Success of the LLRV's led to the building of three Lunar Landing Training Vehicles (LLTV) used by Apollo astronauts at the Manned Spacecraft Center, Houston, Texas, predecessor of the NASA Johnson Space Center. Apollo 11 astronaut, Neil Armstrong -- first human to step onto the Moon's surface -- said the mission would not have been successful without the type of simulation that resulted from the LLRV's. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts developed: an electronic simulator, a tethered device, and the ambitious Flight Research Center (FRC) contribution, a free-flying vehicle. All three became serious projects, but eventually the FRC's LLRV became the most significant one. Hubert Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman the project manager. After conceptual planning and meetings with engineers from Bell Aerosystems, a company with experience in vertical takeoff and landing (VTOL) aircraft, NASA issued Bell a $50,000 study contract in December 1961. Bell had independently conceived a similar, free-flying simulator, and out of this study came the headquarters' endorsement of the LLRV concept, resulting in a $3.6 million production contract awarded to Bell February 1, 1963, for delivery of the first of two vehicles for flight studies at the FRC within 14 months. Built of aluminum alloy trusses and shaped like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal movement. Sixteen smaller hydrogen peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. As safety backups on the LLRV, six 500-pound rockets could take over the lift function and stabilize the craft for a moment if the main jet engine failed. The pilot had a zero-zero ejection seat that would then lift him away to safety. The two LLRV's were shipped from Bell to the FRC in April 1964, with program emphasis on vehicle No. 1. It was first readied for captured flight on a tilt-table affair. The scene then shifted to the old South Base area of Edwards. On the day of the first flight, October 30, 1964, research pilot Joe Walker flew it three times for a total of just under 60 seconds to a peak altitude of ten feet (three meters). Later flights were shared between Walker, another Center pilot named Don Mallick, the Army's Jack Kleuver, NASA Manned Spacecraft Center, Houston, Texas, pilots Joseph Algranti and H.E. 'Bud' Ream. NASA had accumulated enough data from the LLRV flight program at the FRC by mid-1966 to give Bell a contract to deliver three LLTVs at a cost of $2.5 million each. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in January 1967, within weeks of its first flight. Modifications already made to No. 2 had given the pilot a three-axis side control stick and a more restrictive cockpit view, both features of the real Lunar Module that would later be flown by the astronauts down to the Moon's surface. When the LLRV's arrived at Houston, where research pilots would learn how to become LLTV instructor pilots, No. 2 had been flown just seven times while No. 1, the veteran, had a total of 198 flights. In December 1967, the first of the LLTV's joined the FRC's LLRV's to eventually make up the five-vehicle training and simulator fleet. Three of the five vehicles were later destroyed in crashes at Houston - LLRV No. 1 in May 1968 and two LLTV's, in December 1968 and January 1971. The two accidents in 1968, before the first lunar landing, did not deter Apollo program managers who enthusiastically relied on the vehicles for simulation and training. Donald 'Deke' Slayton, then NASA's astronaut chief, said there was no other way to simulate a Moon landing except by flying the LLTV. LLRV No. 2 was eventually returned to Dryden, where it is on display as a silent artifact of the Center's contribution to the Apollo program.

STS-103 Crew Training

NASA Technical Reports Server (NTRS)

1999-01-01

The Hubble Space Telescope (HST) team is preparing for NASA's third scheduled service call to Hubble. This mission, STS-103, will launch from Kennedy Space Center aboard the Space Shuttle Discovery. The seven flight crew members are Commander Curtis L. Brown, Pilot Scott J. Kelly, European Space Agency (ESA) astronaut Jean-Francois Clervoy who will join space walkers Steven L. Smith, C. Michael Foale, John M. Grunsfeld, and ESA astronaut Claude Nicollier. The objectives of the HST Third Servicing Mission (SM3A) are to replace the telescope's six gyroscopes, a Fine-Guidance Sensor, an S-Band Single Access Transmitter, a spare solid-state recorder and a high-voltage/temperature kit for protecting the batteries from overheating. In addition, the crew plans to install an advanced computer that is 20 times faster and has six times the memory of the current Hubble Space Telescope computer. To prepare for these extravehicular activities (EVAs), the SM3A astronauts participated in Crew Familiarization sessions with the actual SM3A flight hardware. During these sessions the crew spent long hours rehearsing their space walks in the Guidance Navigation Simulator and NBL (Neutral Buoyancy Laboratory). Using space gloves, flight Space Support Equipment (SSE), and Crew Aids and Tools (CATs), the astronauts trained with and verified flight orbital replacement unit (ORU) hardware. The crew worked with a number of trainers and simulators, such as the High Fidelity Mechanical Simulator, Guidance Navigation Simulator, System Engineering Simulator, the Aft Shroud Door Trainer, the Forward Shell/Light Shield Simulator, and the Support Systems Module Bay Doors Simulator. They also trained and verified the flight Orbital Replacement Unit Carrier (ORUC) and its ancillary hardware. Discovery's planned 10-day flight is scheduled to end with a night landing at Kennedy.

KSC-98pc970

NASA Image and Video Library

1998-08-20

In Firing Room 1 at KSC, Shuttle launch team members put the Shuttle system through an integrated simulation. The control room is set up with software used to simulate flight and ground systems in the launch configuration. A Simulation Team, comprised of KSC engineers, introduce 12 or more major problems to prepare the launch team for worst-case scenarios. Such tests and simulations keep the Shuttle launch team sharp and ready for liftoff. The next liftoff is targeted for Oct. 29

Piloted simulation study of an ILS approach of a twin-pusher business/commuter turboprop aircraft configuration

NASA Technical Reports Server (NTRS)

Riley, Donald R.; Brandon, Jay M.; Glaab, Louis J.

1994-01-01

A six-degree-of-freedom nonlinear simulation of a twin-pusher, turboprop business/commuter aircraft configuration representative of the Cessna ATPTB (Advanced turboprop test bed) was developed for use in piloted studies with the Langley General Aviation Simulator. The math models developed are provided, simulation predictions are compared with with Cessna flight-test data for validation purposes, and results of a handling quality study during simulated ILS (instrument landing system) approaches and missed approaches are presented. Simulated flight trajectories, task performance measures, and pilot evaluations are presented for the ILS approach and missed-approach tasks conducted with the vehicle in the presence of moderate turbulence, varying horizontal winds and engine-out conditions. Six test subjects consisting of two research pilots, a Cessna test pilot, and three general aviation pilots participated in the study. This effort was undertaken in cooperation with the Cessna Aircraft Company.

Guidance, Navigation and Control (GN and C) Design Overview and Flight Test Results from NASA's Max Launch Abort System (MLAS)

NASA Technical Reports Server (NTRS)

Dennehy, Cornelius J.; Lanzi, Raymond J.; Ward, Philip R.

2010-01-01

The National Aeronautics and Space Administration Engineering and Safety Center designed, developed and flew the alternative Max Launch Abort System (MLAS) as risk mitigation for the baseline Orion spacecraft launch abort system already in development. The NESC was tasked with both formulating a conceptual objective system design of this alternative MLAS as well as demonstrating this concept with a simulated pad abort flight test. Less than 2 years after Project start the MLAS simulated pad abort flight test was successfully conducted from Wallops Island on July 8, 2009. The entire flight test duration was 88 seconds during which time multiple staging events were performed and nine separate critically timed parachute deployments occurred as scheduled. This paper provides an overview of the guidance navigation and control technical approaches employed on this rapid prototyping activity; describes the methodology used to design the MLAS flight test vehicle; and lessons that were learned during this rapid prototyping project are also summarized.

Motion-base simulator study of control of an externally blown flap STOL transport aircraft after failure of an outboard engine during landing approach

NASA Technical Reports Server (NTRS)

Middleton, D. B.; Hurt, G. J., Jr.; Bergeron, H. P.; Patton, J. M., Jr.; Deal, P. L.; Champine, R. A.

1975-01-01

A moving-base simulator investigation of the problems of recovery and landing of a STOL aircraft after failure of an outboard engine during final approach was made. The approaches were made at 75 knots along a 6 deg glide slope. The engine was failed at low altitude and the option to go around was not allowed. The aircraft was simulated with each of three control systems, and it had four high-bypass-ratio fan-jet engines exhausting against large triple-slotted wing flaps to produce additional lift. A virtual-image out-the-window television display of a simulated STOL airport was operating during part of the investigation. Also, a simple heads-up flight director display superimposed on the airport landing scene was used by the pilots to make some of the recoveries following an engine failure. The results of the study indicated that the variation in visual cues and/or motion cues had little effect on the outcome of a recovery, but they did have some effect on the pilot's response and control patterns.

Full power level development of the Space Shuttle main engine

NASA Technical Reports Server (NTRS)

Johnson, J. R.; Colbo, H. I.

1982-01-01

Development of the Space Shuttle main engine for nominal operation at full power level (109 percent rated power) is continuing in parallel with the successful flight testing of the Space Transportation System. Verification of changes made to the rated power level configuration currently being flown on the Orbiter Columbia is in progress and the certification testing of the full power level configuration has begun. The certification test plan includes the accumulation of 10,000 seconds on each of two engines by early 1983. Certification testing includes the simulation of nominal mission duty cycles as well as the two abort thrust profiles: abort to orbit and return to launch site. Several of the certification tests are conducted at 111 percent power to demonstrate additional safety margins. In addition to the flight test and development program results, future plans for life demonstration and engine uprating will be discussed.

A preliminary look at an optimal multivariable design for propulsion-only flight control of jet-transport aircraft

NASA Technical Reports Server (NTRS)

Azzano, Christopher P.

1992-01-01

Control of a large jet transport aircraft without the use of conventional control surfaces was studied. Engine commands were used to attempt to recreate the forces and moments typically provided by the elevator, ailerons, and rudder. Necessary conditions for aircraft controllability were developed pertaining to aircraft configuration such as the number of engines and engine placement. An optimal linear quadratic regulator controller was developed for the Boeing 707-720, in particular, for regulation of its natural dynamic modes. The design used a method of assigning relative weights to the natural modes, i.e., phugoid and dutch roll, for a more intuitive selection of the cost function. A prototype pilot command interface was then integrated into the loop based on pseudorate command of both pitch and roll. Closed loop dynamics were evaluated first with a batch linear simulation and then with a real time high fidelity piloted simulation. The NASA research pilots assisted in evaluation of closed loop handling qualities for typical cruise and landing tasks. Recommendations for improvement on this preliminary study of optimal propulsion only flight control are provided.

Simulator study of vortex encounters by a twin-engine, commercial, jet transport airplane

NASA Technical Reports Server (NTRS)

Hastings, E. C., Jr.; Keyser, G. L., Jr.

1982-01-01

A simulator study of vortex encounters was conducted for a twin-engine, commercial, jet transport airplane encountering the vortex flow field of a heavy, four-engine, commercial, jet transport airplane in the final-approach configuration. The encounters were conducted with fixed controls and with a pilot using a state-of-the-art, manual-control system. Piloted encounters with the base-line vortex flow field out of ground effect (unattenuated) resulted in initial bank-angle excursions greater than 40 deg, coupled with initial sideslip-angle excursions greater than 10 deg. The severity of these initial upsets was significantly reduced when the vortex center was moved laterally or vertically away from the flight path of the encountering airplane. Smaller reductions occurred when the flow field was attenuated by the flight spoilers on the generating airplane. The largest reduction in the severity of the initial upsets, however, was from aging in ground effect. The severity of the initial upsets of the following airplane was relatively unaffected by the approach speed. Increasing the lift coefficient of the generating airplane resulted in an increase in the severity of the initial upsets.

Combustion Devices CFD Team Analyses Review

NASA Technical Reports Server (NTRS)

Rocker, Marvin

2008-01-01

A variety of CFD simulations performed by the Combustion Devices CFD Team at Marshall Space Flight Center will be presented. These analyses were performed to support Space Shuttle operations and Ares-1 Crew Launch Vehicle design. Results from the analyses will be shown along with pertinent information on the CFD codes and computational resources used to obtain the results. Six analyses will be presented - two related to the Space Shuttle and four related to the Ares I-1 launch vehicle now under development at NASA. First, a CFD analysis of the flow fields around the Space Shuttle during the first six seconds of flight and potential debris trajectories within those flow fields will be discussed. Second, the combusting flows within the Space Shuttle Main Engine's main combustion chamber will be shown. For the Ares I-1, an analysis of the performance of the roll control thrusters during flight will be described. Several studies are discussed related to the J2-X engine to be used on the upper stage of the Ares I-1 vehicle. A parametric study of the propellant flow sequences and mixture ratios within the GOX/GH2 spark igniters on the J2-X is discussed. Transient simulations will be described that predict the asymmetric pressure loads that occur on the rocket nozzle during the engine start as the nozzle fills with combusting gases. Simulations of issues that affect temperature uniformity within the gas generator used to drive the J-2X turbines will described as well, both upstream of the chamber in the injector manifolds and within the combustion chamber itself.

Simulation model of a twin-tail, high performance airplane

NASA Technical Reports Server (NTRS)

Buttrill, Carey S.; Arbuckle, P. Douglas; Hoffler, Keith D.

1992-01-01

The mathematical model and associated computer program to simulate a twin-tailed high performance fighter airplane (McDonnell Douglas F/A-18) are described. The simulation program is written in the Advanced Continuous Simulation Language. The simulation math model includes the nonlinear six degree-of-freedom rigid-body equations, an engine model, sensors, and first order actuators with rate and position limiting. A simplified form of the F/A-18 digital control laws (version 8.3.3) are implemented. The simulated control law includes only inner loop augmentation in the up and away flight mode. The aerodynamic forces and moments are calculated from a wind-tunnel-derived database using table look-ups with linear interpolation. The aerodynamic database has an angle-of-attack range of -10 to +90 and a sideslip range of -20 to +20 degrees. The effects of elastic deformation are incorporated in a quasi-static-elastic manner. Elastic degrees of freedom are not actively simulated. In the engine model, the throttle-commanded steady-state thrust level and the dynamic response characteristics of the engine are based on airflow rate as determined from a table look-up. Afterburner dynamics are switched in at a threshold based on the engine airflow and commanded thrust.

Implementation of Enhanced Propulsion Control Modes for Emergency Flight Operation

NASA Technical Reports Server (NTRS)

Csank, Jeffrey T.; Chin, Jeffrey C.; May, Ryan D.; Litt, Jonathan S.; Guo, Ten-Huei

2011-01-01

Aircraft engines can be effective actuators to help pilots avert or recover from emergency situations. Emergency control modes are being developed to enhance the engines performance to increase the probability of recovery under these circumstances. This paper discusses a proposed implementation of an architecture that requests emergency propulsion control modes, allowing the engines to deliver additional performance in emergency situations while still ensuring a specified safety level. In order to determine the appropriate level of engine performance enhancement, information regarding the current emergency scenario (including severity) and current engine health must be known. This enables the engine to operate beyond its nominal range while minimizing overall risk to the aircraft. In this architecture, the flight controller is responsible for determining the severity of the event and the level of engine risk that is acceptable, while the engine controller is responsible for delivering the desired performance within the specified risk range. A control mode selector specifies an appropriate situation-specific enhanced mode, which the engine controller then implements. The enhanced control modes described in this paper provide additional engine thrust or response capabilities through the modification of gains, limits, and the control algorithm, but increase the risk of engine failure. The modifications made to the engine controller to enable the use of the enhanced control modes are described, as are the interaction between the various subsystems and importantly, the interaction between the flight controller/pilot and the propulsion control system. Simulation results demonstrate how the system responds to requests for enhanced operation and the corresponding increase in performance.

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) over Rogers Dry Lake during the second of five free flights carried out at the Dryden Flight Research Center, Edwards, California, as part of the Shuttle program's Approach and Landing Tests (ALT) in 1977. The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. A series of test flights during which Enterprise was taken aloft atop the SCA, but was not released, preceded the free flight tests. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.

Details of insect wing design and deformation enhance aerodynamic function and flight efficiency.

PubMed

Young, John; Walker, Simon M; Bomphrey, Richard J; Taylor, Graham K; Thomas, Adrian L R

2009-09-18

Insect wings are complex structures that deform dramatically in flight. We analyzed the aerodynamic consequences of wing deformation in locusts using a three-dimensional computational fluid dynamics simulation based on detailed wing kinematics. We validated the simulation against smoke visualizations and digital particle image velocimetry on real locusts. We then used the validated model to explore the effects of wing topography and deformation, first by removing camber while keeping the same time-varying twist distribution, and second by removing camber and spanwise twist. The full-fidelity model achieved greater power economy than the uncambered model, which performed better than the untwisted model, showing that the details of insect wing topography and deformation are important aerodynamically. Such details are likely to be important in engineering applications of flapping flight.

KSC-05PD-0811

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. At Kennedy Space Centers Shuttle Landing Facility, Center Director Jim Kennedy talks with STS-114 Commander Eileen Collins after her arrival. She and the rest of the crew are at KSC to take part in the Terminal Countdown Demonstration Test (TCDT) over the next three days. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. This is Collins fourth space flight and second as commander. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

CF6 jet engine performance improvement: High pressure turbine roundness

NASA Technical Reports Server (NTRS)

Howard, W. D.; Fasching, W. A.

1982-01-01

An improved high pressure turbine stator reducing fuel consumption in current CF6-50 turbofan engines was developed. The feasibility of the roundness and clearance response improvements was demonstrated. Application of these improvements will result in a cruise SFC reduction of 0.22 percent for new engines. For high time engines, the improved roundness and response characteristics results in an 0.5 percent reduction in cruise SFC. A basic life capability of the improved HP turbine stator in over 800 simulated flight cycles without any sign of significant distress is shown.

Preliminary Results of Altitude-Wind-Tunnel Investigation of X24C-4B Turbojet Engine. I - Pressure and Temperature Distributions

NASA Technical Reports Server (NTRS)

Prince, William R.; Hawkins, W. Kent

1947-01-01

Pressures and temperatures throughout the X24C-4B turbojet engine are presented in both tabular and graphical forms to show the effect of altitude, flight Mach number, and engine speed on the internal operation of the engine. These data were obtained in the NACA Cleveland altitude wind tunnel at simulated altitudes from 5000 to 45,000 feet, simulated flight Mach numbers from 0.25 to 1.08, and engine speeds from 4000 to 12,500 rpm. Location and detail drawings of the instrumentation installed at seven survey stations in the engine are shown. Application of generalization factors to pressures and temperatures at each measuring station for the range of altitudes investigated showed that the data did not generalize above an altitude of 25,000 feet. Total-pressure distribution at the compressor outlet varied only with change in engine speed. At altitudes above 35,000 feet and engine speeds above 11,000 rpm, the peak temperature at the turbine-outlet annulus moved inward toward the root of the blade, which is undesirable from blade-stress considerations. The temperature levels at the turbine outlet and the exhaust-nozzle outlet were lowered as the Mach number was increased. The static-pressure measurements obtained at each stator stage of the compressor showed a pressure drop through the inlet guide vanes and the first-stage rotor at high engine speeds. The average values measured by the manufacturer's instrumentation werein close agreement with the average values obtained with NACA instrumentation.

Comprehensive analysis of transport aircraft flight performance

NASA Astrophysics Data System (ADS)

Filippone, Antonio

2008-04-01

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

Ares I-X: First Step in a New Era of Exploration

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2010-01-01

Since 2005, NASA's Constellation Program has been designing, building, and testing the next generation of launch and space vehicles to carry humans beyond low-Earth orbit (LEO). On October 28, 2009, the Ares Projects successfully launched the first suborbital development flight test of the Ares I crew launch vehicle, Ares I-X, from Kennedy Space Center (KSC). Although the final Constellation Program architecture is under review, data and lessons obtained from Ares I-X can be applied to any launch vehicle. This presentation will discuss the mission background and future impacts of the flight. Ares I is designed to carry up to four astronauts to the International Space Station (ISS). It also can be used with the Ares V cargo launch vehicle for a variety of missions beyond LEO. The Ares I-X development flight test was conceived in 2006 to acquire early engineering, operations, and environment data during liftoff, ascent, and first stage recovery. Engineers are using the test flight data to improve the Ares I design before its critical design review the final review before manufacturing of the flight vehicle begins. The Ares I-X flight test vehicle incorporated a mix of flight and mockup hardware, reflecting a similar length and mass to the operational vehicle. It was powered by a four-segment SRB from the Space Shuttle inventory, and was modified to include a fifth, spacer segment that made the booster approximately the same size as the five-segment SRB. The Ares I-X flight closely approximated flight conditions the Ares I will experience through Mach 4.5, performing a first stage separation at an altitude of 125,000 feet and reaching a maximum dynamic pressure ("Max Q") of approximately 850 pounds per square foot. The Ares I-X Mission Management Office (MMO) was organized functionally to address all the major test elements, including: first stage, avionics, and roll control (Marshall Space Flight Center); upper stage simulator (Glenn Research Center); crew module/launch abort system simulator (Langley Research Center); and ground systems and operations (KSC). Interfaces between vehicle elements and vehicle-ground elements, as well as environment analyses were performed by a systems engineering and integration team at Langley. Experience and lessons learned from these integrated product teams area are already being integrated into the Ares Projects to support the next generation of exploration launch vehicles.

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

NASA Technical Reports Server (NTRS)

Horton, Timothy W.; Kempel, Robert W.

1988-01-01

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

Synchronization Of Parallel Discrete Event Simulations

NASA Technical Reports Server (NTRS)

Steinman, Jeffrey S.

1992-01-01

Adaptive, parallel, discrete-event-simulation-synchronization algorithm, Breathing Time Buckets, developed in Synchronous Parallel Environment for Emulation and Discrete Event Simulation (SPEEDES) operating system. Algorithm allows parallel simulations to process events optimistically in fluctuating time cycles that naturally adapt while simulation in progress. Combines best of optimistic and conservative synchronization strategies while avoiding major disadvantages. Algorithm processes events optimistically in time cycles adapting while simulation in progress. Well suited for modeling communication networks, for large-scale war games, for simulated flights of aircraft, for simulations of computer equipment, for mathematical modeling, for interactive engineering simulations, and for depictions of flows of information.

Small, low-cost, expendable turbojet engine. 1: Design, fabrication, and preliminary testing

NASA Technical Reports Server (NTRS)

Dengler, R. P.; Macioce, L. E.

1976-01-01

A small experimental axial-flow turbojet engine in the 2,669-Newton (600-lbf) thrust class was designed, fabricated, and tested to demonstrate the feasibility of several low-cost concepts. Design simplicity was stressed in order to reduce the number of components and machining operations. Four engines were built and tested for a total of 157 hours. Engine testing was conducted at both sea-level static and simulated flight conditions for engine speeds as high as 38,000 rpm and turbine-inlet temperatures as high as 1,255 K (1,800 F).

On the attitude control and flight result of winged reentry test vehicle

NASA Astrophysics Data System (ADS)

Kawaguchi, Jun'ichiro; Inatani, Yoshifumi; Yonemoto, Koichi; Hinada, Motoki

The Institute of Space and Astronautical Science (ISAS) has been studying the unmanned winged space vehicle HIMES (HIghly Maneuverable Engineering Space vehicle) for a decade and successfully carried out sub-sonic Gliding Flight Experiments several years ago, which was followed by Reentry Flight Experiment, utilizing so called 'Rockoon' method, in September of 1988, which failed due to the unexpected burst of the balloon. ISAS conducted it again making use of refined 'Rockoon' scheme in February of 1992. In spite of its small bulk property, it was equipped with not only a reaction control system (RCS) but a surface control system (SCS) capability as well, which enabled it to make a successful flight under both vacuum and atmospheric circumstances. The highest Mach number exceeded 3.5 and the highest altitude was a bit lower to 67 km. Switching from reaction control to surface control was one of the essential engineering interests in the flight like this. Supersonic autonomous flight control with high angle of attack was also what should be established through this, since in general it inevitably carries inherent lateral instability. A flight test this time revealed those features and characteristics quite well. This paper deals with the attitude control strategy with three-axis Motion Simulation Test as well as the flight results.

Free-jet acoustic investigation of high-radius-ratio coannular plug nozzles

NASA Technical Reports Server (NTRS)

Knott, P. R.; Janardan, B. A.; Majjigi, R. K.; Bhutiani, P. K.; Vogt, P. G.

1984-01-01

The experimental and analytical results of a scale model simulated flight acoustic exploratory investigation of high radius ratio coannular plug nozzles with inverted velocity and temperature profiles are summarized. Six coannular plug nozzle configurations and a baseline convergent conical nozzle were tested for simulated flight acoustic evaluation. The nozzles were tested over a range of test conditions that are typical of a Variable Cycle Engine for application to advanced high speed aircraft. It was found that in simulate flight, the high radius ratio coannular plug nozzles maintain their jet noise and shock noise reduction features previously observed in static testing. The presence of nozzle bypass struts will not significantly affect the acousticn noise reduction features of a General Electric type nozzle design. A unique coannular plug nozzle flight acoustic spectral prediction method was identified and found to predict the measured results quite well. Special laser velocimeter and acoustic measurements were performed which have given new insights into the jet and shock noise reduction mechanisms of coannular plug nozzles with regard to identifying further benificial research efforts.

Performance Prediction and Simulation of Gas Turbine Engine Operation (La presision des performances et la simulation du fonctionnement des turbomoteurs)

DTIC Science & Technology

2002-04-01

configuration associated with the HSCT program was analyzed in terms of inlet unstart and the effect of the regurgitated shock wave. Inlet start is a...heavily loaded take off or dog -fight phases of flight. Less critical issues, such as thrust loss during supersonic operations, may also appear. From the

Adaptive Failure Compensation for Aircraft Flight Control Using Engine Differentials: Regulation

NASA Technical Reports Server (NTRS)

Yu, Liu; Xidong, Tang; Gang, Tao; Joshi, Suresh M.

2005-01-01

The problem of using engine thrust differentials to compensate for rudder and aileron failures in aircraft flight control is addressed in this paper in a new framework. A nonlinear aircraft model that incorporates engine di erentials in the dynamic equations is employed and linearized to describe the aircraft s longitudinal and lateral motion. In this model two engine thrusts of an aircraft can be adjusted independently so as to provide the control flexibility for rudder or aileron failure compensation. A direct adaptive compensation scheme for asymptotic regulation is developed to handle uncertain actuator failures in the linearized system. A design condition is specified to characterize the system redundancy needed for failure compensation. The adaptive regulation control scheme is applied to the linearized model of a large transport aircraft in which the longitudinal and lateral motions are coupled as the result of using engine thrust differentials. Simulation results are presented to demonstrate the effectiveness of the adaptive compensation scheme.

Aircraft engine sensor fault diagnostics using an on-line OBEM update method.

PubMed

Liu, Xiaofeng; Xue, Naiyu; Yuan, Ye

2017-01-01

This paper proposed a method to update the on-line health reference baseline of the On-Board Engine Model (OBEM) to maintain the effectiveness of an in-flight aircraft sensor Fault Detection and Isolation (FDI) system, in which a Hybrid Kalman Filter (HKF) was incorporated. Generated from a rapid in-flight engine degradation, a large health condition mismatch between the engine and the OBEM can corrupt the performance of the FDI. Therefore, it is necessary to update the OBEM online when a rapid degradation occurs, but the FDI system will lose estimation accuracy if the estimation and update are running simultaneously. To solve this problem, the health reference baseline for a nonlinear OBEM was updated using the proposed channel controller method. Simulations based on the turbojet engine Linear-Parameter Varying (LPV) model demonstrated the effectiveness of the proposed FDI system in the presence of substantial degradation, and the channel controller can ensure that the update process finishes without interference from a single sensor fault.

Aircraft engine sensor fault diagnostics using an on-line OBEM update method

PubMed Central

Liu, Xiaofeng; Xue, Naiyu; Yuan, Ye

2017-01-01

This paper proposed a method to update the on-line health reference baseline of the On-Board Engine Model (OBEM) to maintain the effectiveness of an in-flight aircraft sensor Fault Detection and Isolation (FDI) system, in which a Hybrid Kalman Filter (HKF) was incorporated. Generated from a rapid in-flight engine degradation, a large health condition mismatch between the engine and the OBEM can corrupt the performance of the FDI. Therefore, it is necessary to update the OBEM online when a rapid degradation occurs, but the FDI system will lose estimation accuracy if the estimation and update are running simultaneously. To solve this problem, the health reference baseline for a nonlinear OBEM was updated using the proposed channel controller method. Simulations based on the turbojet engine Linear-Parameter Varying (LPV) model demonstrated the effectiveness of the proposed FDI system in the presence of substantial degradation, and the channel controller can ensure that the update process finishes without interference from a single sensor fault. PMID:28182692

14 CFR 63.43 - Flight engineer courses.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

14 CFR 63.43 - Flight engineer courses.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

14 CFR 63.43 - Flight engineer courses.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

14 CFR 63.43 - Flight engineer courses.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

14 CFR 63.43 - Flight engineer courses.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

Apollo Operations Handbook Lunar Module (LM 11 and Subsequent) Vol. 2 Operational Procedures

NASA Technical Reports Server (NTRS)

1971-01-01

The Apollo Operations Handbook (AOH) is the primary means of documenting LM descriptions and procedures. The AOH is published in two separately bound volumes. This information is useful in support of program management, engineering, test, flight simulation, and real time flight support efforts. This volume contains crew operational procedures: normal, backup, abort, malfunction, and emergency. These procedures define the sequence of actions necessary for safe and efficient subsystem operation.

KSC-98pc969

NASA Image and Video Library

1998-08-19

KENNEDY SPACE CENTER, FLA. -- In Firing Room 1 at KSC, Shuttle launch team members put the Shuttle system through an integrated simulation. The control room is set up with software used to simulate flight and ground systems in the launch configuration. A Simulation Team, comprisING KSC engineers, introduce 12 or more major problems to prepare the launch team for worst-case scenarios. Such tests and simulations keep the Shuttle launch team sharp and ready for liftoff. The next liftoff is targeted for Oct. 29.

KSC-98pc971

NASA Image and Video Library

1998-08-20

KENNEDY SPACE CENTER, FLA. -- In Firing Room 1 at KSC, Shuttle launch team members put the Shuttle system through an integrated simulation. The control room is set up with software used to simulate flight and ground systems in the launch configuration. A Simulation Team, comprising KSC engineers, introduce 12 or more major problems to prepare the launch team for worst-case scenarios. Such tests and simulations keep the Shuttle launch team sharp and ready for liftoff. The next liftoff is targeted for Oct. 29

GSFC Space Simulation Laboratory Contamination Philosophy: Efficient Space Simulation Chamber Cleaning Techniques

NASA Technical Reports Server (NTRS)

Roman, Juan A.; Stitt, George F.; Roman, Felix R.

1997-01-01

This paper will provide a general overview of the molecular contamination philosophy of the Space Simulation Test Engineering Section and how the National Aeronautics and Space Administration (NASA) Goddard Space Flight Center (GSFC) space simulation laboratory controls and maintains the cleanliness of all its facilities, thereby, minimizing down time between tests. It will also briefly cover the proper selection and safety precautions needed when using some chemical solvents for wiping, washing, or spraying thermal shrouds when molecular contaminants increase to unacceptable background levels.

High-End Computing Challenges in Aerospace Design and Engineering

NASA Technical Reports Server (NTRS)

Bailey, F. Ronald

2004-01-01

High-End Computing (HEC) has had significant impact on aerospace design and engineering and is poised to make even more in the future. In this paper we describe four aerospace design and engineering challenges: Digital Flight, Launch Simulation, Rocket Fuel System and Digital Astronaut. The paper discusses modeling capabilities needed for each challenge and presents projections of future near and far-term HEC computing requirements. NASA's HEC Project Columbia is described and programming strategies presented that are necessary to achieve high real performance.

Concept, Simulation, and Instrumentation for Radiometric Inflight Icing Detection

NASA Technical Reports Server (NTRS)

Ryerson, Charles; Koenig, George G.; Reehorst, Andrew L.; Scott, Forrest R.

2009-01-01

The multi-agency Flight in Icing Remote Sensing Team (FIRST), a consortium of the National Aeronautics and Space Administration (NASA), the Federal Aviation Administration (FAA), the National Center for Atmospheric Research (NCAR), the National Oceanographic and Atmospheric Administration (NOAA), and the Army Corps of Engineers (USACE), has developed technologies for remotely detecting hazardous inflight icing conditions. The USACE Cold Regions Research and Engineering Laboratory (CRREL) assessed the potential of onboard passive microwave radiometers for remotely detecting icing conditions ahead of aircraft. The dual wavelength system differences the brightness temperature of Space and clouds, with greater differences potentially indicating closer and higher magnitude cloud liquid water content (LWC). The Air Force RADiative TRANsfer model (RADTRAN) was enhanced to assess the flight track sensing concept, and a 'flying' RADTRAN was developed to simulate a radiometer system flying through simulated clouds. Neural network techniques were developed to invert brightness temperatures and obtain integrated cloud liquid water. In addition, a dual wavelength Direct-Detection Polarimeter Radiometer (DDPR) system was built for detecting hazardous drizzle drops. This paper reviews technology development to date and addresses initial polarimeter performance.

Cognitive and perceptual principles of window-based computer dialogues

NASA Technical Reports Server (NTRS)

Pavel, M.; Card, S.

1986-01-01

The information-space flyer concept is similar to a flight simulator where one traverses over information topology (such as a sematic network) rather than a geographical terrain. Research and software engineering are discussed. Also included is a user manual.

LLRV liftoff from ramp

NASA Technical Reports Server (NTRS)

1960-01-01

This 24-second video clip shows the LLRV pilot strapping in and flying the vehicle. The LLRV's, humorously referred to as 'flying bedsteads,' were created by a predecessor of the NASA Dryden Flight Research Center and Bell Aerosystems Company, Niagra Falls, New York, to study and analyze piloting techniques needed to fly and land the tiny Apollo Lunar Module in the Moon's airless environment. (Dryden was known simply as the NASA Flight Research Center from 1959 to 1976.) Success of the LLRV's led to the building of three Lunar Landing Training Vehicles (LLTV) used by Apollo astronauts at the Manned Spacecraft Center, Houston, Texas, predecessor of the NASA Johnson Space Center. Apollo 11 astronaut, Neil Armstrong -- first human to step onto the Moon's surface -- said the mission would not have been successful without the type of simulation that resulted from the LLRV's. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the Moon's surface. Three concepts developed: an electronic simulator, a tethered device, and the ambitious Flight Research Center (FRC) contribution, a free-flying vehicle. All three became serious projects, but eventually the FRC's LLRV became the most significant one. Hubert Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman the project manager. After conceptual planning and meetings with engineers from Bell Aerosystems, a company with experience in vertical takeoff and landing (VTOL) aircraft, NASA issued Bell a $50,000 study contract in December 1961. Bell had independently conceived a similar, free-flying simulator, and out of this study came the headquarters' endorsement of the LLRV concept, resulting in a $3.6 million production contract awarded to Bell February 1, 1963, for delivery of the first of two vehicles for flight studies at the FRC within 14 months. Built of aluminum alloy trusses and shaped like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in a gimbal, with 4200 pounds of thrust. The engine got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the Moon. Two hydrogen peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal movement. Sixteen smaller hydrogen peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. As safety backups on the LLRV, six 500-pound rockets could take over the lift function and stabilize the craft for a moment if the main jet engine failed. The pilot had a zero-zero ejection seat that would then lift him away to safety. The two LLRV's were shipped from Bell to the FRC in April 1964, with program emphasis on vehicle No. 1. It was first readied for captured flight on a tilt-table affair. The scene then shifted to the old South Base area of Edwards. On the day of the first flight, October 30, 1964, research pilot Joe Walker flew it three times for a total of just under 60 seconds to a peak altitude of ten feet (three meters). Later flights were shared between Walker, another Center pilot named Don Mallick, the Army's Jack Kleuver, NASA Manned Spacecraft Center, Houston, Texas, pilots Joseph Algranti and H.E. 'Bud' Ream. NASA had accumulated enough data from the LLRV flight program at the FRC by mid-1966 to give Bell a contract to deliver three LLTV's at a cost of $2.5 million each. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in January 1967, within weeks of its first flight. Modifications already made to No. 2 had given the pilot a three-axis side control stick and a more restrictive cockpit view, both features of the real Lunar Module that would later be flown by the astronauts down to the Moon's surface. When the LLRV's arrived at Houston, where research pilots would learn how to become LLTV instructor pilots, No. 2 had been flown just seven times while No. 1, the veteran, had a total of 198 flights. In December 1967, the first of the LLTV's joined the FRC's LLRV's to eventually make up the five-vehicle training and simulator fleet. Three of the five vehicles were later destroyed in crashes at Houston - LLRV No. 1 in May 1968 and two LLTVs, in December 1968 and January 1971. The two accidents in 1968, before the first lunar landing, did not deter Apollo program managers who enthusiastically relied on the vehicles for simulation and training. Donald 'Deke' Slayton, then NASA's astronaut chief, said there was no other way to simulate a Moon landing except by flying the LLTV. LLRV No. 2 was eventually returned to Dryden, where it is on display as a silent artifact of the Center's contribution to the Apollo program.

Securing Sensitive Flight and Engine Simulation Data Using Smart Card Technology

NASA Technical Reports Server (NTRS)

Blaser, Tammy M.

2003-01-01

NASA Glenn Research Center has developed a smart card prototype capable of encrypting and decrypting disk files required to run a distributed aerospace propulsion simulation. Triple Data Encryption Standard (3DES) encryption is used to secure the sensitive intellectual property on disk pre, during, and post simulation execution. The prototype operates as a secure system and maintains its authorized state by safely storing and permanently retaining the encryption keys only on the smart card. The prototype is capable of authenticating a single smart card user and includes pre simulation and post simulation tools for analysis and training purposes. The prototype's design is highly generic and can be used to protect any sensitive disk files with growth capability to urn multiple simulations. The NASA computer engineer developed the prototype on an interoperable programming environment to enable porting to other Numerical Propulsion System Simulation (NPSS) capable operating system environments.

Design, analysis, and control of large transport aircraft utilizing engine thrust as a backup system for the primary flight controls

NASA Technical Reports Server (NTRS)

Gerren, Donna S.

1993-01-01

A review of accidents that involved the loss of hydraulic flight control systems serves as an introduction to this project. In each of the accidents--involving transport aircraft such as the DC-10, the C-5A, the L-1011, and the Boeing 747--the flight crew attempted to control the aircraft by means of thrust control. Although these incidents had tragic endings, in the absence of control power due to primary control system failure, control power generated by selective application of engine thrust has proven to be a viable alternative. NASA Dryden has demonstrated the feasibility of controlling an aircraft during level flight, approach, and landing conditions using an augmented throttles-only control system. This system has been successfully flown in the flight test simulator for the B-720 passenger transport and the F-15 air superiority fighter and in actual flight tests for the F-15 aircraft. The Douglas Aircraft Company is developing a similar system for the MD-11 aircraft. The project's ultimate goal is to provide data for the development of thrust control systems for mega-transports (600+ passengers).

Zero to Integration in Eight Months, the Dawn Ground Data System Engineering Challange

NASA Technical Reports Server (NTRS)

Dubon, Lydia P.

2006-01-01

The Dawn Project has presented the Ground Data System (GDS) with technical challenges driven by cost and schedule constraints commonly associated with National Aeronautics and Space Administration (NASA) Discovery Projects. The Dawn mission consists of a new and exciting Deep Space partnership among: the Jet Propulsion Laboratory (JPL), responsible for project management and flight operations; Orbital Sciences Corporation (OSC), spacecraft builder and responsible for flight system test and integration; and the University of California, at Los Angeles (UCLA), responsible for science planning and operations. As a cost-capped mission, one of Dawn s implementation strategies is to leverage from both flight and ground heritage. OSC's ground data system is used for flight system test and integration as part of the flight heritage strategy. Mission operations, however, are to be conducted with JPL s ground system. The system engineering challenge of dealing with two heterogeneous ground systems emerged immediately. During the first technical interchange meeting between the JPL s GDS Team and OSC's Flight Software Team, August 2003, the need to integrate the ground system with the flight software was brought to the table. This need was driven by the project s commitment to enable instrument engineering model integration in a spacecraft simulator environment, for both demonstration and risk mitigation purposes, by April 2004. This paper will describe the system engineering approach that was undertaken by JPL's GDS Team in order to meet the technical challenge within a non-negotiable eight-month schedule. Key to the success was adherence to an overall systems engineering process and fundamental systems engineering practices: decomposition of the project request into manageable requirements; definition of a structured yet flexible development process; integration of multiple ground disciplines and experts into a focused team effort; in-process risk management; and aggregation of the intermediate products to an integrated final product. In addition, this paper will highlight the role of lessons learned from the integration experience. The lessons learned from an early GDS deployment have served as the foundation for the design and implementation of the Dawn Ground Data System.

Simulations of Instabilities in Complex Valve and Feed Systems

NASA Technical Reports Server (NTRS)

Ahuja, Vineet; Hosangadi, Ashvin; Shipman, Jeremy; Cavallo, Peter A.

2006-01-01

CFD analyses are playing an increasingly important role in identifying and characterizing flow induced instabilities in rocket engine test facilities and flight systems. In this paper, we analyze instability mechanisms that range from turbulent pressure fluctuations due to vortex shedding in structurally complex valve systems to flow resonance in plug cavities to large scale pressure fluctuations due to collapse of cavitation induced vapor clouds. Furthermore, we discuss simulations of transient behavior related to valve motion that can serve as guidelines for valve scheduling. Such predictions of valve response to varying flow conditions is of crucial importance to engine operation and testing.

Development of a Multi-Disciplinary Aerothermostructural Model Applicable to Hypersonic Flight

NASA Technical Reports Server (NTRS)

Kostyk, Chris; Risch, Tim

2013-01-01

The harsh and complex hypersonic flight environment has driven design and analysis improvements for many years. One of the defining characteristics of hypersonic flight is the coupled, multi-disciplinary nature of the dominant physics. In an effect to examine some of the multi-disciplinary problems associated with hypersonic flight engineers at the NASA Dryden Flight Research Center developed a non-linear 6 degrees-of-freedom, full vehicle simulation that includes the necessary model capabilities: aerothermal heating, ablation, and thermal stress solutions. Development of the tool and results for some investigations will be presented. Requirements and improvements for future work will also be reviewed. The results of the work emphasize the need for a coupled, multi-disciplinary analysis to provide accurate

Twin Jet

NASA Technical Reports Server (NTRS)

Henderson, Brenda; Bozak, Rick

2010-01-01

Many subsonic and supersonic vehicles in the current fleet have multiple engines mounted near one another. Some future vehicle concepts may use innovative propulsion systems such as distributed propulsion which will result in multiple jets mounted in close proximity. Engine configurations with multiple jets have the ability to exploit jet-by-jet shielding which may significantly reduce noise. Jet-by-jet shielding is the ability of one jet to shield noise that is emitted by another jet. The sensitivity of jet-by-jet shielding to jet spacing and simulated flight stream Mach number are not well understood. The current experiment investigates the impact of jet spacing, jet operating condition, and flight stream Mach number on the noise radiated from subsonic and supersonic twin jets.

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.

Construction of the Propulsion Systems Laboratory No. 1 and 2

NASA Image and Video Library

1951-01-21

Construction of the Propulsion Systems Laboratory No. 1 and 2 at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. When it began operation in late 1952, the Propulsion Systems Laboratory was the NACA’s most powerful facility for testing full-scale engines at simulated flight altitudes. The facility contained two altitude simulating test chambers which were a technological combination of the static sea-level test stands and the complex Altitude Wind Tunnel, which recreated actual flight conditions on a larger scale. NACA Lewis began designing the new facility in 1947 as part of a comprehensive plan to improve the altitude testing capabilities across the lab. The exhaust, refrigeration, and combustion air systems from all the major test facilities were linked. In this way, different facilities could be used to complement the capabilities of one another. Propulsion Systems Laboratory construction began in late summer 1949 with the installation of an overhead exhaust pipe connecting the facility to the Altitude Wind Tunnel and Engine Research Building. The large test section pieces arriving in early 1951, when this photograph was taken. The two primary coolers for the altitude exhaust are in place within the framework near the center of the photograph.

X-15 simulator

NASA Technical Reports Server (NTRS)

1961-01-01

This photo shows the X-15 flight simulator located at the NASA Flight Research Center, Edwards, California, in the 1960s. One of the major advances in aircraft development, pilot training, mission planning, and research flight activities in the 1950s and 1960s was the use of simulators. For the X-15, a computer was programmed with the flight characteristics of the aircraft. Before actually flying a mission, a research pilot could discover many potential problems with the aircraft or the mission while still on the ground by 'flying' the simulator. The problem could then be analyzed by engineers and a solution found. This did much to improve safety. The X-15 simulator was very limited compared to those available in the 21st century. The video display was simple, while the computer was analog rather than digital (although it became hybrid in 1964 with the addition of a digital computer for the X-15A-2; this generated the nonlinear aerodynamic coefficients for the modified No. 2 aircraft). The nonlinear aerodynamic function generators used in the X-15 simulator had hundreds of fuses, amplifiers, and potentiometers without any surge protection. After the simulator was started on a Monday morning, it would be noon before it had warmed up and stabilized. The electronics for the X-15 simulator took up many large consoles. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Nozzle Side Load Testing and Analysis at Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Ruf, Joseph H.; McDaniels, David M.; Brown, Andrew M.

2009-01-01

Realistic estimates of nozzle side loads, the off-axis forces that develop during engine start and shutdown, are important in the design cycle of a rocket engine. The estimated magnitude of the nozzle side loads has a large impact on the design of the nozzle shell and the engine s thrust vector control system. In 2004 Marshall Space Flight Center (MSFC) began developing a capability to quantify the relative magnitude of side loads caused by different types of nozzle contours. The MSFC Nozzle Test Facility was modified to measure nozzle side loads during simulated nozzle start. Side load results from cold flow tests on two nozzle test articles, one with a truncated ideal contour and one with a parabolic contour are provided. The experimental approach, nozzle contour designs and wall static pressures are also discussed

Advanced Control Considerations for Turbofan Engine Design

NASA Technical Reports Server (NTRS)

Connolly, Joseph W.; Csank, Jeffrey T.; Chicatelli, Amy

2016-01-01

This paper covers the application of a model-based engine control (MBEC) methodology featuring a self tuning on-board model for an aircraft turbofan engine simulation. The nonlinear engine model is capable of modeling realistic engine performance, allowing for a verification of the advanced control methodology over a wide range of operating points and life cycle conditions. The on-board model is a piece-wise linear model derived from the nonlinear engine model and updated using an optimal tuner Kalman Filter estimation routine, which enables the on-board model to self-tune to account for engine performance variations. MBEC is used here to show how advanced control architectures can improve efficiency during the design phase of a turbofan engine by reducing conservative operability margins. The operability margins that can be reduced, such as stall margin, can expand the engine design space and offer potential for efficiency improvements. Application of MBEC architecture to a nonlinear engine simulation is shown to reduce the thrust specific fuel consumption by approximately 1% over the baseline design, while maintaining safe operation of the engine across the flight envelope.

Transient performance of fan engine with water ingestion

NASA Technical Reports Server (NTRS)

Murthy, S. N. B.; Mullican, A.

1993-01-01

In a continuing investigation on developing and applying codes for prediction of performance of a turbine jet engine and its components with water ingestion during flight operation, including power settings, and flight altitudes and speed changes, an attempt was made to establish the effects of water ingestion through simulation of a generic high bypass ratio engine with a generic control. In view of the large effects arising in the air compression system and the prediffuser-combustor unit during water ingestion, attention was focused on those effects and the resulting changes in engine performance. Under all conditions of operation, whether ingestion is steady or not, it became evident that water ingestion causes a fan-compressor unit to operate in a time-dependent fashion with periodic features, particularly with respect to the state of water in the span and the film in the casing clearance space, at the exit of the machine. On the other hand, the aerodynamic performance of the unit may be considered as quasi-steady once the distribution of water has attained an equilibrium state with respect to its distribution and motion. For purposes of engine simulation, the performance maps for the generic fan-compressor unit were generated based on the attainment of a quasi-steady state (meaning steady except for long-period variations in performance) during ingestion and operation over a wide enough range of rotational speeds.

User's Guide for the Commercial Modular Aero-Propulsion System Simulation (C-MAPSS): Version 2

NASA Technical Reports Server (NTRS)

Liu, Yuan; Frederick, Dean K.; DeCastro, Jonathan A.; Litt, Jonathan S.; Chan, William W.

2012-01-01

This report is a Users Guide for version 2 of the NASA-developed Commercial Modular Aero-Propulsion System Simulation (C-MAPSS) software, which is a transient simulation of a large commercial turbofan engine (up to 90,000-lb thrust) with a realistic engine control system. The software supports easy access to health, control, and engine parameters through a graphical user interface (GUI). C-MAPSS v.2 has some enhancements over the original, including three actuators rather than one, the addition of actuator and sensor dynamics, and an improved controller, while retaining or improving on the convenience and user-friendliness of the original. C-MAPSS v.2 provides the user with a graphical turbofan engine simulation environment in which advanced algorithms can be implemented and tested. C-MAPSS can run user-specified transient simulations, and it can generate state-space linear models of the nonlinear engine model at an operating point. The code has a number of GUI screens that allow point-and-click operation, and have editable fields for user-specified input. The software includes an atmospheric model which allows simulation of engine operation at altitudes from sea level to 40,000 ft, Mach numbers from 0 to 0.90, and ambient temperatures from -60 to 103 F. The package also includes a power-management system that allows the engine to be operated over a wide range of thrust levels throughout the full range of flight conditions.

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fire protection of flight controls, engine...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Fire protection of flight controls, engine...

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2013 CFR

2013-01-01

... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Fire protection of flight controls, engine mounts, and other flight structure. 23.865 Section 23.865 Aeronautics and Space FEDERAL AVIATION...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of flight controls, engine...

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2012 CFR

2012-01-01

... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Fire protection of flight controls, engine mounts, and other flight structure. 23.865 Section 23.865 Aeronautics and Space FEDERAL AVIATION...

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2014 CFR

2014-01-01

... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Fire protection of flight controls, engine mounts, and other flight structure. 23.865 Section 23.865 Aeronautics and Space FEDERAL AVIATION...

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2011 CFR

2011-01-01

... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fire protection of flight controls, engine mounts, and other flight structure. 23.865 Section 23.865 Aeronautics and Space FEDERAL AVIATION...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Fire protection of flight controls, engine...

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of flight controls, engine mounts, and other flight structure. 23.865 Section 23.865 Aeronautics and Space FEDERAL AVIATION...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Fire protection of flight controls, engine...

System status display information

NASA Technical Reports Server (NTRS)

Summers, L. G.; Erickson, J. B.

1984-01-01

The system Status Display is an electronic display system which provides the flight crew with enhanced capabilities for monitoring and managing aircraft systems. Guidelines for the design of the electronic system displays were established. The technical approach involved the application of a system engineering approach to the design of candidate displays and the evaluation of a Hernative concepts by part-task simulation. The system engineering and selection of candidate displays are covered.

Space Shuttle orbiter entry heating and TPS response: STS-1 predictions and flight data

NASA Technical Reports Server (NTRS)

Ried, R. C.; Goodrich, W. D.; Li, C. P.; Scott, C. D.; Derry, S. M.; Maraia, R. J.

1982-01-01

Aerothermodynamic development flight test data from the first orbital flight test of the Space Transportation System (STS) transmitted after entry blackout is given. Engineering predictions of boundary layer transition and numerical simulations of the orbiter flow field were confirmed. The data tended to substantiate preflight predictions of surface catalysis phenomena. The thermal response of the thermal protection system was as expected. The only exception is that internal free convection was found to be significant in limiting the peak temperature of the structure in areas which do not have internal insulation.

Adaptive Wing Camber Optimization: A Periodic Perturbation Approach

NASA Technical Reports Server (NTRS)

Espana, Martin; Gilyard, Glenn

1994-01-01

Available redundancy among aircraft control surfaces allows for effective wing camber modifications. As shown in the past, this fact can be used to improve aircraft performance. To date, however, algorithm developments for in-flight camber optimization have been limited. This paper presents a perturbational approach for cruise optimization through in-flight camber adaptation. The method uses, as a performance index, an indirect measurement of the instantaneous net thrust. As such, the actual performance improvement comes from the integrated effects of airframe and engine. The algorithm, whose design and robustness properties are discussed, is demonstrated on the NASA Dryden B-720 flight simulator.

Low cost training aids and devices

NASA Technical Reports Server (NTRS)

Lawver, J.; Lee, A.

1984-01-01

The need for advanced flight simulators for two engine aircraft is discussed. Cost effectiveness is a major requirement. Other training aids available for increased effectiveness are recommended. Training aids include: (1) audio-visual slides; (2) information transfer; (3) programmed instruction; and (4) interactive training systems.

First Shuttle/747 Captive Flight

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise rides smoothly atop NASA's first Shuttle Carrier Aircraft (SCA), NASA 905, during the first of the shuttle program's Approach and Landing Tests (ALT) at the Dryden Flight Research Center, Edwards, California, in 1977. During the nearly one year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype. In this photo, the main engine area on the aft end of Enterprise is covered with a tail cone to reduce aerodynamic drag that affects the horizontal tail of the SCA, on which tip fins have been installed to increase stability when the aircraft carries an orbiter. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.

What went right: lessons for the intensivist from the crew of US Airways Flight 1549.

PubMed

Eisen, Lewis A; Savel, Richard H

2009-09-01

On January 15, 2009, US Airways Flight 1549 hit geese shortly after takeoff from LaGuardia Airport in New York City. Both engines lost power, and the crew quickly decided that the best action was an emergency landing in the Hudson River. Due to the crew's excellent performance, all 155 people aboard the flight survived. Intensivists can learn valuable lessons from the processes and outcome of this incident, including the importance of simulation training and checklists. By learning from the aviation industry, the intensivist can apply principles of crew resource management to reduce errors and improve patient safety. Additionally, by studying the impact of the mandated process-engineering applications within commercial aviation, intensivists and health-care systems can learn certain principles that, if adequately and thoughtfully applied, may seriously improve the art and science of health-care delivery at the bedside.

Variable-Speed Simulation of a Dual-Clutch Gearbox Tiltrotor Driveline

NASA Technical Reports Server (NTRS)

DeSmidt, Hans; Wang, Kon-Well; Smith, Edward C.; Lewicki, David G.

2012-01-01

This investigation explores the variable-speed operation and shift response of a prototypical two-speed dual-clutch transmission tiltrotor driveline in forward flight. Here, a Comprehensive Variable-Speed Rotorcraft Propulsion System Modeling (CVSRPM) tool developed under a NASA funded NRA program is utilized to simulate the drive system dynamics. In this study, a sequential shifting control strategy is analyzed under a steady forward cruise condition. This investigation attempts to build upon previous variable-speed rotorcraft propulsion studies by 1) including a fully nonlinear transient gas-turbine engine model, 2) including clutch stick-slip friction effects, 3) including shaft flexibility, 4) incorporating a basic flight dynamics model to account for interactions with the flight control system. Through exploring the interactions between the various subsystems, this analysis provides important insights into the continuing development of variable-speed rotorcraft propulsion systems.

An Update of the Nation’s Long-Term Strategic Needs for NASA’s Aeronautics Test Facilities

DTIC Science & Technology

2009-01-01

ETF Engine Test Facility ETW European Transonic Wind FAA Federal Aviation Administration FFC FutureFlight Central (Ames) FFS Full Flight Simulators...the testing requirements for the vehicles their organization produces. They also understood the capabilities of and trade -offs between NASA and other...conducted (or not). We, therefore, have to rely on expert input to understand the trade -offs. We do know, however, that the design community has been

Simulation evaluation of two VTOL control/display systems in IMC approach and shipboard landing

NASA Technical Reports Server (NTRS)

Merrick, V. K.

1984-01-01

Two control/display systems, which differed in overall complexity but were both designed for VTOL flight operations to and from small ships in instrument meteorological conditions (IMC), were tested using the Ames Flight Simulator for Advanced Aircraft (FSAA). Both systems have attitude command in transition and horizontal-velocity command in hover; the more complex system also has longitudinal-acceleration and flightpath-angle command in transition, and vertical-velocity command in hover. The most important overall distinction between the two systems for the viewpoint of implementation is that in one - the more complex - engine power and nozzle position are operated indirectly through flight controllers, whereas in the other they are operated directly by the pilot. Simulated landings were made on a moving model of a DD 963 Spruance-class destroyer. Acceptable transitions can be performed in turbulence of 3 m/sec rms using either system. Acceptable landings up to sea state 6 can be performed using the more complex system, and up to sea state 5 using the other system.

42: An Open-Source Simulation Tool for Study and Design of Spacecraft Attitude Control Systems

NASA Technical Reports Server (NTRS)

Stoneking, Eric

2018-01-01

Simulation is an important tool in the analysis and design of spacecraft attitude control systems. The speaker will discuss the simulation tool, called simply 42, that he has developed over the years to support his own work as an engineer in the Attitude Control Systems Engineering Branch at NASA Goddard Space Flight Center. 42 was intended from the outset to be high-fidelity and powerful, but also fast and easy to use. 42 is publicly available as open source since 2014. The speaker will describe some of 42's models and features, and discuss its applicability to studies ranging from early concept studies through the design cycle, integration, and operations. He will outline 42's architecture and share some thoughts on simulation development as a long-term project.

CFD transient simulation of an isolator shock train in a scramjet engine

NASA Astrophysics Data System (ADS)

Hoeger, Troy Christopher

For hypersonic flight, the scramjet engine uses an isolator to contain the pre-combustion shock train formed by the pressure difference between the inlet and the combustion chamber. If this shock train were to reach the inlet, it would cause an engine unstart, disrupting the flow through the engine and leading to a loss of thrust and potential loss of the vehicle. Prior to this work, a Computational Fluid Dynamics (CFD) simulation of the isolator was needed for simulating and characterizing the isolator flow and for finding the relationship between back pressure and changes in the location of the leading edge of the shock train. In this work, the VULCAN code was employed with back pressure as an input to obtain the time history of the shock train leading location. Results were obtained for both transient and steady-state conditions. The simulation showed a relationship between back-to-inlet pressure ratios and final locations of the shock train. For the 2-D runs, locations were within one isolator duct height of experimental results while for 3-D runs, the results were within two isolator duct heights.

Altitude Test Cell in the Four Burner Area

NASA Image and Video Library

1947-10-21

One of the two altitude simulating-test chambers in Engine Research Building at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The two chambers were collectively referred to as the Four Burner Area. NACA Lewis’ Altitude Wind Tunnel was the nation’s first major facility used for testing full-scale engines in conditions that realistically simulated actual flight. The wind tunnel was such a success in the mid-1940s that there was a backlog of engines waiting to be tested. The Four Burner chambers were quickly built in 1946 and 1947 to ease the Altitude Wind Tunnel’s congested schedule. The Four Burner Area was located in the southwest wing of the massive Engine Research Building, across the road from the Altitude Wind Tunnel. The two chambers were 10 feet in diameter and 60 feet long. The refrigeration equipment produced the temperatures and the exhauster equipment created the low pressures present at altitudes up to 60,000 feet. In 1947 the Rolls Royce Nene was the first engine tested in the new facility. The mechanic in this photograph is installing a General Electric J-35 engine. Over the next ten years, a variety of studies were conducted using the General Electric J-47 and Wright Aeronautical J-65 turbojets. The two test cells were occasionally used for rocket engines between 1957 and 1959, but other facilities were better suited to the rocket engine testing. The Four Burner Area was shutdown in 1959. After years of inactivity, the facility was removed from the Engine Research Building in late 1973 in order to create the High Temperature and Pressure Combustor Test Facility.

CFD - Mature Technology?

NASA Technical Reports Server (NTRS)

Kwak, Dochan

2005-01-01

Over the past 30 years, numerical methods and simulation tools for fluid dynamic problems have advanced as a new discipline, namely, computational fluid dynamics (CFD). Although a wide spectrum of flow regimes are encountered in many areas of science and engineering, simulation of compressible flow has been the major driver for developing computational algorithms and tools. This is probably due to a large demand for predicting the aerodynamic performance characteristics of flight vehicles, such as commercial, military, and space vehicles. As flow analysis is required to be more accurate and computationally efficient for both commercial and mission-oriented applications (such as those encountered in meteorology, aerospace vehicle development, general fluid engineering and biofluid analysis) CFD tools for engineering become increasingly important for predicting safety, performance and cost. This paper presents the author's perspective on the maturity of CFD, especially from an aerospace engineering point of view.

Simulation-To-Flight (STF-1): A Mission to Enable CubeSat Software-Based Validation and Verification

NASA Technical Reports Server (NTRS)

Morris, Justin; Zemerick, Scott; Grubb, Matt; Lucas, John; Jaridi, Majid; Gross, Jason N.; Ohi, Nicholas; Christian, John A.; Vassiliadis, Dimitris; Kadiyala, Anand;

Simple Sensitivity Analysis for Orion GNC

NASA Technical Reports Server (NTRS)

Pressburger, Tom; Hoelscher, Brian; Martin, Rodney; Sricharan, Kumar

2013-01-01

The performance of Orion flight software, especially its GNC software, is being analyzed by running Monte Carlo simulations of Orion spacecraft flights. The simulated performance is analyzed for conformance with flight requirements, expressed as performance constraints. Flight requirements include guidance (e.g. touchdown distance from target) and control (e.g., control saturation) as well as performance (e.g., heat load constraints). The Monte Carlo simulations disperse hundreds of simulation input variables, for everything from mass properties to date of launch.We describe in this paper a sensitivity analysis tool (Critical Factors Tool or CFT) developed to find the input variables or pairs of variables which by themselves significantly influence satisfaction of requirements or significantly affect key performance metrics (e.g., touchdown distance from target). Knowing these factors can inform robustness analysis, can inform where engineering resources are most needed, and could even affect operations. The contributions of this paper include the introduction of novel sensitivity measures, such as estimating success probability, and a technique for determining whether pairs of factors are interacting dependently or independently. The tool found that input variables such as moments, mass, thrust dispersions, and date of launch were found to be significant factors for success of various requirements. Examples are shown in this paper as well as a summary and physics discussion of EFT-1 driving factors that the tool found.

International Space Station Internal Thermal Control System Lab Module Simulator Build-Up and Validation

NASA Technical Reports Server (NTRS)

Wieland, Paul; Miller, Lee; Ibarra, Tom

2003-01-01

As part of the Sustaining Engineering program for the International Space Station (ISS), a ground simulator of the Internal Thermal Control System (ITCS) in the Lab Module was designed and built at the Marshall Space Flight Center (MSFC). To support prediction and troubleshooting, this facility is operationally and functionally similar to the flight system and flight-like components were used when available. Flight software algorithms, implemented using the LabVIEW(Registered Trademark) programming language, were used for monitoring performance and controlling operation. Validation testing of the low temperature loop was completed prior to activation of the Lab module in 2001. Assembly of the moderate temperature loop was completed in 2002 and validated in 2003. The facility has been used to address flight issues with the ITCS, successfully demonstrating the ability to add silver biocide and to adjust the pH of the coolant. Upon validation of the entire facility, it will be capable not only of checking procedures, but also of evaluating payload timelining, operational modifications, physical modifications, and other aspects affecting the thermal control system.

SEXTANT X-Ray Pulsar Navigation Demonstration: Flight System and Test Results

NASA Technical Reports Server (NTRS)

Winternitz, Luke; Mitchell, Jason W.; Hassouneh, Munther A.; Valdez, Jennifer E.; Price, Samuel R.; Semper, Sean R.; Yu, Wayne H.; Ray, Paul S.; Wood, Kent S.; Arzoumanian, Zaven;

SEXTANT X-Ray Pulsar Navigation Demonstration: Flight System and Test Results

NASA Technical Reports Server (NTRS)

Winternitz, Luke M. B.; Mitchell, Jason W.; Hassouneh, Munther A.; Valdez, Jennifer E.; Price, Samuel R.; Semper, Sean R.; Yu, Wayne H.; Ray, Paul S.; Wood, Kent S.; Arzoumanian, Zaven;

In-Flight Validation of a Pilot Rating Scale for Evaluating Failure Transients in Electronic Flight Control Systems

NASA Technical Reports Server (NTRS)

Kalinowski, Kevin F.; Tucker, George E.; Moralez, Ernesto, III

2006-01-01

Engineering development and qualification of a Research Flight Control System (RFCS) for the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) JUH-60A has motivated the development of a pilot rating scale for evaluating failure transients in fly-by-wire flight control systems. The RASCAL RFCS includes a highly-reliable, dual-channel Servo Control Unit (SCU) to command and monitor the performance of the fly-by-wire actuators and protect against the effects of erroneous commands from the flexible, but single-thread Flight Control Computer. During the design phase of the RFCS, two piloted simulations were conducted on the Ames Research Center Vertical Motion Simulator (VMS) to help define the required performance characteristics of the safety monitoring algorithms in the SCU. Simulated failures, including hard-over and slow-over commands, were injected into the command path, and the aircraft response and safety monitor performance were evaluated. A subjective Failure/Recovery Rating (F/RR) scale was developed as a means of quantifying the effects of the injected failures on the aircraft state and the degree of pilot effort required to safely recover the aircraft. A brief evaluation of the rating scale was also conducted on the Army/NASA CH-47B variable stability helicopter to confirm that the rating scale was likely to be equally applicable to in-flight evaluations. Following the initial research flight qualification of the RFCS in 2002, a flight test effort was begun to validate the performance of the safety monitors and to validate their design for the safe conduct of research flight testing. Simulated failures were injected into the SCU, and the F/RR scale was applied to assess the results. The results validate the performance of the monitors, and indicate that the Failure/Recovery Rating scale is a very useful tool for evaluating failure transients in fly-by-wire flight control systems.

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

The focus of the NASA / Marshall Space Flight Center (MSFC) Advanced Reusable Technologies (ART) project is to advance and develop Rocket-Based Combined-Cycle (RBCC) technologies. The ART project began in 1996 as part of the Advanced Space Transportation Program (ASTP). The project is composed of several activities including RBCC engine ground testing, tool development, vehicle / mission studies, and component testing / development. The major contractors involved in the ART project are Aerojet and Rocketdyne. A large database of RBCC ground test data was generated for the air-augmented rocket (AAR), ramjet, scramjet, and ascent rocket modes of operation for both the Aerojet and Rocketdyne concepts. Transition between consecutive modes was also demonstrated as well as trajectory simulation. The Rocketdyne freejet tests were conducted at GASL in the Flight Acceleration Simulation Test (FAST) facility. During a single test, the FAST facility is capable of simulating both the enthalpy and aerodynamic conditions over a range of Mach numbers in a flight trajectory. Aerojet performed freejet testing in the Pebble Bed facility at GASL as well as direct-connect testing at GASL. Aerojet also performed sea-level static (SLS) testing at the Aerojet A-Zone facility in Sacramento, CA. Several flight-type flowpath components were developed under the ART project. Aerojet designed and fabricated ceramic scramjet injectors. The structural design of the injectors will be tested in a simulated scramjet environment where thermal effects and performance will be assessed. Rocketdyne will be replacing the cooled combustor in the A5 rig with a flight-weight combustor that is near completion. Aerojet's formed duct panel is currently being fabricated and will be tested in the SLS rig in Aerojet's A-Zone facility. Aerojet has already successfully tested a cooled cowl panel in the same facility. In addition to MSFC, other NASA centers have contributed to the ART project as well. Inlet testing 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.

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

NASA Technical Reports Server (NTRS)

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

1996-01-01

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

ASTEC and MODEL: Controls software development at Goddard Space Flight Center

NASA Technical Reports Server (NTRS)

Downing, John P.; Bauer, Frank H.; Surber, Jeffrey L.

1993-01-01

The ASTEC (Analysis and Simulation Tools for Engineering Controls) software is under development at the Goddard Space Flight Center (GSFC). The design goal is to provide a wide selection of controls analysis tools at the personal computer level, as well as the capability to upload compute-intensive jobs to a mainframe or supercomputer. In the last three years the ASTEC (Analysis and Simulation Tools for Engineering Controls) software has been under development. ASTEC is meant to be an integrated collection of controls analysis tools for use at the desktop level. MODEL (Multi-Optimal Differential Equation Language) is a translator that converts programs written in the MODEL language to FORTRAN. An upgraded version of the MODEL program will be merged into ASTEC. MODEL has not been modified since 1981 and has not kept with changes in computers or user interface techniques. This paper describes the changes made to MODEL in order to make it useful in the 90's and how it relates to ASTEC.

Comparisons of Kinematics and Dynamics Simulation Software Tools

NASA Technical Reports Server (NTRS)

Shiue, Yeu-Sheng Paul

2002-01-01

Kinematic and dynamic analyses for moving bodies are essential to system engineers and designers in the process of design and validations. 3D visualization and motion simulation plus finite element analysis (FEA) give engineers a better way to present ideas and results. Marshall Space Flight Center (MSFC) system engineering researchers are currently using IGRIP from DELMIA Inc. as a kinematic simulation tool for discrete bodies motion simulations. Although IGRIP is an excellent tool for kinematic simulation with some dynamic analysis capabilities in robotic control, explorations of other alternatives with more powerful dynamic analysis and FEA capabilities are necessary. Kinematics analysis will only examine the displacement, velocity, and acceleration of the mechanism without considering effects from masses of components. With dynamic analysis and FEA, effects such as the forces or torques at the joint due to mass and inertia of components can be identified. With keen market competition, ALGOR Mechanical Event Simulation (MES), MSC visualNastran 4D, Unigraphics Motion+, and Pro/MECHANICA were chosen for explorations. In this study, comparisons between software tools were presented in terms of following categories: graphical user interface (GUI), import capability, tutorial availability, ease of use, kinematic simulation capability, dynamic simulation capability, FEA capability, graphical output, technical support, and cost. Propulsion Test Article (PTA) with Fastrac engine model exported from IGRIP and an office chair mechanism were used as examples for simulations.

On the Scaling of Small, Heat Simulated Jet Noise Measurements to Moderate Size Exhaust Jets

NASA Technical Reports Server (NTRS)

McLaughlin, Dennis K.; Bridges, James; Kuo, Ching-Wen

2010-01-01

Modern military aircraft jet engines are designed with variable geometry nozzles to provide optimum thrust in different operating conditions, depending on the flight envelope. However, the acoustic measurements for such nozzles are scarce, due to the cost involved in making full scale measurements and the lack of details about the exact geometry of these nozzles. Thus the present effort at The Pennsylvania State University and the NASA Glenn Research Center- in partnership with GE Aviation is aiming to study and characterize the acoustic field produced by supersonic jets issuing from converging-diverging military style nozzles. An equally important objective is to validate methodology for using data obtained from small and moderate scale experiments to reliably predict the most important components of full scale engine noise. The experimental results presented show reasonable agreement between small scale and moderate scale jet acoustic data, as well as between heated jets and heat-simulated ones. Unresolved issues however are identified that are currently receiving our attention, in particular the effect of the small bypass ratio airflow. Future activities will identify and test promising noise reduction techniques in an effort to predict how well such concepts will work with full scale engines in flight conditions.

Lift-fan aircraft: Lessons learned-the pilot's perspective

NASA Technical Reports Server (NTRS)

Gerdes, Ronald M.

1993-01-01

This paper is written from an engineering test pilot's point of view. Its purpose is to present lift-fan 'lessons learned' from the perspective of first-hand experience accumulated during the period 1962 through 1988 while flight testing vertical/short take-off and landing (V/STOL) experimental aircraft and evaluating piloted engineering simulations of promising V/STOL concepts. Specifically, the scope of the discussions to follow is primarily based upon a critical review of the writer's personal accounts of 30 hours of XV-5A/B and 2 hours of X-14A flight testing as well as a limited simulator evaluation of the Grumman Design 755 lift-fan aircraft. Opinions of other test pilots who flew these aircraft and the aircraft simulator are also included and supplement the writer's comments. Furthermore, the lessons learned are presented from the perspective of the writer's flying experience: 10,000 hours in 100 fixed- and rotary-wing aircraft including 330 hours in 5 experimental V/STOL research aircraft. The paper is organized to present to the reader a clear picture of lift-fan lessons learned from three distinct points of view in order to facilitate application of the lesson principles to future designs. Lessons learned are first discussed with respect to case histories of specific flight and simulator investigations. These principles are then organized and restated with respect to four selected design criteria categories in Appendix I. Lastly, Appendix Il is a discussion of the design of a hypothetical supersonic short take-off vertical landing (STOVL) fighter/attack aircraft.

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

SLS Engine Section Test Article Moves From NASA Barge Pegasus To Test Stand at NASA’s Marshall Space Flight Center

NASA Image and Video Library

2017-05-18

The NASA barge Pegasus made its first trip to NASA’s Marshall Space Flight Center in Huntsville, Alabama on May 15. It arrived carrying the first piece of Space Launch System hardware built at NASA's Michoud Assembly Facility in New Orleans. The barge left Michoud on April 28 with the core stage engine section test article, traveling 1,240 miles by river to Marshall. The rocket's engine section is the bottom of the core stage and houses the four RS-25 engines. The engine section test article was moved from the barge to Marshall’s Building 4619 where it will be tested. The bottom part of the test article is structurally the same as the engine section that will be flown as part of the SLS core stage. The shiny metal top part simulates the rocket's liquid hydrogen tank, which is the fuel tank that joins to the engine section. The test article will endure tests that pull, push, and bend it, subjecting it to millions of pounds of force. This ensures the structure can withstand the incredible stresses produced by the 8.8 million pounds of thrust during launch and ascent.

An in-flight simulation of approach and landing of a STOL transport with adverse ground effect

NASA Technical Reports Server (NTRS)

Ellis, D. R.

1976-01-01

The results of an in-flight simulation program undertaken to study the problems of landing a representative STOL transport in the presence of adverse ground effects are presented. Landings were performed with variations in ground effect magnitude, ground effect lag, and thrust response. Other variations covered the effects of augmented lift response, SAS-failures, turbulence, segmented approach, and flare warning. The basic STOL airplane required coordinated use of both stick and throttle for consistently acceptable landings, and the presence of adverse ground effects made the task significantly more difficult. Ground effect lag and good engine response gave noticeable improvement, as did augmented lift response.

Adaptive Failure Compensation for Aircraft Tracking Control Using Engine Differential Based Model

NASA Technical Reports Server (NTRS)

Liu, Yu; Tang, Xidong; Tao, Gang; Joshi, Suresh M.

2006-01-01

An aircraft model that incorporates independently adjustable engine throttles and ailerons is employed to develop an adaptive control scheme in the presence of actuator failures. This model captures the key features of aircraft flight dynamics when in the engine differential mode. Based on this model an adaptive feedback control scheme for asymptotic state tracking is developed and applied to a transport aircraft model in the presence of two types of failures during operation, rudder failure and aileron failure. Simulation results are presented to demonstrate the adaptive failure compensation scheme.

Langley Mach 4 scramjet test facility

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Torrence, M. G.; Anderson, G. Y.; Northam, G. B.; Mackley, E. A.

1985-01-01

An engine test facility was constructed at the NASA Langley Research Center in support of a supersonic combustion ramjet (scramjet) technology development program. Hydrogen combustion in air with oxygen replenishment provides simulated air at Mach 4 flight velocity, pressure, and true total temperature for an altitude range from 57,000 to 86,000 feet. A facility nozzle with a 13 in square exit produces a Mach 3.5 free jet flow for engine propulsion tests. The facility is described and calibration results are presented which demonstrate the suitability of the test flow for conducting scramjet engine research.

Apollo 15 mission report, supplement 4: Descent propulsion system final flight evaluation

NASA Technical Reports Server (NTRS)

Avvenire, A. T.; Wood, S. C.

1972-01-01

The results of a postflight analysis of the LM-10 Descent Propulsion System (DPS) during the Apollo 15 Mission are reported. The analysis determined the steady state performance of the DPS during the descent phase of the manned lunar landing. Flight measurement discrepancies are discussed. Simulated throttle performance results are cited along with overall performance results. Evaluations of the propellant quantity gaging system, propellant loading, pressurization system, and engine are reported. Graphic illustrations of the evaluations are included.

Model-Based Method for Terrain-Following Display Design

DTIC Science & Technology

1989-06-15

data into a more compact set of model parameters. These model parameters provide insights into the interpretation of the experimental results as well...2.8 presents the VSD display, and is taken from figure 1.95 of the B-IB Flight Manual , NA-77-400. There are two primary elements in the VSD: 1) the...baseline VSD based on figures such as these from the B-lB Flight Manual , a video tape of an operating VSD in the engineering - 21 - research simulator, and

System for Anomaly and Failure Detection (SAFD) system development

NASA Technical Reports Server (NTRS)

Oreilly, D.

1992-01-01

This task specified developing the hardware and software necessary to implement the System for Anomaly and Failure Detection (SAFD) algorithm, developed under Technology Test Bed (TTB) Task 21, on the TTB engine stand. This effort involved building two units; one unit to be installed in the Block II Space Shuttle Main Engine (SSME) Hardware Simulation Lab (HSL) at Marshall Space Flight Center (MSFC), and one unit to be installed at the TTB engine stand. Rocketdyne personnel from the HSL performed the task. The SAFD algorithm was developed as an improvement over the current redline system used in the Space Shuttle Main Engine Controller (SSMEC). Simulation tests and execution against previous hot fire tests demonstrated that the SAFD algorithm can detect engine failure as much as tens of seconds before the redline system recognized the failure. Although the current algorithm only operates during steady state conditions (engine not throttling), work is underway to expand the algorithm to work during transient condition.

Potential utilization of the NASA/George C. Marshall Space Flight Center in earthquake engineering research

NASA Technical Reports Server (NTRS)

Scholl, R. E. (Editor)

1979-01-01

Earthquake engineering research capabilities of the National Aeronautics and Space Administration (NASA) facilities at George C. Marshall Space Flight Center (MSFC), Alabama, were evaluated. The results indicate that the NASA/MSFC facilities and supporting capabilities offer unique opportunities for conducting earthquake engineering research. Specific features that are particularly attractive for large scale static and dynamic testing of natural and man-made structures include the following: large physical dimensions of buildings and test bays; high loading capacity; wide range and large number of test equipment and instrumentation devices; multichannel data acquisition and processing systems; technical expertise for conducting large-scale static and dynamic testing; sophisticated techniques for systems dynamics analysis, simulation, and control; and capability for managing large-size and technologically complex programs. Potential uses of the facilities for near and long term test programs to supplement current earthquake research activities are suggested.

Evaluation of the in-flight noise signature of a 32-chute suppressor nozzle: Acoustic data report. [outdoor static and 40 x 80 ft. wind tunnel tests

NASA Technical Reports Server (NTRS)

Moore, M. T.; Doyle, V. L.

1977-01-01

Outdoor static and 40 x 80 FT wind tunnel tests of the J79-15 engine/nacelle system with the conic nozzle and 32-chute exhaust suppressor were conducted to acquire the data necessary to evaluate the simulated in-flight signature of an engine-size 32-chute exhaust nozzle suppressor using the 40 x 80 ft wind tunnel and to study possible engine core noise contamination of the jet signature. The tests are described and and a sampling of the data acquired is presented. Included are aero performance summaries, as-measured and composite 1/3 OBSPL spectra for the 70 ft sideline high and low mics from the outdoor static tests, sideline traverse spectra and internal noise measurements from both the outdoor static and the 40 x 80 ft wind tunnel tests.

Summary of Rocketdyne Engine A5 Rocket Based Combined Cycle Testing

NASA Technical Reports Server (NTRS)

Ketchum. A.; Emanuel, Mark; Cramer, John

1998-01-01

Rocketdyne Propulsion and Power (RPP) has completed a highly successful experimental test program of an advanced rocket based combined cycle (RBCC) propulsion system. The test program was conducted as part of the Advanced Reusable Technology program directed by NASA-MSFC to demonstrate technologies for low-cost access to space. Testing was conducted in the new GASL Flight Acceleration Simulation Test (FAST) facility at sea level (Mach 0), Mach 3.0 - 4.0, and vacuum flight conditions. Significant achievements obtained during the test program include 1) demonstration of engine operation in air-augmented rocket mode (AAR), ramjet mode and rocket mode and 2) smooth transition from AAR to ramjet mode operation. Testing in the fourth mode (scramjet) is scheduled for November 1998.

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.

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

Code of Federal Regulations, 2014 CFR

2014-01-01

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

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

Code of Federal Regulations, 2013 CFR

2013-01-01

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

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

Code of Federal Regulations, 2011 CFR

2011-01-01

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

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

Code of Federal Regulations, 2012 CFR

2012-01-01

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

Performance effects resulting from plugged liquid oxygen posts of the Space Shuttle Main Engine Injector

NASA Technical Reports Server (NTRS)

Kim, S.; Trinh, H. P.

1992-01-01

The paper discusses the performance effects resulting from plugged LOX posts of the Space Shuttle Main Engine Injector. The simulation was performed with the REFLEQS 2-D code. Analysis was performed axisymmetrically and injector surface was divided into several regions to account for the mixture ratio variation on the injector surface. The reduction of vaccum specific impulse was approximately 0.01 second per plugged LOX post. This reduction is an order of magnitude higher than the result of Space Shuttle flight reconstruction data. It is presumed that this overprediction is due to the axisymmetric simulation that smears local effects.

Design study to simulate the development of a commercial transportation system

NASA Technical Reports Server (NTRS)

1991-01-01

Seven teams of senior-level Aerospace Engineering undergraduates were given a Request for Proposals (RFP) for a design concept of a remotely piloted vehicle (RPV). The RPV designs were intended to simulate commercial transport aircraft within the model of 'Aeroworld.' The Aeroworld model was developed so that the RPV designs would be subject to many of the engineering problems and tradeoffs that dominate real-world commercial air transport designs, such as profitability, fuel efficiency, range vs. payload capabilities, and ease of production and maintenance. As part of the proposal, each team was required to construct a prototype and validate its design with a flight demonstration.

The Life Cycle Application of Intelligent Software Modeling for the First Materials Science Research Rack

NASA Technical Reports Server (NTRS)

Rice, Amanda; Parris, Frank; Nerren, Philip

2000-01-01

Marshall Space Flight Center (MSFC) has been funding development of intelligent software models to benefit payload ground operations for nearly a decade. Experience gained from simulator development and real-time monitoring and control is being applied to engineering design, testing, and operation of the First Material Science Research Rack (MSRR-1). MSRR-1 is the first rack in a suite of three racks comprising the Materials Science Research Facility (MSRF) which will operate on the International Space Station (ISS). The MSRF will accommodate advanced microgravity investigations in areas such as the fields of solidification of metals and alloys, thermo-physical properties of polymers, crystal growth studies of semiconductor materials, and research in ceramics and glasses. The MSRR-1 is a joint venture between NASA and the European Space Agency (ESA) to study the behavior of different materials during high temperature processing in a low gravity environment. The planned MSRR-1 mission duration is five (5) years on-orbit and the total design life is ten (IO) years. The MSRR-1 launch is scheduled on the third Utilization Flight (UF-3) to ISS, currently in February of 2003). The objective of MSRR-1 is to provide an early capability on the ISS to conduct material science, materials technology, and space product research investigations in microgravity. It will provide a modular, multi-user facility for microgravity research in materials crystal growth and solidification. An intelligent software model of MSRR-1 is under development and will serve multiple purposes to support the engineering analysis, testing, training, and operational phases of the MSRR-1 life cycle development. The G2 real-time expert system software environment developed by Gensym Corporation was selected as the intelligent system shell for this development work based on past experience gained and the effectiveness of the programming environment. Our approach of multi- uses of the simulation model and its intuitive graphics capabilities is providing a concurrent engineering environment for rapid prototyping and development. Operational schematics of the MSRR-1 electrical, thermal control, vacuum access, and gas supply systems, and furnace inserts are represented graphically in the environment. Logic to represent first order engineering calculations is coded into the knowledge base to simulate the operational behavior of the MSRR-1 systems. An example of engineering data provided includes electrical currents, voltages, operational power, temperatures, thermal fluid flow rates. pressures, and component status indications. These type of data are calculated and displayed at appropriate instrumentation points, and the schematics are animated to reflect the simulated operational status of the MSRR-1. The software control functions are also simulated to represent appropriate operational behavior based on automated control and response to commands received by the crew or ground controllers. The first benefit of this simulation environment is being realized in the high fidelity engineering analysis results from the electrical power system G2 model. Secondly, the MSRR-1 simulation model will be embedded with a hardware mock-up of the MSRR-1 to provide crew training on MSRR-1 integrated payload operations. G2 gateway code will output the simulated instrumentation values, termed as telemetry, in a flight-like data stream so that the crew has realistic and accurate simulated MSRR-1 data on the flight displays which will be designed for crew use. The simulation will also respond appropriately to crew or ground initiated commands, which will be part of normal facility operations. A third use of the G2 model is being planned; the MSRR-1 simulation will be integrated with additional software code as part of the test configuration of the primary onboard computer, or Master Controller, for MSRR-1. We will take advantage of the G2 capability to simulate the flight like data stream to test flight software responses and behavior. A fourth use of the G2 model will be to train the Ground Support Personnel that will monitor the MSRR-1 systems and payloads while they are operating aboard the ISS. The intuitive, schematic based environment will provide an excellent foundation for personnel to understand the integrated configuration and operation of the MSRR-1, and the anticipated telemetry feedback based on operational modes of the equipment. Expert monitoring features will be enhanced to provide a smart monitoring environment for the operators. These features include: (1) Animated, intuitive schematic-based displays which reflect telemetry values, (1) Real-time plotting of simulated or incoming sensor values, (3) High/Low exception monitoring for analog data, (4) Expected state monitoring for discrete data, (5) Data trending, (6) Automated malfunction procedure execution to diagnose problems, (7) Look ahead capability to planned MSRR-1 activities in the onboard timeline. And finally, the logic to calculate telemetry values will be deactivated, and the same environment will interface to the incoming data for the real-time telemetry stream to schematically represent the onboard hardware configuration. G2 will be the foundation for the real-time monitoring and control environment. In summary, our MSRR-1 simulation model spans many elements of the life cycle development of this project: Engineering Analysis, Test and Checkout, Training of Crew and Ground Personnel, and Real-time monitoring and control. By utilizing the unique features afforded by an expert system development environment, we have been able to synergize a powerful tool capable of addressing our project needs at every phase of project development.

B-29 Superfortress Engine in the Altitude Wind Tunnel

NASA Image and Video Library

1944-07-21

The resolution of the Boeing B-29 Superfortress’ engine cooling problems was one of the Aircraft Engine Research Laboratory’s (AERL) key contributions to the World War II effort. The B-29 leapfrogged previous bombers in size, speed, and altitude capabilities. The B–29 was intended to soar above anti-aircraft fire and make pinpoint bomb drops onto strategic targets. Four Wright Aeronautical R-3350 engines powered the massive aircraft. The engines, however, frequently strained and overheated due to payload overloading. This resulted in a growing number of engine fires that often resulted in crashes. The military asked the NACA to tackle the overheating issue. Full-scale engine tests on a R–3350 engine in the Prop House demonstrated that a NACA-designed impeller increased the fuel injection system’s flow rate. Single-cylinder studies resolved a valve failure problem by a slight extension of the cylinder head, and researchers in the Engine Research Building combated uneven heating with a new fuel injection system. Investigations during the summer of 1944 in the Altitude Wind Tunnel, which could simulate flight conditions at high altitudes, led to reduction of drag and improved air flow by reshaping the cowling inlet and outlet. The NACA modifications were then flight tested on a B-29 bomber that was brought to the AERL.

14 CFR 125.265 - Flight engineer requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

14 CFR 125.265 - Flight engineer requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

14 CFR 125.265 - Flight engineer requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

14 CFR 63.37 - Aeronautical experience requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... flight training in the duties of a flight engineer. (3) A degree in aeronautical, electrical, or... (CONTINUED) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.37 Aeronautical...— (1) On which a flight engineer is required by this chapter; or (2) That has at least three engines...

14 CFR 63.37 - Aeronautical experience requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... flight training in the duties of a flight engineer. (3) A degree in aeronautical, electrical, or... (CONTINUED) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.37 Aeronautical...— (1) On which a flight engineer is required by this chapter; or (2) That has at least three engines...

14 CFR 63.37 - Aeronautical experience requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... flight training in the duties of a flight engineer. (3) A degree in aeronautical, electrical, or... (CONTINUED) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.37 Aeronautical...— (1) On which a flight engineer is required by this chapter; or (2) That has at least three engines...

14 CFR 63.37 - Aeronautical experience requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... flight training in the duties of a flight engineer. (3) A degree in aeronautical, electrical, or... (CONTINUED) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.37 Aeronautical...— (1) On which a flight engineer is required by this chapter; or (2) That has at least three engines...

14 CFR 63.37 - Aeronautical experience requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... flight training in the duties of a flight engineer. (3) A degree in aeronautical, electrical, or... (CONTINUED) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.37 Aeronautical...— (1) On which a flight engineer is required by this chapter; or (2) That has at least three engines...

14 CFR 125.265 - Flight engineer requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

14 CFR 125.265 - Flight engineer requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

Testing Strategies and Methodologies for the Max Launch Abort System

NASA Technical Reports Server (NTRS)

Schaible, Dawn M.; Yuchnovicz, Daniel E.

2011-01-01

The National Aeronautics and Space Administration (NASA) Engineering and Safety Center (NESC) was tasked to develop an alternate, tower-less launch abort system (LAS) as risk mitigation for the Orion Project. The successful pad abort flight demonstration test in July 2009 of the "Max" launch abort system (MLAS) provided data critical to the design of future LASs, while demonstrating the Agency s ability to rapidly design, build and fly full-scale hardware at minimal cost in a "virtual" work environment. Limited funding and an aggressive schedule presented a challenge for testing of the complex MLAS system. The successful pad abort flight demonstration test was attributed to the project s systems engineering and integration process, which included: a concise definition of, and an adherence to, flight test objectives; a solid operational concept; well defined performance requirements, and a test program tailored to reducing the highest flight test risks. The testing ranged from wind tunnel validation of computational fluid dynamic simulations to component ground tests of the highest risk subsystems. This paper provides an overview of the testing/risk management approach and methodologies used to understand and reduce the areas of highest risk - resulting in a successful flight demonstration test.

Various views of Expedition One crewmembers in Russia

NASA Image and Video Library

2000-10-27

JSC2000-E-27092 (20 October 2000) --- Astronaut William M. (Bill) Shepherd, Expediton 1 commander, enlists the aid of crew mate cosmonaut Sergei K. Krikalev (right), flight engineer, prior to participating in a simulation of launch day activities about a week-and-half away in Kazakhstan.

Flight test of takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr.

1994-01-01

The Takeoff Performance Monitoring System (TOPMS) is a computer software and hardware graphics system that visually displays current runway position, acceleration performance, engine status, and other situation advisory information to aid pilots in their decision to continue or to abort a takeoff. The system was developed at the Langley Research Center using the fixed-base Transport Systems Research Vehicle (TSRV) simulator. (The TSRV is a highly modified Boeing 737-100 research airplane.) Several versions of the TOPMS displays were evaluated on the TSRV B-737 simulator by more than 40 research, United States Air Force, airline and industry and pilots who rated the system satisfactory and recommended further development and testing. In this study, the TOPMS was flight tested on the TSRV. A total of 55 takeoff and 30 abort situations were investigated at 5 airfields. TOPMS displays were observed on the navigation display screen in the TSRV research flight deck during various nominal and off-nominal situations, including normal takeoffs; reduced-throttle takeoffs; induced-acceleration deficiencies; simulated-engine failures; and several gross-weight, runway-geometry, runway-surface, and ambient conditions. All tests were performed on dry runways. The TOPMS software executed accurately during the flight tests and the displays correctly depicted the various test conditions. Evaluation pilots found the displays easy to monitor and understand. The algorithm provides pretakeoff predictions of the nominal distances that are needed to accelerate the airplane to takeoff speed and to brake it to a stop; these predictions agreed reasonably well with corresponding values measured during several fully executed and aborted takeoffs. The TOPMS is operational and has been retained on the TSRV for general use and demonstration.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

Code of Federal Regulations, 2010 CFR

2010-01-01

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

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

Code of Federal Regulations, 2014 CFR

2014-01-01

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

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

Code of Federal Regulations, 2012 CFR

2012-01-01

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

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

Code of Federal Regulations, 2013 CFR

2013-01-01

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

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

Code of Federal Regulations, 2011 CFR

2011-01-01

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

Flight Test Engineering

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen

2013-01-01

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

Design and Demonstration of Emergency Control Modes for Enhanced Engine Performance

NASA Technical Reports Server (NTRS)

Liu, Yuan; Litt, Jonathan S.; Guo, Ten-Huei

2013-01-01

A design concept is presented for developing control modes that enhance aircraft engine performance during emergency flight scenarios. The benefits of increased engine performance to overall vehicle survivability during these situations may outweigh the accompanied elevated risk of engine failure. The objective involves building control logic that can consistently increase engine performance beyond designed maximum levels based on an allowable heightened probability of failure. This concept is applied to two previously developed control modes: an overthrust mode that increases maximum engine thrust output and a faster response mode that improves thrust response to dynamic throttle commands. This paper describes the redesign of these control modes and presents simulation results demonstrating both enhanced engine performance and robust maintenance of the desired elevated risk level.

Aircraft control forces and EMG activity in a C-130 Hercules during strength-critical maneuvers.

PubMed

Hewson, D J; McNair, P J; Marshall, R N

2001-03-01

The force levels required to operate aircraft controls should be readily generated by pilots, without undue fatigue or exertion. However, maximum pilot applied forces, as specified in aircraft design standards, were empirically derived from the subjective comments of test pilots, and may not be applicable for the majority of pilots. Further, experienced RNZAF Hercules flying instructors have indicated that endurance and fatigue are problems for Hercules pilots. The aim of this study was to quantify aircraft control forces during emergency maneuvers in a Hercules aircraft and compare these forces with design standards. In addition, EMG data were recorded as an indicator of muscle fatigue during flight. Six subjects were tested in a C-130 Hercules aircraft. The maneuvers performed were low-level dynamic flight, one engine-off straight-and-level flight, and a two-engines-off simulated approach. The variables recorded were pilot-applied forces and EMG activity. Left rudder pedal force and vastus lateralis activity were both significantly greater during engine-off maneuvers than during low-level dynamic flight (p < 0.05). Maximum aircraft control forces for all controls were within 10% of the design standards. The mean EMG activity across all muscles and maneuvers was 26% MVC, with a peak of 61% MVC in vastus lateralis during the two-engine-off approach. The median frequency of the vastus lateralis EMG signal decreased 13.0% and 16.0% for the one engine-off and two-engine-off maneuvers, respectively. The forces required to fly a Hercules aircraft during emergency maneuvers are similar to the aircraft design standards. However, the levels of vastus lateralis muscle activation observed during the engine-off maneuvers can be sustained for approximately 1 min only. Thus, if two engines fail more than 1 min before landing, pilots may have to alternate control of the aircraft to share the workload and enable the aircraft to land safely.

Zero to Integration in Eight Months, the Dawn Ground Data System Engineering Challenge

NASA Technical Reports Server (NTRS)

Dubon, Lydia P.

2006-01-01

The Dawn Project has presented the Ground Data System (GDS) with technical challenges driven by cost and schedule constraints commonly associated with National Aeronautics and Space Administration (NASA) Discovery Projects. The Dawn mission consists of a new and exciting Deep Space partnership among: the Jet Propulsion Laboratory (JPL), manages the project and is responsible for flight operation; Orbital Sciences Corporation (OSC), is the spacecraft builder and is responsible for flight system test and integration; and the University of California, at Los Angeles (UCLA), is responsible for science planning and operations. As a cost-capped mission, one of Dawn's implementation strategies is to leverage from both flight and ground heritage. OSC's ground data system is used for flight system test and integration as part of the flight heritage strategy. Mission operations, however, are to be conducted with JPL's ground system. The system engineering challenge of dealing with two heterogeneous ground systems emerged immediately. During the first technical interchange meeting between the JPL's GDS Team and OSC's Flight Software Team, August 2003, the need to integrate the ground system with the flight software was brought to the table. This need was driven by the project's commitment to enable instrument engineering model integration in a spacecraft simulator environment, for both demonstration and risk mitigation purposes, by April 2004. This paper will describe the system engineering approach that was undertaken by JPL's GDS Team in order to meet the technical challenge within a non-negotiable eight-month schedule. Key to the success was adherence to fundamental systems engineering practices: decomposition of the project request into manageable requirements; integration of multiple ground disciplines and experts into a focused team effort; definition of a structured yet flexible development process; definition of an in-process risk reduction plan; and aggregation of the intermediate products to an integrated final product. In addition, this paper will highlight the role of lessons learned from the integration experience. The lessons learned from an early GDS deployment have served as the foundation for the design and implementation of the Dawn Ground Data System.

Manual Throttles-Only Control Effectivity for Emergency Flight Control of Transport Aircraft

NASA Technical Reports Server (NTRS)

Stevens, Richard; Burcham, Frank W., Jr.

2009-01-01

If normal aircraft flight controls are lost, emergency flight control may be attempted using only the thrust of engines. Collective thrust is used to control flightpath, and differential thrust is used to control bank angle. One issue is whether a total loss of hydraulics (TLOH) leaves an airplane in a recoverable condition. Recoverability is a function of airspeed, altitude, flight phase, and configuration. If the airplane can be recovered, flight test and simulation results on several transport-class airplanes have shown that throttles-only control (TOC) is usually adequate to maintain up-and-away flight, but executing a safe landing is very difficult. There are favorable aircraft configurations, and also techniques that will improve recoverability and control and increase the chances of a survivable landing. The DHS and NASA have recently conducted a flight and simulator study to determine the effectivity of manual throttles-only control as a way to recover and safely land a range of transport airplanes. This paper discusses TLOH recoverability as a function of conditions, and TOC landability results for a range of transport airplanes, and some key techniques for flying with throttles and making a survivable landing. Airplanes evaluated include the B-747, B-767, B-777, B-757, A320, and B-737 airplanes.

GN and C Design Overview and Flight Test Results from NASA's Max Launch Abort System (MLAS)

NASA Technical Reports Server (NTRS)

Dennehy, Cornelius J.; Lanzi, Ryamond J.; Ward, Philip R.

2010-01-01

The National Aeronautics and Space Administration (NASA) Engineering and Safety Center (NESC) designed, developed and flew the alternative Max Launch Abort System (MLAS) as risk mitigation for the baseline Orion spacecraft launch abort system (LAS) already in development. The NESC was tasked with both formulating a conceptual objective system (OS) design of this alternative MLAS as well as demonstrating this concept with a simulated pad abort flight test. The goal was to obtain sufficient flight test data to assess performance, validate models/tools, and to reduce the design and development risks for a MLAS OS. Less than 2 years after Project start the MLAS simulated pad abort flight test was successfully conducted from Wallops Island on July 8, 2009. The entire flight test duration was 88 seconds during which time multiple staging events were performed and nine separate critically timed parachute deployments occurred as scheduled. Overall, the as-flown flight performance was as predicted prior to launch. This paper provides an overview of the guidance navigation and control (GN&C) technical approaches employed on this rapid prototyping activity. This paper describes the methodology used to design the MLAS flight test vehicle (FTV). Lessons that were learned during this rapid prototyping project are also summarized.

Aircraft parameter estimation

NASA Technical Reports Server (NTRS)

Iliff, Kenneth W.

1987-01-01

The aircraft parameter estimation problem is used to illustrate the utility of parameter estimation, which applies to many engineering and scientific fields. Maximum likelihood estimation has been used to extract stability and control derivatives from flight data for many years. This paper presents some of the basic concepts of aircraft parameter estimation and briefly surveys the literature in the field. The maximum likelihood estimator is discussed, and the basic concepts of minimization and estimation are examined for a simple simulated aircraft example. The cost functions that are to be minimized during estimation are defined and discussed. Graphic representations of the cost functions are given to illustrate the minimization process. Finally, the basic concepts are generalized, and estimation from flight data is discussed. Some of the major conclusions for the simulated example are also developed for the analysis of flight data from the F-14, highly maneuverable aircraft technology (HiMAT), and space shuttle vehicles.

UH-60A Black Hawk engineering simulation program. Volume 1: Mathematical model

NASA Technical Reports Server (NTRS)

Howlett, J. J.

1981-01-01

A nonlinear mathematical model of the UR-60A Black Hawk helicopter was developed. This mathematical model, which was based on the Sikorsky General Helicopter (Gen Hel) Flight Dynamics Simulation, provides NASA with an engineering simulation for performance and handling qualities evaluations. This mathematical model is total systems definition of the Black Hawk helicopter represented at a uniform level of sophistication considered necessary for handling qualities evaluations. The model is a total force, large angle representation in six rigid body degrees of freedom. Rotor blade flapping, lagging, and hub rotational degrees of freedom are also represented. In addition to the basic helicopter modules, supportive modules were defined for the landing interface, power unit, ground effects, and gust penetration. Information defining the cockpit environment relevant to pilot in the loop simulation is presented.

Successes and Challenges of Incompressible Flow Simulation

NASA Technical Reports Server (NTRS)

Kwak, Dochan; Kiris, Cetin

2003-01-01

During the past thirty years, numerical methods and simulation tools for incompressible flows have been advanced as a subset of CFD discipline. Even though incompressible flows are encountered in many areas of engineering, simulation of compressible flow has been the major driver for developing computational algorithms and tools. This is probably due to rather stringent requirements for predicting aerodynamic performance characteristics of flight vehicles, while flow devices involving low speed or incompressible flow could be reasonably well designed without resorting to accurate numerical simulations. As flow devices are required to be more sophisticated and highly efficient, CFD tools become indispensable in fluid engineering for incompressible and low speed flow. This paper is intended to review some of the successes made possible by advances in computational technologies during the same period, and discuss some of the current challenges.

NASA Synthetic Vision EGE Flight Test

NASA Technical Reports Server (NTRS)

Prinzel, Lawrence J.; Kramer, Lynda J.; Comstock, J. Raymond; Bailey, Randall E.; Hughes, Monica F.; Parrish, Russell V.

2002-01-01

NASA Langley Research Center conducted flight tests at the Eagle County, Colorado airport to evaluate synthetic vision concepts. Three display concepts (size 'A' head-down, size 'X' head-down, and head-up displays) and two texture concepts (photo, generic) were assessed for situation awareness and flight technical error / performance while making approaches to Runway 25 and Runway 07 and simulated engine-out Cottonwood 2 and KREMM departures. The results of the study confirm the retrofit capability of the HUD and Size 'A' SVS concepts to significantly improve situation awareness and performance over current EFIS glass and non-glass instruments for difficult approaches in terrain-challenged environments.

MUST - An integrated system of support tools for research flight software engineering. [Multipurpose User-oriented Software Technology

NASA Technical Reports Server (NTRS)

Straeter, T. A.; Foudriat, E. C.; Will, R. W.

1977-01-01

The objectives of NASA's MUST (Multipurpose User-oriented Software Technology) program at Langley Research Center are to cut the cost of producing software which effectively utilizes digital systems for flight research. These objectives will be accomplished by providing an integrated system of support software tools for use throughout the research flight software development process. A description of the overall MUST program and its progress toward the release of a first MUST system will be presented. This release includes: a special interactive user interface, a library of subroutines, assemblers, a compiler, automatic documentation tools, and a test and simulation system.

Preliminary Design of a Ramjet for Integration with Ground-Based Launch Assist

NASA Technical Reports Server (NTRS)

Sayles, Emily L.

2008-01-01

This viewgraph presentation reviews the preliminary design of a ramjet for integration with a ground based launch assist. The reasons for the use of ground-based launch assist and the proposed mechanism for a system are reviewed. The use of a Optimal Trajectory by Implicit Simulation (OTIS), to model the flight and comparison with an actual rocket trajectory is given. The OTIS system is reviewed, The benefits of a launch assist system are analyzed concluding that a launch assist can provide supersonic speeds thus allowing ignition of ramjet without an onboard compressor. This means a further reduction in total launch weight. The Ramjet study is reviewed next. This included a review of the ONX simulations, the verification of the ONX results with the use of Holloman Sled experiment data as derived from the Feasibility of Ramjet Engine Test Capability on The Holloman AFB Sled Track. The conclusion was that the ONX system was not sufficient to meet the needs for the modeling required. The GECAT (Graphical Engine Cycle Analysis Tool) is examined. The results of the GECAT simulations was verified with data from Stataltex and D21 flights. The Next steps are: to create a GECAT Model of a launch assist ramjet, to adjust the geometry to produce the desired thrust, and to survey the ramjet's performance over a range of Mach numbers. The assumptions and requirements of a launch assist ramjet are given, and the acceptable flight regimes are reviewed.

Test Capability Enhancements to the NASA Langley 8-Foot High Temperature Tunnel

NASA Technical Reports Server (NTRS)

Harvin, S. F.; Cabell, K. F.; Gallimore, S. D.; Mekkes, G. L.

2006-01-01

The NASA Langley 8-Foot High Temperature Tunnel produces true enthalpy environments simulating flight from Mach 4 to Mach 7, primarily for airbreathing propulsion and aerothermal/thermo-structural testing. Flow conditions are achieved through a methane-air heater and nozzles producing aerodynamic Mach numbers of 4, 5 or 7 and have exit diameters of 8 feet or 4.5 feet. The 12-ft long free-jet test section, housed inside a 26-ft vacuum sphere, accommodates large test articles. Recently, the facility underwent significant upgrades to support hydrocarbon fueled scramjet engine testing and to expand flight simulation capability. The upgrades were required to meet engine system development and flight clearance verification requirements originally defined by the joint NASA-Air Force X-43C Hypersonic Flight Demonstrator Project and now the Air Force X-51A Program. Enhancements to the 8-Ft. HTT were made in four areas: 1) hydrocarbon fuel delivery; 2) flight simulation capability; 3) controls and communication; and 4) data acquisition/processing. The upgrades include the addition of systems to supply ethylene and liquid JP-7 to test articles; a Mach 5 nozzle with dynamic pressure simulation capability up to 3200 psf, the addition of a real-time model angle-of-attack system; a new programmable logic controller sub-system to improve process controls and communication with model controls; the addition of MIL-STD-1553B and high speed data acquisition systems and a classified data processing environment. These additions represent a significant increase to the already unique test capability and flexibility of the facility, and complement the existing array of test support hardware such as a model injection system, radiant heaters, six-component force measurement system, and optical flow field visualization hardware. The new systems support complex test programs that require sophisticated test sequences and precise management of process fluids. Furthermore, the new systems, such as the real-time angle of attack system and the new programmable logic controller enhance the test efficiency of the facility. The motivation for the upgrades and the expanded capabilities is described here.

Digital Electronic Engine Control (DEEC) Flight Evaluation in an F-15 Airplane

NASA Technical Reports Server (NTRS)

1984-01-01

Flight evaluation in an F-15 aircraft by digital electronic engine control (DEEC) was investigated. Topics discussed include: system description, F100 engine tests, effects of inlet distortion on static pressure probe, flight tests, digital electronic engine control fault detection and accommodation flight evaluation, flight evaluation of a hydromechanical backup control, augmentor transient capability of an F100 engine, investigation of nozzle instability, real time in flight thrust calculation, and control technology for future aircraft propulsion systems. It is shown that the DEEC system is a powerful and flexible controller for the F100 engine.

Space Life-Support Engineering Program

NASA Technical Reports Server (NTRS)

Seagrave, Richard C. (Principal Investigator)

1995-01-01

This report covers the seventeen months of work performed under an extended one year NASA University Grant awarded to Iowa State University to perform research on topics relating to the development of closed-loop long-term life support systems with the initial principal focus on space water management. In the first phase of the program, investigators from chemistry and chemical engineering with demonstrated expertise in systems analysis, thermodynamics, analytical chemistry and instrumentation, performed research and development in two major related areas; the development of low-cost, accurate, and durable sensors for trace chemical and biological species, and the development of unsteady-state simulation packages for use in the development and optimization of control systems for life support systems. In the second year of the program, emphasis was redirected towards concentrating on the development of dynamic simulation techniques and software and on performing a thermodynamic systems analysis, centered on availability or energy analysis, in an effort to begin optimizing the systems needed for water purification. The third year of the program, the subject of this report, was devoted to the analysis of the water balance for the interaction between humans and the life support system during space flight and exercise, to analysis of the cardiopulmonary systems of humans during space flight, and to analysis of entropy production during operation of the air recovery system during space flight.

Thrust Augmentation of a Turbojet Engine at Simulated Flight Conditions by Introduction of a Water-Alcohol Mixture into the Compressor

NASA Technical Reports Server (NTRS)

Useller, James W.; Auble, Carmon M.; Harvey, Ray W., Sr.

1952-01-01

An investigation was conducted at simulated high-altitude flight conditions to evaluate the use of compressor evaporative cooling as a means of turbojet-engine thrust augmentation. Comparison of the performance of the engine with water-alcohol injection at the compressor inlet, at the sixth stage of the compressor, and at the sixth and ninth stages was made. From consideration of the thrust increases achieved, the interstage injection of the coolant was considered more desirable preferred over the combined sixth- and ninth-stage injection because of its relative simplicity. A maximum augmented net-thrust ratio of 1.106 and a maximum augmented jet-thrust ratio of 1.062 were obtained at an augmented liquid ratio of 2.98 and an engine-inlet temperature of 80 F. At lower inlet temperatures (-40 to 40 F), the maximum augmented net-thrust ratios ranged from 1.040 to 1.076 and the maximum augmented jet-thrust ratios ranged from 1.027 to 1.048, depending upon the inlet temperature. The relatively small increase in performance at the lower inlet-air temperatures can be partially attributed to the inadequate evaporation of the water-alcohol mixture, but the more significant limitation was believed to be caused by the negative influence of the liquid coolant on engine- component performance. In general, it is concluded that the effectiveness of the injection of a coolant into the compressor as a means of thrust augmentation is considerably influenced by the design characteristics of the components of the engine being used.

NASA Tests 2nd RS-25 Flight Engine for Space Launch System

NASA Image and Video Library

2017-10-19

Engineers at NASA’s Stennis Space Center in Mississippi on Oct. 19 completed a hot-fire test of RS-25 rocket engine E2063, a flight engine for NASA’s new Space Launch System (SLS) rocket. Engine E2063 is scheduled to help power SLS on its Exploration Mission-2 (EM-2), the first flight of the new rocket to carry humans. Flight engine E2059 was tested on March 10, 2016, also for use on the EM-2 flight.

NASA Tests 2nd RS-25 Flight Engine For Space Launch System

NASA Image and Video Library

2017-10-19

Engineers at NASA’s Stennis Space Center in Mississippi on Oct. 19 completed a hot-fire test of RS-25 rocket engine E2063, a flight engine for NASA’s new Space Launch System (SLS) rocket. Engine E2063 is scheduled to help power SLS on its Exploration Mission-2 (EM-2), the first flight of the new rocket to carry humans. Flight engine E2059 was tested on March 10, 2016, also for use on the EM-2 flight.

Video File - NASA Tests 2nd RS-25 Flight Engine for Space Launch System

NASA Image and Video Library

2017-10-19

Engineers at NASA’s Stennis Space Center in Mississippi on Oct. 19 completed a hot-fire test of RS-25 rocket engine E2063, a flight engine for NASA’s new Space Launch System (SLS) rocket. Engine E2063 is scheduled to help power SLS on its Exploration Mission-2 (EM-2), the first flight of the new rocket to carry humans. Flight engine E2059 was tested on March 10, 2016, also for use on the EM-2 flight.

2013-2363

NASA Image and Video Library

2013-05-15

(left to right) NASA Langley aerospace engineer Bruce Jackson briefs astronauts Rex Walheim and Gregory Johnson about the Synthetic Vision (SV) and Enhanced Vision (EV) systems in a flight simulator at the center's Cockpit Motion Facility. The astronauts were training to land the Dream Chaser spacecraft May 15th 2013. credit NASA/David C. Bowman

Mission Information and Test Systems Summary of Accomplishments, 2011

NASA Technical Reports Server (NTRS)

McMorrow, Sean E.; Sherrard, Roberta B.

2013-01-01

This annual report covers the activities of the NASA DRFC Mission Information and Test Systems, which includes the Western Aeronautical Test Range, the Simulation Engineering Branch, the Information Services and the Dryden Technical Laboratory (Flight Loads Lab). This report contains highlights, current projects and various awards achieved during in 2011

Implementation of an Integrated On-Board Aircraft Engine Diagnostic Architecture

NASA Technical Reports Server (NTRS)

Armstrong, Jeffrey B.; Simon, Donald L.

2012-01-01

An on-board diagnostic architecture for aircraft turbofan engine performance trending, parameter estimation, and gas-path fault detection and isolation has been developed and evaluated in a simulation environment. The architecture incorporates two independent models: a realtime self-tuning performance model providing parameter estimates and a performance baseline model for diagnostic purposes reflecting long-term engine degradation trends. This architecture was evaluated using flight profiles generated from a nonlinear model with realistic fleet engine health degradation distributions and sensor noise. The architecture was found to produce acceptable estimates of engine health and unmeasured parameters, and the integrated diagnostic algorithms were able to perform correct fault isolation in approximately 70 percent of the tested cases

CF6 Jet Engine Performance Improvement Program: High Pressure Turbine Aerodynamic Performance Improvement

NASA Technical Reports Server (NTRS)

Fasching, W. A.

1980-01-01

The improved single shank high pressure turbine design was evaluated in component tests consisting of performance, heat transfer and mechanical tests, and in core engine tests. The instrumented core engine test verified the thermal, mechanical, and aeromechanical characteristics of the improved turbine design. An endurance test subjected the improved single shank turbine to 1000 simulated flight cycles, the equivalent of approximately 3000 hours of typical airline service. Initial back-to-back engine tests demonstrated an improvement in cruise sfc of 1.3% and a reduction in exhaust gas temperature of 10 C. An additional improvement of 0.3% in cruise sfc and 6 C in EGT is projected for long service engines.

Saturn Apollo Program

NASA Image and Video Library

1963-01-01

Smokeless flame juts from the diffuser of a unique vacuum chamber in which the upper stage rocket engine, the hydrogen fueled J-2, was tested at a simulated space altitude in excess of 60,000 feet. The smoke you see is actually steam. In operation, vacuum is established by injecting steam into the chamber and is maintained by the thrust of the engine firing through the diffuser. The engine was tested in this environment for start, stop, coast, restart, and full-duration operations. The chamber was located at Rocketdyne's Propulsion Field Laboratory, in the Santa Susana Mountains, near Canoga Park, California. The J-2 engine was developed by Rocketdyne for the Marshall Space Flight Center.

Flight Control Laws for NASA's Hyper-X Research Vehicle

NASA Technical Reports Server (NTRS)

Davidson, J.; Lallman, F.; McMinn, J. D.; Martin, J.; Pahle, J.; Stephenson, M.; Selmon, J.; Bose, D.

1999-01-01

The goal of the Hyper-X program is to demonstrate and validate technology for design and performance predictions of hypersonic aircraft with an airframe-integrated supersonic-combustion ramjet propulsion system. Accomplishing this goal requires flight demonstration of a hydrogen-fueled scramjet powered hypersonic aircraft. A key enabling technology for this flight demonstration is flight controls. Closed-loop flight control is required to enable a successful stage separation, to achieve and maintain the design condition during the engine test, and to provide a controlled descent. Before the contract award, NASA developed preliminary flight control laws for the Hyper-X to evaluate the feasibility of the proposed scramjet test sequence and descent trajectory. After the contract award, a Boeing/NASA partnership worked to develop the current control laws. This paper presents a description of the Hyper-X Research Vehicle control law architectures with performance and robustness analyses. Assessments of simulated flight trajectories and stability margin analyses demonstrate that these control laws meet the flight test requirements.

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

Code of Federal Regulations, 2010 CFR

2010-01-01

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

Bibliography of Research Reports and Publications Issued by the Human Engineering Division, January 1987 - December 1993

DTIC Science & Technology

1994-03-01

cues in an aircraft simulator. AMAA Flight Simulation Technologies Conference, 63- 70. Marasco , P. L., & Dereniak, E. L. (1993). Uncooled infrared...Space Center, TX: National Aeronautics and Space Administration. Task, H. L., Hartman, R. T., Marasco , P. L., & Zobel, A. R. (1993). Methods for...Aerospace VIIJ Conference, 2, 623-644. Marasco , P. L., & Dereniak, E. L. (1993). Uncooled infrared sensor performance. In B. F. Andresen, & F. D

Return to Flight: Crew Activities Resource Reel 1 of 2

NASA Technical Reports Server (NTRS)

2005-01-01

The crew of the STS-114 Discovery Mission is seen in various aspects of training for space flight. The crew activities include: 1) STS-114 Return to Flight Crew Photo Session; 2) Tile Repair Training on Precision Air Bearing Floor; 3) SAFER Tile Inspection Training in Virtual Reality Laboratory; 4) Guidance and Navigation Simulator Tile Survey Training; 5) Crew Inspects Orbital Boom and Sensor System (OBSS); 6) Bailout Training-Crew Compartment; 7) Emergency Egress Training-Crew Compartment Trainer (CCT); 8) Water Survival Training-Neutral Buoyancy Lab (NBL); 9) Ascent Training-Shuttle Motion Simulator; 10) External Tank Photo Training-Full Fuselage Trainer; 11) Rendezvous and Docking Training-Shuttle Engineering Simulator (SES) Dome; 12) Shuttle Robot Arm Training-SES Dome; 13) EVA Training Virtual Reality Lab; 14) EVA Training Neutral Buoyancy Lab; 15) EVA-2 Training-NBL; 16) EVA Tool Training-Partial Gravity Simulator; 17) Cure in Place Ablator Applicator (CIPAA) Training Glove Vacuum Chamber; 16) Crew Visit to Merritt Island Launch Area (MILA); 17) Crew Inspection-Space Shuttle Discovery; and 18) Crew Inspection-External Tank and Orbital Boom and Sensor System (OBSS). The crew are then seen answering questions from the media at the Space Shuttle Landing Facility.

A Flight Investigation of the STOL Characteristics of an Augmented Jet Flap STOL Research Aircraft

NASA Technical Reports Server (NTRS)

Quigley, H. C.; Innis, R. C.; Grossmith, S.

1974-01-01

The flight test program objectives are: (1) To determine the in-flight aerodynamic, performance, and handling qualities of a jet STOL aircraft incorporating the augmented jet flap concept; (2) to compare the results obtained in flight with characteristics predicted from wind tunnel and simulator test results; (3) to contribute to the development of criteria for design and operation of jet STOL transport aircraft; and (4) to provide a jet STOL transport aircraft for STOL systems research and development. Results obtained during the first 8 months of proof-of-concept flight testing of the aircraft in STOL configurations are reported. Included are a brief description of the aircraft, fan-jet engines, and systems; a discussion of the aerodynamic, stability and control, and STOL performance; and pilot opinion of the handling qualities and operational characteristics.

Integration of On-Line and Off-Line Diagnostic Algorithms for Aircraft Engine Health Management

NASA Technical Reports Server (NTRS)

Kobayashi, Takahisa; Simon, Donald L.

2007-01-01

This paper investigates the integration of on-line and off-line diagnostic algorithms for aircraft gas turbine engines. The on-line diagnostic algorithm is designed for in-flight fault detection. It continuously monitors engine outputs for anomalous signatures induced by faults. The off-line diagnostic algorithm is designed to track engine health degradation over the lifetime of an engine. It estimates engine health degradation periodically over the course of the engine s life. The estimate generated by the off-line algorithm is used to update the on-line algorithm. Through this integration, the on-line algorithm becomes aware of engine health degradation, and its effectiveness to detect faults can be maintained while the engine continues to degrade. The benefit of this integration is investigated in a simulation environment using a nonlinear engine model.

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

14 CFR 91.529 - Flight engineer requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight engineer requirements. 91.529...-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft § 91.529 Flight engineer... flight engineer certificate: (1) An airplane for which a type certificate was issued before January 2...

Flight Research Using F100 Engine P680063 in the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Conners, Timothy R.; Maxwell, Michael D.

1994-01-01

The value of flight research in developing and evaluating gas turbine engines is high. NASA Dryden Flight Research Center has been conducting flight research on propulsion systems for many years. The F100 engine has been tested in the NASA F-15 research airplane in the last three decades. One engine in particular, S/N P680063, has been used for the entire program and has been flown in many pioneering propulsion flight research activities. Included are detailed flight-to-ground facility tests; tests of the first production digital engine control system, the first active stall margin control system, the first performance-seeking control system; and the first use of computer-controlled engine thrust for emergency flight control. The flight research has been supplemented with altitude facility tests at key times. This paper presents a review of the tests of engine P680063, the F-15 airplanes in which it flew, and the role of the flight test in maturing propulsion technology.

ATS-F radiant cooler contamination test in a hydrazine thruster exhaust

NASA Technical Reports Server (NTRS)

Chirivella, J. E.

1973-01-01

A test was conducted under simulated space conditions to determine the potential thermal degradation of the ATS-F radiant cooler from any contaminants generated by a 0.44-N(0.1-lbf) hydrazine thruster. The radiant cooler, a 0.44-N(0.1-lbf)hydrazine engine, and an aluminum plate simulating the satellite interface were assembled to simulate their flight configuration. The cooler was provided with platinum sensors for measuring temperature, and its surfaces were instrumented with six quartz crystal microbalance units (QCM) to measure contaminant mass deposits. The complete assembly was tested in the molecular sink vacuum facility (Molsink) at the Jet Propulsion Laboratory. This was the first time that a radiant cooler and a hydrazine engine were tested together in a very-high-vacuum space simulator, and this test was the first successful measurement of detectable deposits from hydrazine rocket engine plumes in a high vacuum. The engine was subjected to an accelerated duty cycle of 1 pulse/min, and after 2-hr of operation, the QCMs began to shift in frequency. The tests continued for several days and, although there was considerable activity in the QCMs, the cooler never experienced thermal degradation.

Landsat-7 Simulation and Testing Environments

NASA Technical Reports Server (NTRS)

Holmes, E.; Ha, K.; Hawkins, K.; Lombardo, J.; Ram, M.; Sabelhaus, P.; Scott, S.; Phillips, R.

1999-01-01

A spacecraft Attitude Control and Determination Subsystem (ACDS) is heavily dependent upon simulation throughout its entire development, implementation and ground test cycle. Engineering simulation tools are typically developed to design and analyze control systems to validate the design and software simulation tools are required to qualify the flight software. However, the need for simulation does not end here. Operating the ACDS of a spacecraft on the ground requires the simulation of spacecraft dynamics, disturbance modeling and celestial body motion. Sensor data must also be simulated and substituted for actual sensor data on the ground so that the spacecraft will respond by sending commands to the actuators as they will on orbit. And finally, the simulators is the primary training tool and test-bed for the Flight Operations Team. In this paper various ACDS simulation, developed for or used by the Landsat 7 project will be described. The paper will include a description of each tool, its unique attributes, and its role in the overall development and testing of the ACDS. Finally, a section is included which discusses how the coordinated use of these simulation tools can maximize the probability of uncovering software, hardware and operations errors during the ground test process.

Simple Sensitivity Analysis for Orion Guidance Navigation and Control

NASA Technical Reports Server (NTRS)

Pressburger, Tom; Hoelscher, Brian; Martin, Rodney; Sricharan, Kumar

2013-01-01

The performance of Orion flight software, especially its GNC software, is being analyzed by running Monte Carlo simulations of Orion spacecraft flights. The simulated performance is analyzed for conformance with flight requirements, expressed as performance constraints. Flight requirements include guidance (e.g. touchdown distance from target) and control (e.g., control saturation) as well as performance (e.g., heat load constraints). The Monte Carlo simulations disperse hundreds of simulation input variables, for everything from mass properties to date of launch. We describe in this paper a sensitivity analysis tool ("Critical Factors Tool" or CFT) developed to find the input variables or pairs of variables which by themselves significantly influence satisfaction of requirements or significantly affect key performance metrics (e.g., touchdown distance from target). Knowing these factors can inform robustness analysis, can inform where engineering resources are most needed, and could even affect operations. The contributions of this paper include the introduction of novel sensitivity measures, such as estimating success probability, and a technique for determining whether pairs of factors are interacting dependently or independently. The tool found that input variables such as moments, mass, thrust dispersions, and date of launch were found to be significant factors for success of various requirements. Examples are shown in this paper as well as a summary and physics discussion of EFT-1 driving factors that the tool found.

KSC-05PD-0855

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. During Terminal Countdown Demonstration Test (TCDT) activities at NASAs Kennedy Space Center, STS-114 Mission Specialist Andrew Thomas is ready to practice driving an M-113, an armored personnel carrier that is used for speedy departure from the launch pad in an emergency. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

KSC-05PD-0854

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. During Terminal Countdown Demonstration Test (TCDT) activities at NASAs Kennedy Space Center, STS-114 Pilot James Kelly is ready to practice driving an M-113, an armored personnel carrier that is used for speedy departure from the launch pad in an emergency. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

KSC-05PD-0846

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. During Terminal Countdown Demonstration Test (TCDT) activities at NASAs Kennedy Space Center, the STS-114 Mission Specialist Wendy Lawrence is getting ready to practice driving an M-113, an armored personnel carrier that is used for speedy departure from the launch pad in an emergency. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

KSC-05PD-0848

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. During Terminal Countdown Demonstration Test (TCDT) activities at NASAs Kennedy Space Center, STS-114 Mission Specialist Stephen Robinson is getting ready to practice driving an M-113, an armored personnel carrier that is used for speedy departure from the launch pad in an emergency. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

Cryogenic Optical Position Encoders for Mechanisms in the JWST Optical Telescope Element Simulator (OSIM)

NASA Technical Reports Server (NTRS)

Leviton, Douglas B.; Anderjaska, Thomas; Badger, James (Inventor); Capon, Tom; Davis, CLinton; Dicks, Brent (Inventor); Eichhorn, William; Garza, Mario; Guishard, Corina; Haghani, Shadan;

Expedition 23 Launch Day

NASA Image and Video Library

2010-04-01

Expedition 23 Flight Engineer Tracy Caldwell Dyson, front left, Expedition 23 Soyuz Commander Alexander Skvortsov, front center, and Expedition 23 Flight Engineer Mikhail Kornienko pose with backup crewmembers NASA Flight Engineer Scott Kelly of the U.S., back left, Flight Engineer Alexander Samokutyayev of Russia, back center, and Flight Engineer Andrei Borisenko of Russia, prior to the crews’ launch onboard a Soyuz rocket to the International Space Station on Friday, April 2, 2010, in Baikonur, Kazakhstan. Photo Credit: (NASA/Carla Cioffi)

Study of advanced fuel system concepts for commercial aircraft

NASA Technical Reports Server (NTRS)

Coffinberry, G. A.

1985-01-01

An analytical study was performed in order to assess relative performance and economic factors involved with alternative advanced fuel systems for future commercial aircraft operating with broadened property fuels. The DC-10-30 wide-body tri-jet aircraft and the CF6-8OX engine were used as a baseline design for the study. Three advanced systems were considered and were specifically aimed at addressing freezing point, thermal stability and lubricity fuel properties. Actual DC-10-30 routes and flight profiles were simulated by computer modeling and resulted in prediction of aircraft and engine fuel system temperatures during a nominal flight and during statistical one-day-per-year cold and hot flights. Emergency conditions were also evaluated. Fuel consumption and weight and power extraction results were obtained. An economic analysis was performed for new aircraft and systems. Advanced system means for fuel tank heating included fuel recirculation loops using engine lube heat and generator heat. Environmental control system bleed air heat was used for tank heating in a water recirculation loop. The results showed that fundamentally all of the three advanced systems are feasible but vary in their degree of compatibility with broadened-property fuel.

Notes on Earth Atmospheric Entry for Mars Sample Return Missions

NASA Technical Reports Server (NTRS)

Rivell, Thomas

2006-01-01

The entry of sample return vehicles (SRVs) into the Earth's atmosphere is the subject of this document. The Earth entry environment for vehicles, or capsules, returning from the planet Mars is discussed along with the subjects of dynamics, aerodynamics, and heat transfer. The material presented is intended for engineers and scientists who do not have strong backgrounds in aerodynamics, aerothermodynamics and flight mechanics. The document is not intended to be comprehensive and some important topics are omitted. The topics considered in this document include basic principles of physics (fluid mechanics, dynamics and heat transfer), chemistry and engineering mechanics. These subjects include: a) fluid mechanics (aerodynamics, aerothermodynamics, compressible fluids, shock waves, boundary layers, and flow regimes from subsonic to hypervelocity; b) the Earth s atmosphere and gravity; c) thermal protection system design considerations; d) heat and mass transfer (convection, radiation, and ablation); e) flight mechanics (basic rigid body dynamics and stability); and f) flight- and ground-test requirements; and g) trajectory and flow simulation methods.

Damage accumulation in titanium matrix composites under generic hypersonic vehicle flight simulation and sustained loads

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

Johnson, W.S.; Mirdamadi, M.; Bakuckas, J.G. Jr.

1996-12-31

Titanium matrix composites (TMC), such as Ti-15V-3Cr-3Al-3Sn (Ti-15-3) reinforced with continuous silicon-carbide fibers (SCS-6), are being evaluated for use in hypersonic vehicles and advanced gas turbine engines where high strength-to-weight and high stiffness-to-weight ratios at elevated temperatures are critical. Such applications expose the composite to mechanical fatigue loading as well as thermally induced cycles. The damage accumulation behavior of a [0/90]2s laminate made of Ti-15V-3Cr-3Al-3Sn (Ti-15-3) reinforced with continuous silicon-carbide fibers (SCS-6) subjected to a simulated generic hypersonic flight profile, portions of the flight profile, and sustained loads was evaluated experimentally. Portions of the flight profile were used separately tomore » isolate combinations of load and time at temperature that influenced the fatigue behavior of the composite. Sustained load tests were also conducted and the results were compared with the fatigue results under the flight profile and its portions. The test results indicated that the fatigue strength of this materials system is considerably reduced by a combination of load and time at temperature.« less

Republic P-47G Thunderbolt Undergoes Ground Testing

NASA Image and Video Library

1945-06-21

A Republic P-47G Thunderbolt is tested with a large blower on the hangar apron at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The blower could produce air velocities up to 250 miles per hour. This was strong enough to simulate take-off power and eliminated the need to risk flights with untried engines. The Republic P-47G was loaned to the laboratory to test NACA modifications to the Wright R-2800 engine’s cooling system at higher altitudes. The ground-based tests, seen here, were used to map the engine’s normal operating parameters. The P-47G then underwent an extensive flight test program to study temperature distribution among the engine’s 18 cylinders and develop methods to improve that distribution.

Fuel-conservation evaluation of US Army helicopters. Part 6. Performance calculator evaluation. Final report for period ending January 1981

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

Dominick, F.; Lockwood, R.A.

1986-07-01

The US Army Aviation Engineering Flight Activity conducted an evaluation of Flight Management Calculator for the UH-1H. The calculator was a Hewlett-Packard HP-41CV. The performance calculator was evaluated for flight planning and in-flight use during 14 mission flights simulating operational conditions. The calculator was much easier to use in-flight than the operator's manual data. The calculator program needs improvement in the areas of pre-flight planning and execution speed. The mission flights demonstrated a 19% fuel saving using optimum over normal flight profiles in warm temperatures (15/sup 0/C above standard). Savings would be greater at colder temperatures because of increasing compressibilitymore » effects. Acceptable accuracy for individual aircraft under operational conditions may require a regressive analog model in which individual aircraft data are used to update the program. The performance data base for the UH-1H was expanded with level flight and hover data to thrust coefficients and Mach numbers to the practical limits of aircraft operation.« less

14 CFR 121.453 - Flight engineer qualifications.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight engineer qualifications. 121.453... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Crewmember Qualifications § 121.453 Flight engineer qualifications. (a) No certificate holder may use any person nor may any person serve as a flight engineer on an...

14 CFR 121.453 - Flight engineer qualifications.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight engineer qualifications. 121.453... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Crewmember Qualifications § 121.453 Flight engineer qualifications. (a) No certificate holder may use any person nor may any person serve as a flight engineer on an...

14 CFR 121.453 - Flight engineer qualifications.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight engineer qualifications. 121.453... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Crewmember Qualifications § 121.453 Flight engineer qualifications. (a) No certificate holder may use any person nor may any person serve as a flight engineer on an...

14 CFR 121.453 - Flight engineer qualifications.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight engineer qualifications. 121.453... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Crewmember Qualifications § 121.453 Flight engineer qualifications. (a) No certificate holder may use any person nor may any person serve as a flight engineer on an...

14 CFR 121.453 - Flight engineer qualifications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight engineer qualifications. 121.453... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Crewmember Qualifications § 121.453 Flight engineer qualifications. (a) No certificate holder may use any person nor may any person serve as a flight engineer on an...

Design, Fabrication, and Testing of a Hopper Spacecraft Simulator

NASA Astrophysics Data System (ADS)

Mucasey, Evan Phillip Krell

A robust test bed is needed to facilitate future development of guidance, navigation, and control software for future vehicles capable of vertical takeoff and landings. Specifically, this work aims to develop both a hardware and software simulator that can be used for future flight software development for extra-planetary vehicles. To achieve the program requirements of a high thrust to weight ratio with large payload capability, the vehicle is designed to have a novel combination of electric motors and a micro jet engine is used to act as the propulsion elements. The spacecraft simulator underwent several iterations of hardware development using different materials and fabrication methods. The final design used a combination of carbon fiber and fiberglass that was cured under vacuum to serve as the frame of the vehicle which provided a strong, lightweight platform for all flight components and future payloads. The vehicle also uses an open source software development platform, Arduino, to serve as the initial flight computer and has onboard accelerometers, gyroscopes, and magnetometers to sense the vehicles attitude. To prevent instability due to noise, a polynomial kalman filter was designed and this fed the sensed angles and rates into a robust attitude controller which autonomously control the vehicle' s yaw, pitch, and roll angles. In addition to the hardware development of the vehicle itself, both a software simulation and a real time data acquisition interface was written in MATLAB/SIMULINK so that real flight data could be taken and then correlated to the simulation to prove the accuracy of the analytical model. In result, the full scale vehicle was designed and own outside of the lab environment and data showed that the software model accurately predicted the flight dynamics of the vehicle.

The Role of CFD Simulation in Rocket Propulsion Support Activities

NASA Technical Reports Server (NTRS)

West, Jeff

2011-01-01

Outline of the presentation: CFD at NASA/MSFC (1) Flight Projects are the Customer -- No Science Experiments (2) Customer Support (3) Guiding Philosophy and Resource Allocation (4) Where is CFD at NASA/MSFC? Examples of the expanding Role of CFD at NASA/MSFC (1) Liquid Rocket Engine Applications : Evolution from Symmetric and Steady to 3D Unsteady (2)Launch Pad Debris Transport-> Launch Pad Induced Environments (a) STS and Launch Pad Geometry-steady (b) Moving Body Shuttle Launch Simulations (c) IOP and Acoustics Simulations (3)General Purpose CFD Applications (4) Turbomachinery Applications

Effective Training for Flight in Icing Conditions

NASA Technical Reports Server (NTRS)

Barnhart, Billy P.; Ratvasky, Thomas P.

2007-01-01

The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations.

Demonstration of an Ice Contamination Effects Flight Training Device

NASA Technical Reports Server (NTRS)

Ratvasky, Thomas P.; Ranaudo, Richard J.; Blankenship, Kurt S.; Lee, Sam

2006-01-01

The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations

Control structural interaction testbed: A model for multiple flexible body verification

NASA Technical Reports Server (NTRS)

Chory, M. A.; Cohen, A. L.; Manning, R. A.; Narigon, M. L.; Spector, V. A.

1993-01-01

Conventional end-to-end ground tests for verification of control system performance become increasingly complicated with the development of large, multiple flexible body spacecraft structures. The expense of accurately reproducing the on-orbit dynamic environment and the attendant difficulties in reducing and accounting for ground test effects limits the value of these tests. TRW has developed a building block approach whereby a combination of analysis, simulation, and test has replaced end-to-end performance verification by ground test. Tests are performed at the component, subsystem, and system level on engineering testbeds. These tests are aimed at authenticating models to be used in end-to-end performance verification simulations: component and subassembly engineering tests and analyses establish models and critical parameters, unit level engineering and acceptance tests refine models, and subsystem level tests confirm the models' overall behavior. The Precision Control of Agile Spacecraft (PCAS) project has developed a control structural interaction testbed with a multibody flexible structure to investigate new methods of precision control. This testbed is a model for TRW's approach to verifying control system performance. This approach has several advantages: (1) no allocation for test measurement errors is required, increasing flight hardware design allocations; (2) the approach permits greater latitude in investigating off-nominal conditions and parametric sensitivities; and (3) the simulation approach is cost effective, because the investment is in understanding the root behavior of the flight hardware and not in the ground test equipment and environment.

Kenneth J. Szalai

NASA Technical Reports Server (NTRS)

1997-01-01

Kenneth J. Szalai was Director of the NASA Hugh L. Dryden Flight Research Center, Edwards, Calif., from January 1994 through July 1998. He retired from NASA at the end of July to join IBP Aerospace Group, Inc., as the company's new president and chief operating officer. As NASA's primary installation for flight research for more than half a century, Dryden is chartered to conceive and conduct experimental flight research for integrated flight and propulsion controls; advanced optical sensors and controls; viscous drag reduction; advanced configurations; high-altitude, long-endurance aircraft; remotely piloted vehicle technology; hypersonic vehicle experiments; high-speed research for civil transportation; atmospheric tests of advanced rocket and airbreathing propulsion concepts; instrumentation systems; and flight loads predictions. In carrying out this mission, Dryden operates some of the most advanced research aircraft in the nation. When Dryden was administratively a part of the NASA Ames Research Center, Moffett Field, Calif., Szalai was director and also held the position of Ames Deputy Director for Dryden from December 1990 until assuming his current position From 1982 until December 1990, Szalai directed the Dryden Research Engineering Division. He served as Associate Director of the Ames Research Center in 1989. Prior to 1982 he was chief of the Research Engineering Division's Dynamics and Control Branch, and chief of the Flight Control Section. Szalai began his NASA career at Dryden in 1964 following graduation from the University of Wisconsin, where he attended both the Milwaukee and Madison campuses. His bachelor of science degree is in electrical engineering. He also received a master of science degree in mechanical engineering from the University of Southern California in 1970. Szalai was principal investigator on the F-8 Digital Fly-By-Wire program, which successfully flew the first aircraft equipped with a digital electronic flight control system without any mechanical reversion capability. Szalai also held research and systems engineering positions on several research aircraft programs investigating flying qualities, integrated flight controls, and fault tolerant-flight critical systems. He was also flight test engineer and principal investigator on the NASA Airborne Simulator before assuming management positions within the Research Engineering Division. Szalai has worked in various technical and management positions on such programs as the F-111 IPCS, AFTI/F-16, HiMAT, F-15 DEEC, F-15 HIDEC, X-29, X-31, F-16XL Laminar Flow, Space Shuttle Orbiter, Pathfinder Solar Powered Aircraft, SR-71 Sonic Boom, F-15 and MD-11 Propulsion Controlled Aircraft, X-33, and X-38. Szalai has authored over 25 papers and reports and has been a lecturer for the NATO Advisory Group for Aeronautical Research and Development (AGARD). He has served on various technical committees and subcommittees for the American Institute of Aeronautics and Astronautics (AIAA) and Society of Automotive Engineers (SAE). Szalai, a Fellow of the AIAA, also served on the National Academy of Science's 'Aeronautics-2000' study. Among the awards Szalai has received are NASA's Exceptional Service Medal, the NASA Outstanding Leadership Medal, and the Presidential Meritorious and Distinguished Rank awards. Szalai was born June 1, 1942, in Milwaukee, Wisc., where he graduated from West Division High School.

General purpose simulation system of the data management system for Space Shuttle mission 18

NASA Technical Reports Server (NTRS)

Bengtson, N. M.; Mellichamp, J. M.; Smith, O. C.

1976-01-01

A simulation program for the flow of data through the Data Management System of Spacelab and Space Shuttle was presented. The science, engineering, command and guidance, navigation and control data were included. The programming language used was General Purpose Simulation System V (OS). The science and engineering data flow was modeled from its origin at the experiments and subsystems to transmission from Space Shuttle. Command data flow was modeled from the point of reception onboard and from the CDMS Control Panel to the experiments and subsystems. The GN&C data flow model handled data between the General Purpose Computer and the experiments and subsystems. Mission 18 was the particular flight chosen for simulation. The general structure of the program is presented, followed by a user's manual. Input data required to make runs are discussed followed by identification of the output statistics. The appendices contain a detailed model configuration, program listing and results.

High Speed Civil Transport Aircraft Simulation: Reference-H Cycle 1, MATLAB Implementation

NASA Technical Reports Server (NTRS)

Sotack, Robert A.; Chowdhry, Rajiv S.; Buttrill, Carey S.

1999-01-01

The mathematical model and associated code to simulate a high speed civil transport aircraft - the Boeing Reference H configuration - are described. The simulation was constructed in support of advanced control law research. In addition to providing time histories of the dynamic response, the code includes the capabilities for calculating trim solutions and for generating linear models. The simulation relies on the nonlinear, six-degree-of-freedom equations which govern the motion of a rigid aircraft in atmospheric flight. The 1962 Standard Atmosphere Tables are used along with a turbulence model to simulate the Earth atmosphere. The aircraft model has three parts - an aerodynamic model, an engine model, and a mass model. These models use the data from the Boeing Reference H cycle 1 simulation data base. Models for the actuator dynamics, landing gear, and flight control system are not included in this aircraft model. Dynamic responses generated by the nonlinear simulation are presented and compared with results generated from alternate simulations at Boeing Commercial Aircraft Company and NASA Langley Research Center. Also, dynamic responses generated using linear models are presented and compared with dynamic responses generated using the nonlinear simulation.

Discerning Trends in Performance Across Multiple Events

NASA Technical Reports Server (NTRS)

Slater, Simon; Hiltz, Mike; Rice, Craig

2006-01-01

Mass Data is a computer program that enables rapid, easy discernment of trends in performance data across multiple flights and ground tests. The program can perform Fourier analysis and other functions for the purposes of frequency analysis and trending of all variables. These functions facilitate identification of past use of diagnosed systems and of anomalies in such systems, and enable rapid assessment of related current problems. Many variables, for computation of which it is usually necessary to perform extensive manual manipulation of raw downlist data, are automatically computed and made available to all users, regularly eliminating the need for what would otherwise be an extensive amount of engineering analysis. Data from flight, ground test, and simulation are preprocessed and stored in one central location for instantaneous access and comparison for diagnostic and trending purposes. Rules are created so that an event log is created for every flight, making it easy to locate information on similar maneuvers across many flights. The same rules can be created for test sets and simulations, and are searchable, so that information on like events is easily accessible.

Scaling Methods for Simulating Aircraft In-Flight Icing Encounters

NASA Technical Reports Server (NTRS)

Anderson, David N.; Ruff, Gary A.

1997-01-01

This paper discusses scaling methods which permit the use of subscale models in icing wind tunnels to simulate natural flight in icing. Natural icing conditions exist when air temperatures are below freezing but cloud water droplets are super-cooled liquid. Aircraft flying through such clouds are susceptible to the accretion of ice on the leading edges of unprotected components such as wings, tailplane and engine inlets. To establish the aerodynamic penalties of such ice accretion and to determine what parts need to be protected from ice accretion (by heating, for example), extensive flight and wind-tunnel testing is necessary for new aircraft and components. Testing in icing tunnels is less expensive than flight testing, is safer, and permits better control of the test conditions. However, because of limitations on both model size and operating conditions in wind tunnels, it is often necessary to perform tests with either size or test conditions scaled. This paper describes the theoretical background to the development of icing scaling methods, discusses four methods, and presents results of tests to validate them.

A rotorcraft flight/propulsion control integration study

NASA Technical Reports Server (NTRS)

Ruttledge, D. G. C.

1986-01-01

An eclectic approach was taken to a study of the integration of digital flight and propulsion controls for helicopters. The basis of the evaluation was the current Gen Hel simulation of the UH-60A Black Hawk helicopter with a model of the GE T700 engine. A list of flight maneuver segments to be used in evaluating the effectiveness of such an integrated control system was composed, based on past experience and an extensive survey of the U.S. Army Air-to-Air Combat Test data. A number of possible features of an integrated system were examined and screened. Those that survived the screening were combined into a design that replaced the T700 fuel control and part of the control system in the UH-60A Gen Hel simulation. This design included portions of an existing pragmatic adaptive fuel control designed by the Chandler-Evans Company and an linear quadratic regulator (LQR) based N(p) governor designed by the GE company, combined with changes in the basic Sikorsky Aircraft designed control system. The integrated system exhibited improved total performance in many areas of the flight envelope.

General Aviation Pilot Advisory and Training System (GAPATS)

NASA Technical Reports Server (NTRS)

Painter, John; Ward, Donald T.; Kelly, Wallace; Crump, John W.; Phillips, Ron; Trang, Jeff; Lee, Kris; Branham, Paul A.; Krishnamurthy, Karthik; Alcorn, William P., Jr.;

The 0.040-scale space shuttle orbiter base heating model tests in the Lewis Research Center space power facility

NASA Technical Reports Server (NTRS)

Dezelick, R. A.

1976-01-01

Space shuttle base heating tests were conducted using a 0.040-scale model in the Plum Brook Space Power Facility of The NASA Lewis Research Center. The tests measured heat transfer rates, pressure distributions, and gas recovery temperatures on the orbiter vehicle 2A base configuration resulting from engine plume impingement. One hundred and sixty-eight hydrogen-oxygen engine firings were made at simulated flight altitudes ranging from 120,000 to 360,000 feet.

Aircraft Dynamic Modeling in Turbulence

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Cunninham, Kevin

2012-01-01

A method for accurately identifying aircraft dynamic models in turbulence was developed and demonstrated. The method uses orthogonal optimized multisine excitation inputs and an analytic method for enhancing signal-to-noise ratio for dynamic modeling in turbulence. A turbulence metric was developed to accurately characterize the turbulence level using flight measurements. The modeling technique was demonstrated in simulation, then applied to a subscale twin-engine jet transport aircraft in flight. Comparisons of modeling results obtained in turbulent air to results obtained in smooth air were used to demonstrate the effectiveness of the approach.

Experimental control requirements for life sciences

NASA Technical Reports Server (NTRS)

Berry, W. E.; Sharp, J. C.

1978-01-01

The Life Sciences dedicated Spacelab will enable scientists to test hypotheses in various disciplines. Building upon experience gained in mission simulations, orbital flight test experiments, and the first three Spacelab missions, NASA will be able to progressively develop the engineering and management capabilities necessary for the first Life Sciences Spacelab. Development of experiments for these missions will require implementation of life-support systems not previously flown in space. Plant growth chambers, animal holding facilities, aquatic specimen life-support systems, and centrifuge-mounted specimen holding units are examples of systems currently being designed and fabricated for flight.

Hyper-X Stage Separation Wind Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, W. C.; Holland, S. D.; DiFulvio, M.

2000-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system, the vehicle must depend upon some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind tunnel tests to support multi degree of freedom simulation of the separation process. Representative results from each series of tests are presented and issues and concerns during the process and current status will be highlighted.

Hyper-X Stage Separation Wind-Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, William C.; Holland, Scott D.; DiFulvio, Michael

2001-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system the vehicle must depend on some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind-tunnel tests to support multi-degree-of-freedom simulation of the separation process. Representative results from each series of tests are presented, and issues and concerns during the process and current status are highlighted.

Hyper-X Storage Separation Wind Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, William C.; Holland, Scott D.; Difulvio, Michael

2000-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow, conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system, the vehicle must depend upon some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind tunnel tests to support multi degree of freedom simulation of the separation process. Representative results from each series of tests are presented and issues and concerns during the process and current status will be highlighted.

Missile airframe simulation testbed: MANPADS (MAST-M) for test and evaluation of aircraft survivability equipment

NASA Astrophysics Data System (ADS)

Clements, Jim; Robinson, Richard; Bunt, Leslie; Robinson, Joe

2011-06-01

A number of techniques have been utilized to evaluate the performance of Aircraft Survivability Equipment (ASE) against threat Man-Portable Air Defense Systems (MANPADS). These techniques include flying actual threat MANPADS against stationary ASE with simulated aircraft signatures, testing installed ASE systems against simulated threat signatures, and laboratory hardware-in-the-loop (HWIL) testing with simulated aircraft and simulated missile signatures. All of these tests lack the realism of evaluating installed ASE against in-flight MANPADS on a terminal homing intercept path toward the actual ASE equipped aircraft. This limitation is due primarily to the current inability to perform non-destructive MANPADS/Aircraft flight testing. The U.S. Army Aviation and Missile Research and Development and Engineering Center (AMRDEC) is working to overcome this limitation with the development of a recoverable surrogate MANPADS missile system capable of engaging aircraft equipped with ASE while guaranteeing collision avoidance with the test aircraft. Under its Missile Airframe Simulation Testbed - MANPADS (MAST-M) program, the AMRDEC is developing a surrogate missile system which will utilize actual threat MANPADS seeker/guidance sections to control the flight of a surrogate missile which will perform a collision avoidance and recovery maneuver prior to intercept to insure non-destructive test and evaluation of the ASE and reuse of the MANPADS seeker/guidance section. The remainder of this paper provides an overview of this development program and intended use.

Medical Scenarios Relevant to Spaceflight

NASA Technical Reports Server (NTRS)

Bacal, Kira; Hurs, Victor; Doerr, Harold

2004-01-01

The Medical Operational Support Team (MOST) was tasked by the JSC Space Medicine and Life Sciences Directorate (SLSD) to incorporate medical simulation into 1) medical training for astronaut-crew medical officers (CMO) and medical flight control teams and 2) evaluations of procedures and resources required for medical care aboard the International Space Station (ISS). Development of evidence-based medical scenarios that mimic the physiology observed during spaceflight will be needed for the MOST to complete these two tasks. The MOST used a human patient simulator, the ISS-like resources in the Medical Simulation Laboratory (MSL), and evidence from space operations, military operations and medical literature to develop space relevant medical scenarios. These scenarios include conditions concerning airway management, Advanced Cardiac Life Support (ACLS) and mitigating anaphylactic symptoms. The MOST has used these space relevant medical scenarios to develop a preliminary space medical training regimen for NASA flight surgeons, Biomedical Flight Controllers (Biomedical Engineers; BME) and CMO-analogs. This regimen is conducted by the MOST in the MSL. The MOST has the capability to develop evidence-based space-relevant medical scenarios that can help SLSD I) demonstrate the proficiency of medical flight control teams to mitigate space-relevant medical events and 2) validate nextgeneration medical equipment and procedures for space medicine applications.

75 FR 23572 - Airworthiness Directives; Airbus Model A300 B2-1C, B2-203, B2K-3C, B4-103, B4-203, B4-2C...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-04

... cycles 6,700 flight 80A3 or Pratt & Whitney engines. flight cycles \\1\\. flight cycles or \\2\\. cycles or...-200 airplanes with GE CF6- 18,000 total 19,500 total 250 flight cycles 5,800 flight 80C2 engines... flight cycles 6,700 flight Pratt & Whitney JT9D engines. flight cycles \\1\\. flight cycles or \\2\\. cycles...

Thermal Characterization of a Simulated Fission Engine via Distributed Fiber Bragg Gratings

NASA Astrophysics Data System (ADS)

Duncan, Roger G.; Fielder, Robert S.; Seeley, Ryan J.; Kozikowski, Carrie L.; Raum, Matthew T.

2005-02-01

We report the use of distributed fiber Bragg gratings to monitor thermal conditions within a simulated nuclear reactor core located at the Early Flight Fission Test Facility of the NASA Marshall Space Flight Center. Distributed fiber-optic temperature measurements promise to add significant capability and advance the state-of-the-art in high-temperature sensing. For the work reported herein, seven probes were constructed with ten sensors each for a total of 70 sensor locations throughout the core. These discrete temperature sensors were monitored over a nine hour period while the test article was heated to over 700 °C and cooled to ambient through two operational cycles. The sensor density available permits a significantly elevated understanding of thermal effects within the simulated reactor. Fiber-optic sensor performance is shown to compare very favorably with co-located thermocouples where such co-location was feasible.

Simulation of Aircraft Engine Blade-Out Structural Dynamics

NASA Technical Reports Server (NTRS)

Lawrence, Charles; Carney, Kelly; Gallardo, Vicente

2001-01-01

A primary concern of aircraft structure designers is the accurate simulation of the blade-out event and the subsequent windmilling of the engine. Reliable simulations of the blade-out event are required to insure structural integrity during flight as well as to guarantee successful blade-out certification testing. The system simulation includes the lost blade loadings and the interactions between the rotating turbomachinery and the remaining aircraft structural components. General-purpose finite element structural analysis codes such as MSC NASTRAN are typically used and special provisions are made to include transient effects from the blade loss and rotational effects resulting from the engine's turbomachinery. The present study provides the equations of motion for rotordynamic response including the effect of spooldown speed and rotor unbalance and examines the effects of these terms on a cantilevered rotor. The effect of spooldown speed is found to be greater with increasing spooldown rate. The parametric term resulting from the mass unbalance has a more significant effect on the rotordynamic response than does the spooldown term. The parametric term affects both the peak amplitudes as well as the resonant frequencies of the rotor.

Simulation of Aircraft Engine Blade-Out Structural Dynamics. Revised

NASA Technical Reports Server (NTRS)

Lawrence, Charles; Carney, Kelly; Gallardo, Vicente

2001-01-01

A primary concern of aircraft structure designers is the accurate simulation of the blade-out event and the subsequent windmilling of the engine. Reliable simulations of the blade-out event are required to insure structural integrity during flight as well as to guarantee successful blade-out certification testing. The system simulation includes the lost blade loadings and the interactions between the rotating turbomachinery and the remaining aircraft structural components. General-purpose finite element structural analysis codes such as MSC NASTRAN are typically used and special provisions are made to include transient effects from the blade loss and rotational effects resulting from the engine's turbomachinery. The present study provides the equations of motion for rotordynamic response including the effect of spooldown speed and rotor unbalance and examines the effects of these terms on a cantilevered rotor. The effect of spooldown speed is found to be greater with increasing spooldown rate. The parametric term resulting from the mass unbalance has a more significant effect on the rotordynamic response than does the spooldown term. The parametric term affects both the peak amplitudes as well as the resonant frequencies of the rotor.

Research and technology, 1990

NASA Technical Reports Server (NTRS)

1990-01-01

Selected research and technology activities at Ames Research Center, including the Moffett Field site and the Dryden Flight Research Facility, are summarized. These accomplishments exemplify the Center's varied and highly productive research efforts for 1990. The activities addressed are under the directories of: (1) aerospace systems which contains aircraft technology, full-scale aerodynamics research, information sciences, aerospace human factors research, and flight systems and simulation research divisions; (2) Dryden flight research facility which contains research engineering division; (3) aerophysics which contains aerodynamics, fluid dynamics, and thermosciences divisions; and (4) space research which contains advanced life support, space projects, earth system science, life science, and space science divisions, and search for extraterrestrial intelligence and space life sciences payloads offices.

STS-88 Mission Specialist Nancy J. Currie suits up for TCDT

NASA Technical Reports Server (NTRS)

1998-01-01

STS-88 Mission Specialist Nancy J. Currie suits up in the Operations and Checkout Building, as part of flight crew equipment fit check, prior to her trip to Launch Pad 39A. She is helped by suit tech Drew Billingsley. The crew are at KSC to participate in the Terminal Countdown Demonstration Test (TCDT) which includes mission familiarization activities, emergency egress training, and the simulated main engine cut-off exercise. This is Currie's third space flight. Mission STS-88 is targeted for launch on Dec. 3, 1998. It is the first U.S. flight for the assembly of the International Space Station and will carry the Unity connecting module.

14 CFR Appendix C to Part 63 - Flight Engineer Training Course Requirements

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight Engineer Training Course... to Part 63—Flight Engineer Training Course Requirements (a) Training course outline—(1) Format. The... programmed coverage for the initial approval of a ground training course for flight engineers. Subsequent to...

14 CFR Appendix C to Part 63 - Flight Engineer Training Course Requirements

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Flight Engineer Training Course... to Part 63—Flight Engineer Training Course Requirements (a) Training course outline—(1) Format. The... programmed coverage for the initial approval of a ground training course for flight engineers. Subsequent to...

14 CFR Appendix C to Part 63 - Flight Engineer Training Course Requirements

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight Engineer Training Course... to Part 63—Flight Engineer Training Course Requirements (a) Training course outline—(1) Format. The... programmed coverage for the initial approval of a ground training course for flight engineers. Subsequent to...

14 CFR Appendix C to Part 63 - Flight Engineer Training Course Requirements

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Flight Engineer Training Course... to Part 63—Flight Engineer Training Course Requirements (a) Training course outline—(1) Format. The... programmed coverage for the initial approval of a ground training course for flight engineers. Subsequent to...

Development of Polarized UV Raman and Infrared Emission/Absorption Spectroscopy for Rocket Engine Applications

NASA Technical Reports Server (NTRS)

Osborne, Robin; Wehrmeyer, Joseph; Farmer, Richard; Trinh, Huu; Dobson, Chris; Eskridge, Richard; Cramer, John; Hartfield, Roy; Turner, Jim (Technical Monitor)

2001-01-01

The objective of this project is to provide measurements of species concentrations and temperature for hot-fire test articles at Test Stand 115 at NASA Marshall Space Flight Center. Measurements can be useful for comparison to computational fluid dynamics simulations and help to evaluate combustion performance.

Argonne News Brief: Making Sense of Noise

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

None

The Argonne Leadership Computing Facility at Argonne National Laboratory helped Joe Nichols, of the University of Minnesota, to create high fidelity simulations of jet turbulence to determine how and where noise is produced. The results may lead to novel engineering designs that reduce noise over commercial flight paths and on aircraft carrier decks.

Using Immersive Virtual Environments for Certification

NASA Technical Reports Server (NTRS)

Lutz, R.; Cruz-Neira, C.

1998-01-01

Immersive virtual environments (VEs) technology has matured to the point where it can be utilized as a scientific and engineering problem solving tool. In particular, VEs are starting to be used to design and evaluate safety-critical systems that involve human operators, such as flight and driving simulators, complex machinery training, and emergency rescue strategies.

V/STOL propulsion control analysis: Phase 2, task 5-9

NASA Technical Reports Server (NTRS)

1981-01-01

Typical V/STOL propulsion control requirements were derived for transition between vertical and horizontal flight using the General Electric RALS (Remote Augmented Lift System) concept. Steady-state operating requirements were defined for a typical Vertical-to-Horizontal transition and for a typical Horizontal-to-Vertical transition. Control mode requirements were established and multi-variable regulators developed for individual operating conditions. Proportional/Integral gain schedules were developed and were incorporated into a transition controller with capabilities for mode switching and manipulated variable reassignment. A non-linear component-level transient model of the engine was developed and utilized to provide a preliminary check-out of the controller logic. An inlet and nozzle effects model was developed for subsequent incorporation into the engine model and an aircraft model was developed for preliminary flight transition simulations. A condition monitoring development plan was developed and preliminary design requirements established. The Phase 1 long-range technology plan was refined and restructured toward the development of a real-time high fidelity transient model of a supersonic V/STOL propulsion system and controller for use in a piloted simulation program at NASA-Ames.