Science.gov

Sample records for flight recorders

  1. 14 CFR 61.189 - Flight instructor records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Flight Instructors With a Sport Pilot Rating § 61.189 Flight instructor records. (a) A flight instructor must sign the logbook of each person to whom that instructor has given flight training or ground training. (b) A flight instructor must maintain a record in a logbook or a separate document that...

  2. 14 CFR 23.1459 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... for preflight checking of the recorder for proper recording of data in the storage medium; (5) Except... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight data recorders. 23.1459 Section 23... Equipment § 23.1459 Flight data recorders. (a) Each flight recorder required by the operating rules of...

  3. 14 CFR 23.1459 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... for preflight checking of the recorder for proper recording of data in the storage medium; (5) Except... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight data recorders. 23.1459 Section 23... Equipment § 23.1459 Flight data recorders. (a) Each flight recorder required by the operating rules of...

  4. 14 CFR 121.343 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in... Safety Board under part 830 of its regulations and that results in termination of the flight, the... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight data recorders. 121.343 Section...

  5. 14 CFR 121.343 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in... Safety Board under part 830 of its regulations and that results in termination of the flight, the... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight data recorders. 121.343 Section...

  6. 14 CFR 121.343 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in... Safety Board under part 830 of its regulations and that results in termination of the flight, the... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight data recorders. 121.343 Section...

  7. 14 CFR 121.343 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in... Safety Board under part 830 of its regulations and that results in termination of the flight, the... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight data recorders. 121.343 Section...

  8. Estimating Atmospheric Turbulence From Flight Records

    NASA Technical Reports Server (NTRS)

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

    1991-01-01

    Method for estimation of atmospheric turbulence encountered by airplanes utilizes wealth of data captured by multichannel digital flight-data recorders and air-traffic-control radar. Developed as part of continuing effort to understand how airplanes respond to such potentially hazardous phenomena as: clear-air turbulence generated by destabilized wind-shear layers above mountains and thunderstorms, and microbursts (intense downdrafts striking ground), associated with thunderstorms. Reconstructed wind fields used to predict and avoid future hazards.

  9. 14 CFR 29.1459 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine... any crash impact; and (6) Whether the cockpit voice recorder and digital flight data recorder are... may disable both the cockpit voice recorder and the digital flight data recorder. (b)...

  10. 14 CFR 27.1459 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine... any crash impact; and (6) Whether the cockpit voice recorder and digital flight data recorder are... may disable both the cockpit voice recorder and the digital flight data recorder. (b)...

  11. 14 CFR 121.346 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight data recorders: filtered data. 121... § 121.346 Flight data recorders: filtered data. (a) A flight data signal is filtered when an original... sensor signal value can be reconstructed from the recorded data. This demonstration requires that:...

  12. 14 CFR 121.346 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight data recorders: filtered data. 121... § 121.346 Flight data recorders: filtered data. (a) A flight data signal is filtered when an original... sensor signal value can be reconstructed from the recorded data. This demonstration requires that:...

  13. 14 CFR 125.228 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight data recorders: filtered data. 125... Equipment Requirements § 125.228 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  14. 14 CFR 125.228 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight data recorders: filtered data. 125... Equipment Requirements § 125.228 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  15. 14 CFR 121.346 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight data recorders: filtered data. 121... § 121.346 Flight data recorders: filtered data. (a) A flight data signal is filtered when an original... sensor signal value can be reconstructed from the recorded data. This demonstration requires that:...

  16. 14 CFR 135.156 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight data recorders: filtered data. 135... Aircraft and Equipment § 135.156 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  17. 14 CFR 125.228 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight data recorders: filtered data. 125... Equipment Requirements § 125.228 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  18. 14 CFR 135.156 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight data recorders: filtered data. 135... Aircraft and Equipment § 135.156 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  19. 14 CFR 125.228 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight data recorders: filtered data. 125... Equipment Requirements § 125.228 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  20. 14 CFR 135.156 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight data recorders: filtered data. 135... Aircraft and Equipment § 135.156 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  1. 14 CFR 121.346 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight data recorders: filtered data. 121... § 121.346 Flight data recorders: filtered data. (a) A flight data signal is filtered when an original... sensor signal value can be reconstructed from the recorded data. This demonstration requires that:...

  2. 14 CFR 135.156 - Flight data recorders: filtered data.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight data recorders: filtered data. 135... Aircraft and Equipment § 135.156 Flight data recorders: filtered data. (a) A flight data signal is filtered... original sensor signal value can be reconstructed from the recorded data. This demonstration requires...

  3. 14 CFR 125.225 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight data recorders. 125.225 Section 125... Requirements § 125.225 Flight data recorders. (a) Except as provided in paragraph (d) of this section, after... October 1, 1969, unless it is equipped with one or more approved flight recorders that utilize a...

  4. 14 CFR 125.225 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight data recorders. 125.225 Section 125... Requirements § 125.225 Flight data recorders. (a) Except as provided in paragraph (d) of this section, after... October 1, 1969, unless it is equipped with one or more approved flight recorders that utilize a...

  5. 14 CFR 125.225 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight data recorders. 125.225 Section 125... Requirements § 125.225 Flight data recorders. (a) Except as provided in paragraph (d) of this section, after... October 1, 1969, unless it is equipped with one or more approved flight recorders that utilize a...

  6. 14 CFR 125.225 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight data recorders. 125.225 Section 125... Requirements § 125.225 Flight data recorders. (a) Except as provided in paragraph (d) of this section, after... October 1, 1969, unless it is equipped with one or more approved flight recorders that utilize a...

  7. 14 CFR 25.1459 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... of the recorder for proper recording of data in the storage medium; (5) Except for recorders powered... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight data recorders. 25.1459 Section 25... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 25.1459 Flight...

  8. 14 CFR 25.1459 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... of the recorder for proper recording of data in the storage medium; (5) Except for recorders powered... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight data recorders. 25.1459 Section 25... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Equipment Miscellaneous Equipment § 25.1459 Flight...

  9. Controlled impact demonstration flight data recorders/cockpit voice recorders

    NASA Technical Reports Server (NTRS)

    Garodz, L. J.

    1986-01-01

    It was found that the sampling rates from flight recorders on a remotely piloted transport aircraft that crashed into the ground were too low, although they were higher than those required now by regulations. For example, the sampling rate for roll angle was one per second. The sampling rate for normal acceleration was also fairly low. Existing regulations require only 4 samples per second; researchers had 16 samples per second. Some data was lost during the initial impact. The frequency response data was adequate.

  10. 14 CFR 125.225 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... October 1, 1969, unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium... September 30, 1969, unless it is equipped with one or more approved flight recorders that utilize a...

  11. 14 CFR 129.20 - Digital flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Digital flight data recorders. 129.20... § 129.20 Digital flight data recorders. No person may operate an aircraft under this part that is... digital method of recording and storing data and a method of readily retrieving that data from the...

  12. 14 CFR 29.1459 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight data recorders. 29.1459 Section 29... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment Miscellaneous Equipment § 29.1459 Flight...

  13. 14 CFR 27.1459 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight data recorders. 27.1459 Section 27... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment Safety Equipment § 27.1459 Flight data...

  14. 14 CFR 29.1459 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight data recorders. 29.1459 Section 29... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Equipment Miscellaneous Equipment § 29.1459 Flight...

  15. 14 CFR 27.1459 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight data recorders. 27.1459 Section 27... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Equipment Safety Equipment § 27.1459 Flight data...

  16. 14 CFR 129.20 - Digital flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Digital flight data recorders. 129.20... § 129.20 Digital flight data recorders. No person may operate an aircraft under this part that is... digital method of recording and storing data and a method of readily retrieving that data from the...

  17. 14 CFR 129.20 - Digital flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Digital flight data recorders. 129.20... § 129.20 Digital flight data recorders. No person may operate an aircraft under this part that is... digital method of recording and storing data and a method of readily retrieving that data from the...

  18. 14 CFR 129.20 - Digital flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Digital flight data recorders. 129.20... § 129.20 Digital flight data recorders. No person may operate an aircraft under this part that is... digital method of recording and storing data and a method of readily retrieving that data from the...

  19. 14 CFR 129.20 - Digital flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Digital flight data recorders. 129.20... § 129.20 Digital flight data recorders. No person may operate an aircraft under this part that is... digital method of recording and storing data and a method of readily retrieving that data from the...

  20. Paul Bikle's Record Altitude Sailplane Flight

    NASA Video Gallery

    On a cold and windy February afternoon 50 years ago, the late Paul Bikle, then director of NASA's Flight Research Center, soared into the stratosphere with one goal in mind - a world altitude recor...

  1. NACA Flight-Path Angle and Air-Speed Recorder

    NASA Technical Reports Server (NTRS)

    Coleman, Donald G

    1926-01-01

    A new trailing bomb-type instrument for photographically recording the flight-path angle and air speed of aircraft in unaccelerated flight is described. The instrument consists essentially of an inclinometer, air-speed meter and a film-drum case. The inclinometer carries an oil-damped pendulum which records optically the flight-path angle upon a rotating motor-driven film drum. The air-speed meter consists of a taut metal diaphragm of high natural frequency which is acted upon by the pressure difference of a Prandtl type Pitot-static tube. The inclinometer record and air-speed record are made optically on the same sensitive film. Two records taken by this instrument are shown.

  2. Data Mining of NASA Boeing 737 Flight Data: Frequency Analysis of In-Flight Recorded Data

    NASA Technical Reports Server (NTRS)

    Butterfield, Ansel J.

    2001-01-01

    Data recorded during flights of the NASA Trailblazer Boeing 737 have been analyzed to ascertain the presence of aircraft structural responses from various excitations such as the engine, aerodynamic effects, wind gusts, and control system operations. The NASA Trailblazer Boeing 737 was chosen as a focus of the study because of a large quantity of its flight data records. The goal of this study was to determine if any aircraft structural characteristics could be identified from flight data collected for measuring non-structural phenomena. A number of such data were examined for spatial and frequency correlation as a means of discovering hidden knowledge of the dynamic behavior of the aircraft. Data recorded from on-board dynamic sensors over a range of flight conditions showed consistently appearing frequencies. Those frequencies were attributed to aircraft structural vibrations.

  3. Investigation of system integration methods for bubble domain flight recorders

    NASA Technical Reports Server (NTRS)

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

    1975-01-01

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

  4. Small-aircraft flight evaluation of Rustrak chart recorder

    NASA Technical Reports Server (NTRS)

    Salter, R. J., Jr.; Lilley, R. W.

    1976-01-01

    It was found that the RUSTRAK recorder was only slightly hampered by aircraft vibration while in level cruising flight or while taxiing, regardless of light turbulence or particular mounting configuration. No one mounting configuration was better than the other. There is some (approximately 1/4 inch) vibration error during climbs, descents, and touchdowns in choppy weather. However, it was found that improved performance resulted from setting the recorder on carpet rather than the metal floor plate. This suggests that padding the recorder with some cushioning, shock-damping material might reduce the engine vibration and wind chop effects.

  5. Value of survivability and recoverability of flight data recorders

    NASA Astrophysics Data System (ADS)

    Wells, J. W.; Wells, W. D.

    1981-11-01

    Alternative design approaches to provide survival recorded flight information offer different degrees of effectiveness. The method of protecting recorded information selected in a given application should be that which provides the most economically effective capability. The value of accident information is derived from its usefulness in accident prevention. Capability and design trades for survivability versus contributions to usefulness of information is considered in terms of economic measurement. A method is outlined for assessing recorder survivability and recoverability direct benefits, (reduced cost of investigating accident or criminal intent) and bottom line benefits (reduction of aircraft grounding expenses or reduction of fault correction cost by more reliable data inputs).

  6. 14 CFR 121.344a - Digital flight data recorders for 10-19 seat airplanes.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Digital flight data recorders for 10-19... Equipment Requirements § 121.344a Digital flight data recorders for 10-19 seat airplanes. (a) Except as... with one or more approved flight recorders that use a digital method of recording and storing data...

  7. 14 CFR 121.344a - Digital flight data recorders for 10-19 seat airplanes.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Digital flight data recorders for 10-19... Equipment Requirements § 121.344a Digital flight data recorders for 10-19 seat airplanes. (a) Except as... with one or more approved flight recorders that use a digital method of recording and storing data...

  8. 14 CFR 121.344a - Digital flight data recorders for 10-19 seat airplanes.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Digital flight data recorders for 10-19... Equipment Requirements § 121.344a Digital flight data recorders for 10-19 seat airplanes. (a) Except as... with one or more approved flight recorders that use a digital method of recording and storing data...

  9. 14 CFR 121.344a - Digital flight data recorders for 10-19 seat airplanes.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Digital flight data recorders for 10-19... Equipment Requirements § 121.344a Digital flight data recorders for 10-19 seat airplanes. (a) Except as... with one or more approved flight recorders that use a digital method of recording and storing data...

  10. 14 CFR 121.344a - Digital flight data recorders for 10-19 seat airplanes.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Digital flight data recorders for 10-19... Equipment Requirements § 121.344a Digital flight data recorders for 10-19 seat airplanes. (a) Except as... with one or more approved flight recorders that use a digital method of recording and storing data...

  11. Extracting a representative loading spectrum from recorded flight data

    NASA Technical Reports Server (NTRS)

    Denyer, Anthony G.

    1994-01-01

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

  12. 14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane Flight Recorder Specification F Appendix F to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... F Appendix F to Part 135—Airplane Flight Recorder Specification The recorded values must meet...

  13. 14 CFR Appendix F to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification F Appendix F to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... F Appendix F to Part 135—Airplane Flight Recorder Specification The recorded values must meet...

  14. Software Interface Assessment of the Centralized Aviation Flight Records System (CAFRS) 4.0

    DTIC Science & Technology

    2015-05-01

    Software Interface Assessment of the Centralized Aviation Flight Records System (CAFRS) 4.0 by Gina A Pomranky-Hartnett, David B Durbin, and...21005-5425 ARL-TR-7289 May 2015 Software Interface Assessment of the Centralized Aviation Flight Records System (CAFRS) 4.0 Gina A...Interface Assessment of the Centralized Aviation Flight Records System (CAFRS) 4.0 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT

  15. Severe Turbulence and Maneuvering from Airline Flight Records

    NASA Technical Reports Server (NTRS)

    Wingrove, Rodney C.; Bach, R. E., Jr.

    1994-01-01

    Digital flight records from reported clear-air turbulence incidents are used to determine winds and turbulence, to determine maneuver g loads, and to analyze control problems. Many cases of severe turbulence are found downwind of mountains and thunderstorms where sharp, sudden jolts are associated with vortices in atmospheric waves. Other cases of severe turbulence are round in strong updrafts above thunderstorm buildups that may be undetected by onboard weather radar. An important finding is that there are large maneuvering loads in over half of the reported clear-air turbulence incidents. Maneuvering loads are determined through an analysis of the short-term variations in elevator deflection and aircraft pitch angle. For altitude control in mountain waves the results indicate that small pitch angle changes with proper timing are sufficient to counter variations in vertical wind. For airspeed control in strong mountain waves, however, there is neither the available thrust nor the quickness in engine response necessary to counter the large variations in winds.

  16. 14 CFR Appendix D to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specification D Appendix D to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... D Appendix D to Part 135—Airplane Flight Recorder Specification Parameters Range Accuracy...

  17. 14 CFR Appendix D to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specification D Appendix D to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... D Appendix D to Part 135—Airplane Flight Recorder Specification Parameters Range Accuracy...

  18. 14 CFR Appendix D to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification D.... D Appendix D to Part 135—Airplane Flight Recorder Specification Parameters Range Accuracy sensor.... 3 For airplanes that can demonstrate the capability of deriving either the control input on...

  19. 14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2011 CFR

    2011-01-01

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

  20. 14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2011 CFR

    2011-01-01

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

  1. 14 CFR Appendix D to Part 125 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification D... AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD... Appendix D to Part 125—Airplane Flight Recorder Specification Parameters Range Accuracy sensor input...

  2. Airplane tracking documents the fastest flight speeds recorded for bats

    PubMed Central

    Kunz, Thomas H.; Dechmann, Dina K. N.; Swartz, Sharon M.; Wikelski, Martin

    2016-01-01

    The performance capabilities of flying animals reflect the interplay of biomechanical and physiological constraints and evolutionary innovation. Of the two extant groups of vertebrates that are capable of powered flight, birds are thought to fly more efficiently and faster than bats. However, fast-flying bat species that are adapted for flight in open airspace are similar in wing shape and appear to be similar in flight dynamics to fast-flying birds that exploit the same aerial niche. Here, we investigate flight behaviour in seven free-flying Brazilian free-tailed bats (Tadarida brasiliensis) and report that the maximum ground speeds achieved exceed speeds previously documented for any bat. Regional wind modelling indicates that bats adjusted flight speeds in response to winds by flying more slowly as wind support increased and flying faster when confronted with crosswinds, as demonstrated for insects, birds and other bats. Increased frequency of pauses in wing beats at faster speeds suggests that flap-gliding assists the bats' rapid flight. Our results suggest that flight performance in bats has been underappreciated and that functional differences in the flight abilities of birds and bats require re-evaluation. PMID:28018618

  3. Airplane tracking documents the fastest flight speeds recorded for bats.

    PubMed

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

    2016-11-01

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

  4. 14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Helicopter Flight Recorder Specifications F Appendix F to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Pt. 91, App....

  5. 14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Helicopter Flight Recorder Specifications F Appendix F to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Pt. 91, App....

  6. 14 CFR 121.343 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and... recorders that utilize a digital method of recording and storing data and a method of readily...

  7. 14 CFR 25.1459 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... service to essential or emergency loads. (ii) It remains powered for as long as possible without... of the recorder for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to...

  8. 14 CFR 25.1459 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... service to essential or emergency loads. (ii) It remains powered for as long as possible without... of the recorder for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to...

  9. 14 CFR 25.1459 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... service to essential or emergency loads. (ii) It remains powered for as long as possible without... of the recorder for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to...

  10. 14 CFR 29.1459 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... essential or emergency loads. (ii) It remains powered for as long as possible without jeopardizing emergency... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-drive electrical generator system, there is an automatic means to simultaneously stop a...

  11. 14 CFR 27.1459 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... essential or emergency loads. (ii) It remains powered for as long as possible without jeopardizing emergency... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a...

  12. 14 CFR 27.1459 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... essential or emergency loads. (ii) It remains powered for as long as possible without jeopardizing emergency... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a...

  13. 14 CFR 29.1459 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... essential or emergency loads. (ii) It remains powered for as long as possible without jeopardizing emergency... for proper recording of data in the storage medium; (5) Except for recorders powered solely by the engine-drive electrical generator system, there is an automatic means to simultaneously stop a...

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

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... range. 4 This column applies to aircraft manufactured after October 11, 1991. 5 For Pitch Control... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum... where peaks, ref. to 1g are recorded) 0.03g. Longitudinal Acceleration ±1.0g ±1.5% max. range...

  15. A new all-purpose digital flight data recorder

    NASA Astrophysics Data System (ADS)

    Eason, P. H.

    1981-11-01

    A recorder which can be installed interchangably in ARINC 542 or ARINC 573/717 equipped aircraft features a coplanar, peripheral belt driven magnetic tape transport containing 450 ft of 1/4 in tape. Two interleaved 4-channel read/write heads and two erase heads are incorporated. A 7.5 deg external drive step motor operating in a slew mode drives the tape at 6 ips. The electronics cards are standard plug in boards containing: read/write, transport, data acquisition data acquisition expansion, and aircraft wiring interfaces; as well as the recording system and data acquisition controllers. The built in test capability exceeds 95% fault detection.

  16. 14 CFR 23.1459 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... for recorders powered solely by the engine-driven electrical generator system, there is an automatic... without jeopardizing service to essential or emergency loads. (ii) It remains powered for as long as... not be where aft-mounted engines may crush the container upon impact. (c) A correlation must...

  17. 14 CFR 23.1459 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... for recorders powered solely by the engine-driven electrical generator system, there is an automatic... without jeopardizing service to essential or emergency loads. (ii) It remains powered for as long as... not be where aft-mounted engines may crush the container upon impact. (c) A correlation must...

  18. 14 CFR 23.1459 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... for recorders powered solely by the engine-driven electrical generator system, there is an automatic... without jeopardizing service to essential or emergency loads. (ii) It remains powered for as long as... not be where aft-mounted engines may crush the container upon impact. (c) A correlation must...

  19. Application of Flight Simulator Record/Playback Feature.

    DTIC Science & Technology

    1979-12-01

    complex visual flying task in ASPT under one of three instructional conditions which differed in their use of an automated record/playback feature. The...Advanced Instructional Features and Methods in ASPT . The work unit supports project 1123, Flying Training Development; task 112302, Ivstructional...cloverleaf maneuver flown in the present study. Appwffaa. The study was conducted on the Advanced Simulator for Pilot Training ( ASPT ) located at the Flying

  20. 14 CFR 91.609 - Flight data recorders and cockpit voice recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium, that are capable of recording the data specified in appendix E to this part,...

  1. 14 CFR 91.609 - Flight data recorders and cockpit voice recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... Equipment and Operating Requirements for Large and Transport Category Aircraft § 91.609 Flight data... certificate may conduct any operation under this part with an aircraft listed in the holder's operations specifications or current list of aircraft used in air transportation unless that aircraft complies with...

  2. Enhanced Query Data Recorder (EQDR) - Networked Flight Recorder for the Future

    DTIC Science & Technology

    2013-02-19

    Test and Evaluation/Science and Technology Program Spectrum Efficient Technologies E h d Q D t R dn ance uery a a ecor er – Networked Flight...Parallelizing storage and retrieval mechanisms to enhance performance Project Description Th E h d Q D t R d (EQDR) ille n ance uery a a ecor er w

  3. 77 FR 69491 - Privacy Act of 1974: System of Records; Secure Flight Records

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-11-19

    ... that the change to routine use 3 will be effective 30 days after date of publication in the Federal... posted without change to http://www.regulations.gov , including any personal information provided. Docket... to vet passengers on U.S. government operated, chartered, or leased flights. A corresponding...

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

    NASA Technical Reports Server (NTRS)

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

    2002-01-01

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

  5. 14 CFR Appendix D to Part 125 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specification D Appendix D to Part 125 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Pt. 125, App....

  6. 14 CFR Appendix D to Part 125 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specification D Appendix D to Part 125 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Pt. 125, App....

  7. 14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplane Flight Recorder Specification B... REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Pt. 121, App. B Appendix B to Part 121—Airplane... airplanes that can demonstrate the capability of deriving either the control input on control movement...

  8. 14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... Position 4 Full range ±3% 2 1%2. 1 When data sources are aircraft instruments (except altimeters) of... cent of full range. 3 This column applies to aircraft manufactured after October 11, 1991. 4 For all... Appendix F to Part 91—Helicopter Flight Recorder Specifications Parameters Range Installed system 1...

  9. 14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... Position 4 Full range ±3% 2 1%2. 1 When data sources are aircraft instruments (except altimeters) of... cent of full range. 3 This column applies to aircraft manufactured after October 11, 1991. 4 For all... Appendix F to Part 91—Helicopter Flight Recorder Specifications Parameters Range Installed system 1...

  10. 14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Helicopter Flight Recorder Specifications E Appendix E to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: COMMUTER AND ON...

  11. 14 CFR Appendix E to Part 135 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Helicopter Flight Recorder Specifications E Appendix E to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: CERTIFICATION AND OPERATIONS OPERATING REQUIREMENTS: COMMUTER AND ON...

  12. 14 CFR Appendix B to Part 121 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specification B Appendix B to Part 121 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Hrs ±0.125% Per Hour 0.25 (1 per 4 seconds) 1 sec. Altitude −1,000 ft to max certificated altitude...

  13. 14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION...% or ±10 kts., whichever is greater. Resolution 2 kts. below 175 KIAS 1 1% 3 Altitude −1,000 ft. to...

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

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... (KIAS) ±5% or ±10 kts., whichever is greater. Resolution 2 kts. below 175 KIAS 1 1% 3. Altitude...

  15. 14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION...% or ±10 kts., whichever is greater. Resolution 2 kts. below 175 KIAS 1 1% 3 Altitude −1,000 ft. to...

  16. 14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... (KIAS) ±5% or ±10 kts., whichever is greater. Resolution 2 kts. below 175 KIAS 1 1% 3. Altitude...

  17. A summary of investigations of severe turbulence incidents using airline flight records

    NASA Technical Reports Server (NTRS)

    Lester, P. F.; Wingrove, R. C.; Bach, R. E.

    1991-01-01

    Work done on the NASA-Ames data base of digital flight records from airliners involved in severe turbulence incidences is summarized. The summary includes descriptions of the archived cases, data processing procedures, estimated errors, analysis procedures, and significant results to date. Thirteen severe turbulence cases are listed.

  18. Helios during a record setting flight to an altitude of 96,863 feet

    NASA Technical Reports Server (NTRS)

    2001-01-01

    This 34 second clip shows the Helios prototype in its record flight to 96,863 feet. The Helios is a remotely piloted, solar powered aircraft used to demonstrate technologies that will one day allow similar airplanes to fly at altitudes above 50,000 feet for months at a time.

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

    NASA Technical Reports Server (NTRS)

    1997-01-01

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

  20. Test Record of Flight Tests Using Alcohol-to-Jet/JP-8 Blended Fuel

    DTIC Science & Technology

    2015-09-01

    A Bobula Aviation Engineering Directorate Aviation and Missile Research, Development, and Engineering Center September 2015...the Test Record provided by the U.S. Army Redstone Test Center (RTC) to document the test, (ref 1). On 11 April 2013, the U.S. Army Aviation ...testing with JP-8/ATJ at the Redstone Aviation Propulsion Test and Research Facility (ref 11), AED authorized RTC to proceed with flight test with

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

    NASA Technical Reports Server (NTRS)

    1997-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Welsh, David; Denham, Samuel; Allen, Christopher

    2011-01-01

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

  3. Ground-Recorded Sonic Boom Signatures of F-18 Aircraft in Formation Flight

    NASA Technical Reports Server (NTRS)

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

    1996-01-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1995-01-01

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

  5. Foraging success of biological Lévy flights recorded in situ.

    PubMed

    Humphries, Nicolas E; Weimerskirch, Henri; Queiroz, Nuno; Southall, Emily J; Sims, David W

    2012-05-08

    It is an open question how animals find food in dynamic natural environments where they possess little or no knowledge of where resources are located. Foraging theory predicts that in environments with sparsely distributed target resources, where forager knowledge about resources' locations is incomplete, Lévy flight movements optimize the success of random searches. However, the putative success of Lévy foraging has been demonstrated only in model simulations. Here, we use high-temporal-resolution Global Positioning System (GPS) tracking of wandering (Diomedea exulans) and black-browed albatrosses (Thalassarche melanophrys) with simultaneous recording of prey captures, to show that both species exhibit Lévy and Brownian movement patterns. We find that total prey masses captured by wandering albatrosses during Lévy movements exceed daily energy requirements by nearly fourfold, and approached yields by Brownian movements in other habitats. These results, together with our reanalysis of previously published albatross data, overturn the notion that albatrosses do not exhibit Lévy patterns during foraging, and demonstrate that Lévy flights of predators in dynamic natural environments present a beneficial alternative strategy to simple, spatially intensive behaviors. Our findings add support to the possibility that biological Lévy flight may have naturally evolved as a search strategy in response to sparse resources and scant information.

  6. Behavioral observations and sound recordings of free-flight mating swarms of Ae. Aegypti (Diptera: Culicidae) in Thailand.

    PubMed

    Cator, Lauren J; Arthur, Benjamin J; Ponlawat, Alongkot; Harrington, Laura C

    2011-07-01

    Sound plays an important role in the mating behavior of mosquitoes, including Aedes aegypti (L). Males orient to the fundamental wing beat frequency of females, and both sexes actively modulate their flight tone before mating to converge at harmonic frequencies. The majority of studies on mosquito mating acoustics have been conducted in the laboratory using tethered individuals. In this study, we present the first free-flight recording of naturally forming Ae. aegypti swarms in Thailand. We describe mating behaviors and present results on the flight tone frequency and dynamics of wild pairs in free flight. To assess the importance of these behaviors in vector control programs, especially those using genetically modified mosquitoes, it will be critical to use methods, such as those described in this work, to measure mosquito mating behaviors in the field.

  7. 75 FR 942 - Extension of the Compliance Date for Cockpit Voice Recorder and Digital Flight Data Recorder...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-01-07

    ... which take effect on April 7, 2010, and include: The recording of datalink communications (DLC), when... into newly manufactured aircraft was achievable in the two-year compliance time. ] With regard to DLC... discussed the compliance time as it related to technical considerations, but no comments regarding...

  8. 14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... below 12,000. Engine Power, Each Engine Main rotor speed Maximum range ±5% 1 1% 2 Free or power turbine Maximum range +5% 1 1% 2 Engine torque Maximum range ±5% 1 1% 2 Flight Control—Hydraulic Pressure...

  9. 14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... below 12,000. Engine Power, Each Engine Main rotor speed Maximum range ±5% 1 1% 2 Free or power turbine Maximum range +5% 1 1% 2 Engine torque Maximum range ±5% 1 1% 2 Flight Control—Hydraulic Pressure...

  10. 14 CFR Appendix F to Part 91 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ..., Each Engine Main Rotor Speed Maximum Range ±5% 1 1%2. Free or Power Turbine Maximum Range ±5% 1 1%2. Engine Torque Maximum Range ±5% 1 1%2. Flight Control Hydraulic Pressure Primary (Discrete) High/Low...

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

    PubMed

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

    2011-03-01

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

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

    DTIC Science & Technology

    1983-07-27

    I. REPORT NUMWER 2. GOVT ACCESSION NO. 3. RECIPIENT’S CATALOG NUMBER TM 83-1 SY ski - _ __ __ _ 4. TITLE (end Subtitle) S. TYPE OF REPORT & PERIOD...excellent except for the Mortar type (personal hazard if inadvertently ejected on the ground). The acquisition cost of ejectable systems are...States and foreign military air forces and air carriers use both ejectable and nonejectable type Crash Position Indicator/Crash Survivable Flight Data

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

    NASA Technical Reports Server (NTRS)

    Miller, R. J.

    1982-01-01

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

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

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... ft. to max cert. alt. of A/C ±100 to ±700 ft. (see Table 1, TSO C51-a) 1 25 to 150 Magnetic heading... excluding these sensors (but including all other characteristics of the recording system) shall...

  15. 14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... cert. alt. of A/C ±100 to ±700 ft. (see Table 1, TSO C51-a) 11 25 to 150 ft. Magnetic Heading 360° ±5... sensors (but including all other characteristics of the recording system) shall contribute no more...

  16. 14 CFR Appendix C to Part 135 - Helicopter Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    .... (see Table 1, TSO C51-a) 1 25 to 150 ft. Magnetic heading 360° ±5° 1 1°. Vertical acceleration −3g to... altimeters) of acceptable quality to fly the aircraft the recording system excluding these sensors...

  17. 14 CFR Appendix M to Part 121 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... accuracy requirements during dynamic and static conditions. All data recorded must be correlated in time to...′ to 35′ Data should be obtained from the air data computer when practicable. 3. Indicated airspeed or Calibrated airspeed 50 KIAS or minimum value to Max Vso to 1.2 V. D ±5% and ±3% 1 1 kt Data should...

  18. 14 CFR Appendix E to Part 125 - Airplane Flight Recorder Specifications

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... range, resolution, and accuracy requirements during dynamic and static conditions. All data recorded..., TSO C124a or TSO C51a) 1 5′ to 35′ Data should be obtained from the air data computer when practicable... ±3% 1 1 kt Data should be obtained from the air data computer when practicable. 4, Heading...

  19. 14 CFR Appendix D to Part 125 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ...°. Roll Attitude ±180° ±2° 1 0.5°. Radio Transmitter Keying On-Off (Discrete) 1 Thrust/Power on Each... recorded directly) As installed As installed 2 0.3% 2. Outside Air Temperature or Total Air Temperature −50... listed in order of significance: Drift Angle When available. As installed As installed 4 Wind Speed...

  20. The earliest molecular response to stretch of insect flight muscle as revealed by fast X-ray diffraction recording

    PubMed Central

    Iwamoto, Hiroyuki

    2017-01-01

    Small insects drive their flight muscle at frequencies up to 1,000 Hz. This remarkable ability owes to the mechanism of stretch activation. However, it remains unknown as to what sarcomeric component senses the stretch and triggers the following force generation. Here we show that the earliest structural change after a step stretch is reflected in the blinking of the 111 and 201 reflections, as observed in the fast X-ray diffraction recording from isolated bumblebee flight muscle fibers. The same signal has also been observed in live bumblebee. We demonstrate that (1) the signal responds almost concomitantly to a quick step stretch, (2) the signal grows with increasing calcium levels as the stretch-activated force does, and (3) a full 3-dimensional model demonstrates that the signal is maximized when objects having a 38.7-nm actin periodicity travel by ~20 nm along the filament axis. This is the expected displacement if myosin heads are loosely associated with actin target zones (where actin monomers are favorably oriented), and are dragged by a 1.3% stretch, which effectively causes stretch-induced activation. These results support and strengthen our proposal that the myosin head itself acts as the stretch sensor, after calcium-induced association with actin in a low-force form. PMID:28176871

  1. 14 CFR Appendix D to Part 135 - Airplane Flight Recorder Specification

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ...° Roll Attitude ±180° ±2° 1 0.5°. Radio Transmitter Keying On-Off (Discrete) 1 Thrust/Power on Each... Attack (if recorded directly) As installed As installed 2 0.3% 2. Outside Air Temperature or Total Air Temperature −50° C to +90° c ±2° c 0.5 0.3° c Hydraulics, Each System Low Pressure Discrete 0.5 or 0.5%...

  2. Real-time Recording of Cytosolic Calcium Levels in Arabidopsis thaliana Cell Cultures during Parabolic Flights

    NASA Astrophysics Data System (ADS)

    Neef, Maren; Ecke, Margret; Hampp, Rüdiger

    2015-07-01

    In plants, like in other organisms, calcium (Ca2+) is an important second messenger which participates in the conversion of environmental signals into molecular responses. There is increasing evidence, that sensing of changes in gravitation or reorientation of tissues is an example for such signaling cascades in which Ca2+ is involved. In order to determine g-dependent changes in the cytosolic calcium (Ca^{2+}_{ {cyt}}) concentration of plant cells, semisolid transgenic callus cell cultures of Arabidopsis thaliana (A.t.), expressing the calcium sensor YC3.6 (cameleon), were exposed to g-forces between 1.8 g and μ g during parabolic flights. Using such cells, intracellular calcium transients can be monitored by FRET in vivo and in real-time. Interestingly we observed a slight decrease of the Ca^{2+}_{ {cyt}} level during the hypergravity phases of a parabola but a significant increase of the Ca^{2+}_{ {cyt}} concentration during microgravity. Application of known Ca2+ inhibitors and antagonists yielded the following effects: nifedipine (Ca2+ channel blocker) showed no effect, whereas LaCl3, GdCl3 (both inhibitors of uptake at the plasma membrane), DPI (inhibitor of NADP oxidase), and DMSO (solvent) diminished the gravity-alteration-related Ca^{2+}_{ {cyt}} response. EGTA (binding of Ca2+) and eosin yellow (inhibitor of a plasma membrane-located Ca2+ pump) suppressed the respective Ca^{2+}_{ {cyt}} changes entirely. We thus conclude that the significant increase in Ca^{2+}_{ {cyt}} under microgravity is largely due to extracellular Ca2+ sources.

  3. In-Flight Observations of Long-Term Single-Event Effect (SEE) Performance on X-ray Timing Explorer (XTE) Solid-state Recorders (SSRs)

    NASA Technical Reports Server (NTRS)

    Poivey, Christian; Gee, George; LaBel, Kenneth A.; Barth, Janet L.

    2004-01-01

    We present multi-year Single Event Upset (SEU) flight data on Solid State Recorder (SSR) memories for the X-ray Timing Explorer (XTE) NASA mission. Actual SEU rates are compared to the predicted rates based on ground test data and environment models.

  4. Estimation of real-time runway surface contamination using flight data recorder parameters

    NASA Astrophysics Data System (ADS)

    Curry, Donovan

    Within this research effort, the development of an analytic process for friction coefficient estimation is presented. Under static equilibrium, the sum of forces and moments acting on the aircraft, in the aircraft body coordinate system, while on the ground at any instant is equal to zero. Under this premise the longitudinal, lateral and normal forces due to landing are calculated along with the individual deceleration components existent when an aircraft comes to a rest during ground roll. In order to validate this hypothesis a six degree of freedom aircraft model had to be created and landing tests had to be simulated on different surfaces. The simulated aircraft model includes a high fidelity aerodynamic model, thrust model, landing gear model, friction model and antiskid model. Three main surfaces were defined in the friction model; dry, wet and snow/ice. Only the parameters recorded by an FDR are used directly from the aircraft model all others are estimated or known a priori. The estimation of unknown parameters is also presented in the research effort. With all needed parameters a comparison and validation with simulated and estimated data, under different runway conditions, is performed. Finally, this report presents results of a sensitivity analysis in order to provide a measure of reliability of the analytic estimation process. Linear and non-linear sensitivity analysis has been performed in order to quantify the level of uncertainty implicit in modeling estimated parameters and how they can affect the calculation of the instantaneous coefficient of friction. Using the approach of force and moment equilibrium about the CG at landing to reconstruct the instantaneous coefficient of friction appears to be a reasonably accurate estimate when compared to the simulated friction coefficient. This is also true when the FDR and estimated parameters are introduced to white noise and when crosswind is introduced to the simulation. After the linear analysis the

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

    NASA Technical Reports Server (NTRS)

    Priestley, Kory J.; Smith, George L.

    2010-01-01

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

  6. 75 FR 60740 - Record of Decision for the Base Closure and Realignment Beddown and Flight Operations of Remotely...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-10-01

    ... Availability (NOA) of a Record of Decision (ROD). SUMMARY: On September 17, 2010, the United States Air Force... NOA in the Federal Register (Volume 75, Number 141, Page 43161) with a wait period that ended on... Force actions analyzed in the Final EIS. Authority: This NOA is published pursuant to the...

  7. In-Flight Observations of Long-Term Single Event Effect(SEE)Performance on Orbview-2 and Xray Timing Explorer(XTE)Solid State Recorders (SSR)

    NASA Technical Reports Server (NTRS)

    Poivey, Christian; Barth, Janet L.; LaBel, Ken A.; Gee, George; Safren, Harvey

    2003-01-01

    This paper presents Single Event Effect (SEE) in-flight data on Solid State Recorders (SSR) that have been collected over a long period of time for two NASA spacecraft: Orbview-2 and XTE. SEE flight data on solid-state memories give an opportunity to study the behavior in space of SEE sensitive commercial devices. The actual Single Event Upset (SEU) rates can be compared with the calculated rates based on environment models and ground test data. The SEE mitigation schemes can also be evaluated in actual implementation. A significant amount of data has already been published concerning observed SEE effects on memories in space. However, most of the data presented cover either a short period of time or a small number of devices. The data presented here has been collected on a large number of devices during several years. This allows statistically significant information about the effect of space weather fluctuations on SEU rates, and the effectiveness of SEE countermeasures used to be analyzed. Only Orbview-2 data is presented in this summary. XTE data will be included in the final paper.

  8. Analysis of the failure of a polyester peripheral drive belt on the Mariner Mars 1971 flight tape recorder

    NASA Technical Reports Server (NTRS)

    Cuddihy, E. F.

    1972-01-01

    A peripheral drive belt on the Mariner Mars 1971 tape recorder failed when a thin longitudinal strip separated off one edge. Analysis showed that the most probable cause of failure occurred from flexural fatigue initiating in mechanically weak locations which are introduced into the belt during fabrication. Methyl ethyl ketone, which is employed as a cleaning solvent during fabrication, was found to cause permanent reduction in engineering properties of polyester and could have contributed to the reduction of the fatigue resistance. Fatigue properties of the polyester drive belt are reviewed for the operating condition, as well as the sensitivity of polyester to cleaning solvents and the origin of mechanically weak locations.

  9. Miscarriage Among Flight Attendants

    PubMed Central

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

    2015-01-01

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

  10. 75 FR 7345 - Filtered Flight Data

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-02-19

    ... available to account for aircraft movement and flight crew actions critical to finding the probable cause of... recreate the performance and movements of the flight controls of the accident aircraft. In November 2003..., only one of which is the flight recorder system. The redesigning of aircraft critical systems or...

  11. Flight evaluation: Ohio University omega receiver base

    NASA Technical Reports Server (NTRS)

    Chamberlin, K. A.; Lilley, R. W.; Salter, R. J.

    1974-01-01

    A flight evaluation is presented of the Ohio University Omega Receiver Base, developed under the NASA Tri-University Program in Air Transportation, to provide a vehicle for the transfer of flight-test data to NASA and to other participants in the Tri-University program. Chart recordings of flight data are given, along with chronological listings of significant events which occurred during the flight. Digital data was prepared in data-processing card form for distribution. Data include phase measurements from all eight Omega time-slots for the duration of the flight, plus event marks which serve to correlate the phase data with flight-path documentation.

  12. United States Navy - Canadian forces solid state flight data recorder/crash position locator experiment on the B-720 controlled impact demonstration

    NASA Technical Reports Server (NTRS)

    Watters, D. M.

    1986-01-01

    The operation of a radio beacon position locator during and after the remotely controlled transport aircraft is discussed. The radio beacon transmission was actuated and was picked up by the Navy P-3A chase aircraft for a short time, after which reception was lost. The pilot reported that he received a signal on both 121.5 MHz and 243 MHz for a period of approximately 5 seconds. Five minutes after the crash a portable direction finding unit located on the roof of the NASA Dryden Flight Research Facility, 4 miles distant from the crash, was unable to pick up the beacon transmission. The fire crews started fighting the fires approximately 90 seconds after the time of impact. Navy personnel access to the crash site was allowed on the morning of December 2, 1984. Radio beacon locator was found resting top side up, 15 feet forward and 13 feet perpendicular from the tray location the starboard side of the aircraft. An immediate inspection indicated the airfoil suffered moderate fire damage with paint peeling but not intumescing. The visual marker strobe lamp housings were intact but extensively burned such that it was impossible to see if the lamps had survived. The airfoil suffered minor structural damage, with assorted dents, etc. The extended plunger on the ARU-21 release unit indicated that the pyrotechnic deployment system operated. The radio beacon base (tray) suffered some heat and fire damage, and was charred and blackened by smoke. The frangible switch in the nose survived and the switch in the belly was recovered and found to have actuated. It is assumed that this switch fired the ARU-21 squib. There were no other release switches installed in the normally open system in the aircraft.

  13. Understanding Flight

    SciTech Connect

    Anderson, David

    2001-01-31

    Through the years the explanation of flight has become mired in misconceptions that have become dogma. Wolfgang Langewiesche, the author of 'Stick and Rudder' (1944) got it right when he wrote: 'Forget Bernoulli's Theorem'. A wing develops lift by diverting (from above) a lot of air. This is the same way that a propeller produces thrust and a helicopter produces lift. Newton's three laws and a phenomenon called the Coanda effect explain most of it. With an understanding of the real physics of flight, many things become clear. Inverted flight, symmetric wings, and the flight of insects are obvious. It is easy to understand the power curve, high-speed stalls, and the effect of load and altitude on the power requirements for lift. The contribution of wing aspect ratio on the efficiency of a wing, and the true explanation of ground effect will also be discussed.

  14. Do birds sleep in flight?

    NASA Astrophysics Data System (ADS)

    Rattenborg, Niels C.

    2006-09-01

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

  15. Personal miniature electrophysiological tape recorder

    NASA Technical Reports Server (NTRS)

    Green, H.

    1981-01-01

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

  16. Personal miniature electrophysiological tape recorder

    NASA Astrophysics Data System (ADS)

    Green, H.

    1981-11-01

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

  17. Pathfinder aircraft flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The Pathfinder research aircraft's wing structure is clearly defined as it soars under a clear blue sky during a test flight from Dryden Flight Research Center, Edwards, California, in November of 1996. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

  18. Flight Simulation.

    DTIC Science & Technology

    1986-09-01

    PROCEEDINGS No.408 Flight Simulation DTIC !ELECTE NOVO505s ’ D -J DISTRIBUTION AND AVAILABILITY I I •k i nimy fle-"-- THE MISSION OF AGARI) The mission of...recherche. Ie d ~veloppement et lentrainement. Les objectifs du symposium de la commmission m~canique de vol de L’AGARD 6taient de fournir une description...tttbution Availjbiily CcodeS AvailI a.- d or Dist Spe~cial FLIGHT MECHANICS PANEL OFFICERS Chairman: Dr Ing. P.Hamcl Deputy Chairman: Dr Ing. A.Filisetti

  19. Perseus Post-flight

    NASA Technical Reports Server (NTRS)

    1991-01-01

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

  20. Perseus in Flight

    NASA Technical Reports Server (NTRS)

    1991-01-01

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

  1. Applying data mining techniques to detect abnormal flight characteristics

    NASA Astrophysics Data System (ADS)

    Aslaner, H. E.; Unal, Cagri; Iyigun, Cem

    2016-05-01

    This paper targets to highlight flight safety issues by applying data mining techniques to recorded flight data and proactively detecting abnormalities in certain flight phases. For this purpose, a result oriented method is offered which facilitates the process of post flight data analysis. In the first part of the study, a common time period of flight is defined and critical flight parameters are selected to be analyzed. Then the similarities of the flight parameters in time series basis are calculated for each flight by using Dynamic Time Warping (DTW) method. In the second part, hierarchical clustering technique is applied to the aggregate data matrix which is comprised of all the flights to be studied in terms of similarities among chosen parameters. Consequently, proximity levels among flight phases are determined. In the final part, an algorithm is constructed to distinguish outliers from clusters and classify them as suspicious flights.

  2. Perseus in Flight

    NASA Technical Reports Server (NTRS)

    1991-01-01

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

  3. Crash Survivable Flight Data Recording System Study.

    DTIC Science & Technology

    1981-06-30

    characteristics of recommended systems and an analysis showing a high cost -effectiveness for implementation of - ,r CSFDRS. DD 1 1473 IrTION OF I NOV 65...Configuration II 6-7 Configuration III i 6-7 A IRESiARCH MANUFACTURING COMPANY 81179 L Page iii CONTENTS (Continued) Section Page 7 COST EFFECTIVENESS 7-1...Life-Cycle Cost 7-1 Cost Benefit 7-4 Cost Benefit Conclusion 7-7 Life-Cycle Cost Analysis--LCC-2A Model 7-7 Appendixes 7-11 Exhibit 7A: Glossary of

  4. Statistical Detection of Atypical Aircraft Flights

    NASA Technical Reports Server (NTRS)

    Statler, Irving; Chidester, Thomas; Shafto, Michael; Ferryman, Thomas; Amidan, Brett; Whitney, Paul; White, Amanda; Willse, Alan; Cooley, Scott; Jay, Joseph; Rosenthal, Loren; Swickard, Andrea; Bates, Derrick; Scherrer, Chad; Webb, Bobbie-Jo; Lawrence, Robert; Mosbrucker, Chris; Prothero, Gary; Andrei, Adi; Romanowski, Tim; Robin, Daniel; Prothero, Jason; Lynch, Robert; Lowe, Michael

    2006-01-01

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

  5. LANDSAT-1 and LANDSAT-2 flight evaluation

    NASA Technical Reports Server (NTRS)

    1976-01-01

    Flight performances of LANDSAT 1 and LANDSAT 2 are evaluated. The in-flight systems discussed are: (1) power supplies, (2) attitude control, (3) command/clock, (4) telemetry, (5) orbit adjust, (6) electrical interface, (7) thermal, (8) tape recorders, (9) multispectral scanner, (10) data collection and (11) magnetic moment compensating assembly. Tables are presented for easy reference.

  6. LANDSAT-1 flight evaluation report

    NASA Technical Reports Server (NTRS)

    1975-01-01

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

  7. Spacewedge #1 in Flight

    NASA Technical Reports Server (NTRS)

    1992-01-01

    Wedge. The Spacewedge was a flattened biconical airframe joined to a ram-air parafoil with a custom harness. In the manual control mode, the vehicle was flown using a radio uplink. In its autonomous mode, it was controlled using a small computer that received input from onboard sensors. Selected sensor data was recorded onto several onboard data loggers. Two Spacewedge shapes were used for four airframes representing generic hypersonic vehicle configurations. Spacewedge vehicles were 48 inches long, 30 inches wide, and 21 inches high. Their basic weight was 120 pounds, although different configurations weighed from 127 to 184 pounds. Potential uses for Spacewedge-based technology include deployable, precision, autonomous landing systems, such as the one deployed by the X-38 crew return vehicle; planetary probes; booster recovery systems; autonomous gliding parachute systems on military aircraft ejection seats; offset delivery of military cargoes; and delivery of humanitarian aid to hard-to-reach locations. Dryden employees involved with the Spacewedge program included R. Dale Reed, who originated the concept of conducting a subscale flight test at Dryden and participated in the actual testing. Alexander Sim managed the flight project and participated in its documentation. James Murray served as the principal Dryden investigator and as the lead for all systems integration for Phases I and II (the Spacewedge phases).

  8. Landsat-1 and Landsat-2 flight evaluation

    NASA Technical Reports Server (NTRS)

    1975-01-01

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

  9. 14 CFR 135.100 - Flight crewmember duties.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Flight... records are not required for the safe operation of the aircraft. (b) No flight crewmember may engage in... operation of the aircraft. (c) For the purposes of this section, critical phases of flight includes...

  10. 14 CFR 135.100 - Flight crewmember duties.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Flight... records are not required for the safe operation of the aircraft. (b) No flight crewmember may engage in... operation of the aircraft. (c) For the purposes of this section, critical phases of flight includes...

  11. 14 CFR 135.100 - Flight crewmember duties.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Flight... records are not required for the safe operation of the aircraft. (b) No flight crewmember may engage in... operation of the aircraft. (c) For the purposes of this section, critical phases of flight includes...

  12. 14 CFR 121.689 - Flight release form: Supplemental operations.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... the flight is released. (b) The aircraft flight release must contain, or have attached to it, weather... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight release form: Supplemental... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Records and Reports § 121.689...

  13. 14 CFR 121.689 - Flight release form: Supplemental operations.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... the flight is released. (b) The aircraft flight release must contain, or have attached to it, weather... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight release form: Supplemental... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Records and Reports § 121.689...

  14. 14 CFR 121.689 - Flight release form: Supplemental operations.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... the flight is released. (b) The aircraft flight release must contain, or have attached to it, weather... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight release form: Supplemental... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Records and Reports § 121.689...

  15. 14 CFR 121.689 - Flight release form: Supplemental operations.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... the flight is released. (b) The aircraft flight release must contain, or have attached to it, weather... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight release form: Supplemental... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Records and Reports § 121.689...

  16. 14 CFR 135.100 - Flight crewmember duties.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Flight... records are not required for the safe operation of the aircraft. (b) No flight crewmember may engage in... operation of the aircraft. (c) For the purposes of this section, critical phases of flight includes...

  17. 14 CFR 121.689 - Flight release form: Supplemental operations.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... the flight is released. (b) The aircraft flight release must contain, or have attached to it, weather... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight release form: Supplemental... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Records and Reports § 121.689...

  18. 14 CFR 135.100 - Flight crewmember duties.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Flight... records are not required for the safe operation of the aircraft. (b) No flight crewmember may engage in... operation of the aircraft. (c) For the purposes of this section, critical phases of flight includes...

  19. Solar array flight dynamic experiment

    NASA Technical Reports Server (NTRS)

    Schock, R. W.

    1986-01-01

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

  20. Solar array flight dynamic experiment

    NASA Technical Reports Server (NTRS)

    Schock, Richard W.

    1987-01-01

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

  1. Solar array flight dynamic experiment

    NASA Technical Reports Server (NTRS)

    Schock, Richard W.

    1986-01-01

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

  2. Green Flight Challenge

    NASA Video Gallery

    The CAFE Green Flight Challenge sponsored by Google will be held at the CAFE Foundation Flight Test Center at Charles M. Schulz Sonoma County Airport in Santa Rosa, Calif. The Green Flight Challeng...

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

    PubMed

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

    2016-04-07

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

  4. NASA's Flight Opportunities Program

    NASA Video Gallery

    NASA's Flight Opportunities Program is facilitating low-cost access to suborbital space, where researchers can test technologies using commercially developed vehicles. Suborbital flights can quickl...

  5. Flight crew sleep during multiple layover polar flights

    NASA Technical Reports Server (NTRS)

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

    1993-01-01

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

  6. Flight Test Series 3: Flight Test Report

    NASA Technical Reports Server (NTRS)

    Marston, Mike; Sternberg, Daniel; Valkov, Steffi

    2015-01-01

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

  7. DVL Angular Velocity Recorder

    NASA Technical Reports Server (NTRS)

    Liebe, Wolfgang

    1944-01-01

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

  8. An improved magnetic tape recorder

    NASA Technical Reports Server (NTRS)

    Uber, P. W.

    1968-01-01

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

  9. Flight projects overview

    NASA Technical Reports Server (NTRS)

    Levine, Jack

    1988-01-01

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

  10. APMS 3.0 Flight Analyst Guide: Aviation Performance Measuring System

    NASA Technical Reports Server (NTRS)

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

    2004-01-01

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

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

    NASA Technical Reports Server (NTRS)

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

    2012-01-01

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

  12. Remote radio control of insect flight.

    PubMed

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

    2009-01-01

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

  13. Remote Radio Control of Insect Flight

    PubMed Central

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

    2009-01-01

    We demonstrated the remote control of insects in free flight via an implantable radio-equipped miniature neural stimulating system. The pronotum mounted system consisted of neural stimulators, muscular stimulators, a radio transceiver-equipped microcontroller and a microbattery. Flight initiation, cessation and elevation control were accomplished through neural stimulus of the brain which elicited, suppressed or modulated wing oscillation. Turns were triggered through the direct muscular stimulus of either of the basalar muscles. We characterized the response times, success rates, and free-flight trajectories elicited by our neural control systems in remotely controlled beetles. We believe this type of technology will open the door to in-flight perturbation and recording of insect flight responses. PMID:20161808

  14. 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.

  15. 'Mighty Eagle' Takes Flight

    NASA Video Gallery

    The "Mighty Eagle," a NASA robotic prototype lander, had a successful first untethered flight Aug. 8 at the Marshall Center. During the 34-second flight, the Mighty Eagle soared and hovered at 30 f...

  16. Autonomous Soaring Flight Results

    NASA Technical Reports Server (NTRS)

    Allen, Michael J.

    2006-01-01

    A viewgraph presentation on autonomous soaring flight results for Unmanned Aerial Vehicles (UAV)'s is shown. The topics include: 1) Background; 2) Thermal Soaring Flight Results; 3) Autonomous Dolphin Soaring; and 4) Future Plans.

  17. B-52E CCV Flight Test Data Applicable to Parameter Estimation

    DTIC Science & Technology

    1975-12-01

    44.2.48.2 ...... .................. ... 58 8 Flight Test and Analytical Response Comparisons for Flight Condition 45.2.5...Rad/Sec2 9 TABLE 1. RECORDED FLIGHT TEST MEASUREMENTS (Concluded) NO. ITEM LOCATION UNITS 46 Delta Inboard Aileron - Deg 47 Delta Rudder - 48 Delta...240 0 r0 0 + to 0; co wx. M 03 E- N4 +0 241 TABLE 24. RECORDED FLIGHT TEST MEASUREMENTS NO. ITEM LOCATION UNITS - 1 Vertical Bending Moment BS760 In

  18. In Flight, Online

    ERIC Educational Resources Information Center

    Lucking, Robert A.; Wighting, Mervyn J.; Christmann, Edwin P.

    2005-01-01

    The concept of flight for human beings has always been closely tied to imagination. To fly like a bird requires a mind that also soars. Therefore, good teachers who want to teach the scientific principles of flight recognize that it is helpful to share stories of their search for the keys to flight. The authors share some of these with the reader,…

  19. Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1998-01-01

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

  20. 14 CFR 65.131 - Records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

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

  1. 14 CFR 65.131 - Records.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

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

  2. 14 CFR 65.131 - Records.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

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

  3. 14 CFR 65.131 - Records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or supervised by him. He shall keep in that record, with respect to each parachute worked on, a statement of—...

  4. 14 CFR 65.131 - Records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Parachute Riggers § 65.131 Records. (a) Each certificated parachute rigger shall keep a record of the packing, maintenance, and alteration of parachutes performed or supervised by him. He shall keep in that record, with respect to each parachute worked on, a statement of—...

  5. Small Payload Flight Systems (SPFS)

    NASA Technical Reports Server (NTRS)

    Mitchell, R. A. K.

    1984-01-01

    The Small Payload Flight System (SPFS) provides a simple and cost-effective approach to carrying small size experiments on the space shuttle. The system uses a bridge-like structure which spans the orbiter cargo bay but is only 3 feet in length. The structure can carry up to 4300 lb of payload weight and can be positioned at any location along the length of the cargo bay. In addition to the structural support, the SPFS provides avionics services to experiments. These include electrical power distribution and control, command and telemetry for control of the experiments and subsystem health monitoring, and software computations. The avionics system includes a flight qualified electrical power branching distributor, and a system control unit based on the Intel 8086 microprocessor. Data can be recorded on magnetic tape or transmitted to the ground. Finally, a Freon pump and cold plate system provides environmental control for both the avionics hardware and the experiments as necessary.

  6. Advanced flight software reconfiguraton

    NASA Technical Reports Server (NTRS)

    Porcher, Bryan

    1991-01-01

    Information is given in viewgraph form on advanced flight software reconfiguration. Reconfiguration is defined as identifying mission and configuration specific requirements, controlling mission and configuration specific data, binding this information to the flight software code to perform specific missions, and the release and distribution of the flight software. The objectives are to develop, demonstrate, and validate advanced software reconfiguration tools and techniques; to demonstrate reconfiguration approaches on Space Station Freedom (SSF) onboard systems displays; and to interactively test onboard systems displays, flight software, and flight data.

  7. Single pilot scanning behavior in simulated instrument flight

    NASA Technical Reports Server (NTRS)

    Pennington, J. E.

    1979-01-01

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

  8. The world's first practical flight pressure suit.

    PubMed

    Mohler, S R

    1998-08-01

    The first practical flight pressure suit was developed in 1934 by Wiley Post of global flight fame. B.F. Goodrich Company assisted in the development. The final pressure suit used a liquid oxygen source and had arm and leg joints that permitted easy operation of the flight controls and also enabled walking to and from the aircraft. In his Lockheed Vega, the "Winnie May," Post set unofficial altitude records (as high as 50,000 ft), discovering the jet stream in the process. In March 1935, Post flew from Burbank, CA, to Cleveland, OH, in the stratosphere using the jet stream. At times, his ground speed exceeded 340 mph in a 179 mph aircraft. Post's pioneering accomplishments were the first major practical advance in pressurized flight.

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

    PubMed Central

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

    2016-01-01

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

  10. Training Interventions for Reducing Flight Mishaps

    DTIC Science & Technology

    2008-12-01

    data recorders, and (e) line operations safety audits ( LOSA ), Each illuminates a different aspect of flight operations. Helmreich, Wilhelm, Klinect, and...Merritt, (2001) studied threats to safcty and the nature of errors in three airlines using LOSAs . Striking differences were observed among these air

  11. 14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Flag Operations § 121.493 Flight time limitations: Flight engineers and flight navigators. (a)...

  12. 14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Flag Operations § 121.493 Flight time limitations: Flight engineers and flight navigators. (a)...

  13. 14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Flag Operations § 121.493 Flight time limitations: Flight engineers and flight navigators. (a)...

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

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Flag Operations § 121.493 Flight time limitations: Flight engineers and flight navigators. (a)...

  15. 14 CFR 121.493 - Flight time limitations: Flight engineers and flight navigators.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight time limitations: Flight engineers and flight navigators. 121.493 Section 121.493 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Limitations: Flag Operations § 121.493 Flight time limitations: Flight engineers and flight navigators. (a)...

  16. Marshall Space Flight Center Wakes STS-135 Crew

    NASA Video Gallery

    The Flight Day 2 wakeup music was "Viva la Vida" performed by Coldplay, a song picked by STS-135 Pilot Doug Hurley. The song was accompanied by a special good morning message recorded by employees ...

  17. The NASA radar entomology program at Wallops Flight Center

    NASA Technical Reports Server (NTRS)

    Vaughn, C. R.

    1979-01-01

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

  18. Magnetic Recording.

    ERIC Educational Resources Information Center

    Lowman, Charles E.

    A guide to the technology of magnetic recorders used in such fields as audio recording, broadcast and closed-circuit television, instrumentation recording, and computer data systems is presented. Included are discussions of applications, advantages, and limitations of magnetic recording, its basic principles and theory of operation, and its…

  19. Flight code validation simulator

    SciTech Connect

    Sims, B.A.

    1995-08-01

    An End-To-End Simulation capability for software development and validation of missile flight software on the actual embedded computer has been developed utilizing a 486 PC, i860 DSP coprocessor, embedded flight computer and custom dual port memory interface hardware. This system allows real-time interrupt driven embedded flight software development and checkout. The flight software runs in a Sandia Digital Airborne Computer (SANDAC) and reads and writes actual hardware sensor locations in which IMU (Inertial Measurements Unit) data resides. The simulator provides six degree of freedom real-time dynamic simulation, accurate real-time discrete sensor data and acts on commands and discretes from the flight computer. This system was utilized in the development and validation of the successful premier flight of the Digital Miniature Attitude Reference System (DMARS) in January 1995 at the White Sands Missile Range on a two stage attitude controlled sounding rocket.

  20. Flight control actuation system

    NASA Technical Reports Server (NTRS)

    Wingett, Paul T. (Inventor); Gaines, Louie T. (Inventor); Evans, Paul S. (Inventor); Kern, James I. (Inventor)

    2006-01-01

    A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

  1. Flight control actuation system

    NASA Technical Reports Server (NTRS)

    Wingett, Paul T. (Inventor); Gaines, Louie T. (Inventor); Evans, Paul S. (Inventor); Kern, James I. (Inventor)

    2004-01-01

    A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

  2. Flight telerobotic servicer

    NASA Technical Reports Server (NTRS)

    Haley, Dennis

    1990-01-01

    Viewgraphs on the Space Station Flight Telerobotic Servicer (SSFTS) are presented. Topics covered include: SSFTS design; SSFTS elements; FTS mission requirements; FTS general requirements; flight telerobotic servicer - telerobot; FTS manipulator; force-torque transducer; end effector changeout mechanism; flight telerobotic servicer - end-of-arm tooling; user interfaces; FTS data management and processing; control subsystem; FTS vision subsystem and camera positioning assembly; FTS workstation display assembly panel; mini-master hand controller; and FTS NASREM system architecture.

  3. Digital flight control research

    NASA Technical Reports Server (NTRS)

    Potter, J. E.; Stern, R. G.; Smith, T. B.; Sinha, P.

    1974-01-01

    The results of studies which were undertaken to contribute to the design of digital flight control systems, particularly for transport aircraft are presented. In addition to the overall design considerations for a digital flight control system, the following topics are discussed in detail: (1) aircraft attitude reference system design, (2) the digital computer configuration, (3) the design of a typical digital autopilot for transport aircraft, and (4) a hybrid flight simulator.

  4. Autonomous Flight Safety System

    NASA Technical Reports Server (NTRS)

    Simpson, James

    2010-01-01

    The Autonomous Flight Safety System (AFSS) is an independent self-contained subsystem mounted onboard a launch vehicle. AFSS has been developed by and is owned by the US Government. Autonomously makes flight termination/destruct decisions using configurable software-based rules implemented on redundant flight processors using data from redundant GPS/IMU navigation sensors. AFSS implements rules determined by the appropriate Range Safety officials.

  5. Unified powered flight guidance

    NASA Technical Reports Server (NTRS)

    Brand, T. J.; Brown, D. W.; Higgins, J. P.

    1973-01-01

    A complete revision of the orbiter powered flight guidance scheme is presented. A unified approach to powered flight guidance was taken to accommodate all phases of exo-atmospheric orbiter powered flight, from ascent through deorbit. The guidance scheme was changed from the previous modified version of the Lambert Aim Point Maneuver Mode used in Apollo to one that employs linear tangent guidance concepts. This document replaces the previous ascent phase equation document.

  6. YF-17 in Flight

    NASA Technical Reports Server (NTRS)

    1976-01-01

    The Northrop Aviation YF-17 technology demonstrator aircraft in flight during a 1976 flight research program at NASA's Dryden Flight Research Center, Edwards, California. From May 27 to July 14, 1976, the Dryden Flight Research Center, Edwards, California, flew the Northrop Aviation YF-17 technology demonstrator to test the high-performance U.S. Air Force fighter at transonic speeds. The objectives of the seven-week flight test program included the study of maneuverability of this aircraft at transonic speeds and the collection of in-flight pressure data from around the afterbody of the aircraft to improve wind-tunnel predictions for future fighter aircraft. Also studied were stability and control and buffeting at high angles of attack as well as handling qualities at high load factors. Another objective of this program was to familiarize center pilots with the operation of advanced high-performance fighter aircraft. During the seven-week program, all seven of the center's test pilots were able to fly the aircraft with Gary Krier serving as project pilot. In general the pilots reported no trouble adapting to the aircraft and reported that it was easy to fly. There were no familiarization flights. All 25 research flights were full-data flights. They obtained data on afterbody pressures, vertical-fin dynamic loads, agility, pilot physiology, and infrared signatures. Average flight time was 45 minutes, although two flights involving in-flight refueling lasted approximately one hour longer than usual. Dryden Project Manager Roy Bryant considered the program a success. Center pilots felt that the aircraft was generations ahead of then current active military aircraft. Originally built for the Air Force's lightweight fighter program, the YF-17 Cobra left Dryden to support the Northrop/Navy F-18 Program. The F-18 Hornet evolved from the YF-17.

  7. Bat flight: aerodynamics, kinematics and flight morphology.

    PubMed

    Hedenström, Anders; Johansson, L Christoffer

    2015-03-01

    Bats evolved the ability of powered flight more than 50 million years ago. The modern bat is an efficient flyer and recent research on bat flight has revealed many intriguing facts. By using particle image velocimetry to visualize wake vortices, both the magnitude and time-history of aerodynamic forces can be estimated. At most speeds the downstroke generates both lift and thrust, whereas the function of the upstroke changes with forward flight speed. At hovering and slow speed bats use a leading edge vortex to enhance the lift beyond that allowed by steady aerodynamics and an inverted wing during the upstroke to further aid weight support. The bat wing and its skeleton exhibit many features and control mechanisms that are presumed to improve flight performance. Whereas bats appear aerodynamically less efficient than birds when it comes to cruising flight, they have the edge over birds when it comes to manoeuvring. There is a direct relationship between kinematics and the aerodynamic performance, but there is still a lack of knowledge about how (and if) the bat controls the movements and shape (planform and camber) of the wing. Considering the relatively few bat species whose aerodynamic tracks have been characterized, there is scope for new discoveries and a need to study species representing more extreme positions in the bat morphospace.

  8. Importance of body rotation during the flight of a butterfly.

    PubMed

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

    2016-03-01

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

  9. Importance of body rotation during the flight of a butterfly

    NASA Astrophysics Data System (ADS)

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

    2016-03-01

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

  10. Flight research and testing

    NASA Technical Reports Server (NTRS)

    Putnam, Terrill W.; Ayers, Theodore G.

    1988-01-01

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

  11. Flight research and testing

    NASA Technical Reports Server (NTRS)

    Putnam, Terrill W.; Ayers, Theodore G.

    1989-01-01

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

  12. Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

    NASA Technical Reports Server (NTRS)

    1998-01-01

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

  13. Psychophysiological measures of cognitive workload in laboratory and flight

    NASA Technical Reports Server (NTRS)

    Wilson, Glenn F.; Badeau, Albert

    1993-01-01

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

  14. Technology review of flight crucial flight controls

    NASA Technical Reports Server (NTRS)

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

    1984-01-01

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

  15. Electromagnetic levitation platform for wireless study of insect flight neurophysiology.

    PubMed

    Verderber, Alexander; McKnight, Michael; Bozkurt, Alper

    2013-01-01

    An electromagnetic levitation platform for use in a light emitting diode (LED) arena based virtual reality environment was developed for wireless recording of neural and neuromuscular signals from the flight related muscle groups in Manduca sexta. The platform incorporates the use of Early Metamorphosis Insertion Technology to implant recording electrodes into the flight muscles of late stage pupal moths. Analysis of the insects' response to changes in the LED arena rotation direction indicate that this setup could be used to perform a variety of flight behavior studies during yaw maneuvers.

  16. Development of flight performance in the brown booby.

    PubMed Central

    Yoda, Ken; Kohno, Hiroyoshi; Naito, Yasuhiko

    2004-01-01

    How do birds acquire flight skills after fledging? This issue is important, as it is closely related to variation in the duration of offspring care, the causes of which remain unknown. In this study, we raised hatchling brown boobies, Sula leucogaster, and attached an acceleration data logger to each bird at fledging to record its movements. This allowed us to quantify precisely the time spent flapping, gliding and resting. The duration of foraging trips and proportion of time spent gliding during flight increased with the number of days since fledging, whereas the proportion of time spent in flight decreased. This indicates that brown boobies gradually acquire efficient flight skills during the post-fledging period, which might be the proximate cause of the long postfledging care period in this species. To the authors' knowledge, this is the first study to record precisely the ontogeny of flight behaviour in birds. PMID:15252995

  17. Flight Acoustics Measurement Techniques and Applications

    NASA Technical Reports Server (NTRS)

    Preisser, J. S.; Marcolini, M. A.

    1998-01-01

    Careful consideration must be given to data acquisition and analysis techniques in the design of experiments for the measurement of noise generated by flight vehicles. Although noise measurement locations and data reduction procedures are specified for aircraft certification by FAA and ICAO directives, for example, there are virtually no established procedures for aircraft noise measurement for other purposes. To optimize the quality and quantity of information obtained in a flight acoustics experiment, microphone layout, data acquisition, and analysis must be tailored to the specific test objective. This paper will review flight acoustics technology at NASA Langley Research Center developed over the past decade. In particular, the paper will focus on flight experiments performed for three diverse objectives: (1) research applications, such as noise prediction code validation, (2) noise impact modeling, and (3) noise abatement flight procedures. To best achieve these diverse objectives, different deployments of microphone systems on the ground are required, and different data analysis techniques are needed. In all cases, accurate positioning of the aircraft synchronized in time with the data recording is necessary. However, there are some restrictions on flight operations unique to each case for the methods to properly work.

  18. X-1A in flight with flight data superimposed

    NASA Technical Reports Server (NTRS)

    1953-01-01

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

  19. X-43A Flight Controls

    NASA Technical Reports Server (NTRS)

    Baumann, Ethan

    2006-01-01

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

  20. SR-71 flight

    NASA Technical Reports Server (NTRS)

    1990-01-01

    atmospheric particles at altitudes of 80,000 feet and above where future hypersonic aircraft will be operating. The system used six sheets of laser light projected from the bottom of one of the two 'A' models. As microscopic-sized atmospheric particles passed between the two beams, direction and speed were measured and processed into standard speed and attitude references. An earlier laser air-data collection system was successfully tested at Dryden on an F-l04 testbed. The first of a series of flights using the SR-71 as a science camera platform for the NASA Jet Propulsion Laboratory was flown in March 1993. From the nosebay of the aircraft, an upward-looking ultraviolet video camera studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. The SR-71 has also been used in a project for researchers at the University of California-Los Angeles (UCLA) who are investigating the use of charged chlorine atoms to protect and rebuild the ozone layer. The SR-71, operating as a testbed, has been used to assist in the development of a commercial satellite-based instant wireless personal communications network, called the IRIDIUM system, under a NASA commercialization assistance program. In addition, the SR-71 has been used in a program to study ways of reducing sonic boom overpressures that are heard on the ground much like sharp thunderclaps when an aircraft exceeds the speed of sound. Data from this study could eventually lead to aircraft designs that would reduce the 'peak' of sonic booms and minimize the startle affect they produce on the ground. Instruments at precise locations on the ground recorded the sonic booms as the aircraft passed overhead at known altitudes and speeds. An F-16XL aircraft was also used in this study. It was flown behind the SR-71 to 'probe' the near-field shockwave while instrumentation recorded the pressures and other atmospheric parameters. The aircraft has also been used most recently to evaluate a new concept

  1. Infrared absorption of methanethiol clusters (CH3SH)n, n = 2-5, recorded with a time-of-flight mass spectrometer using IR depletion and VUV ionization

    NASA Astrophysics Data System (ADS)

    Fu, Lung; Han, Hui-Ling; Lee, Yuan-Pern

    2012-12-01

    We investigated IR spectra in the CH- and SH-stretching regions of size-selected methanethiol clusters, (CH3SH)n with n = 2-5, in a pulsed supersonic jet using infrared (IR)-vacuum ultraviolet (VUV) ionization. VUV emission at 132.50 nm served as the source of ionization in a time-of-flight mass spectrometer. Clusters were dissociated with light from a tunable IR laser before ionization. The variations in intensity of methanethiol cluster ions (CH3SH)n+ were monitored as the IR laser light was tuned across the range 2470-3100 cm-1. In the SH-stretching region, the spectrum of (CH3SH)2 shows a weak band near 2601 cm-1, red-shifted only 7 cm-1 from that of the monomer. In contrast, all spectra of (CH3SH)n, n = 3-5, show a broad band near 2567 cm-1 with much greater intensity. In the CH-stretching region, absorption bands of (CH3SH)2 are located near 2865, 2890, 2944, and 3010 cm-1, red-shifted by 3-5 cm-1 from those of CH3SH. These red shifts increase slightly for larger clusters and bands near 2856, 2884, 2938, and 3005 cm-1 were observed for (CH3SH)5. These spectral results indicate that the S-H...S hydrogen bond plays an important role in clusters with n = 3-5, but not in (CH3SH)2, in agreement with theoretical predictions. The absence of a band near 2608 cm-1 that corresponds to absorption of the non-hydrogen-bonded SH moiety and the large width of observed feature near 2567 cm-1 indicate that the dominant stable structures of (CH3SH)n, n = 3-5, have a cyclic hydrogen-bonded framework.

  2. Infrared absorption of methanethiol clusters (CH3SH)n, n = 2-5, recorded with a time-of-flight mass spectrometer using IR depletion and VUV ionization.

    PubMed

    Fu, Lung; Han, Hui-Ling; Lee, Yuan-Pern

    2012-12-21

    We investigated IR spectra in the CH- and SH-stretching regions of size-selected methanethiol clusters, (CH(3)SH)(n) with n = 2-5, in a pulsed supersonic jet using infrared (IR)-vacuum ultraviolet (VUV) ionization. VUV emission at 132.50 nm served as the source of ionization in a time-of-flight mass spectrometer. Clusters were dissociated with light from a tunable IR laser before ionization. The variations in intensity of methanethiol cluster ions (CH(3)SH)(n)(+) were monitored as the IR laser light was tuned across the range 2470-3100 cm(-1). In the SH-stretching region, the spectrum of (CH(3)SH)(2) shows a weak band near 2601 cm(-1), red-shifted only 7 cm(-1) from that of the monomer. In contrast, all spectra of (CH(3)SH)(n), n = 3-5, show a broad band near 2567 cm(-1) with much greater intensity. In the CH-stretching region, absorption bands of (CH(3)SH)(2) are located near 2865, 2890, 2944, and 3010 cm(-1), red-shifted by 3-5 cm(-1) from those of CH(3)SH. These red shifts increase slightly for larger clusters and bands near 2856, 2884, 2938, and 3005 cm(-1) were observed for (CH(3)SH)(5). These spectral results indicate that the S-H[middle dot][middle dot][middle dot]S hydrogen bond plays an important role in clusters with n = 3-5, but not in (CH(3)SH)(2), in agreement with theoretical predictions. The absence of a band near 2608 cm(-1) that corresponds to absorption of the non-hydrogen-bonded SH moiety and the large width of observed feature near 2567 cm(-1) indicate that the dominant stable structures of (CH(3)SH)(n), n = 3-5, have a cyclic hydrogen-bonded framework.

  3. Space Flight. Teacher Resources.

    ERIC Educational Resources Information Center

    2001

    This teacher's guide contains information, lesson plans, and diverse student learning activities focusing on space flight. The guide is divided into seven sections: (1) "Drawing Activities" (Future Flight; Space Fun; Mission: Draw); (2) "Geography" (Space Places); (3) "History" (Space and Time); (4)…

  4. Flight Test Techniques

    DTIC Science & Technology

    2009-07-01

    Fort Rucker, AL 36362-5276 8. PERFORMING ORGANIZATION REPORT NUMBER TOP 7-4-020 9. SPONSORING/ MONITORING AGENCY NAME(S) AND ADDRESS(ES...2 3. REQUIRED TEST CONDITIONS ............................................. 3 3.1...3. REQUIRED TEST CONDITIONS . 3.1 Air Vehicle Flight Test Techniques. Many different flight test techniques are in existence. As technology

  5. Electromechanical flight control actuator

    NASA Technical Reports Server (NTRS)

    1979-01-01

    The feasibility of using an electromechanical actuator (EMA) as the primary flight control equipment in aerospace flight is examined. The EMA motor design is presented utilizing improved permanent magnet materials. The necessary equipment to complete a single channel EMA using the single channel power electronics breadboard is reported. The design and development of an improved rotor position sensor/tachometer is investigated.

  6. Exploring flight crew behaviour

    NASA Technical Reports Server (NTRS)

    Helmreich, R. L.

    1987-01-01

    A programme of research into the determinants of flight crew performance in commercial and military aviation is described, along with limitations and advantages associated with the conduct of research in such settings. Preliminary results indicate significant relationships among personality factors, attitudes regarding flight operations, and crew performance. The potential theoretical and applied utility of the research and directions for further research are discussed.

  7. Autonomous Flight Safety System

    NASA Technical Reports Server (NTRS)

    Ferrell, Bob; Santuro, Steve; Simpson, James; Zoerner, Roger; Bull, Barton; Lanzi, Jim

    2004-01-01

    Autonomous Flight Safety System (AFSS) is an independent flight safety system designed for small to medium sized expendable launch vehicles launching from or needing range safety protection while overlying relatively remote locations. AFSS replaces the need for a man-in-the-loop to make decisions for flight termination. AFSS could also serve as the prototype for an autonomous manned flight crew escape advisory system. AFSS utilizes onboard sensors and processors to emulate the human decision-making process using rule-based software logic and can dramatically reduce safety response time during critical launch phases. The Range Safety flight path nominal trajectory, its deviation allowances, limit zones and other flight safety rules are stored in the onboard computers. Position, velocity and attitude data obtained from onboard global positioning system (GPS) and inertial navigation system (INS) sensors are compared with these rules to determine the appropriate action to ensure that people and property are not jeopardized. The final system will be fully redundant and independent with multiple processors, sensors, and dead man switches to prevent inadvertent flight termination. AFSS is currently in Phase III which includes updated algorithms, integrated GPS/INS sensors, large scale simulation testing and initial aircraft flight testing.

  8. Java for flight software

    NASA Technical Reports Server (NTRS)

    Benowitz, E.; Niessner, A.

    2003-01-01

    This work involves developing representative mission-critical spacecraft software using the Real-Time Specification for Java (RTSJ). This work currently leverages actual flight software used in the design of actual flight software in the NASA's Deep Space 1 (DSI), which flew in 1998.

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

    NASA Technical Reports Server (NTRS)

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

    2004-01-01

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

  10. The flight of Archaeopteryx.

    PubMed

    Chatterjee, Sankar; Templin, R Jack

    2003-01-01

    The origin of avian flight is often equated with the phylogeny, ecology, and flying ability of the primitive Jurassic bird, Archaeopteryx. Debate persists about whether it was a terrestrial cursor or a tree dweller. Despite broad acceptance of its arboreal life style from anatomical, phylogenetic, and ecological evidence, a new version of the cursorial model was proposed recently asserting that a running Archaeopteryx could take off from the ground using thrust and sustain flight in the air. However, Archaeopteryx lacked both the powerful flight muscles and complex wing movements necessary for ground takeoff. Here we describe a flight simulation model, which suggests that for Archaeopteryx, takeoff from a perch would have been more efficient and cost-effective than from the ground. Archaeopteryx may have made short flights between trees, utilizing a novel method of phugoid gliding.

  11. Infrared absorption of methanol clusters (CH3OH)n with n = 2-6 recorded with a time-of-flight mass spectrometer using infrared depletion and vacuum-ultraviolet ionization.

    PubMed

    Han, Hui-Ling; Camacho, Cristopher; Witek, Henryk A; Lee, Yuan-Pern

    2011-04-14

    We investigated IR spectra in the CH- and OH-stretching regions of size-selected methanol clusters, (CH(3)OH)(n) with n = 2-6, in a pulsed supersonic jet by using the IR-VUV (vacuum-ultraviolet) ionization technique. VUV emission at 118 nm served as the source of ionization in a time-of-flight mass spectrometer. The tunable IR laser emission served as a source of predissociation or excitation before ionization. The variations of intensity of protonated methanol cluster ions (CH(3)OH)(n)H(+) and CH(3)OH(+) and (CH(3)OH)(2)(+) were monitored as the IR laser light was tuned across the range 2650-3750 cm(-1). Careful processing of these action spectra based on photoionization efficiencies and the production and loss of each cluster due to photodissociation yielded IR spectra of the size-selected clusters. Spectra of methanol clusters in the OH region have been extensively investigated; our results are consistent with previous reports, except that the band near 3675 cm(-1) is identified as being associated with the proton acceptor of (CH(3)OH)(2). Spectra in the CH region are new. In the region 2800-3050 cm(-1), bands near 2845, 2956, and 3007 cm(-1) for CH(3)OH split into 2823, 2849, 2934, 2955, 2984, and 3006 cm(-1) for (CH(3)OH)(2) that correspond to proton donor and proton acceptor, indicating that the methanol dimer has a preferred open-chain structure. In contrast, for (CH(3)OH)(3), the splitting diminishes and the bands near 2837, 2954, and 2987 cm(-1) become narrower, indicating a preferred cyclic structure. Anharmonic vibrational wavenumbers predicted for the methanol open-chain dimer and the cyclic trimer with the B3LYP∕VPT2∕ANO1 level of theory are consistent with experimental results. For the tetramer and pentamer, the spectral pattern similar to that of the trimer but with greater widths was observed, indicating that the most stable structures are also cyclic.

  12. 14 CFR 91.417 - Maintenance records.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance... specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Maintenance records. 91.417 Section...

  13. 14 CFR 91.417 - Maintenance records.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance... specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Maintenance records. 91.417 Section...

  14. 14 CFR 91.417 - Maintenance records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance... specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Maintenance records. 91.417 Section...

  15. 14 CFR 91.417 - Maintenance records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance... specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Maintenance records. 91.417 Section...

  16. 14 CFR 91.417 - Maintenance records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Maintenance records. 91.417 Section 91.417... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.417 Maintenance records. (a) Except for work performed in accordance with §§...

  17. X-1A in flight with flight data superimposed

    NASA Technical Reports Server (NTRS)

    1953-01-01

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

  18. Future Flight Decks

    NASA Technical Reports Server (NTRS)

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

    1998-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Carter, John; Stephenson, Mark

    1999-01-01

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

  20. Columbia's first shakedown flight

    NASA Astrophysics Data System (ADS)

    Bell, Peter M.

    The space shuttle orbiter Columbia, first of the planned fleet of spacecraft in the nation's space transportation system, will liftoff on its first orbital shakedown flight on or about the 10th of April 1981. Launch will be from the NASA Kennedy Space Center Launch Complex 39A, no earlier than 45 minutes after sunrise. Crew for the first orbital flight will be John W. Young, commander, veteran of two Gemini and two Apollo space flights, and U.S. Navy Capt. Robert L. Crippen, pilot. Crippen has not flown in space.

  1. Intelligent flight control systems

    NASA Technical Reports Server (NTRS)

    Stengel, Robert F.

    1993-01-01

    The capabilities of flight control systems can be enhanced by designing them to emulate functions of natural intelligence. Intelligent control functions fall in three categories. Declarative actions involve decision-making, providing models for system monitoring, goal planning, and system/scenario identification. Procedural actions concern skilled behavior and have parallels in guidance, navigation, and adaptation. Reflexive actions are spontaneous, inner-loop responses for control and estimation. Intelligent flight control systems learn knowledge of the aircraft and its mission and adapt to changes in the flight environment. Cognitive models form an efficient basis for integrating 'outer-loop/inner-loop' control functions and for developing robust parallel-processing algorithms.

  2. Flight Dynamics Analysis Branch

    NASA Technical Reports Server (NTRS)

    Stengle, Tom; Flores-Amaya, Felipe

    2000-01-01

    This report summarizes the major activities and accomplishments carried out by the Flight Dynamics Analysis Branch (FDAB), Code 572, in support of flight projects and technology development initiatives in fiscal year 2000. The report is intended to serve as a summary of the type of support carried out by the FDAB, as well as a concise reference of key accomplishments and mission experience derived from the various mission support roles. The primary focus of the FDAB is to provide expertise in the disciplines of flight dynamics, spacecraft trajectory, attitude analysis, and attitude determination and control. The FDAB currently provides support for missions and technology development projects involving NASA, government, university, and private industry.

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

    NASA Technical Reports Server (NTRS)

    Tow, David; Arce, Dennis

    2008-01-01

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

  4. Identification of atypical flight patterns

    NASA Technical Reports Server (NTRS)

    Statler, Irving C. (Inventor); Ferryman, Thomas A. (Inventor); Amidan, Brett G. (Inventor); Whitney, Paul D. (Inventor); White, Amanda M. (Inventor); Willse, Alan R. (Inventor); Cooley, Scott K. (Inventor); Jay, Joseph Griffith (Inventor); Lawrence, Robert E. (Inventor); Mosbrucker, Chris (Inventor)

    2005-01-01

    Method and system for analyzing aircraft data, including multiple selected flight parameters for a selected phase of a selected flight, and for determining when the selected phase of the selected flight is atypical, when compared with corresponding data for the same phase for other similar flights. A flight signature is computed using continuous-valued and discrete-valued flight parameters for the selected flight parameters and is optionally compared with a statistical distribution of other observed flight signatures, yielding atypicality scores for the same phase for other similar flights. A cluster analysis is optionally applied to the flight signatures to define an optimal collection of clusters. A level of atypicality for a selected flight is estimated, based upon an index associated with the cluster analysis.

  5. Controlled Hypersonic Flight Air Data System and Flight Instrumentation

    DTIC Science & Technology

    2007-06-01

    strongly on the flight envelope, re-entry trajectory and vehicle structure. Flight envelope and re-entry trajectory influence primarily the sensor...6 3.3 Flight Wind angles and basic considerations...determination the Mach number independence principle can however be used to derive simple analytic expressions. 3.3 Flight Wind angles and basic

  6. SR-71 Flight

    NASA Video Gallery

    Two SR-71A aircraft were loaned from the U.S. Air Force for use for high-speed, high-altitude research at the NASA Dryden Flight Research Center, Edwards, California. One of them was later returned...

  7. Human Space Flight

    NASA Technical Reports Server (NTRS)

    Woolford, Barbara; Mount, Frances

    2004-01-01

    The first human space flight, in the early 1960s, was aimed primarily at determining whether humans could indeed survive and function in micro-gravity. Would eating and sleeping be possible? What mental and physical tasks could be performed? Subsequent programs increased the complexity of the tasks the crew performed. Table 1 summarizes the history of U.S. space flight, showing the projects, their dates, crew sizes, and mission durations. With over forty years of experience with human space flight, the emphasis now is on how to design space vehicles, habitats, and missions to produce the greatest returns to human knowledge. What are the roles of the humans in space flight in low earth orbit, on the moon, and in exploring Mars?

  8. Beta experiment flight report

    NASA Technical Reports Server (NTRS)

    1982-01-01

    A focused laser Doppler velocimeter system was developed for the measurement of atmospheric backscatter (beta) from aerosols at infrared wavelengths. The system was flight tested at several different locations and the results of these tests are summarized.

  9. Orion Abort Flight Test

    NASA Technical Reports Server (NTRS)

    Hayes, Peggy Sue

    2010-01-01

    The purpose of NASA's Constellation project is to create the new generation of spacecraft for human flight to the International Space Station in low-earth orbit, the lunar surface, as well as for use in future deep-space exploration. One portion of the Constellation program was the development of the Orion crew exploration vehicle (CEV) to be used in spaceflight. The Orion spacecraft consists of a crew module, service module, space adapter and launch abort system. The crew module was designed to hold as many as six crew members. The Orion crew exploration vehicle is similar in design to the Apollo space capsules, although larger and more massive. The Flight Test Office is the responsible flight test organization for the launch abort system on the Orion crew exploration vehicle. The Flight Test Office originally proposed six tests that would demonstrate the use of the launch abort system. These flight tests were to be performed at the White Sands Missile Range in New Mexico and were similar in nature to the Apollo Little Joe II tests performed in the 1960s. The first flight test of the launch abort system was a pad abort (PA-1), that took place on 6 May 2010 at the White Sands Missile Range in New Mexico. Primary flight test objectives were to demonstrate the capability of the launch abort system to propel the crew module a safe distance away from a launch vehicle during a pad abort, to demonstrate the stability and control characteristics of the vehicle, and to determine the performance of the motors contained within the launch abort system. The focus of the PA-1 flight test was engineering development and data acquisition, not certification. In this presentation, a high level overview of the PA-1 vehicle is given, along with an overview of the Mobile Operations Facility and information on the White Sands tracking sites for radar & optics. Several lessons learned are presented, including detailed information on the lessons learned in the development of wind

  10. 1999 Flight Mechanics Symposium

    NASA Technical Reports Server (NTRS)

    Lynch, John P. (Editor)

    1999-01-01

    This conference publication includes papers and abstracts presented at the Flight Mechanics Symposium held on May 18-20, 1999. Sponsored by the Guidance, Navigation and Control Center of Goddard Space Flight Center, this symposium featured technical papers on a wide range of issues related to orbit-attitude prediction, determination, and control; attitude sensor calibration; attitude determination error analysis; attitude dynamics; and orbit decay and maneuver strategy. Government, industry, and the academic community participated in the preparation and presentation of these papers.

  11. International Flight Planning Handbook.

    DTIC Science & Technology

    1985-04-01

    SAC pilots and navigators for international operations and provide increased confidence to deal effectively with contingencies that might occur. -, The...control and altitude separation. Therefore, aircrft separation is greater than operations within a radar enviro :..en:. The service is provided by the ICAO...within the CONUS ARTCC system are connected. Therefore, a handoff of a flight will be effected prior to entry into an adjoining FIR or UIR. Once a flight

  12. The flight robotics laboratory

    NASA Technical Reports Server (NTRS)

    Tobbe, Patrick A.; Williamson, Marlin J.; Glaese, John R.

    1988-01-01

    The Flight Robotics Laboratory of the Marshall Space Flight Center is described in detail. This facility, containing an eight degree of freedom manipulator, precision air bearing floor, teleoperated motion base, reconfigurable operator's console, and VAX 11/750 computer system, provides simulation capability to study human/system interactions of remote systems. The facility hardware, software and subsequent integration of these components into a real time man-in-the-loop simulation for the evaluation of spacecraft contact proximity and dynamics are described.

  13. X-29 in flight

    NASA Technical Reports Server (NTRS)

    1991-01-01

    Two X-29 aircraft, featuring one of the most unusual designs in aviation history, were flown at the NASA Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, Calif., as technology demonstrators to investigate a host of advanced concepts and technologies. This 23 second clip begins with a camera pan from the aircraft's right rear quarter forward as the X-29 flies along in a near- stall maneuver.

  14. STS-111 Flight Day 8 Highlights

    NASA Technical Reports Server (NTRS)

    2002-01-01

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

  15. STS-111 Flight Day 8 Highlights

    NASA Astrophysics Data System (ADS)

    2002-06-01

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

  16. Air Data Report Improves Flight Safety

    NASA Technical Reports Server (NTRS)

    2007-01-01

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

  17. Magnesium and Space Flight

    PubMed Central

    Smith, Scott M.; Zwart, Sara R.

    2015-01-01

    Magnesium is an essential nutrient for muscle, cardiovascular, and bone health on Earth, and during space flight. We sought to evaluate magnesium status in 43 astronauts (34 male, 9 female; 47 ± 5 years old, mean ± SD) before, during, and after 4–6-month space missions. We also studied individuals participating in a ground analog of space flight (head-down-tilt bed rest; n = 27 (17 male, 10 female), 35 ± 7 years old). We evaluated serum concentration and 24-h urinary excretion of magnesium, along with estimates of tissue magnesium status from sublingual cells. Serum magnesium increased late in flight, while urinary magnesium excretion was higher over the course of 180-day space missions. Urinary magnesium increased during flight but decreased significantly at landing. Neither serum nor urinary magnesium changed during bed rest. For flight and bed rest, significant correlations existed between the area under the curve of serum and urinary magnesium and the change in total body bone mineral content. Tissue magnesium concentration was unchanged after flight and bed rest. Increased excretion of magnesium is likely partially from bone and partially from diet, but importantly, it does not come at the expense of muscle tissue stores. While further study is needed to better understand the implications of these findings for longer space exploration missions, magnesium homeostasis and tissue status seem well maintained during 4–6-month space missions. PMID:26670248

  18. Magnesium and Space Flight.

    PubMed

    Smith, Scott M; Zwart, Sara R

    2015-12-08

    Magnesium is an essential nutrient for muscle, cardiovascular, and bone health on Earth, and during space flight. We sought to evaluate magnesium status in 43 astronauts (34 male, 9 female; 47 ± 5 years old, mean ± SD) before, during, and after 4-6-month space missions. We also studied individuals participating in a ground analog of space flight (head-down-tilt bed rest; n = 27 (17 male, 10 female), 35 ± 7 years old). We evaluated serum concentration and 24-h urinary excretion of magnesium, along with estimates of tissue magnesium status from sublingual cells. Serum magnesium increased late in flight, while urinary magnesium excretion was higher over the course of 180-day space missions. Urinary magnesium increased during flight but decreased significantly at landing. Neither serum nor urinary magnesium changed during bed rest. For flight and bed rest, significant correlations existed between the area under the curve of serum and urinary magnesium and the change in total body bone mineral content. Tissue magnesium concentration was unchanged after flight and bed rest. Increased excretion of magnesium is likely partially from bone and partially from diet, but importantly, it does not come at the expense of muscle tissue stores. While further study is needed to better understand the implications of these findings for longer space exploration missions, magnesium homeostasis and tissue status seem well maintained during 4-6-month space missions.

  19. Designing Flight Deck Procedures

    NASA Technical Reports Server (NTRS)

    Degani, Asaf; Wiener, Earl

    2005-01-01

    Three reports address the design of flight-deck procedures and various aspects of human interaction with cockpit systems that have direct impact on flight safety. One report, On the Typography of Flight- Deck Documentation, discusses basic research about typography and the kind of information needed by designers of flight deck documentation. Flight crews reading poorly designed documentation may easily overlook a crucial item on the checklist. The report surveys and summarizes the available literature regarding the design and typographical aspects of printed material. It focuses on typographical factors such as proper typefaces, character height, use of lower- and upper-case characters, line length, and spacing. Graphical aspects such as layout, color coding, fonts, and character contrast are discussed; and several cockpit conditions such as lighting levels and glare are addressed, as well as usage factors such as angular alignment, paper quality, and colors. Most of the insights and recommendations discussed in this report are transferable to paperless cockpit systems of the future and computer-based procedure displays (e.g., "electronic flight bag") in aerospace systems and similar systems that are used in other industries such as medical, nuclear systems, maritime operations, and military systems.

  20. 14 CFR 121.414 - Initial and transition training and checking requirements: flight instructors (airplane), flight...

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ....414 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... flight training for flight instructors (airplane), flight engineer instructors (airplane), and flight... to develop during instruction. (4) For flight engineer instructors (airplane) and flight...

  1. 14 CFR 121.414 - Initial and transition training and checking requirements: flight instructors (airplane), flight...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ....414 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... flight training for flight instructors (airplane), flight engineer instructors (airplane), and flight... to develop during instruction. (4) For flight engineer instructors (airplane) and flight...

  2. 14 CFR 121.414 - Initial and transition training and checking requirements: flight instructors (airplane), flight...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ....414 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... flight training for flight instructors (airplane), flight engineer instructors (airplane), and flight... to develop during instruction. (4) For flight engineer instructors (airplane) and flight...

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

    NASA Astrophysics Data System (ADS)

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

    2006-05-01

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

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

    NASA Technical Reports Server (NTRS)

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

    2005-01-01

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

  5. Noise, vibration and changes in wakefulness during helicopter flight.

    PubMed

    Landström, U; Löfstedt, P

    1987-02-01

    The investigation was carried out in cooperation with the helicopter school AF 1 in Boden. Measurements were made in two different types of helicopter, Hkp 3 and Hkp 6. Three different parameters were recorded during the flights: noise, vibrations, and wakefulness. Noise and vibration exposures were mainly correlated to the main rotor energy and frequency. Both types of exposure were dominated by lower frequencies, below 10 Hz. Analyses of wakefulness during long-distance flights, about 4 h, and short-distance flights, less than 2 h, were based on EEG and EKG recordings. As expected the level of wakefulness was influenced by the stress upon the pilots. Take-offs and landings, as well as unexpected events during the flight, were correlated to an increased level of wakefulness. In some cases flying was correlated to a gradual increase of weariness. The correlation between weariness, types of flying, and the external environmental factors of noise and vibration, is also discussed.

  6. Loran-C flight data base

    NASA Technical Reports Server (NTRS)

    Lilley, R. W.

    1979-01-01

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

  7. Flight Planning in the Cloud

    NASA Technical Reports Server (NTRS)

    Flores, Sarah L.; Chapman, Bruce D.; Tung, Waye W.; Zheng, Yang

    2011-01-01

    This new interface will enable Principal Investigators (PIs), as well as UAVSAR (Uninhabited Aerial Vehicle Synthetic Aperture Radar) members to do their own flight planning and time estimation without having to request flight lines through the science coordinator. It uses an all-in-one Google Maps interface, a JPL hosted database, and PI flight requirements to design an airborne flight plan. The application will enable users to see their own flight plan being constructed interactively through a map interface, and then the flight planning software will generate all the files necessary for the flight. Afterward, the UAVSAR team can then complete the flight request, including calendaring and supplying requisite flight request files in the expected format for processing by NASA s airborne science program. Some of the main features of the interface include drawing flight lines on the map, nudging them, adding them to the current flight plan, and reordering them. The user can also search and select takeoff, landing, and intermediate airports. As the flight plan is constructed, all of its components are constantly being saved to the database, and the estimated flight times are updated. Another feature is the ability to import flight lines from previously saved flight plans. One of the main motivations was to make this Web application as simple and intuitive as possible, while also being dynamic and robust. This Web application can easily be extended to support other airborne instruments.

  8. Scales affect performance of Monarch butterfly forewings in autorotational flight

    NASA Astrophysics Data System (ADS)

    Demko, Anya; Lang, Amy

    2012-11-01

    Butterfly wings are characterized by rows of scales (approximately 100 microns in length) that create a shingle-like pattern of cavities over the entire surface. It is hypothesized that these cavities influence the airflow around the wing and increase aerodynamic performance. A forewing of the Monarch butterfly (Danus plexippus) naturally undergoes autorotational flight in the laminar regime. Autorotational flight is an accurate representation of insect flight because the rotation induces a velocity gradient similar to that found over a flapping wing. Drop test flights of 22 forewings before and after scale removal were recorded with a high-speed camera and flight behavior was quantified. It was found that removing the scales increased the descent speed and decreased the descent factor, a measure of aerodynamic efficacy, suggesting that scales increased the performance of the forewings. Funded by NSF REU Grant 1062611.

  9. Task complexity modulates pilot electroencephalographic activity during real flights.

    PubMed

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

    2015-07-01

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

  10. Long duration flights management

    NASA Astrophysics Data System (ADS)

    Sosa-Sesma, Sergio; Letrenne, Gérard; Spel, Martin; Charbonnier, Jean-Marc

    Long duration flights (LDF) require a special management to take the best decisions in terms of ballast consumption and instant of separation. As a contrast to short duration flights, where meteorological conditions are relatively well known, for LDF we need to include the meteorological model accuracy in trajectory simulations. Dispersions on the fields of model (wind, temperature and IR fluxes) could make the mission incompatible with safety rules, authorized zones and others flight requirements. Last CNES developments for LDF act on three main axes: 1. Although ECMWF-NCEP forecast allows generating simulations from a 4D point (altitude, latitude, longitude and UT time), result is not statistical, it is determinist. To take into account model dispersion a meteorological NCEP data base was analyzed. A comparison between Analysis (AN) and Forecast (FC) for the same time frame had been done. Result obtained from this work allows implementing wind and temperature dispersions on balloon flight simulator. 2. For IR fluxes, NCEP does not provide ascending IR fluxes in AN mode but only in FC mode. To obtain the IR fluxes for each time frame, satellite images are used. A comparison between FC and satellites measurements had been done. Results obtained from this work allow implementing flux dispersions on balloon flight simulator. 3. An improved cartography containing a vast data base had been included in balloon flight simulator. Mixing these three points with balloon flight dynamics we have obtained two new tools for observing balloon evolution and risk, one of them is called ASTERISK (Statistic Tool for Evaluation of Risk) for calculations and the other one is called OBERISK (Observing Balloon Evolution and Risk) for visualization. Depending on the balloon type (super pressure, zero pressure or MIR) relevant information for the flight manager is different. The goal is to take the best decision according to the global situation to obtain the largest flight duration with

  11. XV-15 in flight

    NASA Technical Reports Server (NTRS)

    1981-01-01

    The XV-15 Tilt-Rotor aircraft was designed by Bell Aircraft, Niagara Falls, New York, in the mid-1970's under a contract with NASA and the U.S. Army. It was capable of taking off and landing vertically like a helicopter and of flying horizontally when its 'prop rotors' were rotated forward and downward. NASA Ames Research Center, Mountain View, California, and the Army Air Mobility Laboratory cooperated in a program to obtain two of the aircraft for flight research. The first aircraft arrived at Ames on March 23, 1978. After wind-tunnel testing in the Ames 40-by-80-foot wind tunnel, the aircraft began its contractor flight tests at Ames on April 23, 1979. Bell, Army, and U.S. Marine pilots flew it on 140 separate missions over the next year before turning the aircraft over to Ames. That center, in turn, chose to perform the initial flight research at the Dryden Flight Research Center, Edwards, California, where aircraft Number 2 began flight research with Dryden pilots on October 3, 1980, followed by aircraft Number 1 (previously the wind-tunnel model) the following year. Service pilots continued to fly the aircraft, including missions at Fort Huachuca, Arizona, and aboard the Navy USS Tripoli. Ames pilots also flew the XV-15 extensively during its lengthy period of flight research. The Ames flight research team finally returned aircraft Number 2 to Bell Helicopter in April 1994. The successful flight research with the XV-15, spearheaded by the team at Ames, led to the military V-22 Osprey and to the possibility of using tilt-rotor aircraft as a solution to the problem of crowded airports and highways. The XV-15 weighed 9,076 pounds empty and measured slightly more than 46 feet in length. The distance from the ground to the top of the tail was nearly 13 feet, and the span of its forward-swept wings was about 32 feet. It featured two three-bladed rotors, each measuring 25 feet in diameter. This movie clip runs about 49 seconds showing the XV-15 aircraft turning and

  12. Eclipse takeoff and flight

    NASA Technical Reports Server (NTRS)

    1998-01-01

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

  13. Aerodynamics of bird flight

    NASA Astrophysics Data System (ADS)

    Dvořák, Rudolf

    2016-03-01

    Unlike airplanes birds must have either flapping or oscillating wings (the hummingbird). Only such wings can produce both lift and thrust - two sine qua non attributes of flying.The bird wings have several possibilities how to obtain the same functions as airplane wings. All are realized by the system of flight feathers. Birds have also the capabilities of adjusting the shape of the wing according to what the immediate flight situation demands, as well as of responding almost immediately to conditions the flow environment dictates, such as wind gusts, object avoidance, target tracking, etc. In bird aerodynamics also the tail plays an important role. To fly, wings impart downward momentum to the surrounding air and obtain lift by reaction. How this is achieved under various flight situations (cruise flight, hovering, landing, etc.), and what the role is of the wing-generated vortices in producing lift and thrust is discussed.The issue of studying bird flight experimentally from in vivo or in vitro experiments is also briefly discussed.

  14. Vortex wake and flight kinematics of a swift in cruising flight in a wind tunnel.

    PubMed

    Henningsson, P; Spedding, G R; Hedenström, A

    2008-03-01

    In this paper we describe the flight characteristics of a swift (Apus apus) in cruising flight at three different flight speeds (8.0, 8.4 and 9.2 m s(-1)) in a low turbulence wind tunnel. The wingbeat kinematics were recorded by high-speed filming and the wake of the bird was visualized by digital particle image velocimetry (DPIV). Certain flight characteristics of the swift differ from those of previously studied species. As the flight speed increases, the angular velocity of the wingbeat remains constant, and so as the wingbeat amplitude increases, the frequency decreases accordingly, as though the flight muscles were contracting at a fixed rate. The wings are also comparatively inflexible and are flexed or retracted rather little during the upstroke. The upstroke is always aerodynamically active and this is reflected in the wake, where shedding of spanwise vorticity occurs throughout the wingbeat. Although the wake superficially resembles those of other birds in cruising flight, with a pair of trailing wingtip vortices connected by spanwise vortices, the continuous shedding of first positive vorticity during the downstroke and then negative vorticity during the upstroke suggests a wing whose circulation is gradually increasing and then decreasing during the wingbeat cycle. The wake (and implied wing aerodynamics) are not well described by discrete vortex loop models, but a new wake-based model, where incremental spanwise and streamwise variations of the wake impulse are integrated over the wingbeat, shows good agreement of the vertical momentum flux with the required weight support. The total drag was also estimated from the wake alone, and the calculated lift:drag ratio of approximately 13 for flapping flight is the highest measured yet for birds.

  15. Overview of NASA PTA propfan flight test program

    NASA Technical Reports Server (NTRS)

    Graber, Edwin J.

    1990-01-01

    The progress is covered of the NASA sponsored Propfan Test Assessment (PTA) flight test program. In PTA, a 9 ft. diameter propfan was installed on the left wing of a Gulfstream GII executive jet and is undergoing extensive flight testing to evaluate propfan structural integrity, near and far field noise, and cabin interior noise characteristics. This research testing includes variations in propeller tip speed and power loading, nacelle tilt angle, and aircraft Mach number and altitude. As a result, extensive parametric data will be obtained to verify and improve computer codes for predicting propfan aeroelastic, aerodynamic, and aeroacoustic characteristics. Over 600 measurements are being recorded for each of approx. 600 flight test conditions.

  16. Simulation Model Development for Icing Effects Flight Training

    NASA Technical Reports Server (NTRS)

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

    2003-01-01

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

  17. Flight Test Hazard Planning Near the Speed of Light

    NASA Technical Reports Server (NTRS)

    Henwood, Bart; Huete, Rod

    2007-01-01

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

  18. Field Flight Dynamics of Hummingbirds during Territory Encroachment and Defense.

    PubMed

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

    2015-01-01

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

  19. Field Flight Dynamics of Hummingbirds during Territory Encroachment and Defense

    PubMed Central

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

    2015-01-01

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

  20. Dispersal Flights of the Formosan Subterranean Termite (Isoptera: Rhinotermitidae).

    PubMed

    Mullins, Aaron J; Messenger, Matthew T; Hochmair, Hartwig H; Tonini, Francesco; Su, Nan-Yao; Riegel, Claudia

    2015-04-01

    The Formosan subterranean termite, Coptotermes formosanus Shiraki, is a pest of major economic concern. This termite is particularly known for its tendency to establish populations in nonendemic areas via maritime vessels as well as human-aided transport of infested materials. The natural spread of this species after new introductions occurs in part by dispersal flights originating from mature colonies. Dispersal flight activity is also the primary variable for the evaluation of area-wide management programs. Few studies exist describing the dynamics and distribution of a typical dispersal flight for this species. The present study used data collected by mark-recapture of C. formosanus alates over 12 individual evenings of dispersal flights in the New Orleans French Quarter. In this study, we found that for one selected flight dispersal location, which was not affected by a high density of trap locations nearby, alates flew on average 621 m from their parent colony. A new record of a 1,300-m dispersal flight was recorded. Spatial analysis showed that neither wind nor light affected the direction of flight, which may, however, be attributed to scarce light and wind measurements in the study region.

  1. 2001 Flight Mechanics Symposium

    NASA Technical Reports Server (NTRS)

    Lynch, John P. (Editor)

    2001-01-01

    This conference publication includes papers and abstracts presented at the Flight Mechanics Symposium held on June 19-21, 2001. Sponsored by the Guidance, Navigation and Control Center of Goddard Space Flight Center, this symposium featured technical papers on a wide range of issues related to attitude/orbit determination, prediction and control; attitude simulation; attitude sensor calibration; theoretical foundation of attitude computation; dynamics model improvements; autonomous navigation; constellation design and formation flying; estimation theory and computational techniques; Earth environment mission analysis and design; and, spacecraft re-entry mission design and operations.

  2. Soaring flight in Guinea

    NASA Technical Reports Server (NTRS)

    Idrac, P

    1920-01-01

    The term soaring is applied here to the flight of certain large birds which maneuver in the air without moving their wings. The author explains the methods of his research and here gives approximate figures for the soaring flight of the Egyptian Vulture and the African White backed Vulture. Figures are given in tabular form for relative air speed per foot per second, air velocity per foot per second, lift/drag ratio, and selected coefficients. The author argues that although the figures given were taken from a very limited series of observations, they have nevertheless thrown some light on the use by birds of the internal energy of the air.

  3. LSRA in flight

    NASA Technical Reports Server (NTRS)

    1993-01-01

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

  4. ASTRID rocket flight test

    SciTech Connect

    Whitehead, J.C.; Pittenger, L.C.; Colella, N.J.

    1994-07-01

    On February 4, 1994, we successfully flight tested the ASTRID rocket from Vandenberg Air Force Base. The technology for this rocket originated in the Brilliant Pebbles program and represents a five-year development effort. This rocket demonstrated how our new pumped-propulsion technology-which reduced the total effective engine mass by more than one half and cut the tank mass to one fifth previous requirements-would perform in atmospheric flight. This demonstration paves the way for potential cost-effective uses of the new propulsion system in commercial aerospace vehicles, exploration of the planets, and defense applications.

  5. Traffic Aware Planner (TAP) Flight Evaluation

    NASA Technical Reports Server (NTRS)

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

    2014-01-01

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

  6. Space Shuttle flight control system

    NASA Technical Reports Server (NTRS)

    Klinar, W. J.; Kubiak, E. T.; Peters, W. H.; Saldana, R. L.; Smith, E. E., Jr.; Stegall, H. W.

    1975-01-01

    The Space Shuttle is a control stabilized vehicle with control provided by an all digital, fly-by-wire flight control system. This paper gives a description of the several modes of flight control which correspond to the Shuttle mission phases. These modes are ascent flight control (including open loop first stage steering, the use of four computers operating in parallel and inertial guidance sensors), on-orbit flight control (with a discussion of reaction control, phase plane switching logic, jet selection logic, state estimator logic and OMS thrust vector control), entry flight control and TAEM (terminal area energy management to landing). Also discussed are redundancy management and backup flight control.

  7. Evidence for Endothermy in Pterosaurs Based on Flight Capability Analyses

    NASA Astrophysics Data System (ADS)

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

    2005-12-01

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

  8. Insect Flight and MAVs

    DTIC Science & Technology

    2007-11-02

    flight u After 350 million years of evolution , they have probably found good solutions for – Kinematics – Wing design – Control Systems High-Lift...Plane Episyrphus balteatus Hoverflies, dragonflies , small birds and bats rely on dynamic stall on the downstroke (red) for weight support Fling

  9. Weather and Flight Testing

    NASA Technical Reports Server (NTRS)

    Wiley, Scott

    2007-01-01

    This viewgraph document reviews some of the weather hazards involved with flight testing. Some of the hazards reviewed are: turbulence, icing, thunderstorms and winds and windshear. Maps, pictures, satellite pictures of the meteorological phenomena and graphs are included. Also included are pictures of damaged aircraft.

  10. Flight Termination Criteria

    NASA Astrophysics Data System (ADS)

    Haber, Jerold M.; Larson, Erik

    2013-09-01

    The first line of defense in protecting the public against the threat of injury from a failing space booster is the flight termination system. Consequently, these systems must be highly reliable and the criteria for flight termination must be carefully formulated. Criteria must be developed based on observable data that allows adequate time for the data to be assessed and a flight termination action to be triggered. Criteria should be set so that 1) the chance a good vehicle will be terminated is small, 2) the chance of failing to terminate an errant vehicle before it can hazard population centers or valuable assets is minimal, and 3) there is assurance that the combination of the planned trajectory and mission rules do not induce excessive risks to land based populations, air lanes, and shipping lanes should the vehicle need to be terminated [1].This paper provides an overview of the approaches to developing and implement flight termination criteria and a tool for understanding risk implications of proposed criteria.

  11. White Flight: Some Hypotheses.

    ERIC Educational Resources Information Center

    Wegmann, Robert G.

    The available literature on white flight, or, more properly, school resegregation -- the phenomenon of white withdrawal (total or partial) from desegregated schools -- is reviewed in this paper which also reports some new research in this area. The distinction is made between those schools located on the fringes of the inner city, which first…

  12. Autonomous Formation Flight

    NASA Technical Reports Server (NTRS)

    Schkolnik, Gerard S.; Cobleigh, Brent

    2004-01-01

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

  13. Flight Model Discharge System

    DTIC Science & Technology

    1989-09-01

    Itterconnection wiring diagram for the ESA ............................... 34 3-13 Typical gain versus total count curve for CEM...42 3-16 Calibration curve for energy bin 12 of the ion ESA ....................... 43 3-17 Flight ESA S/N001...Calibration curves for SPM S/N001 ......................................... 67 4-11 Calibration curves for SPM S/N002

  14. F-104 in flight

    NASA Technical Reports Server (NTRS)

    1993-01-01

    F-104G N826NA during a 1993 flight over the Mojave desert, outfitted with an experiment pylon under the center fuselage and wing racks. The F-104 was originally designed by Kelly Johnson of the Lockheed Skunk Works as a day fighter. The aircraft soon proved ideal for both research and training. For instance, a modified F-104 tested the reaction control jets for the X-15. The F-104's short wings and low lift to drag ratio made it ideal to simulate the X-15 landing profile, which the F-104s often undertook before X-15 flights in order to acquaint pilots with the rocket plane's landing characteristics. This training role continued with the lifting bodies. NASA F-104s were also used for high-speed research after the X-1E was retired. Finally, the F-104s were also used as chase planes for research missions. The F-104G was a late model designed as a fighter bomber for low-level strike missions. It was built for use by the West German Air Force and other foreign governments. N826NA accomplished a wide-range of research activities, including tests of the Space Shuttle's Thermal Protection System (TPS) tiles. The aircraft made 1,415 flights before being retired. It is now on display at the Dryden Flight Research Center.

  15. Flight Mechanics Symposium 1997

    NASA Technical Reports Server (NTRS)

    Walls, Donna M. (Editor)

    1997-01-01

    This conference publication includes papers and abstracts presented at the Flight Mechanics Symposium. This symposium featured technical papers on a wide range of issues related to orbit-attitude prediction, determination, and control; attitude sensor calibration; attitude determination error analysis; attitude dynamics; and orbit decay and maneuver strategy. Government, industry, and the academic community participated in the preparation and presentation of these papers.

  16. Flight telerobotic servicer legacy

    NASA Astrophysics Data System (ADS)

    Shattuck, Paul L.; Lowrie, James W.

    1992-11-01

    The Flight Telerobotic Servicer (FTS) was developed to enhance and provide a safe alternative to human presence in space. The first step for this system was a precursor development test flight (DTF-1) on the Space Shuttle. DTF-1 was to be a pathfinder for manned flight safety of robotic systems. The broad objectives of this mission were three-fold: flight validation of telerobotic manipulator (design, control algorithms, man/machine interfaces, safety); demonstration of dexterous manipulator capabilities on specific building block tasks; and correlation of manipulator performance in space with ground predictions. The DTF-1 system is comprised of a payload bay element (7-DOF manipulator with controllers, end-of-arm gripper and camera, telerobot body with head cameras and electronics module, task panel, and MPESS truss) and an aft flight deck element (force-reflecting hand controller, crew restraint, command and display panel and monitors). The approach used to develop the DTF-1 hardware, software and operations involved flight qualification of components from commercial, military, space, and R controller, end-of-arm tooling, force/torque transducer) and the development of the telerobotic system for space applications. The system is capable of teleoperation and autonomous control (advances state of the art); reliable (two-fault tolerance); and safe (man-rated). Benefits from the development flight included space validation of critical telerobotic technologies and resolution of significant safety issues relating to telerobotic operations in the Shuttle bay or in the vicinity of other space assets. This paper discusses the lessons learned and technology evolution that stemmed from developing and integrating a dexterous robot into a manned system, the Space Shuttle. Particular emphasis is placed on the safety and reliability requirements for a man-rated system as these are the critical factors which drive the overall system architecture. Other topics focused on include

  17. 76 FR 49755 - Privacy Act of 1974; System of Records

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-08-11

    ..., tangible information on aircrew and system performance for each aircraft flight to prevent mishaps and.... NM03760-5 System name: DON Military Flight Operations Quality Assurance System location: Primary databases... the operation of an aircraft. Categories of records in the system: Name, last four of Social...

  18. 76 FR 20718 - Records Schedules; Availability and Request for Comments

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-04-13

    ... and Space Administration, Agency-wide (N1- 255-10-4, 14 items, 12 temporary items). Records not required for documenting the history of both manned and unmanned space flight and routine administrative... both manned and unmanned space flight, including aerospace technology research and basic or...

  19. 14 CFR 135.152 - Flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a..., no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger...

  20. 14 CFR 125.226 - Digital flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... this section, no person may operate under this part a turbine-engine-powered transport category... selection; (37) Drift angle (when an information source is installed); (38) Wind speed and direction (when... rudder valve status. (b) For all turbine-engine powered transport category airplanes manufactured on...

  1. 14 CFR 135.152 - Flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a..., no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger...

  2. 14 CFR 135.152 - Flight data recorders.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a..., no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger...

  3. 14 CFR 135.152 - Flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a..., no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger...

  4. 14 CFR 125.226 - Digital flight data recorders.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... this section, no person may operate under this part a turbine-engine-powered transport category... selection; (37) Drift angle (when an information source is installed); (38) Wind speed and direction (when... rudder valve status. (b) For all turbine-engine powered transport category airplanes manufactured on...

  5. 14 CFR 125.226 - Digital flight data recorders.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... this section, no person may operate under this part a turbine-engine-powered transport category... selection; (37) Drift angle (when an information source is installed); (38) Wind speed and direction (when... rudder valve status. (b) For all turbine-engine powered transport category airplanes manufactured on...

  6. 14 CFR 135.152 - Flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a..., no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger...

  7. 14 CFR 125.226 - Digital flight data recorders.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... this section, no person may operate under this part a turbine-engine-powered transport category... selection; (37) Drift angle (when an information source is installed); (38) Wind speed and direction (when... rudder valve status. (b) For all turbine-engine powered transport category airplanes manufactured on...

  8. 14 CFR 125.226 - Digital flight data recorders.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... this section, no person may operate under this part a turbine-engine-powered transport category... selection; (37) Drift angle (when an information source is installed); (38) Wind speed and direction (when... rudder valve status. (b) For all turbine-engine powered transport category airplanes manufactured on...

  9. O-2A Aircraft Sea Flight Loads Recording Program

    DTIC Science & Technology

    1971-06-01

    When Government drawings, specifications, or other data are used for niy purpose other than in connection with a definitely related Government...Exceedances per Nautical Mile for Derived Equivalent Gust Velozity , Ude, by Altitude ........ 29 14 Exceedances per Nautical Mile for Derived Gust Velocity...period are detailed later in this report. To present the data reflecting the manuver and gust load spectra, the data processing consisted of

  10. Plot-flight user`s manual, version 1.0

    SciTech Connect

    Tenney, J.L.

    1995-08-01

    DOE contracted with Sandia to install a radar acquisition system (RAMS) to gather aircraft flight data near the Pantex Plant in Amarillo, TX. To support this effort, data reduction tools were needed to help analyze the radar data. Plot-flight is one of several data reduction tools that comprise the Sandia Airspace Recording System (SARS). The radar data is needed to support the Pantex Environmental Impact Study. Plot-flight is a DOS-based plot program that allows analysts to replay pre-recorded air traffic over Albuquerque and Amarillo. The program is flexible enough to permit replay of daily flights either sequentially, by range, or by Beacon ID. In addition to replay, the program is setup for data entry. Analysts can correlate electronic aircraft flight data to the green strip flights logs obtained from the local air traffic control center. The green strips are used by air traffic controllers to record each scheduled flight. The green strips have information not available electronically such as aircraft type and aircraft ID. This type of information is necessary to accommodate the current models used in aircraft crash analysis. Plot-flight correlates the hand-written information from the green strips to the recorded aircraft flight.

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

    NASA Technical Reports Server (NTRS)

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

    1998-01-01

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

  12. The NASA Flight Demonstration Program

    NASA Technical Reports Server (NTRS)

    Levin, G. M.; Routh, D.

    1985-01-01

    The Flight Demonstration Program was initiated by the Office of Space Flight in October 1983. The purposes of this program are to conduct an ongoing series of flight demonstrations which demonstrate critical enabling technology to potential Shuttle users and at the same time provide hands on experience to NASA engineers. Flight demonstrations are selected through a peer review process in response to an annual solicitation issued by the Flight Demonstration Office at NASA Headquarters. As of July 1985 one major flight demonstration has been successfully conducted, two flight demonstrations are scheduled to fly in November on STS 61-B, and five flight demonstrations are in various stages of development and planned to be flown during the next three years.

  13. Boeing flight deck design philosophy

    NASA Technical Reports Server (NTRS)

    Stoll, Harty

    1990-01-01

    Information relative to Boeing flight deck design philosophy is given in viewgraph form. Flight deck design rules, design considerations, functions allocated to the crew, redundancy and automation concerns, and examples of accident data that were reviewed are listed.

  14. Student Records

    ERIC Educational Resources Information Center

    Fields, Cheryl

    2005-01-01

    Another topic involving privacy has attracted considerable attention in recent months--the "student unit record" issue. The U.S. Department of Education concluded in March that it would be feasible to help address lawmakers' concerns about accountability in higher education by constructing a database capable of tracking students from institution…

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

    NASA Technical Reports Server (NTRS)

    Wallace, Lance E.

    1996-01-01

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

  16. Cardiovascular physiology in space flight

    NASA Technical Reports Server (NTRS)

    Charles, John B.; Bungo, Michael W.

    1991-01-01

    The effects of space flight on the cardiovascular system have been studied since the first manned flights. In several instances, the results from these investigations have directly contradicted the predictions based on established models. Results suggest associations between space flight's effects on other organ systems and those on the cardiovascular system. Such findings provide new insights into normal human physiology. They must also be considered when planning for the safety and efficiency of space flight crewmembers.

  17. YF-12 in flight

    NASA Technical Reports Server (NTRS)

    1972-01-01

    The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the so-called YF-12C (SR-71A 61-7951, modified with YF-12A inlets and engines and a bogus tail number 06937). The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An

  18. NASA Dryden Flight Research Center

    NASA Technical Reports Server (NTRS)

    Navarro, Robert

    2009-01-01

    This DVD has several short videos showing some of the work that Dryden is involved in with experimental aircraft. These are: shots showing the Active AeroElastic Wing (AAW) loads calibration tests, AAW roll maneuvers, AAW flight control surface inputs, Helios flight, and takeoff, and Pathfinder takeoff, flight and landing.

  19. Flight crew health stabilization program

    NASA Technical Reports Server (NTRS)

    Wooley, B. C.; Mccollum, G. W.

    1975-01-01

    The flight crew health stabilization program was developed to minimize or eliminate the possibility of adverse alterations in the health of flight crews during immediate preflight, flight, and postflight periods. The elements of the program, which include clinical medicine, immunology, exposure prevention, and epidemiological surveillance, are discussed briefly. No crewmember illness was reported for the missions for which the program was in effect.

  20. Bisphosphonate ISS Flight Experiment

    NASA Technical Reports Server (NTRS)

    LeBlanc, Adrian; Matsumoto, Toshio; Jones, Jeffrey; Shapiro, Jay; Lang, Thomas; Shackleford, Linda; Smith, Scott M.; Evans, Harlan; Spector, Elizabeth; Ploutz-Snyder, Robert; Sibonga, Jean; Keyak, Joyce; Nakamura, Toshitaka; Kohri, Kenjiro; Ohshima, Hiroshi; Moralez, Gilbert

    2014-01-01

    The bisphosphonate study is a collaborative effort between the NASA and JAXA space agencies to investigate the potential for antiresorptive drugs to mitigate bone changes associated with long-duration spaceflight. Elevated bone resorption is a hallmark of human spaceflight and bed rest (common zero-G analog). We tested whether an antiresorptive drug in combination with in-flight exercise would ameliorate bone loss and hypercalcuria during longduration spaceflight. Measurements include DXA, QCT, pQCT, and urine and blood biomarkers. We have completed analysis of 7 crewmembers treated with alendronate during flight and the immediate postflight (R+<2 week) data collection in 5 of 10 controls without treatment. Both groups used the advanced resistive exercise device (ARED) during their missions. We previously reported the pre/postflight results of crew taking alendronate during flight (Osteoporosis Int. 24:2105-2114, 2013). The purpose of this report is to present the 12-month follow-up data in the treated astronauts and to compare these results with preliminary data from untreated crewmembers exercising with ARED (ARED control) or without ARED (Pre-ARED control). Results: the table presents DXA and QCT BMD expressed as percentage change from preflight in the control astronauts (18 Pre-ARED and the current 5 ARED-1-year data not yet available) and the 7 treated subjects. As shown previously the combination of exercise plus antiresorptive is effective in preventing bone loss during flight. Bone measures for treated subjects, 1 year after return from space remain at or near baseline values. Except in one region, the treated group maintained or gained bone 1 year after flight. Biomarker data are not currently available for either control group and therefore not presented. However, data from other studies with or without ARED show elevated bone resorption and urinary Ca excretion while bisphosphonate treated subjects show decreases during flight. Comparing the two control

  1. 14 CFR 121.414 - Initial and transition training and checking requirements: flight instructors (airplane), flight...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ....414 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... training for flight instructors (airplane), flight engineer instructors (airplane), and flight navigator... instruction. (4) For flight engineer instructors (airplane) and flight navigator instructors (airplane),...

  2. 14 CFR 91.109 - Flight instruction; Simulated instrument flight and certain flight tests.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... certain flight tests. (a) No person may operate a civil aircraft (except a manned free balloon) that is... used for a flight test for an airline transport pilot certificate or a class or type rating on...

  3. Becoming a flight surgeon.

    PubMed

    Gallé-Tessonneau, J R

    1988-12-01

    This text is the inaugural lesson given by the Professor of Aeronautic Psychiatry and starts the training period for new flight surgeons in the French Air Force. Introducing the French Air Force Medicine Training Session, the author speaks about the psychological aspects in aviation medicine. Three points of pilots' psychology are developed: 1) the pilot's body as the source of intense sensations and as an object of important value; 2) the libidinal, narcissistic, and defensive aspects of the pilot's spirit; and 3) the pilot's environment with its characteristic relationships. These facts influence the medical approach and modify the physician-pilot relationship. The flight surgeon must pay attention and get ready for this specific practice.

  4. Optimal symmetric flight studies

    NASA Technical Reports Server (NTRS)

    Weston, A. R.; Menon, P. K. A.; Bilimoria, K. D.; Cliff, E. M.; Kelley, H. J.

    1985-01-01

    Several topics in optimal symmetric flight of airbreathing vehicles are examined. In one study, an approximation scheme designed for onboard real-time energy management of climb-dash is developed and calculations for a high-performance aircraft presented. In another, a vehicle model intermediate in complexity between energy and point-mass models is explored and some quirks in optimal flight characteristics peculiar to the model uncovered. In yet another study, energy-modelling procedures are re-examined with a view to stretching the range of validity of zeroth-order approximation by special choice of state variables. In a final study, time-fuel tradeoffs in cruise-dash are examined for the consequences of nonconvexities appearing in the classical steady cruise-dash model. Two appendices provide retrospective looks at two early publications on energy modelling and related optimal control theory.

  5. Flight Day 2 Highlights

    NASA Technical Reports Server (NTRS)

    2003-01-01

    The STS-107 second flight day begins with a shot of the Spacehab Research Double Module. Live presentations of experiments underway inside of the Spacehab Module are presented. Six experiments are shown. As part of the Space Technology and Research Student Payload, students from Australia, China, Israel, Japan, New York, and Liechtenstein are studying the effect that microgravity has on ants, spiders, silkworms, fish, bees, granular materials, and crystals. Mission Specialist Kalpana Chawla is seen working with the zeolite crystal growth experiment.

  6. MARS Flight Engineering Status

    SciTech Connect

    Fast, James E.; Dorow, Kevin E.; Morris, Scott J.; Thompson, Robert C.; Willett, Jesse A.

    2010-04-06

    The Multi-sensor Airborne Radiation Survey Flight Engineering project (MARS FE) has designed a high purity germanium (HPGe) crystal array for conducting a wide range of field measurements. In addition to the HPGe detector system, a platform-specific shock and vibration isolation system and environmental housing have been designed to support demonstration activities in a maritime environment on an Unmanned Surface Vehicle (USV). This report describes the status of the equipment as of the end of FY09.

  7. Infrared Thermography Flight Experimentation

    NASA Technical Reports Server (NTRS)

    Blanchard, Robert C.; Carter, Matthew L.; Kirsch, Michael

    2003-01-01

    Analysis was done on IR data collected by DFRC on May 8, 2002. This includes the generation of a movie to initially examine the IR flight data. The production of the movie was challenged by the volume of data that needed to be processed, namely 40,500 images with each image (256 x 252) containing over 264 million points (pixel depth 4096). It was also observed during the initial analysis that the RTD surface coating has a different emissivity than the surroundings. This fact added unexpected complexity in obtaining a correlation between RTD data and IR data. A scheme was devised to generate IR data near the RTD location which is not affected by the surface coating This scheme is valid as long as the surface temperature as measured does not change too much over a few pixel distances from the RTD location. After obtaining IR data near the RTD location, it is possible to make a direct comparison with the temperature as measured during the flight after adjusting for the camera s auto scaling. The IR data seems to correlate well to the flight temperature data at three of the four RID locations. The maximum count intensity occurs closely to the maximum temperature as measured during flight. At one location (RTD #3), there is poor correlation and this must be investigated before any further progress is possible. However, with successful comparisons at three locations, it seems there is great potential to be able to find a calibration curve for the data. Moreover, as such it will be possible to measure temperature directly from the IR data in the near future.

  8. Neural Flight Control System

    NASA Technical Reports Server (NTRS)

    Gundy-Burlet, Karen

    2003-01-01

    The Neural Flight Control System (NFCS) was developed to address the need for control systems that can be produced and tested at lower cost, easily adapted to prototype vehicles and for flight systems that can accommodate damaged control surfaces or changes to aircraft stability and control characteristics resulting from failures or accidents. NFCS utilizes on a neural network-based flight control algorithm which automatically compensates for a broad spectrum of unanticipated damage or failures of an aircraft in flight. Pilot stick and rudder pedal inputs are fed into a reference model which produces pitch, roll and yaw rate commands. The reference model frequencies and gains can be set to provide handling quality characteristics suitable for the aircraft of interest. The rate commands are used in conjunction with estimates of the aircraft s stability and control (S&C) derivatives by a simplified Dynamic Inverse controller to produce virtual elevator, aileron and rudder commands. These virtual surface deflection commands are optimally distributed across the aircraft s available control surfaces using linear programming theory. Sensor data is compared with the reference model rate commands to produce an error signal. A Proportional/Integral (PI) error controller "winds up" on the error signal and adds an augmented command to the reference model output with the effect of zeroing the error signal. In order to provide more consistent handling qualities for the pilot, neural networks learn the behavior of the error controller and add in the augmented command before the integrator winds up. In the case of damage sufficient to affect the handling qualities of the aircraft, an Adaptive Critic is utilized to reduce the reference model frequencies and gains to stay within a flyable envelope of the aircraft.

  9. Flight Crew Health Maintenance

    NASA Technical Reports Server (NTRS)

    Gullett, C. C.

    1970-01-01

    The health maintenance program for commercial flight crew personnel includes diet, weight control, and exercise to prevent heart disease development and disability grounding. The very high correlation between hypertension and overweight in cardiovascular diseases significantly influences the prognosis for a coronary prone individual and results in a high rejection rate of active military pilots applying for civilian jobs. In addition to physical fitness the major items stressed in pilot selection are: emotional maturity, glucose tolerance, and family health history.

  10. Dryden Flight Research Center

    NASA Technical Reports Server (NTRS)

    Kostyk, Christopher Barry

    2007-01-01

    As part of a session at the 2007 Thermal & Fluids Analysis Workshop (TFAWS), an overview of the operations at NASA Dryden Flight Research Center was given. Mission support at this site includes the Aeronautics Research Mission Directorate (ARMD); Exploration Systems Mission Directorate (ESMD), Science - ER-2; Science - G3 UAVSAR; Science - Ikhana and Space Operations. In addition, the presentation describes TFAWS related work at Dryden.

  11. Flight Software Math Library

    NASA Technical Reports Server (NTRS)

    McComas, David

    2013-01-01

    The flight software (FSW) math library is a collection of reusable math components that provides typical math utilities required by spacecraft flight software. These utilities are intended to increase flight software quality reusability and maintainability by providing a set of consistent, well-documented, and tested math utilities. This library only has dependencies on ANSI C, so it is easily ported. Prior to this library, each mission typically created its own math utilities using ideas/code from previous missions. Part of the reason for this is that math libraries can be written with different strategies in areas like error handling, parameters orders, naming conventions, etc. Changing the utilities for each mission introduces risks and costs. The obvious risks and costs are that the utilities must be coded and revalidated. The hidden risks and costs arise in miscommunication between engineers. These utilities must be understood by both the flight software engineers and other subsystem engineers (primarily guidance navigation and control). The FSW math library is part of a larger goal to produce a library of reusable Guidance Navigation and Control (GN&C) FSW components. A GN&C FSW library cannot be created unless a standardized math basis is created. This library solves the standardization problem by defining a common feature set and establishing policies for the library s design. This allows the libraries to be maintained with the same strategy used in its initial development, which supports a library of reusable GN&C FSW components. The FSW math library is written for an embedded software environment in C. This places restrictions on the language features that can be used by the library. Another advantage of the FSW math library is that it can be used in the FSW as well as other environments like the GN&C analyst s simulators. This helps communication between the teams because they can use the same utilities with the same feature set and syntax.

  12. X-29 flight maneuvers

    NASA Technical Reports Server (NTRS)

    1989-01-01

    Two X-29 aircraft, featuring one of the most unusual designs in aviation history, were flown at the NASA Dryden Flight Research Center, Edwards, Calif., as technology demonstrators to investigate a host of advanced concepts and technologies. This 30-second clip of air-to-air footage shows the X-29 as it makes hard left and right aileron turns followed up with a few barrel rolls.

  13. Advanced flight control system study

    NASA Technical Reports Server (NTRS)

    Hartmann, G. L.; Wall, J. E., Jr.; Rang, E. R.; Lee, H. P.; Schulte, R. W.; Ng, W. K.

    1982-01-01

    A fly by wire flight control system architecture designed for high reliability includes spare sensor and computer elements to permit safe dispatch with failed elements, thereby reducing unscheduled maintenance. A methodology capable of demonstrating that the architecture does achieve the predicted performance characteristics consists of a hierarchy of activities ranging from analytical calculations of system reliability and formal methods of software verification to iron bird testing followed by flight evaluation. Interfacing this architecture to the Lockheed S-3A aircraft for flight test is discussed. This testbed vehicle can be expanded to support flight experiments in advanced aerodynamics, electromechanical actuators, secondary power systems, flight management, new displays, and air traffic control concepts.

  14. Perseus A in Flight with Moon

    NASA Technical Reports Server (NTRS)

    1994-01-01

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

  15. Flight Project Data Book

    NASA Technical Reports Server (NTRS)

    1992-01-01

    The Office of Space Science and Applications (OSSA) is responsible for the overall planning, directing, executing, and evaluating that part of the overall NASA program that has the goal of using the unique characteristics of the space environment to conduct a scientific study of the universe, to understand how the Earth works as an integrated system, to solve practical problems on Earth, and to provide the scientific and technological research foundation for expanding human presence beyond Earth orbit into the solar system. OSSA guides its program toward leadership through its pursuit of excellence across the full spectrum of disciplines. OSSA pursues these goals through an integrated program of ground-based laboratory research and experimentation, suborbital flight of instruments on airplanes, balloons, and sounding rockets; flight of instruments and the conduct of research on the Shuttle/Spacelab system and on Space Station Freedom; and development and flight of automated Earth-orbiting and interplanetary spacecraft. The OSSA program is conducted with the participation and support of other Government agencies and facilities, universities throughout the United States, the aerospace contractor community, and all of NASA's nine Centers. In addition, OSSA operates with substantial international participation in many aspects of our Space Science and Applications Program. OSSA's programs currently in operation, those approved for development, and those planned for future missions are described.

  16. Solar array flight experiment

    NASA Technical Reports Server (NTRS)

    1986-01-01

    Emerging satellite designs require increasing amounts of electrical power to operate spacecraft instruments and to provide environments suitable for human habitation. In the past, electrical power was generated by covering rigid honeycomb panels with solar cells. This technology results in unacceptable weight and volume penalties when large amounts of power are required. To fill the need for large-area, lightweight solar arrays, a fabrication technique in which solar cells are attached to a copper printed circuit laminated to a plastic sheet was developed. The result is a flexible solar array with one-tenth the stowed volume and one-third the weight of comparably sized rigid arrays. An automated welding process developed to attack the cells to the printed circuit guarantees repeatable welds that are more tolerant of severe environments than conventional soldered connections. To demonstrate the flight readiness of this technology, the Solar Array Flight Experiment (SAFE) was developed and flown on the space shuttle Discovery in September 1984. The tests showed the modes and frequencies of the array to be very close to preflight predictions. Structural damping, however, was higher than anticipated. Electrical performance of the active solar panel was also tested. The flight performance and postflight data evaluation are described.

  17. Pathfinder aircraft returning from a flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The Pathfinder solar-powered research aircraft settles in for landing on the bed of Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, after a successful test flight Nov. 19, 1996. The ultra-light craft flew a racetrack pattern at low altitudes over the flight test area for two hours while project engineers checked out various systems and sensors on the uninhabited aircraft. The Pathfinder was controlled by two pilots, one in a mobile control unit which followed the craft, the other in a stationary control station. Pathfinder, developed by AeroVironment, Inc., is one of several designs being evaluated under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71

  18. Avionics. Progress Record and Theory Outline.

    ERIC Educational Resources Information Center

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

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

  19. X-31 in flight - Post Stall Maneuver

    NASA Technical Reports Server (NTRS)

    1995-01-01

    and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that can provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This movie clip runs 1 minute, 6 seconds in length and shows the X-31 rotating at takeoff and climbing into a stall maneuver. The aircraft then slides backwards thrust vectoring the tail over the top, turning the stall into a loop in which the aircraft then reverses its heading and resumes level flight.

  20. X-31 in flight, Herbst maneuver

    NASA Technical Reports Server (NTRS)

    1990-01-01

    vectoring, and airflow phenomena at high angles of attack. This is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the International Test Organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. In this 40-second movie clip the X-31 aircraft is shown performing the 'Herbst maneuver,' which is a rapid, minimum-180-degree turn using a post-stall maneuver flying well beyond the aerodynamic limits of any conventional aircraft. Named after Wolfgang Herbst a proponent of using post-stall flight in air-to-air combat.

  1. X-31 in flight - Post Stall Maneuver

    NASA Technical Reports Server (NTRS)

    1995-01-01

    angles of attack. This is expected to lead to design methods providing better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at Dryden, to which flight research was moved in February 1992 at the request of the Advanced Research Projects Agency (ARPA). In addition to ARPA and NASA, the International Test Organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 34-second movie clip shows the aircraft as it slides backwards, thrust vectoring the tail over the top, turning the stall into a loop in which the aircraft then reverses it's heading and resumes level flight.

  2. Treatment of motion sickness in parabolic flight with buccal scopolamine

    NASA Technical Reports Server (NTRS)

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

    1992-01-01

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

  3. Ground and Flight Test Structural Excitation Using Piezoelectric Actuators

    NASA Technical Reports Server (NTRS)

    Voracek, David F.; Reaves, Mercedes C.; Horta, Lucas G.; Potter, Starr; Richwine, David (Technical Monitor)

    2002-01-01

    A flight flutter experiment at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center, Edwards, California, used an 18-inch half-span composite model called the Aerostructures Test Wing (ATW). The ATW was mounted on a centerline flight test fixture on the NASA F-15B and used distributed piezoelectric strain actuators for in-flight structural excitation. The main focus of this paper is to investigate the performance of the piezoelectric actuators and test their ability to excite the first-bending and first-torsion modes of the ATW on the ground and in-flight. On the ground, wing response resulting from piezoelectric and impact excitation was recorded and compared. The comparison shows less than a 1-percent difference in modal frequency and a 3-percent increase in damping. A comparison of in-flight response resulting from piezoelectric excitation and atmospheric turbulence shows that the piezoelectric excitation consistently created an increased response in the wing throughout the flight envelope tested. The data also showed that to obtain a good correlation between the piezoelectric input and the wing accelerometer response, the input had to be nearly 3.5 times greater than the turbulence excitation on the wing.

  4. X-4 in flight

    NASA Technical Reports Server (NTRS)

    1951-01-01

    In the early days of transonic flight research, many aerodynamicists believed that eliminating conventional tail surfaces could reduce the problems created by shock wave interaction with the tail's lifting surfaces. To address this issue, the Army Air Forces's Air Technical Service awarded a contract to Northrop Aircraft Corporation on 5 April 1946 to build a piloted 'flying laboratory.' Northrop already had experience with tailless flying wing designs such as the N-1M, N-9M, XB-35, and YB-49. Subsequently, the manufacturer built two semi-tailless X-4 research aircraft, the first of which flew half a century ago. The X-4 was designed to investigate transonic compressibility effects at speeds near Mach 0.85 to 0.88, slightly below the speed of sound. Northrop project engineer Arthur Lusk designed the aircraft with swept wings and a conventional fuselage that housed two turbojet engines. It had a vertical stabilizer, but no horizontal tail surfaces. It was one of the smallest X-planes ever built, and every bit of internal space was used for systems and instrumentation. The first X-4 arrived at Muroc Air Force Base by truck on 15 November 1948. Over the course of several weeks, engineers conducted static tests, and Northrop test pilot Charles Tucker made initial taxi runs. Although small of stature, he barely fit into the diminutive craft. Tucker, a veteran Northrop test pilot, had previously flown the XB-35 and YB-49 flying wing bomber prototypes. Prior to flying for Northrop, he had logged 400 hours in jet airplanes as a test pilot for Lockheed and the Air Force. He would now be responsible for completing the contractor phase of the X-4 flight test program. Finally, all was ready. Tucker climbed into the cockpit, and made the first flight on 15 December 1948. It only lasted 18 minutes, allowing just enough time for the pilot to become familiar with the basic handling qualities of the craft. The X-4 handled well, but Tucker noted some longitudinal instability at all

  5. Mechanics and aerodynamics of insect flight control.

    PubMed

    Taylor, G K

    2001-11-01

    Insects have evolved sophisticated fight control mechanisms permitting a remarkable range of manoeuvres. Here, I present a qualitative analysis of insect flight control from the perspective of flight mechanics, drawing upon both the neurophysiology and biomechanics literatures. The current literature does not permit a formal, quantitative analysis of flight control, because the aerodynamic force systems that biologists have measured have rarely been complete and the position of the centre of gravity has only been recorded in a few studies. Treating the two best-known insect orders (Diptera and Orthoptera) separately from other insects, I discuss the control mechanisms of different insects in detail. Recent experimental studies suggest that the helicopter model of flight control proposed for Drosophila spp. may be better thought of as a facultative strategy for flight control, rather than the fixed (albeit selected) constraint that it is usually interpreted to be. On the other hand, the so-called 'constant-lift reaction' of locusts appears not to be a reflex for maintaining constant lift at varying angles of attack, as is usually assumed, but rather a mechanism to restore the insect to pitch equilibrium following a disturbance. Differences in the kinematic control mechanisms used by the various insect orders are related to differences in the arrangement of the wings, the construction of the flight motor and the unsteady mechanisms of lift production that are used. Since the evolution of insect flight control is likely to have paralleled the evolutionary refinement of these unsteady aerodynamic mechanisms, taxonomic differences in the kinematics of control could provide an assay of the relative importance of different unsteady mechanisms. Although the control kinematics vary widely between orders, the number of degrees of freedom that different insects can control will always be limited by the number of independent control inputs that they use. Control of the moments

  6. Transatlantic flight times and climate change

    NASA Astrophysics Data System (ADS)

    Williams, Paul

    2016-04-01

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

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

    NASA Technical Reports Server (NTRS)

    Berrios, William M.; Sampair, Thomas R.

    1992-01-01

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

  8. Long duration exposure facility post-flight thermal analysis, part 2

    NASA Technical Reports Server (NTRS)

    Berrios, William M.; Sampair, Thomas R.

    1992-01-01

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

  9. STS-38 Mission Specialist (MS) Springer uses camera on OV-104 aft flight deck

    NASA Technical Reports Server (NTRS)

    1990-01-01

    STS-38 Mission Specialist (MS) Robert C. Springer, holding HASSELBLAD camera, positions himself under aft flight deck overhead window W7 before recording the Earth's surface below. Behind Springer are Atlantis', Orbiter Vehicle (OV) 104's, onorbit station and aft flight deck viewing windows.

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

    NASA Technical Reports Server (NTRS)

    Rupp, Charles C.

    1987-01-01

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

  11. LANDSAT-1 and LANDSAT-2 flight evaluation report

    NASA Technical Reports Server (NTRS)

    1977-01-01

    A flight performance analysis of the LANDSAT-1 spacecraft is presented, and some of the following were examined: (1) orbital parameters; (2) power subsystem; (3) attitude control subsystem; (4) command/clock subsystem; (5) narrowband tape recorders; and (6) magnetic moment compensating assembly.

  12. The 737 graphite composite flight spoiler flight service evaluation

    NASA Technical Reports Server (NTRS)

    Coggeshall, R. L.

    1985-01-01

    The flight service experience of 111 graphite-epoxy spoilers on 737 transport aircraft and related ground based environmental exposure of graphite-epoxy material specimens is covered. Spoilers have been installed on 28 aircraft representing seven major airlines operating throughout the world. An extended flight service evaluation program of 15 years is presently underway. As of December 1984, a total of 2,092, 155 spoiler flight hours and 2,954,814 spoiler landings had been accumulated by this fleet.

  13. Orion Pad Abort 1 Flight Test - Ground and Flight Operations

    NASA Technical Reports Server (NTRS)

    Hackenbergy, Davis L.; Hicks, Wayne

    2011-01-01

    This paper discusses the ground and flight operations aspects to the Pad Abort 1 launch. The paper details the processes used to plan all operations. The paper then discussions the difficulties of integration and testing, while detailing some of the lessons learned throughout the entire launch campaign. Flight operational aspects of the launc are covered in order to provide the listener with the full suite of operational issues encountered in preparation for the first flight test of the Orion Launch Abort System.

  14. The 737 graphite composite flight spoiler flight service evaluation

    NASA Technical Reports Server (NTRS)

    Coggeshall, Randy L.

    1987-01-01

    The ninth flight service report was prepared in compliance with the requirements of Contract NAS1-11668. It covers the flight service experience of 111 graphite-epoxy spoilers on 737 transport aircraft and related ground-based environmental exposure of graphite epoxy material specimens for the period 1 Jan. 1985 through 31 Dec. 1986. Spoilers have been installed on 28 aircraft representing seven major airlines operating throughout the world. An extended flight service evaluation program of 15 years is presently underway. As of 31 Dec. 1986, a total of 3,339,608 spoiler flight-hours and 3,320,952 spoiler landings had been accumulated by this fleet.

  15. Enhanced Flight Termination System Flight Demonstration and Results

    NASA Technical Reports Server (NTRS)

    Tow, David; Arce, Dennis

    2007-01-01

    This paper discusses the methodology, requirements, tests, and implementation plan for the live demonstration of the Enhanced Flight Termination System (EFTS) using a missile program at two locations in Florida: Eglin Air Force Base (AFB) and Tyndall AFB. The demonstration included the integration of EFTS Flight Termination Receivers (FTRs) onto the missile and the integration of EFTS-program-developed transmitter assets with the mission control system at Eglin and Tyndall AFBs. The initial test stages included ground testing and captive-carry flights, followed by a launch in which EFTS was designated as the primary flight termination system for the launch.

  16. Flight Mechanics Project

    NASA Technical Reports Server (NTRS)

    Steck, Daniel

    2009-01-01

    This report documents the generation of an outbound Earth to Moon transfer preliminary database consisting of four cases calculated twice a day for a 19 year period. The database was desired as the first step in order for NASA to rapidly generate Earth to Moon trajectories for the Constellation Program using the Mission Assessment Post Processor. The completed database was created running a flight trajectory and optimization program, called Copernicus, in batch mode with the use of newly created Matlab functions. The database is accurate and has high data resolution. The techniques and scripts developed to generate the trajectory information will also be directly used in generating a comprehensive database.

  17. The Third Flight Magnet

    NASA Technical Reports Server (NTRS)

    McGhee, R. Wayne

    1998-01-01

    A self-shielded superconducting magnet was designed for the NASA Goddard Space Flight Center Adiabatic Demagnetization Refrigerator Program. This is the third magnet built from this design. The magnets utilize Cryomagnetics' patented ultra-low current technology. The magnetic system is capable of reaching a central field of two tesla at slightly under two amperes and has a total inductance of 1068 henries. This final report details the requirements of the magnet, the specifications of the resulting magnet, the test procedures and test result data for the third magnet (Serial # C-654-M), and recommended precautions for use of the magnet.

  18. X-31 in flight - Herbst Turn

    NASA Technical Reports Server (NTRS)

    1995-01-01

    and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 32-second clip shows the aircraft at the top of a stall and then thrust vectoring itself around to attain a new heading, thereby allowing the aircraft to gain the advantage over a putative opponent in air-to-air combat. This maneuver is also known as a 'J turn.'

  19. X-31 in flight - Double Reversal

    NASA Technical Reports Server (NTRS)

    1995-01-01

    thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 39-second clip begins as the X-31 performs a short loop at the top of a stall maneuver, then quickly reverses its course first left, then right by means of thrust vectoring -- thereby gaining a tactical advantage over a putative opponent in air-to-air combat.

  20. Alteration of bursting properties in interneurons during locust flight.

    PubMed

    Ramirez, J M; Pearson, K G

    1993-11-01

    1. The contribution of bursting properties to the generation of the flight motor pattern was examined for two identified interneurons (interneurons 566 and 567) in the flight system of the locust Locusta migratoria by means of intracellular recording and stimulation techniques. These interneurons are important elements in transmitting proprioceptive information from the hindwing tegula to wing elevator motoneurons. 2. Offset currents injected into these neurons revealed that bursts are triggered in the intact flying animal by synaptic input from tegula afferents (n = 10). These bursts lead to an amplification of proprioceptive input that is crucial for the generation of the intact flight motor pattern. In the absence of afferent input the activity of these neurons remained subthreshold for triggering a burst. This explains why these neurons exhibit only weak rhythmic oscillations in deafferented animals. 3. The property of interneuron 566 to burst was conditional, always being expressed during flight (n = 14) and occurring only occasionally in the quiescent animal. In the absence of flight, stimulation of tegula afferents never evoked bursts in interneuron 566 (n = 7) and depolarizing current pulses evoked weak bursts in only three of nine preparations. In 2 of 14 animals, bursting property of interneuron 566 was enhanced just after the termination of flight. 4. Variability in the bursting property was also found for interneuron 567. In the quiescent animal, tegula-evoked compound excitatory postsynaptic potentials were not sufficient to trigger bursts (n = 3) but depolarizing current pulses evoked always weak rhythmic bursting activity (n = 4). This bursting property was also variable and in one animal we found long-lasting plateau potentials that could be evoked by current injection after flight was elicited several times. 5. The data presented demonstrate that the capacity to burst is conditional in the interneurons 566 and 567. Bursting properties are always

  1. In-Flight System Identification

    NASA Technical Reports Server (NTRS)

    Morelli, Eugene A.

    1998-01-01

    A method is proposed and studied whereby the system identification cycle consisting of experiment design and data analysis can be repeatedly implemented aboard a test aircraft in real time. This adaptive in-flight system identification scheme has many advantages, including increased flight test efficiency, adaptability to dynamic characteristics that are imperfectly known a priori, in-flight improvement of data quality through iterative input design, and immediate feedback of the quality of flight test results. The technique uses equation error in the frequency domain with a recursive Fourier transform for the real time data analysis, and simple design methods employing square wave input forms to design the test inputs in flight. Simulation examples are used to demonstrate that the technique produces increasingly accurate model parameter estimates resulting from sequentially designed and implemented flight test maneuvers. The method has reasonable computational requirements, and could be implemented aboard an aircraft in real time.

  2. KC-135 winglet flight results

    NASA Technical Reports Server (NTRS)

    Montoya, L. C.

    1981-01-01

    Three KC-135 winglet configurations were flight tested for cant/incidence angles of 15 deg/-4 deg, 15 deg/-2 deg, and 0 deg/-4 deg, as well as the basic wing. The flight results for the 15 deg/-4 deg and basic wing configurations confirm the wind tunnel predicted 7% incremental decrease in total drag at cruise conditions. The 15 deg/-4 configuration flight measured wing and winglet pressure distributions, loads, stability and control, flutter, and buffet also correlate well with predicted values. The only unexpected flight results as compared with analytical predictions is a flutter speed decrease for the 0 deg/-4 deg configuration. The 15 deg/-2 deg configuration results show essentially the same incremental drag reduction as the 15 deg/-4 deg configuration; however, the flight loads are approximately 30% higher for the 15 deg/-2 deg configuration. The drag data for the 0 deg/-4 deg configuration show only a flight drag reduction.

  3. An Autonomous Flight Safety System

    NASA Technical Reports Server (NTRS)

    Bull, James B.; Lanzi, Raymond J.

    2007-01-01

    The Autonomous Flight Safety System (AFSS) being developed by NASA s Goddard Space Flight Center s Wallops Flight Facility and Kennedy Space Center has completed two successful developmental flights and is preparing for a third. AFSS has been demonstrated to be a viable architecture for implementation of a completely vehicle based system capable of protecting life and property in event of an errant vehicle by terminating the flight or initiating other actions. It is capable of replacing current human-in-the-loop systems or acting in parallel with them. AFSS is configured prior to flight in accordance with a specific rule set agreed upon by the range safety authority and the user to protect the public and assure mission success. This paper discusses the motivation for the project, describes the method of development, and presents an overview of the evolving architecture and the current status.

  4. Metabolic energy requirements for space flight

    NASA Technical Reports Server (NTRS)

    Lane, Helen W.

    1992-01-01

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

  5. D-558-2 launch and flight

    NASA Technical Reports Server (NTRS)

    1954-01-01

    (Bureau No. 37975 -- NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas Aircraft Company contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J34-40 turbojet engine configured only for ground takeoffs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of Skyrocket performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitchup problems, which NACA engineers recognized as serious because pitchups could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950 Douglas Aircraft Company replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times -- up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at an altitude of approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a

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

    PubMed

    Grigor'ev, A I; Potapov, A N

    2011-01-01

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

  7. Advanced flight control system study

    NASA Technical Reports Server (NTRS)

    Mcgough, J.; Moses, K.; Klafin, J. F.

    1982-01-01

    The architecture, requirements, and system elements of an ultrareliable, advanced flight control system are described. The basic criteria are functional reliability of 10 to the minus 10 power/hour of flight and only 6 month scheduled maintenance. A distributed system architecture is described, including a multiplexed communication system, reliable bus controller, the use of skewed sensor arrays, and actuator interfaces. Test bed and flight evaluation program are proposed.

  8. XB-70A in flight

    NASA Technical Reports Server (NTRS)

    1968-01-01

    The XB-70 was the world's largest experimental aircraft. Capable of flight at speeds of three times the speed of sound (2,000 miles per hour) at altitudes of 70,000 feet, the XB-70 was used to collect in-flight information for use in the design of future supersonic aircraft, military and civilian. This 23-second video clip shows the XB-70A taxiing, taking off, and in flight.

  9. Information Display System for Atypical Flight Phase

    NASA Technical Reports Server (NTRS)

    Statler, Irving C. (Inventor); Ferryman, Thomas A. (Inventor); Amidan, Brett G. (Inventor); Whitney, Paul D. (Inventor); White, Amanda M. (Inventor); Willse, Alan R. (Inventor); Cooley, Scott K. (Inventor); Jay, Joseph Griffith (Inventor); Lawrence, Robert E. (Inventor); Mosbrucker, Chris J. (Inventor); Rosenthal, Loren J. (Inventor); Lynch, Robert E. (Inventor); Chidester, Thomas R. (Inventor); Prothero, Gary L. (Inventor); Andrei, Adi (Inventor); Romanowski, Timothy P. (Inventor); Robin, Daniel E. (Inventor); Prothero, Jason W. (Inventor)

    2007-01-01

    Method and system for displaying information on one or more aircraft flights, where at least one flight is determined to have at least one atypical flight phase according to specified criteria. A flight parameter trace for an atypical phase is displayed and compared graphically with a group of traces, for the corresponding flight phase and corresponding flight parameter, for flights that do not manifest atypicality in that phase.

  10. Human Space Flight

    NASA Technical Reports Server (NTRS)

    Woolford, Barbara

    2006-01-01

    The performance of complex tasks on the International Space Station (ISS) requires significant preflight crew training commitments and frequent skill and knowledge refreshment. This report documents a recently developed just-in-time training methodology, which integrates preflight hardware familiarization and procedure training with an on-orbit CD-ROM-based skill enhancement. This just-in-time concept was used to support real-time remote expert guidance to complete medical examinations using the ISS Human Research Facility (HRF). An American md Russian ISS crewmember received 2-hours of hands on ultrasound training 8 months prior to the on-orbit ultrasound exam. A CD-ROM-based Onboard Proficiency Enhancement (OPE) interactive multimedia program consisting of memory enhancing tutorials, and skill testing exercises, was completed by the crewmember six days prior to the on-orbit ultrasound exam. The crewmember was then remotely guided through a thoracic, vascular, and echocardiographic examination by ultrasound imaging experts. Results of the CD ROM based OPE session were used to modify the instructions during a complete 35 minute real-time thoracic, cardiac, and carotid/jugular ultrasound study. Following commands from the ground-based expert, the crewmember acquired all target views and images without difficulty. The anatomical content and fidelity of ultrasound video were excellent and adequate for clinical decision-making. Complex ultrasound experiments with expert guidance were performed with high accuracy following limited pre-flight training and CD-ROM-based in-flight review, despite a 2-second communication latency.

  11. NASA - Human Space Flight

    NASA Technical Reports Server (NTRS)

    Davis, Jeffrey R.

    2006-01-01

    The presentation covers five main topical areas. The first is a description of how things work in the microgravity environment such as convection and sedimentation. The second part describes the effects of microgravity on human physiology. This is followed by a description of the hazards of space flight including the environment, the space craft, and the mission. An overview of biomedical research in space, both on shuttle and ISS is the fourth section of the presentation. The presentation concludes with a history of space flight from Ham to ISS. At CART students (11th and 12th graders from Fresno Unified and Clovis Unified) are actively involved in their education. They work in teams to research real world problems and discover original solutions. Students work on projects guided by academic instructors and business partners. They will have access to the latest technology and will be expected to expand their learning environment to include the community. They will focus their studies around a career area (Professional Sciences, Advanced Communications, Engineering and Product Development, or Global Issues).

  12. [In-flight emergencies].

    PubMed

    Jessen, Knud

    2005-10-17

    It is estimated that at least one billion passengers travel by air every year. It is predicted that this number will double in the future, including an increasing number of aged passengers. It is further estimated that for every ten million passengers, 225 acute in-flight incidents and one death will occur. Modern commercial aircraft impose certain physical and physiological stresses on passengers, due mainly to the lowered barometric pressure in the cabin during cruising. The top five in-flight incidents are vasovagal, cardiac, pulmonary, and gastrointestinal attacks and minor traumas and burns. Travel by air is, however, safe and can be tolerated by most people. Each aircraft is equipped with emergency oxygen and medical kits, the crew is trained in advanced first aid, and a link to a ground-based medical centre often exists. Ill and elderly people can have their journey specifically prepared for by communication between their physician and the medical service of the particular company, providing the best opportunity for a smooth journey.

  13. BEAM Technology Flight Demonstration

    NASA Technical Reports Server (NTRS)

    Wang, David

    2005-01-01

    As technologies advance, their growing complexity makes them harder to maintain. Detection methods for isolating and identifying impending problems are needed to balance this complexity. Through comparison of signal pairs from onboard sensors, the Beacon-based Exception Analysis For Multimissions (BEAM) algorithm can identify and help classify deviations in system operation from a data-trained statistical model. The goal of this task is to mature BEAM and validate its performance on a flying test bed. A series of F-18 flight demonstrations with BEAM monitoring engine parameters in real time was used to demonstrate in-the-field readiness. Captured F-18 and simulated F-18 engine data were used in model creation and training. The algorithm was then ported to the embedded system with a data buffering, file writing, and data-time-stamp monitoring shell to reduce the impact of embedded system faults on BEAM'S ability to correctly identify engine faults. Embedded system testing identified hardware related restrictions and contributed to iterative improvements in the code's runtime performance. The system was flown with forced engine flameouts and other pilot induced faults to simulate operation out of the norm. Successful detection of these faults, confirmed through post-flight data analysis, helped BEAM achieve TRL6.

  14. Shuttle Risk Progression by Flight

    NASA Technical Reports Server (NTRS)

    Hamlin, Teri; Kahn, Joe; Thigpen, Eric; Zhu, Tony; Lo, Yohon

    2011-01-01

    Understanding the early mission risk and progression of risk as a vehicle gains insights through flight is important: . a) To the Shuttle Program to understand the impact of re-designs and operational changes on risk. . b) To new programs to understand reliability growth and first flight risk. . Estimation of Shuttle Risk Progression by flight: . a) Uses Shuttle Probabilistic Risk Assessment (SPRA) and current knowledge to calculate early vehicle risk. . b) Shows impact of major Shuttle upgrades. . c) Can be used to understand first flight risk for new programs.

  15. Tactical Night Terrain Flight Navigation

    DTIC Science & Technology

    1979-09-01

    an reverse aide It necesarmy and identify by block unmber) Terrain flight Night flight Surface nav’igation 20,. AW4~ACT ( C ~venoUa sov ero " eom a maa...were used on each test flight. The helicopter used for the low-level flights were equipped initially with a commercial radar altimeter with a single...indicator, which was later changed to a military AN/APN-209 radar altimeter with dual indicators. The second helicopter was used for command and

  16. X-15 #3 in flight (USAF Photo)

    NASA Technical Reports Server (NTRS)

    1960-01-01

    controlled and was capable of developing 57,000 lb of thrust. 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 a testbed 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 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 or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) 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

  17. Analytical ice shape predictions for flight in natural icing conditions

    NASA Technical Reports Server (NTRS)

    Berkowitz, Brian M.; Riley, James T.

    1988-01-01

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

  18. Quantitative EEG patterns of differential in-flight workload

    NASA Technical Reports Server (NTRS)

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

    1993-01-01

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

  19. SHEFEX II Flight Instrumentation And Preparation Of Post Flight Analysis

    NASA Astrophysics Data System (ADS)

    Thiele, Thomas; Siebe, Frank; Gulhan, Ali

    2011-05-01

    A main disadvantage of modern TPS systems for re- entry vehicles is the expensive manufacturing and maintenance process due to the complex geometry of these blunt nose configurations. To reduce the costs and to improve the aerodynamic performance the German Aerospace Center (DLR) is following a different approach using TPS structures consisting of flat ceramic tiles. To test these new sharp edged TPS structures the SHEFEX I flight experiment was designed and successfully performed by DLR in 2005. To further improve the reliability of the sharp edged TPS design at even higher Mach numbers, a second flight experiment SHEFEX II will be performed in September 2011. In comparison to SHEFEX I the second flight experiment has a fully symmetrical shape and will reach a maximum Mach number of about 11. Furthermore the vehicle has an active steering system using four canards to control the flight attitude during re-entry, e.g. roll angle, angle of attack and sideslip. After a successful flight the evaluation of the flight data will be performed using a combination of numerical and experimental tools. The data will be used for the improvement of the present numerical analysis tools and to get a better understanding of the aerothermal behaviour of sharp TPS structures. This paper presents the flight instrumentation of the SHEFEX II TPS. In addition the concept of the post flight analysis is presented.

  20. 14 CFR 91.421 - Rebuilt engine maintenance records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.421 Rebuilt engine maintenance records. (a) The owner or... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Rebuilt engine maintenance records....

  1. 14 CFR 91.421 - Rebuilt engine maintenance records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.421 Rebuilt engine maintenance records. (a) The owner or... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Rebuilt engine maintenance records....

  2. 14 CFR 91.419 - Transfer of maintenance records.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.419 Transfer of maintenance records. Any owner or operator who... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Transfer of maintenance records....

  3. 14 CFR 91.419 - Transfer of maintenance records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.419 Transfer of maintenance records. Any owner or operator who... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Transfer of maintenance records....

  4. 14 CFR 91.419 - Transfer of maintenance records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.419 Transfer of maintenance records. Any owner or operator who... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Transfer of maintenance records....

  5. 14 CFR 91.421 - Rebuilt engine maintenance records.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.421 Rebuilt engine maintenance records. (a) The owner or... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Rebuilt engine maintenance records....

  6. 14 CFR 91.419 - Transfer of maintenance records.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.419 Transfer of maintenance records. Any owner or operator who... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Transfer of maintenance records....

  7. 14 CFR 91.419 - Transfer of maintenance records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Maintenance, Preventive Maintenance, and Alterations § 91.419 Transfer of maintenance records. Any owner or operator who... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Transfer of maintenance records....

  8. SUNRISE Impressions from a successful science flight

    NASA Astrophysics Data System (ADS)

    Schmidt, W.; Solanki, S. K.; Barthol, P.; Berkefeld, T.; Gandorfer, A.; Knölker, M.; Martínez Pillet, V.; Schüssler, M.; Title, A.

    2010-06-01

    SUNRISE is a balloon-borne telescope with an aperture of one meter. It is equipped with a filter imager for the UV wavelength range between 214 nm and 400 nm (SUFI), and with a spectro-polarimeter that measures the magnetic field of the photosphere using the Fe I line at 525.02 nm that has a Landé factor of 3. SUNRISE performed its first science flight from 8 to 14 June 2009. It was launched at the Swedish ESRANGE Space Center and cruised at an altitude of about 36 km and geographic latitudes between 70 and 74 degrees to Somerset Island in northern Canada. There, all data, the telescope and the gondola were successfully recovered. During its flight, Sunrise achieved high pointing stability during 33 hours, and recorded about 1.8 TB of science data. Already at this early stage of data processing it is clear that SUNRISE recorded UV images of the solar photosphere, and spectropolarimetric measurements of the quiet Sun's magnetic field of unprecedented quality.

  9. Stirling to Flight Initiative

    NASA Technical Reports Server (NTRS)

    Hibbard, Kenneth E.; Mason, Lee S.; Ndu, Obi; Smith, Clayton; Withrow, James P.

    2016-01-01

    Flight (S2F) initiative with the objective of developing a 100-500 We Stirling generator system. Additionally, a different approach is being devised for this initiative to avoid pitfalls of the past, and apply lessons learned from the recent ASRG experience. Two key aspects of this initiative are a Stirling System Technology Maturation Effort, and a Surrogate Mission Team (SMT) intended to provide clear mission pull and requirements context. The S2F project seeks to lead directly into a DOE flight system development of a new SRG. This paper will detail the proposed S2F initiative, and provide specifics on the key efforts designed to pave a forward path for bringing Stirling technology to flight.

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

    NASA Technical Reports Server (NTRS)

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

    2003-01-01

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

  11. Extraction of Modal Parameters from Spacecraft Flight Data

    NASA Technical Reports Server (NTRS)

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

    2010-01-01

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

  12. The Development of the Ares I-X Flight Test

    NASA Technical Reports Server (NTRS)

    Ess, Robert H.

    2008-01-01

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

  13. 49 CFR 1552.3 - Flight training.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 49 Transportation 9 2010-10-01 2010-10-01 false Flight training. 1552.3 Section 1552.3..., DEPARTMENT OF HOMELAND SECURITY CIVIL AVIATION SECURITY FLIGHT SCHOOLS Flight Training for Aliens and Other Designated Individuals § 1552.3 Flight training. This section describes the procedures a flight school...

  14. Perseus A in Flight with Moon

    NASA Technical Reports Server (NTRS)

    1994-01-01

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

  15. X-15 #3 in flight (USAF Photo)

    NASA Technical Reports Server (NTRS)

    1960-01-01

    controlled and was capable of developing 57,000 lb of thrust. 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 a testbed 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 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 or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) 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

  16. Enhanced Query Data Recorder - A Next Generation Flight Recorder Built Around the iNET Standards

    DTIC Science & Technology

    2014-08-01

    Aeronautical telemetry, algorithm, bandwidth, Pilot-aided equalizers, Adaptive equalizers, CMA, shaped offset quadrature-phase shift keying (SOQPSK...modulation, iNET, Aeronautical channels 16. SECURITY CLASSIFICATION OF: Unclassified 17. LIMITATION OF ABSTRACT 18. NUMBER OF PAGES 19a. NAME OF...reasons in more detail. Data dropouts. Telemetry data dropouts are unavoidable in T&E, especially in the aeronautical test community where

  17. Digital flight control systems

    NASA Technical Reports Server (NTRS)

    Caglayan, A. K.; Vanlandingham, H. F.

    1977-01-01

    The design of stable feedback control laws for sampled-data systems with variable rate sampling was investigated. These types of sampled-data systems arise naturally in digital flight control systems which use digital actuators where it is desirable to decrease the number of control computer output commands in order to save wear and tear of the associated equipment. The design of aircraft control systems which are optimally tolerant of sensor and actuator failures was also studied. Detection of the failed sensor or actuator must be resolved and if the estimate of the state is used in the control law, then it is also desirable to have an estimator which will give the optimal state estimate even under the failed conditions.

  18. Flight deck engine advisor

    NASA Technical Reports Server (NTRS)

    Shontz, W. D.; Records, R. M.; Antonelli, D. R.

    1992-01-01

    The focus of this project is on alerting pilots to impending events in such a way as to provide the additional time required for the crew to make critical decisions concerning non-normal operations. The project addresses pilots' need for support in diagnosis and trend monitoring of faults as they affect decisions that must be made within the context of the current flight. Monitoring and diagnostic modules developed under the NASA Faultfinder program were restructured and enhanced using input data from an engine model and real engine fault data. Fault scenarios were prepared to support knowledge base development activities on the MONITAUR and DRAPhyS modules of Faultfinder. An analysis of the information requirements for fault management was included in each scenario. A conceptual framework was developed for systematic evaluation of the impact of context variables on pilot action alternatives as a function of event/fault combinations.

  19. The Cibola flight experiment

    SciTech Connect

    Caffrey, Michael Paul; Nelson, Anthony; Salazar, Anthony; Roussel - Dupre, Diane; Katko, Kim; Palmer, Joseph; Robinson, Scott; Wirthlin, Michael; Howes, William; Richins, Daniel

    2009-01-01

    The Cibola Flight Experiment (CFE) is an experimental small satellite carrying a reconfigurable processing instrument developed at the Los Alamos National Laboratory that demonstrates the feasibility of using FPGA-based high-performance computing for sensor processing in the space environment. The CFE satellite was launched on March 8, 2007 in low-earth orbit and has operated extremely well since its deployment. The nine Xilinx Virtex FPGAs used in the payload have been used for several high-throughput sensor processing applications and for single-event upset (SEU) monitoring and mitigation. This paper will describe the CFE system and summarize its operational results. In addition, this paper will describe the results from several SEU detection circuits that were performed on the spacecraft.

  20. Flight Operations Analysis Tool

    NASA Technical Reports Server (NTRS)

    Easter, Robert; Herrell, Linda; Pomphrey, Richard; Chase, James; Wertz Chen, Julie; Smith, Jeffrey; Carter, Rebecca

    2006-01-01

    Flight Operations Analysis Tool (FLOAT) is a computer program that partly automates the process of assessing the benefits of planning spacecraft missions to incorporate various combinations of launch vehicles and payloads. Designed primarily for use by an experienced systems engineer, FLOAT makes it possible to perform a preliminary analysis of trade-offs and costs of a proposed mission in days, whereas previously, such an analysis typically lasted months. FLOAT surveys a variety of prior missions by querying data from authoritative NASA sources pertaining to 20 to 30 mission and interface parameters that define space missions. FLOAT provides automated, flexible means for comparing the parameters to determine compatibility or the lack thereof among payloads, spacecraft, and launch vehicles, and for displaying the results of such comparisons. Sparseness, typical of the data available for analysis, does not confound this software. FLOAT effects an iterative process that identifies modifications of parameters that could render compatible an otherwise incompatible mission set.

  1. X-38 - First Flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also

  2. X-38 - First Flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the

  3. Cibola flight experiment

    SciTech Connect

    Roussel-Dupre, D.; Caffrey, M. P.

    2004-01-01

    Los Alamos National Laboratory is building the Cibola Flight Experiment (CFE), a reconfigurable processor payload intended for a Low Earth Orbit system. It will survey portions of the VHF and UHF radio spectra. The experiment uses networks of reprogrammable, Field Programmable Gate Arrays (FPGAs) to process the received signals for ionospheric and lightning studies. The objective is to validate the on-orbit use of commercial, reconfigurable FPGA technology utilizing several different single-event upset mitigation schemes. It will also detect and measure impulsive events that occur in a complex background. Surrey Satellite Technology, Ltd (SSTL) is building the small host satellite, CFESat, based upon SSTL's disaster monitoring constellation (DMC) and Topsat mission satellite designs. The CFESat satellite will be launched by the Space Test Program in September 2006 on the US Air Force Evolved Expendable Launch Vehicle (EELV) using the EELV's Secondary Payload Adapter (ESPA) that allows up to six small satellites to be launched as 'piggyback' passengers with larger spacecraft.

  4. Future Flight Central

    NASA Technical Reports Server (NTRS)

    1999-01-01

    NASA 'Future Flight Central,' the world's first full-scale virtual airport control tower, opened December 13, 1999 at NASA Ames Research Center, Moffett Field, California. Constructed at a cost of $10 million, the two story facility was jointly funded by NASA and the Federal Aviation Administration (FAA). The facility is designed to test ways to solve potential air and ground traffic problems at commercial airports under realistic airport conditions and configurations. The facility provides an opportunity for airlines and airports to mitigate passenger delays by fine tuning airport hub operations, gate management, ramp movement procedures, and various other airport improvements. Twelve rear projection screens provide a seamless 360 degree high- resolution view of the airport or other screens being depicted. The imaging system, powered by supercomputers, provides a realistic view of weather conditions, enviromental and seasonal effects and the movement of up to 200 active aircraft and ground vehicles.

  5. Space flight rehabilitation.

    PubMed

    Payne, Michael W C; Williams, David R; Trudel, Guy

    2007-07-01

    The weightless environment of space imposes specific physiologic adaptations on healthy astronauts. On return to Earth, these adaptations manifest as physical impairments that necessitate a period of rehabilitation. Physiologic changes result from unloading in microgravity and highly correlate with those seen in relatively immobile terrestrial patient populations such as spinal cord, geriatric, or deconditioned bed-rest patients. Major postflight impairments requiring rehabilitation intervention include orthostatic intolerance, bone demineralization, muscular atrophy, and neurovestibular symptoms. Space agencies are preparing for extended-duration missions, including colonization of the moon and interplanetary exploration of Mars. These longer-duration flights will result in more severe and more prolonged disability, potentially beyond the point of safe return to Earth. This paper will review and discuss existing space rehabilitation plans for major postflight impairments. Evidence-based rehabilitation interventions are imperative not only to facilitate return to Earth but also to extend the safe duration of exposure to a physiologically hostile microgravity environment.

  6. Adaptive nonlinear flight control

    NASA Astrophysics Data System (ADS)

    Rysdyk, Rolf Theoduor

    1998-08-01

    Research under supervision of Dr. Calise and Dr. Prasad at the Georgia Institute of Technology, School of Aerospace Engineering. has demonstrated the applicability of an adaptive controller architecture. The architecture successfully combines model inversion control with adaptive neural network (NN) compensation to cancel the inversion error. The tiltrotor aircraft provides a specifically interesting control design challenge. The tiltrotor aircraft is capable of converting from stable responsive fixed wing flight to unstable sluggish hover in helicopter configuration. It is desirable to provide the pilot with consistency in handling qualities through a conversion from fixed wing flight to hover. The linear model inversion architecture was adapted by providing frequency separation in the command filter and the error-dynamics, while not exiting the actuator modes. This design of the architecture provides for a model following setup with guaranteed performance. This in turn allowed for convenient implementation of guaranteed handling qualities. A rigorous proof of boundedness is presented making use of compact sets and the LaSalle-Yoshizawa theorem. The analysis allows for the addition of the e-modification which guarantees boundedness of the NN weights in the absence of persistent excitation. The controller is demonstrated on the Generic Tiltrotor Simulator of Bell-Textron and NASA Ames R.C. The model inversion implementation is robustified with respect to unmodeled input dynamics, by adding dynamic nonlinear damping. A proof of boundedness of signals in the system is included. The effectiveness of the robustification is also demonstrated on the XV-15 tiltrotor. The SHL Perceptron NN provides a more powerful application, based on the universal approximation property of this type of NN. The SHL NN based architecture is also robustified with the dynamic nonlinear damping. A proof of boundedness extends the SHL NN augmentation with robustness to unmodeled actuator

  7. X-1 in flight

    NASA Technical Reports Server (NTRS)

    1947-01-01

    The Bell Aircraft Corporation X-1-1 (#46-062) in flight. The shock wave pattern in the exhaust plume is visible. The X-1 series aircraft were air-launched from a modified Boeing B-29 or a B-50 Superfortress bombers. The X-1-1 was painted a bright orange by Bell Aircraft. It was thought that the aircraft would be more visable to those doing the tracking during a flight. When NACA received the airplanes they were painted white, which was an easier color to find in the skies over Muroc Air Field in California. This particular craft was nicknamed 'Glamorous Glennis' by Chuck Yeager in honor of his wife, and is now on permanent display in the Smithsonian Institution's National Air and Space Museum in Washington, DC. There were five versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Sonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all

  8. ER-2 in flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    In this film clip, we see an ER-2 on its take off roll and climb as it departs from runway 22 at Edwards AFB, California. In 1981, NASA acquired its first ER-2 aircraft. The agency obtained a second ER-2 in 1989. These airplanes replaced two Lockheed U-2 aircraft, which NASA had used to collect scientific data since 1971. The U-2, and later the ER-2, were based at the Ames Research Center, Moffett Field, California, until 1997. In 1997, the ER-2 aircraft and their operations moved to NASA Dryden Flight Research Center, Edwards, California. Since the inaugural flight for this program, August 31, 1971, NASA U-2 and ER-2 aircraft have flown more than 4,000 data missions and test flights in support of scientific research conducted by scientists from NASA, other federal agencies, states, universities, and the private sector. NASA is currently using two ER-2 Airborne Science aircraft as flying laboratories. The aircraft, based at NASA Dryden, collect information about our surroundings, including Earth resources, celestial observations, atmospheric chemistry and dynamics, and oceanic processes. The aircraft also are used for electronic sensor research and development, satellite calibration, and satellite data validation. The ER-2 is a versatile aircraft well-suited to perform multiple mission tasks. It is 30 percent larger than the U-2 with a 20 feet longer wingspan and a considerably increased payload over the older airframe. The aircraft has four large pressurized experiment compartments and a high-capacity AC/DC electrical system, permitting it to carry a variety of payloads on a single mission. The modular design of the aircraft permits rapid installation or removal of payloads to meet changing mission requirements. The ER-2 has a range beyond 3,000 miles (4800 kilometers); is capable of long flight duration and can operate at altitudes up to 70,000 feet (21.3 kilometers) if required. Operating at an altitude of 65,000 feet (19.8 kilometers) the ER-2 acquires data

  9. History of Manned Space Flight

    NASA Technical Reports Server (NTRS)

    1975-01-01

    U.S. manned space projects from Mercury Redstone 3 through Skylab 4 are briefly described including dates, flight duration, crew, and number of earth/moon orbits. The flight costs of each project are itemized. Highlights in the history of the manned space program from 1957 to February, 1974 are included.

  10. Strategy in space flight experiments

    NASA Technical Reports Server (NTRS)

    Marvin, Dean; Severns, James

    1991-01-01

    The main topics of the workshop were the evaluation of both the need for flight testing of solar array hardware and the opportunities for such testing. Spacecraft charging effects, array dynamics, cost-effectiveness, and methods of flight planning were also discussed.

  11. In-flight Medical Emergencies

    PubMed Central

    Chandra, Amit; Conry, Shauna

    2013-01-01

    Introduction: Research and data regarding in-flight medical emergencies during commercial air travel are lacking. Although volunteer medical professionals are often called upon to assist, there are no guidelines or best practices to guide their actions. This paper reviews the literature quantifying and categorizing in-flight medical incidents, discusses the unique challenges posed by the in-flight environment, evaluates the legal aspects of volunteering to provide care, and suggests an approach to managing specific conditions at 30,000 feet. Methods: We conducted a MEDLINE search using search terms relevant to aviation medical emergencies and flight physiology. The reference lists of selected articles were reviewed to identify additional studies. Results: While incidence studies were limited by data availability, syncope, gastrointestinal upset, and respiratory complaints were among the most common medical events reported. Chest pain and cardiovascular events were commonly associated with flight diversion. Conclusion: When in-flight medical emergencies occur, volunteer physicians should have knowledge about the most common in-flight medical incidents, know what is available in on-board emergency medical kits, coordinate their therapy with the flight crew and remote resources, and provide care within their scope of practice. PMID:24106549

  12. STS-80 Post Flight Presentation

    NASA Technical Reports Server (NTRS)

    1996-01-01

    The flight crew of STS-80, Cmdr. Kenneth D. Cockrell, Pilot Kent V. Rominger, Mission Specialists, Tamara E. Jernigan, Thomas D. Jones, and F. Story Musgrave give a post flight presentation of their mission. This presentation is divided into two parts first a slide presentation of still shots, and the second is a video presentation.

  13. Laminar-flow flight experiments

    NASA Technical Reports Server (NTRS)

    Wagner, Richard D.; Maddalon, Dal V.; Bartlett, D. W.; Collier, F. S., Jr.; Braslow, A. L.

    1989-01-01

    The flight testing conducted over the past 10 years in the NASA laminar-flow control (LFC) will be reviewed. The LFC program was directed towards the most challenging technology application, the high supersonic speed transport. To place these recent experiences in perspective, earlier important flight tests will first be reviewed to recall the lessons learned at that time.

  14. Aircraft flight test trajectory control

    NASA Technical Reports Server (NTRS)

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

    1988-01-01

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

  15. The N.A.C.A. Recording Tachometer and Angle of Attack Recorder

    NASA Technical Reports Server (NTRS)

    Reid, H J E

    1923-01-01

    This note contains photos and descriptions of airplane flight apparatus for use in conjunction with a recording galvanometer. In measuring the angle of attack a variable resistance is used, being controlled by a vane in the airstream. Thus it is only necessary to measure the change of resistance.

  16. F-111C Flight Data Reduction and Analysis Procedures

    DTIC Science & Technology

    1990-12-01

    and for use as test manoeuvres for the F-LGC flight training simulator. These included: 1. longitudinal roller - coaster manoeuvres 2. lateral...ft) [KOAS j(deg.) Roller Coaster 1 4000 0.60 30 5000 0.60 30 0.80 56 10000 0.80 55 1.20 72.5 2 10000 0.70 35 Lateral Oscillations 1 1000...provides on-board digital magnetic -tape recording and telemetry information for real-time flight test monitoring. The instrumentation was developed for use

  17. Passenger ride quality determined from commercial airline flights

    NASA Technical Reports Server (NTRS)

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

    1975-01-01

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

  18. Miniature Focusing Time-of-Flight Mass Spectrometer

    NASA Technical Reports Server (NTRS)

    Kanik, Isik; Srivastava, Santosh

    2005-01-01

    An improved miniature time-of-flight mass spectrometer has been developed in a continuing effort to minimize the sizes, weights, power demands, and costs of mass spectrometers for such diverse applications as measurement of concentrations of pollutants in the atmosphere, detecting poisonous gases in mines, and analyzing exhaust gases of automobiles. Advantageous characteristics of this mass spectrometer include the following: It is simple and rugged. Relative to prior mass spectrometers, it is inexpensive to build. There is no need for precise alignment of its components. Its mass range is practically unlimited Relative to prior mass spectrometers, it offers high sensitivity (ability to measure relative concentrations as small as parts per billion). Its resolution is one dalton (one atomic mass unit). An entire mass spectrum is recorded in a single pulse. (In a conventional mass spectrometer, a spectrum is recorded mass by mass.) The data-acquisition process takes only seconds. It is a lightweight, low-power, portable instrument. Although time-of-flight mass spectrometers (TOF-MSs) have been miniaturized previously, their performances have not been completely satisfactory. An inherent adverse effect of miniaturization of a TOF-MS is a loss of resolution caused by reduction of the length of its flight tube. In the present improved TOF-MS, the adverse effect of shortening the flight tube is counteracted by (1) using charged-particle optics to constrain ion trajectories to the flight-tube axis while (2) reducing ion velocities to increase ion flight times. In the present improved TOF-MS, a stream of gas is generated by use of a hypodermic needle. The stream of gas is crossed by an energy-selected, pulsed beam of electrons (see Figure 1). The ions generated by impingement of the electrons on the gas atoms are then focused by three cylindrical electrostatic lenses, which constitute a segmented flight tube. After traveling along the flight tube, the ions enter a charged

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

    NASA Technical Reports Server (NTRS)

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

    1995-01-01

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

  20. Energy requirements for space flight

    NASA Technical Reports Server (NTRS)

    Lane, Helen W.

    1992-01-01

    Both the United States and the Soviet Union perform human space research. This paper reviews data available on energy metabolism in the microgravity of space flight. The level of energy utilization in space seems to be similar to that on earth, as does energy availability. However, despite adequate intake of energy and protein and in-flight exercise, lean body mass was catabolized, as indicated by negative nitrogen balance. Metabolic studies during simulated microgravity (bed rest) and true microgravity in flight have shown changes in blood glucose, fatty acids and insulin concentrations, suggesting that energy metabolism may be altered during space flight. Future research should focus on the interactions of lean body mass, diet and exercise in space, and their roles in energy metabolism during space flight.

  1. Applications of Payload Directed Flight

    NASA Technical Reports Server (NTRS)

    Ippolito, Corey; Fladeland, Matthew M.; Yeh, Yoo Hsiu

    2009-01-01

    Next generation aviation flight control concepts require autonomous and intelligent control system architectures that close control loops directly around payload sensors in manner more integrated and cohesive that in traditional autopilot designs. Research into payload directed flight control at NASA Ames Research Center is investigating new and novel architectures that can satisfy the requirements for next generation control and automation concepts for aviation. Tighter integration between sensor and machine requires definition of specific sensor-directed control modes to tie the sensor data directly into a vehicle control structures throughout the entire control architecture, from low-level stability- and control loops, to higher level mission planning and scheduling reasoning systems. Payload directed flight systems can thus provide guidance, navigation, and control for vehicle platforms hosting a suite of onboard payload sensors. This paper outlines related research into the field of payload directed flight; and outlines requirements and operating concepts for payload directed flight systems based on identified needs from the scientific literature.'

  2. Electronystagmography and audio potentials in space flight

    NASA Technical Reports Server (NTRS)

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

    1985-01-01

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

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

    PubMed

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

    2015-01-01

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

  4. Orion Exploration Flight Test Post-Flight Inspection and Analysis

    NASA Technical Reports Server (NTRS)

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

    2017-01-01

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

  5. Integrated Approach to Flight Crew Training

    NASA Technical Reports Server (NTRS)

    Carroll, J. E.

    1984-01-01

    The computer based approach used by United Airlines for flight training is discussed. The human factors involved in specific aircraft accidents are addressed. Flight crew interaction and communication as they relate to training and flight safety are considered.

  6. NASA test flights with increased flight stress indices

    NASA Technical Reports Server (NTRS)

    Smith, I. S., Jr.

    1991-01-01

    This paper presents the objectives, results, and conclusions stemming from a series of six test flights conducted for the National Aeronautics and Space Administration (NASA) by the National Scientific Balloon Facility (NSBF). Results from the test flights indicate that: (1) the current two U.S. balloon films are capable of being flown at significantly increased flight stress index values; (2) payload weights less than the design minimum payload can be reliably flown without fear of structural failure due to increased circumferential stress; and (3) large and rapid decreases in payload weight can be tolerated by current balloons without structural failure.

  7. Flight testing of the Capillary Pumped Loop Flight Experiment

    NASA Technical Reports Server (NTRS)

    Butler, Dan; Ottenstein, Laura; Ku, Jentung

    1995-01-01

    The Capillary Pumped Loop Flight Experiment (CAPL) employs a passive two-phase thermal control system that uses the latent heat of vaporization of ammonia to transfer heat over long distances. CAPL was designed as a prototype of the Earth Observing System (EOS) instrument thermal control systems. The purpose of the mission was to provide validation of the system performance in micro-gravity, prior to implementation on EOS. CAPL was flown on STS-60 in February, 1994, with some unexpected results related to gravitational effects on two-phase systems. Flight test results and post flight investigations will be addressed, along with a brief description of the experiment design.

  8. Foreign technology summary of flight crucial flight control systems

    NASA Technical Reports Server (NTRS)

    Rediess, H. A.

    1984-01-01

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

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

    PubMed

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

    2015-05-01

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

  10. Current Simulator Substitution Practices in Flight Training

    DTIC Science & Technology

    1977-02-01

    environments. The percentage reduction of the original in-flight syllabus (effectiveness) and the ratio of simulator hours required per in-flight...in the report are percent flight TAEG Report No. 43 syllabus reduction and flight substitution ratio. Explanatory information is provided to...formula (Percent Flight Syllabus Reduction) expresses the overall ability of the simulator to reduce the amount of in-flight training in the syllabus

  11. IVGEN Post Flight Analysis

    NASA Technical Reports Server (NTRS)

    Mcquillen, John; Brown, Dan; Hussey, Sam; Zoldak, John

    2014-01-01

    The Intravenous Fluid Generation (IVGEN) Experiment was a technology demonstration experiment that purified ISS potable water, mixed it with salt, and transferred it through a sterilizing filter. On-orbit performance was verified as appropriate and two 1.5 l bags of normal saline solution were returned to earth for post-flight testing by a FDA certified laboratory for compliance with United States Pharmacopiea (USP) standards. Salt concentration deviated from required values and an analysis identified probable causes. Current efforts are focused on Total Organic Content (TOC) testing, and shelf life.The Intravenous Fluid Generation (IVGEN) Experiment demonstrated the purification of ISS potable water, the mixing of the purified water with sodium chloride, and sterilization of the solution via membrane filtration. On-orbit performance was monitored where feasible and two 1.5-liter bags of normal saline solution were returned to earth for post-flight testing by a FDA-registered laboratory for compliance with United States Pharmacopeia (USP)standards [1]. Current efforts have been focused on challenge testing with identified [2] impurities (total organic-carbon), and shelf life testing. The challenge testing flowed known concentrations of contaminants through the IVGEN deionizing cartridge and membrane filters to test their effectiveness. One finding was that the filters and DI-resin themselves contribute to the contaminant load during initial startup, suggesting that the first 100 ml of fluid be discarded. Shelf life testing is ongoing and involves periodic testing of stored DI cartridges and membrane filters that are capped and sealed in hermetic packages. The testing is conducted at six month intervals measuring conductivity and endotoxins in the effluent. Currently, the packaging technique has been successfully demonstrated for one year of storage testing. The USP standards specifies that the TOC be conducted at point of generation as opposed to point of

  12. In-Flight Personalized Medication Management

    NASA Technical Reports Server (NTRS)

    Peletskaya, E.; Griko, Y. V.

    2016-01-01

    , technologies capable of predicting and managing medication side effects, interactions, and toxicity of drugs during spaceflight are needed. We propose to develop and customize for NASAs applications available on the market Personalized Prescribing System (PPS) that would provide a comprehensive, non-invasive solution for safer, targeted medication management for every crew member resulting in safer and more effective treatment and, consequently, better performance. PPS will function as both decision support and record-keeping tool for flight surgeons and astronauts in applying the recommended medications for situations arising in flight. The information on individual drug sensitivity will translate into personalized risk assessment for adverse drug reactions and treatment failures for each drug from the medication kit as well as predefined outcome of any combination of them. Dosage recommendations will also be made individually. The mobile app will facilitate ease of use by crew and medical professionals during training and flight missions.

  13. Circulatory filling pressures during transient microgravity induced by parabolic flight

    NASA Technical Reports Server (NTRS)

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

    1993-01-01

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

  14. Circulatory filling pressures during transient microgravity induced by parabolic flight.

    PubMed

    Latham, R D; Fanton, J W; White, C D; Vernalis, M N; Crisman, R P; Koenig, S C

    1993-01-01

    Theoretical concepts hold that blood in the gravity-dependent portion of the body would relocate to more cephalad compartments under microgravity conditions. The result is an increase in blood volume in the thoracic and cardiac chambers. This increase in central volume shift should result in an increase in central atrial filling pressures. However, experimental data has been somewhat contradictory and nonconclusive to date. Early investigations of peripheral venous pressure and estimates of central venous pressure (CVP) from these data did not show an increase in CVP in the microgravity condition. However, CVP recorded in human volunteers during the parabolic flight by Norsk revealed an increase in CVP during the microgravity state. On the June 1991 STS 40 shuttle mission, a payload specialist wore a fluid line that recorded CVP during the first few hours of orbital insertion. These data revealed decreased CVP. When this CVP catheter was tested during parabolic flight in four subjects, two subjects had increased CVP recordings and two other subjects had decreased CVP measurements. In April 1991, our laboratory performed parabolic flight studies in several chronic-instrumented baboon subjects. It was again noted that centrally recorded right atrial pressure varied with exposure to microgravity, some animals having an increase and others having a decrease. Thus, data presently available has demonstrated a variable response in the mechanism not clearly defined. In April 1992, we determined a test hypothesis relating the possible mechanism of these variable pressure responses to venous pressure-volume relationships.

  15. Flight Tests Validate Collision-Avoidance System

    NASA Video Gallery

    Flights tests of a smartphone-assisted automatic ground collision avoidance system at NASA's Dryden Flight Research Center consistently commanded evasive maneuvers when it sensed that the unmanned ...

  16. Uncertainty of in-flight thrust determination

    NASA Technical Reports Server (NTRS)

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

    1986-01-01

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

  17. Nutritional Biochemistry of Space Flight

    NASA Technical Reports Server (NTRS)

    Smith, Scott M.

    2000-01-01

    Adequate nutrition is critical for maintenance of crew health during and after extended-duration space flight. The impact of weightlessness on human physiology is profound, with effects on many systems related to nutrition, including bone, muscle, hematology, fluid and electrolyte regulation. Additionally, we have much to learn regarding the impact of weightlessness on absorption, mtabolism , and excretion of nutrients, and this will ultimately determine the nutrient requirements for extended-duration space flight. Existing nutritional requirements for extended-duration space flight have been formulated based on limited flight research, and extrapolation from ground-based research. NASA's Nutritional Biochemistry Laboratory is charged with defining the nutritional requirements for space flight. This is accomplished through both operational and research projects. A nutritional status assessment program is included operationally for all International Space Station astronauts. This medical requirement includes biochemical and dietary assessments, and is completed before, during, and after the missions. This program will provide information about crew health and nutritional status, and will also provide assessments of countermeasure efficacy. Ongoing research projects include studies of calcium and bone metabolism, and iron absorption and metabolism. The calcium studies include measurements of endocrine regulation of calcium homeostasis, biochemical marker of bone metabolism, and tracer kinetic studies of calcium movement in the body. These calcium kinetic studies allow for estimation of intestinal absorption, urinary excretion, and perhaps most importantly - deposition and resorption of calcium from bone. The Calcium Kinetics experiment is currently being prepared for flight on the Space Shuttle in 2001, and potentially for subsequent Shuttle and International Space Station missions. The iron study is intended to assess whether iron absorption is down-regulated dUl1ng

  18. Blade surface pressure measurement on a pusher propeller in flight

    NASA Astrophysics Data System (ADS)

    Farokhi, S.; Vertzberger, M.

    1989-04-01

    Unsteady aerodynamics of a pusher propeller operating in the wake of a pylon is investigated through analysis of flight test data. Twenty-two surface-mounted miniature pressure transducers were installed at the 75 and 90 percent radius locations on a propeller blade on a test-bed aircraft. Twenty-six different flight conditions were flown to cover the range of speeds, rpm, altitudes, and flap positions encountered by an advanced turboprop general aviation aircraft. Preliminary analysis of the flight test data indicate a strong three-dimensionality to the perturbed flow at the 75 and 90 percent radii due to pylon wake encounter. Time-history of the pressure transducer waveforms recorded for 700 revolutions exhibit a one-per-cycle wave oscillation on the wake signature. No explanation is found for this behavior yet.

  19. Results from a GPS Shuttle Training Aircraft flight test

    NASA Technical Reports Server (NTRS)

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

    1991-01-01

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

  20. Evidence that birds sleep in mid-flight

    PubMed Central

    Rattenborg, Niels C; Voirin, Bryson; Cruz, Sebastian M.; Tisdale, Ryan; Dell'Omo, Giacomo; Lipp, Hans-Peter; Wikelski, Martin; Vyssotski, Alexei L.

    2016-01-01

    Many birds fly non-stop for days or longer, but do they sleep in flight and if so, how? It is commonly assumed that flying birds maintain environmental awareness and aerodynamic control by sleeping with only one eye closed and one cerebral hemisphere at a time. However, sleep has never been demonstrated in flying birds. Here, using electroencephalogram recordings of great frigatebirds (Fregata minor) flying over the ocean for up to 10 days, we show that they can sleep with either one hemisphere at a time or both hemispheres simultaneously. Also unexpectedly, frigatebirds sleep for only 0.69 h d−1 (7.4% of the time spent sleeping on land), indicating that ecological demands for attention usually exceed the attention afforded by sleeping unihemispherically. In addition to establishing that birds can sleep in flight, our results challenge the view that they sustain prolonged flights by obtaining normal amounts of sleep on the wing. PMID:27485308

  1. Space Flight Immunodeficiency

    NASA Technical Reports Server (NTRS)

    Shearer, William T.

    1999-01-01

    The National Aeronautics and Space Administration (NASA) has had sufficient concern for the well-being of astronauts traveling in space to create the National Space Biomedical Research Institute (NSBRI), which is investigating several areas of biomedical research including those of immunology. As part of the Immunology, Infection, and Hematology Team, the co-investigators of the Space Flight Immunodeficiency Project began their research projects on April 1, 1998 and are now just into the second year of work. Two areas of research have been targeted: 1) specific immune (especially antibody) responses and 2) non-specific inflammation and adhesion. More precise knowledge of these two areas of research will help elucidate the potential harmful effects of space travel on the immune system, possibly sufficient to create a secondary state of immunodeficiency in astronauts. The results of these experiments are likely to lead to the delineation of functional alterations in antigen presentation, specific immune memory, cytokine regulation of immune responses, cell to cell interactions, and cell to endothelium interactions.

  2. Dynamic Flight Envelope Assessment with Flight Safety Applications

    NASA Astrophysics Data System (ADS)

    Pandita, Rohit

    Aircraft have a manufacturer prescribed operating flight envelope for safe operation, exceeding these limits can result in unrecoverable departures or even structural failure. Numerous commercial aircraft accidents in the past have been attributed to loss-of-control (LOC) resulting from exceeding the safe operating flight envelope. Hence, real-time knowledge of the safe operating flight envelope is essential for safe flight operation, a problem known as dynamic flight envelope assessment. This dissertation explores dynamic flight envelope assessment from a control theoretic perspective. Two notions of the flight envelope, namely, the reachable sets and the region-of-attraction analysis are investigated. The NASA generic transport model (GTM) aircraft dynamics is used as an application problem. Linear and nonlinear techniques for flight envelope assessment are formulated in the linear matrix inequality (LMI) and sum-of-squares (SOS) framework, respectively. LMI and SOS problems are computationally tractable convex optimization problems for which many semi-definite programming solvers are available. This thesis also investigated fault detection and isolation strategies. Commercial jet transport aircrafts make extensive use of active controls. Faults or failures in the flight control system (FCS) elements like sensors or control effectors can lead to catastrophic failure. Model-based fault detection and isolation (FDI) filters can provide analytical redundancy by reliably detecting such faults in the system. Practical application of model-based FDI filters is limited so far due to poor performance, false alarms and missed detection arising out of uncertain dynamics of the aircraft, effect of nonlinearities in the system and the influence of closed-loop controllers. An application of closed-loop metrics to assess worst case FDI filter performance in the presence of a controller and uncertain dynamics is presented. Longitudinal GTM dynamics are considered. An Hinfinity

  3. Bumblebee Flight in Heavy Turbulence

    NASA Astrophysics Data System (ADS)

    Engels, T.; Kolomenskiy, D.; Schneider, K.; Lehmann, F.-O.; Sesterhenn, J.

    2016-01-01

    High-resolution numerical simulations of a tethered model bumblebee in forward flight are performed superimposing homogeneous isotropic turbulent fluctuations to the uniform inflow. Despite tremendous variation in turbulence intensity, between 17% and 99% with respect to the mean flow, we do not find significant changes in cycle-averaged aerodynamic forces, moments, or flight power when averaged over realizations, compared to laminar inflow conditions. The variance of aerodynamic measures, however, significantly increases with increasing turbulence intensity, which may explain flight instabilities observed in freely flying bees.

  4. SPIRIT 1 Final Flight Report

    DTIC Science & Technology

    1991-05-15

    If _ PL-TR-91-2226 Environmental Research Papers, No.1094 AD-A257 088" S PI R IT I llll l ii l li l IilI FINAL FLIGHT REPORT Donald R. Smith Michael...24213• :_• ./1111111111 II/ ll/ I111ll /i l ! 1111 I~lll’ "This technical report has been reviewed and is approved for publication" ,’TP" D. PRICE...the 500- to 2000-cm-1 (5- to 20-jim) region. This report provides a detailed overview of the SPIRIT 1 flight and mission and the analysis of the flight

  5. Calcium Kinetics During Space Flight

    NASA Technical Reports Server (NTRS)

    Smith, Scott M.; OBrien, K. O.; Abrams, S. A.; Wastney, M. E.

    2005-01-01

    Bone loss during space flight is one of the most critical challenges to astronaut health on space exploration missions. Defining the time course and mechanism of these changes will aid in developing means to counteract bone loss during space flight, and will have relevance for other clinical situations that impair weight-bearing activity. Bone health is a product of the balance between bone formation and bone resorption. Early space research could not clearly identify which of these was the main process altered in bone loss, but identification of the collagen crosslinks in the 1990s made possible a clear understanding that the impact of space flight was greater on bone resorption, with bone formation being unchanged or only slightly decreased. Calcium kinetics data showed that bone resorption was greater during flight than before flight (668 plus or minus 130 vs. 427 plus or minus 153 mg/d, p less than 0.001), and clearly documented that true intestinal calcium absorption was lower during flight than before flight (233 plus or minus 87 vs. 460 plus or minus 47 mg/d, p less than 0.01). Weightlessness had a detrimental effect on the balance in bone turnover: the difference between daily calcium balance during flight (-234 plus or minus 102 mg/d) and calcium balance before flight (63 plus or minus 75 mg/d) approached 300 mg/d (p less than 0.01). These data demonstrate that the bone loss that occurs during space flight is a consequence of increased bone resorption and decreased intestinal calcium absorption. Examining the changes in bone and calcium homeostasis in the initial days and weeks of space flight, as well as at later times on missions longer than 6 months, is critical to understanding the nature of bone adaptation to weightlessness. To increase knowledge of these changes, we studied bone adaptation to space flight on the 16-day Space Shuttle Columbia (STS-107) mission. When the brave and talented crew of Columbia were lost during reentry on the tragic morning

  6. Flight Rules Critical Readiness Review

    NASA Technical Reports Server (NTRS)

    Kim, E.; Knudsen, F.; Rice, S.

    2010-01-01

    The increment 23/24 Critical Readiness Review (CRR) flight rules are presented. The topics include: 1) B13-152 Acoustic Constraints; 2) B13-113 IFM/Corrective Action Prioritization Due to Loss of Exercise Capability; 3) B13-116 Constraints on Treadmill VIS Failure; 4) B13-201 Medical Management of ISS Fire/Smoke Response; 5) ARED and T2 Exercise constraints Flight rules (flight and stage specific); 6) FYI: B14 FR to be updated with requirement to sample crew sleep locations prior to receiving a "recommendation" from SRAG on where to sleep.

  7. Vapor Compression Distillation Flight Experiment

    NASA Technical Reports Server (NTRS)

    Hutchens, Cindy F.

    2002-01-01

    One of the major requirements associated with operating the International Space Station is the transportation -- space shuttle and Russian Progress spacecraft launches - necessary to re-supply station crews with food and water. The Vapor Compression Distillation (VCD) Flight Experiment, managed by NASA's Marshall Space Flight Center in Huntsville, Ala., is a full-scale demonstration of technology being developed to recycle crewmember urine and wastewater aboard the International Space Station and thereby reduce the amount of water that must be re-supplied. Based on results of the VCD Flight Experiment, an operational urine processor will be installed in Node 3 of the space station in 2005.

  8. Cardiovascular function in space flight

    NASA Technical Reports Server (NTRS)

    Nicogossian, A. E.; Charles, J. B.; Bungo, M. W.; Leach-Huntoon, C. S.

    1990-01-01

    Postflight orthostatic intolerance and cardiac hemodynamics associated with manned space flight have been investigated on seven STS missions. Orthostatic heart rates appear to be influenced by the mission duration. The rates increase during the first 7-10 days of flight and recover partially after that. Fluid loading is used as a countermeasure to the postflight orthostatic intolerance. The carotid baroreceptor function shows only slight responsiveness to orthostatic stimulation. Plots of the baroreceptor function are presented. It is concluded that an early adaptation to the space flight conditions involves a fluid shift and that the subsequent alterations in the neutral controlling mechanisms contribute to the orthoststic intolerance.

  9. Immune responses in space flight

    NASA Technical Reports Server (NTRS)

    Sonnenfeld, G.

    1998-01-01

    Space flight has been shown to have profound effects on immunological parameters of humans, monkeys and rodents. These studies have been carried out by a number of different laboratories. Among the parameters affected are leukocyte blastogenesis, natural killer cell activity, leukocyte subset distribution, cytokine production - including interferons and interleukins, and macrophage maturation and activity. These changes start to occur only after a few days space flight, and some changes continue throughout long-term space flight. Antibody responses have received only very limited study, and total antibody levels have been shown to be increased after long-term space flight. Several factors could be involved in inducing these changes. These factors could include microgravity, lack of load-bearing, stress, acceleration forces, and radiation. The mechanism(s) for space flight-induced changes in immune responses remain(s) to be established. Certainly, there can be direct effects of microgravity, or other factors, on cells that play a fundamental role in immune responses. However, it is now clear that there are interactions between the immune system and other physiological systems that could play a major role. For example, changes occurring in calcium use in the musculoskeletal system induced by microgravity or lack of use could have great impact on the immune system. Most of the changes in immune responses have been observed using samples taken immediately after return from space flight. However, there have been two recent studies that have used in-flight testing. Delayed-type hypersensitivity responses to common recall antigens of astronauts and cosmonauts have been shown to be decreased when tested during space flights. Additionally, natural killer cell and blastogenic activities are inhibited in samples taken from rats during space flight. Therefore, it is now clear that events occurring during space flight itself can affect immune responses. The biological

  10. Iced Aircraft Flight Data for Flight Simulator Validation

    NASA Technical Reports Server (NTRS)

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

    2003-01-01

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

  11. Flight Testing a Digital Flight Control System. Issues and Results

    DTIC Science & Technology

    1984-07-01

    Program is primarily oriented to the development, integration, and I - evaluation of new flight control technologies . The testbed used in this program is...will be tested for safe operations to give confidence in case of non-rUettable automatic IBU engagement. ISSUE: CONTROL LAW AND REDUNDANCY MAGEMENT CO...were available. Being an advanced development program evaluating new aspects of integrated flight control technology , the latter approach was chosen

  12. Records Review of Musculoskeletal Injuries in Aeromedical Evacuation Personnel

    DTIC Science & Technology

    2015-04-21

    military medical records containing ICD-9 codes to investigate the incidence of musculoskeletal injuries within flight nurses and medical technicians...the incidence of musculoskeletal injuries within flight nurses and medical technicians compared to their non-flying counterparts from 2006 through...healthcare facilities. Back and joint pain are frequently reported, with 52% of nurses reporting back pain.21–26 An investigation of occupational

  13. Infrared Sensing Aeroheating Flight Experiment: STS-96 Flight Results

    NASA Technical Reports Server (NTRS)

    Blanchard, Robert C.; Wilmoth, Richard G.; Glass, Christopher E.; Merski, N. Ronald, Jr.; Berry, Scott A.; Bozung, Timothy J.; Tietjen, Alan; Wendt, Jodean; Dawson, Don

    2001-01-01

    Major elements of an experiment called the Infrared Sensing Aeroheating Flight Experiment are discussed. The primary experiment goal is to provide reentry global temperature images from infrared measurements to define the characteristics of hypersonic boundary-layer transition during flight. Specifically, the experiment is to identify, monitor, and quantity hypersonic boundary layer windward surface transition of the X-33 vehicle during flight. In addition, the flight data will serve as a calibration and validation of current boundary layer transition prediction techniques, provide benchmark laminar, transitional, and fully turbulent global aeroheating data in order to validate existing wind tunnel and computational results, and to advance aeroheating technology. Shuttle Orbiter data from STS-96 used to validate the data acquisition and data reduction to global temperatures, in order to mitigate the experiment risks prior to the maiden flight of the X-33, is discussed. STS-96 reentry midwave (3-5 micron) infrared data were collected at the Ballistic Missile Defense Organization/Innovative Sciences and Technology Experimentation Facility site at NASA-Kennedy Space Center and subsequently mapped into global temperature contours using ground calibrations only. A series of image mapping techniques have been developed in order to compare each frame of infrared data with thermocouple data collected during the flight. Comparisons of the ground calibrated global temperature images with the corresponding thermocouple data are discussed. The differences are shown to be generally less than about 5%, which is comparable to the expected accuracy of both types of aeroheating measurements.

  14. Identification of a typical flight patterns

    NASA Technical Reports Server (NTRS)

    Statler, Irving C. (Inventor); Ferryman, Thomas A (Inventor); Amidan, Brett G. (Inventor); Whitney, Paul D. (Inventor); White, M. (Inventor); Willse, Alan R. (Inventor); Cooley, Scott K. (Inventor); Jay, Joseph Griffith (Inventor); Lawrence, Robert E. (Inventor); Mosbrucker, Chris (Inventor)

    2005-01-01

    Method and system for analyzing aircraft data, including multiple selected flight parameters for a selected phase of a selected flight, and for determining when the selected phase of the selected flight is atypical, when compared with corresponding data for the same phase for other similar flights. A flight signature is computed using continuous- valued and discrete-valued flight parameters for the selected flight parameters and is optionally compared with a statistical distribution of other observed flight signatures, yielding a typicality scores for the same phase for other similar flights. A cluster analysis is optionally applied to the flight signatures to define an optimal collection of clusters. A level of atypicality for a selected flight is estimated, based upon an index associated with the cluster analysis.

  15. The Simple Science of Flight

    NASA Astrophysics Data System (ADS)

    Tennekes, Henk

    1997-05-01

    From the smallest gnat to the largest aircraft, all things that fly obey the same aerodynamic principles. The Simple Science of Flight offers a leisurely introduction to the mechanics of flight and, beyond that, to the scientific attitude that finds wonder in simple calculations, forging connections between, say, the energy efficiency of a peanut butter sandwich and that of the kerosene that fuels a jumbo jet. It is the product of a lifetime of watching and investigating the way flight happens. The hero of the book is the Boeing 747, which Tennekes sees as the current pinnacle of human ingenuity in mastering the science of flight. Also covered are paper airplanes, kites, gliders, and human-powered flying machines as well as birds and insects. Tennekes explains concepts like lift, drag, wing loading, and cruising speed through many fascinating comparisons, anecdotes, and examples.

  16. "Space flight is utter bilge"

    NASA Astrophysics Data System (ADS)

    Yeomans, Donald

    2004-01-01

    Despite skepticism and ridicule from scientists and the public alike, a small handful of dreamers kept faith in their vision of space flight and planned for the day when humanity would break loose from Earth.

  17. Counterconditioning for a Flight Phobia

    ERIC Educational Resources Information Center

    Sank, Lawrence I.

    1976-01-01

    This article describes a concentrated program of desensitization used to treat flight phobia. A case history illustrates the use of expanded emotive imagery, stimulus breakdown and techniques of covert positive reinforcement. (SJL)

  18. Flight selection at United Airlines

    NASA Technical Reports Server (NTRS)

    Traub, W.

    1980-01-01

    Airline pilot selection proceedures are discussed including psychogical and personality tests, psychomotor performance requirements, and flight skills evaluation. Necessary attitude and personality traits are described and an outline of computer selection, testing, and training techniques is given.

  19. Analytic Verification of Flight Software

    NASA Technical Reports Server (NTRS)

    Dvorak, D.

    1998-01-01

    In the realm of space exploration, the biggest obstacle to widespread application of autonomy in flight software is not technical feasibility; it is doubt about its trustworthiness as a replacement for human-in-the-loop decision-making.

  20. Flight Analogs (Bed Rest Research)

    NASA Video Gallery

    Flight Analogs / Bed Rest Research Projects provide NASA with a ground based research platform to complement space research. By mimicking the conditions of weightlessness in the human body here on ...

  1. Reduced Gravity Education Flight Program

    NASA Video Gallery

    NASA'€™s Reduced Gravity Education Flight Program gives students and educators the opportunity to design, build and fly an experiment in microgravity and get a look at what it takes to be a NASA en...

  2. NASA's Robotic Lander Takes Flight

    NASA Video Gallery

    On Wednesday, June 8, the lander prototype managed by the Robotic Lunar Lander Development Project at NASA's Marshall Space Flight Center in Huntsville, Ala., hovered autonomously for 15 seconds at...

  3. Metabolic energy required for flight

    NASA Astrophysics Data System (ADS)

    Lane, H. W.; Gretebeck, R. J.

    1994-11-01

    This paper reviews data available from U.S. and U.S.S.R. studies on energy metabolism in the microgravity of space flight. Energy utilization and energy availability in space seem to be similar to those on Earth. However, negative nitrogen balances in space in the presence of adequate energy and protein intakes and in-flight exercise, suggest that lean body mass decreases in space. Metabolic studies during simulated (bed rest) and actual microgravity have shown changes in blood glucose, fatty acids, and insulin levels, suggesting that energy metabolism may be altered during flight. Future research should focus on the interactions of lean body mass, diet, and exercise in space and their roles in energy metabolism during space flight.

  4. Metabolic energy required for flight

    NASA Technical Reports Server (NTRS)

    Lane, H. W.; Gretebeck, R. J.

    1994-01-01

    This paper reviews data available from U.S. and U.S.S.R. studies on energy metabolism in the microgravity of space flight. Energy utilization and energy availability in space seem to be similar to those on Earth. However, negative nitrogen balances in space in the presence of adequate energy and protein intakes and in-flight exercise, suggest that lean body mass decreases in space. Metabolic studies during simulated (bed rest) and actual microgravity have shown changes in blood glucose, fatty acids, and insulin levels, suggesting that energy metabolism may be altered during flight. Future research should focus on the interactions of lean body mass, diet, and exercise in spaced and their roles in energy metabolism during space flight.

  5. Technical Seminar: "Flight Deck Technologies"""

    NASA Video Gallery

    Reduced visibility affects the safety and efficiency of nearly all flight operations. As a result, researchers are improving ways to give pilots a vision capability that is independent of actual vi...

  6. To fly or not to fly: high flight costs in a large sea duck do not imply an expensive lifestyle

    PubMed Central

    Pelletier, David; Guillemette, Magella; Grandbois, Jean-Marc; Butler, Patrick J

    2008-01-01

    A perennial question in ornithology is whether flight has evolved mostly to facilitate access to food or as an anti-predator strategy. However, flight is an expensive mode of locomotion and species using flight regularly are associated with an expensive lifestyle. Using heart rate (HR) data loggers implanted in 13 female common eiders (Somateria mollissima), our objective was to test the hypothesis that a high level of flight activity increases their energy budget. We used the long-term recording (seven months) of HR as an index of energy expenditure and the HR flight signature to compile all flight events. Our results indicate that the eider is one of the thriftiest volant birds with only 10 minutes of flight time per day. Consequently, we were not able to detect any effect of flight activity on their energy budget despite very high flight costs (123–149 W), suggesting that flight was controlled by energy budget limitations. However, the low flight activity of that species may also be related to their prey landscape requiring few or no large-scale movements. Nevertheless, we suggest that the (fitness) benefits of keeping flight ability in this species exceed the costs by allowing a higher survival in relation to predation and environmental harshness. PMID:18522911

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

    NASA Technical Reports Server (NTRS)

    Magnan, A.

    1980-01-01

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

  8. Early Metamorphic Insertion Technology for Insect Flight Behavior Monitoring

    PubMed Central

    Bozkurt, Alper

    2014-01-01

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

  9. How human sleep in space — investigations during space flights

    NASA Astrophysics Data System (ADS)

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

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

  10. How human sleep in space--investigations during space flights.

    PubMed

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

    2003-01-01

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

  11. Lightning attachment patterns and flight conditions for storm hazards, 1980

    NASA Technical Reports Server (NTRS)

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

    1982-01-01

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

  12. Engineering Applications of Bird Flight

    DTIC Science & Technology

    2009-04-27

    are available in the Zoology Department and Southwell Laboratories of Oxford University. These will be used to test models of the automatic flow...Fellow in the Department of Zoology , Oxford University, with expertise in animal flight dynamics and control. Dr Adrian Thomas (MA, PhD) is a University...Lecturer in the Department of Zoology , Oxford University, with expertise in the aerodynamics of animal flight. Dr Marko Bacic (MEng, D.Phil.) is a

  13. Space Flight Safety - Discussing perspectives

    NASA Astrophysics Data System (ADS)

    Smirnov, N. N.

    2016-09-01

    The present section accumulates selected papers from the Second IAA Space Flight Safety Symposium - the international action consolidating the international efforts on safety of space flights at new scientific and technological level. It was held in St. Petersburg in the period since June 29 till July 3, 2015. Venue - the congress-hall and Proving ground of «Special Materials Corp»- Scientific and production association of special materials (St. Petersburg, Sampsonievsky pr. 28a) (Figs. 1 and 2).

  14. Sensory Coordination of Insect Flight

    DTIC Science & Technology

    2009-12-29

    flies ( Hermetia Illucens ) to elicit controlled take-off and landing in free flight (Pilot experiments completed. Follow- up experiments in progress...neerii. 2) Location of odor sources in the fruit fly, Drosophila melanogaster. 3) Wing-haltere coordination in the soldier fly, Hermetia illucens ...coordination in the soldier fly, Hermetia illucens (Tanvi Deora): One of the key sensory inputs for flight stability in Diptera comes from the haltere

  15. Aircraft flight test trajectory control

    NASA Technical Reports Server (NTRS)

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

    1988-01-01

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

  16. In-flight thrust determination

    NASA Technical Reports Server (NTRS)

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

    1986-01-01

    The major aspects of processes that may be used for the determination of in-flight thrust are reviewed. Basic definitions are presented as well as analytical and ground-test methods for gathering data and calculating the thrust of the propulsion system during the flight development program of the aircraft. Test analysis examples include a single-exhaust turbofan, an intermediate-cowl turbofan, and a mixed-flow afterburning turbofan.

  17. Fuel Subsystems Flight Test Handbook

    DTIC Science & Technology

    1981-12-01

    aircraft fuel subsystems and the requirements to which they are designed . Details are provided of individual testes, test support requirements and eval...Flight Test Engineering, AFFTC. It is designed to introduce a newly assigned flight test engineer to the subject and provide a working reference for...Refueling Subsystem 17 Fuel Dump Subsystem 18 Heat Exchangers 18 REVIEW OF DESIGN AND TEST REQUIREMENTS 19 Classification of Requirements Other Than 20

  18. Long-Duration Space Flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Session WA1 includes short reports concerning: (1) Medical and Physiological Studies During 438-Day Space Flights: (2) Human Performance During a 14 Month Space Mission: (3) Homeostasis in Long-Term Microgravity Conditions; (4) Strategy of Preservation of Health of Cosmonauts in Prolonged and Superprolonged Space Flights; (5) Rehabilitation of Cosmonauts Health Following Long-Term Space Missions; and (6) Perfect Cosmonauts: Some Features of Bio-Portrait.

  19. Nocturnal insects use optic flow for flight control.

    PubMed

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

    2011-08-23

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

  20. Modification of Otolith Reflex Asymmetries Following Space Flight

    NASA Technical Reports Server (NTRS)

    Clarke, Andrew H.; Schoenfeld, Uwe; Wood, Scott J.

    2011-01-01

    We hypothesize that changes in otolith-mediated reflexes adapted for microgravity contribute to perceptual, gaze and postural disturbances upon return to Earth s gravity. Our goal was to determine pre- versus post-fight differences in unilateral otolith reflexes that reflect these adaptive changes. This study represents the first comprehensive examination of unilateral otolith function following space flight. Ten astronauts participated in unilateral otolith function tests three times pre-flight and up to four times after Shuttle flights from landing day through the subsequent 10 days. During unilateral centrifugation (UC, +/- 3.5cm at 400deg/s), utricular function was examined by the perceptual changes reflected by the subjective visual vertical (SVV) and by video-oculographic measurement of the otolith-mediated ocular counter-roll (OOR). Unilateral saccular reflexes were recorded by measurement of collic Vestibular Evoked Myogenic Potential (cVEMP). Although data from a few subjects were not obtained early post-flight, a general increase in asymmetry of otolith responses was observed on landing day relative to pre-flight baseline, with a subsequent reversal in asymmetry within 2-3 days. Recovery to baseline levels was achieved within 10 days. This fluctuation in the asymmetry measures appeared strongest for SVV, in a consistent direction for OOR, and in an opposite direction for cVEMP. These results are consistent with our hypothesis that space flight results in adaptive changes in central nervous system processing of otolith input. Adaptation to microgravity may reveal asymmetries in otolith function upon to return to Earth that were not detected prior to the flight due to compensatory mechanisms.

  1. Vision-based flight control in the hawkmoth Hyles lineata.

    PubMed

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

    2014-02-06

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

  2. Selection of artificial gravity by animals during suborbital rocket flights.

    PubMed

    Lange, K O; Belleville, R E; Clark, F C

    1975-06-01

    White rats selected preferred artificial gravity levels by locomotion in centrifuges consisting of two runways mounted in the nose of sounding rockets. Roll rate of the Aerobee 150A rocket was designed to produce an angular velocity of 45 r.p.m. during 5 min of free-fall, providing a gravity range range from 0.3 to 1.5 G depending on a subject's runway position. One animal was released at the high and one at the low gravity position in each flight. Animal positions were continuously recorded. Flight subjects were selected from about 100 trained animals adapted to the simulated launch environment for several months. In two flights excessive rollrates produced gravity ranges above the designed limits. In two other flights the desired range was produced. Locomotion patterns during these flights were similar. All four animals explored the entire available G-range. One rat settled at 0.4 G after 2 min; the others crossed the 1-G location in progressively narrower excursions and were near earth gravity at the end of the test period. Data were more varible than in laboratory tests above 1 G and the observation periods were necessarily few and short. Tentatively, however, the data suggest that normal earth-reared rats select earth gravity when available magnitudes include values above and below 1 B. Modification of gravity preference by prolonged exposure to higher or lower levels remains a possibility.

  3. The X-31A quasi-tailless flight test results

    NASA Technical Reports Server (NTRS)

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

    1996-01-01

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

  4. Advanced concepts flight simulation facility.

    PubMed

    Chappell, S L; Sexton, G A

    1986-12-01

    The cockpit environment is changing rapidly. New technology allows airborne computerised information, flight automation and data transfer with the ground. By 1995, not only will the pilot's task have changed, but also the tools for doing that task. To provide knowledge and direction for these changes, the National Aeronautics and Space Administration (NASA) and the Lockheed-Georgia Company have completed three identical Advanced Concepts Flight Simulation Facilities. Many advanced features have been incorporated into the simulators - e g, cathode ray tube (CRT) displays of flight and systems information operated via touch-screen or voice, print-outs of clearances, cockpit traffic displays, current databases containing navigational charts, weather and flight plan information, and fuel-efficient autopilot control from take-off to touchdown. More importantly, this cockpit is a versatile test bed for studying displays, controls, procedures and crew management in a full-mission context. The facility also has an air traffic control simulation, with radio and data communications, and an outside visual scene with variable weather conditions. These provide a veridical flight environment to evaluate accurately advanced concepts in flight stations.

  5. A flight investigation of oscillating air forces: Equipment and technique

    NASA Technical Reports Server (NTRS)

    Reed, W. H., III

    1975-01-01

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

  6. 14 CFR 121.695 - Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Disposition of load manifest, dispatch... OPERATIONS Records and Reports § 121.695 Disposition of load manifest, dispatch release, and flight plans... cargo and passenger distribution); (2) A copy of the dispatch release; and (3) A copy of the flight...

  7. 14 CFR 121.695 - Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Disposition of load manifest, dispatch... OPERATIONS Records and Reports § 121.695 Disposition of load manifest, dispatch release, and flight plans... cargo and passenger distribution); (2) A copy of the dispatch release; and (3) A copy of the flight...

  8. 14 CFR 121.695 - Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Disposition of load manifest, dispatch... OPERATIONS Records and Reports § 121.695 Disposition of load manifest, dispatch release, and flight plans... cargo and passenger distribution); (2) A copy of the dispatch release; and (3) A copy of the flight...

  9. 14 CFR 121.695 - Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Disposition of load manifest, dispatch... OPERATIONS Records and Reports § 121.695 Disposition of load manifest, dispatch release, and flight plans... cargo and passenger distribution); (2) A copy of the dispatch release; and (3) A copy of the flight...

  10. 14 CFR 121.695 - Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Disposition of load manifest, dispatch... OPERATIONS Records and Reports § 121.695 Disposition of load manifest, dispatch release, and flight plans... cargo and passenger distribution); (2) A copy of the dispatch release; and (3) A copy of the flight...

  11. Predicting Motion Sickness During Parabolic Flight

    NASA Technical Reports Server (NTRS)

    Harm, Deborah L.; Schlegel, Todd T.

    2002-01-01

    Background: There are large individual differences in susceptibility to motion sickness. Attempts to predict who will become motion sick have had limited success. In the present study we examined gender differences in resting levels of salivary amylase and total protein, cardiac interbeat intervals (R-R intervals), and a sympathovagal index and evaluated their potential to correctly classify individuals into two motion sickness severity groups. Methods: Sixteen subjects (10 men and 6 women) flew 4 sets of 10 parabolas aboard NASA's KC-135 aircraft. Saliva samples for amylase and total protein were collected preflight on the day of the flight and motion sickness symptoms were recorded during each parabola. Cardiovascular parameters were collected in the supine position 1-5 days prior to the flight. Results: There were no significant gender differences in sickness severity or any of the other variables mentioned above. Discriminant analysis using salivary amylase, R-R intervals and the sympathovagal index produced a significant Wilks' lambda coefficient of 0.36, p= 0.006. The analysis correctly classified 87% of the subjects into the none-mild sickness or the moderate-severe sickness group. Conclusions: The linear combination of resting levels of salivary amylase, high frequency R-R interval levels, and a sympathovagal index may be useful in predicting motion sickness severity.

  12. Predicting motion sickness during parabolic flight

    NASA Technical Reports Server (NTRS)

    Harm, Deborah L.; Schlegel, Todd T.

    2002-01-01

    BACKGROUND: There are large individual differences in susceptibility to motion sickness. Attempts to predict who will become motion sick have had limited success. In the present study, we examined gender differences in resting levels of salivary amylase and total protein, cardiac interbeat intervals (R-R intervals), and a sympathovagal index and evaluated their potential to correctly classify individuals into two motion sickness severity groups. METHODS: Sixteen subjects (10 men and 6 women) flew four sets of 10 parabolas aboard NASA's KC-135 aircraft. Saliva samples for amylase and total protein were collected preflight on the day of the flight and motion sickness symptoms were recorded during each parabola. Cardiovascular parameters were collected in the supine position 1-5 days before the flight. RESULTS: There were no significant gender differences in sickness severity or any of the other variables mentioned above. Discriminant analysis using salivary amylase, R-R intervals and the sympathovagal index produced a significant Wilks' lambda coefficient of 0.36, p=0.006. The analysis correctly classified 87% of the subjects into the none-mild sickness or the moderate-severe sickness group. CONCLUSIONS: The linear combination of resting levels of salivary amylase, high-frequency R-R interval levels, and a sympathovagal index may be useful in predicting motion sickness severity.

  13. Utilizing HDTV as Data for Space Flight

    NASA Technical Reports Server (NTRS)

    Grubbs, Rodney; Lindblom, Walt

    2006-01-01

    In the aftermath of the Space Shuttle Columbia accident February 1, 2003, the Columbia Accident Investigation Board recognized the need for better video data from launch, on-orbit, and landing to assess the status and safety of the shuttle orbiter fleet. The board called on NASA to improve its imagery assets and update the Agency s methods for analyzing video. This paper will feature details of several projects implemented prior to the return to flight of the Space Shuttle, including an airborne HDTV imaging system called the WB-57 Ascent Video Experiment, use of true 60 Hz progressive scan HDTV for ground and airborne HDTV camera systems, and the decision to utilize a wavelet compression system for recording. This paper will include results of compression testing, imagery from the launch of STS-114, and details of how commercial components were utilized to image the shuttle launch from an aircraft flying at 400 knots at 60,000 feet altitude. The paper will conclude with a review of future plans to expand on the upgrades made prior to return to flight.

  14. SPOT 4 space magnetic recorder mechanisms

    NASA Technical Reports Server (NTRS)

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

    1990-01-01

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

  15. 14 CFR 27.151 - Flight controls.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight controls. 27.151 Section 27.151... STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Flight Characteristics § 27.151 Flight controls. (a... response to control system input....

  16. 14 CFR 29.151 - Flight controls.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight controls. 29.151 Section 29.151... STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Flight Flight Characteristics § 29.151 Flight controls. (a... response to control system input....

  17. 14 CFR 29.151 - Flight controls.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Flight controls. 29.151 Section 29.151... STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Flight Flight Characteristics § 29.151 Flight controls. (a... response to control system input....

  18. 14 CFR 29.151 - Flight controls.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight controls. 29.151 Section 29.151... STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Flight Flight Characteristics § 29.151 Flight controls. (a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force,...

  19. 14 CFR 27.151 - Flight controls.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Flight controls. 27.151 Section 27.151... STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Flight Characteristics § 27.151 Flight controls. (a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force,...

  20. 14 CFR 27.151 - Flight controls.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Flight controls. 27.151 Section 27.151... STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Flight Characteristics § 27.151 Flight controls. (a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force,...