Final Environmental Assessment for Conventional Strike Missile Demonstration

DTIC Science & Technology

2010-08-11

impacts of conducting a single demonstration flight test of the Conventional Strike Missile (CSM). The CSM Demonstration flight test vehicle would...Vehicle would glide at hypersonic velocities in the upper atmosphere, prior to a land or ocean impact at the US Army Kwajalein Atoll/Reagan Test Site...SIGNIFICANT IMPACT ENVIRONMENTAL ASSESSMENT FOR CONVENTIONAL STRIKE MISSILE DEMONSTRATION AGENCY: United States Air Force (USAF) BACKGROUND

Supersonic Retropropulsion Flight Test Concepts

NASA Technical Reports Server (NTRS)

Post, Ethan A.; Dupzyk, Ian C.; Korzun, Ashley M.; Dyakonov, Artem A.; Tanimoto, Rebekah L.; Edquist, Karl T.

2011-01-01

NASA's Exploration Technology Development and Demonstration Program has proposed plans for a series of three sub-scale flight tests at Earth for supersonic retropropulsion, a candidate decelerator technology for future, high-mass Mars missions. The first flight test in this series is intended to be a proof-of-concept test, demonstrating successful initiation and operation of supersonic retropropulsion at conditions that replicate the relevant physics of the aerodynamic-propulsive interactions expected in flight. Five sub-scale flight test article concepts, each designed for launch on sounding rockets, have been developed in consideration of this proof-of-concept flight test. Commercial, off-the-shelf components are utilized as much as possible in each concept. The design merits of the concepts are compared along with their predicted performance for a baseline trajectory. The results of a packaging study and performance-based trade studies indicate that a sounding rocket is a viable launch platform for this proof-of-concept test of supersonic retropropulsion.

National remote computational flight research facility

NASA Technical Reports Server (NTRS)

Rediess, Herman A.

1989-01-01

The extension of the NASA Ames-Dryden remotely augmented vehicle (RAV) facility to accommodate flight testing of a hypersonic aircraft utilizing the continental United States as a test range is investigated. The development and demonstration of an automated flight test management system (ATMS) that uses expert system technology for flight test planning, scheduling, and execution is documented.

Ares I-X Flight Test Philosophy

NASA Technical Reports Server (NTRS)

Davis, S. R.; Tuma, M. L.; Heitzman, K.

2007-01-01

In response to the Vision for Space Exploration, the National Aeronautics and Space Administration (NASA) has defined a new space exploration architecture to return humans to the Moon and prepare for human exploration of Mars. One of the first new developments will be the Ares I Crew Launch Vehicle (CLV), which will carry the Orion Crew Exploration Vehicle (CEV), into Low Earth Orbit (LEO) to support International Space Station (ISS) missions and, later, support lunar missions. As part of Ares I development, NASA will perform a series of Ares I flight tests. The tests will provide data that will inform the engineering and design process and verify the flight hardware and software. The data gained from the flight tests will be used to certify the new Ares/Orion vehicle for human space flight. The primary objectives of this first flight test (Ares I-X) are the following: Demonstrate control of a dynamically similar integrated Ares CLV/Orion CEV using Ares CLV ascent control algorithms; Perform an in-flight separation/staging event between an Ares I-similar First Stage and a representative Upper Stage; Demonstrate assembly and recovery of a new Ares CLV-like First Stage element at Kennedy Space Center (KSC); Demonstrate First Stage separation sequencing, and quantify First Stage atmospheric entry dynamics and parachute performance; and Characterize the magnitude of the integrated vehicle roll torque throughout the First Stage (powered) flight. This paper will provide an overview of the Ares I-X flight test process and details of the individual flight tests.

Ion Propulsion Development Projects in US: Space Electric Rocket Test I to Deep Space 1

NASA Technical Reports Server (NTRS)

Sovey, James S.; Rawlin, Vincent K.; Patterson, Michael J.

2001-01-01

The historical background and characteristics of the experimental flights of ion propulsion systems and the major ground-based technology demonstrations are reviewed. The results of the first successful ion engine flight in 1964, Space Electric Rocket Test (SERT) I, which demonstrated ion beam neutralization, are discussed along with the extended operation of SERT II starting in 1970. These results together with the technologies employed on the early cesium engine flights, the applications technology satellite series, and the ground-test demonstrations, have provided the evolutionary path for the development of xenon ion thruster component technologies, control systems, and power circuit implementations. In the 1997-1999 period, the communication satellite flights using ion engine systems and the Deep Space 1 flight confirmed that these auxiliary and primary propulsion systems have advanced to a high level of flight readiness.

An Overview of an Experimental Demonstration Aerotow Program

NASA Technical Reports Server (NTRS)

Murray, James E.; Bowers, Albion H.; Lokos, William A.; Peters, Todd L.; Gera, Joseph

1998-01-01

An overview of an experimental demonstration of aerotowing a delta-wing airplane with low-aspect ratio and relatively high wing loading is presented. Aerotowing of future space launch configurations is a new concept, and the objective of the work described herein is to demonstrate the aerotow operation using an airplane configuration similar to conceptual space launch vehicles. Background information on the use of aerotow for a space launch vehicle is presented, and the aerotow system used in this demonstration is described. The ground tests, analytical studies, and flight planning used to predict system behavior and to enhance flight safety are detailed. The instrumentation suite and flight test maneuvers flown are discussed, preliminary performance is assessed, and flight test results are compared with the preflight predictions.

Flight Test Maneuvers for Efficient Aerodynamic Modeling

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2011-01-01

Novel flight test maneuvers for efficient aerodynamic modeling were developed and demonstrated in flight. Orthogonal optimized multi-sine inputs were applied to aircraft control surfaces to excite aircraft dynamic response in all six degrees of freedom simultaneously while keeping the aircraft close to chosen reference flight conditions. Each maneuver was designed for a specific modeling task that cannot be adequately or efficiently accomplished using conventional flight test maneuvers. All of the new maneuvers were first described and explained, then demonstrated on a subscale jet transport aircraft in flight. Real-time and post-flight modeling results obtained using equation-error parameter estimation in the frequency domain were used to show the effectiveness and efficiency of the new maneuvers, as well as the quality of the aerodynamic models that can be identified from the resultant flight data.

ER-2 High Altitude Solar Cell Calibration Flights

NASA Technical Reports Server (NTRS)

Myers, Matthew G.; Piszczor, Michael F.

2015-01-01

The first flights of the ER-2 solar cell calibration demonstration were conducted during September-October of 2014. Three flights were performed that not only tested out the equipment and operational procedures, but also demonstrated the capability of this unique facility by conducting the first short-circuit measurements on a variety of test solar cells. Very preliminary results of these first flights were presented at the 2014 Space Photovoltaic Research and Technology (SPRAT) Conference in Cleveland, OH shortly following these first flights. At the 2015 Space Power Workshop, a more detailed description of these first ER-2 flights will be presented, along with the final flight data from some of the test cells that were flown and has now been reduced and corrected for ER-2 atmospheric flight conditions. Plans for ER-2 flights during the summer of 2015 will also be discussed.

An Overview of Flight Test Results for a Formation Flight Autopilot

NASA Technical Reports Server (NTRS)

Hanson, Curtis E.; Ryan, Jack; Allen, Michael J.; Jacobson, Steven R.

2002-01-01

The first flight test phase of the NASA Dryden Flight Research Center Autonomous Formation Flight project has successfully demonstrated precision autonomous station-keeping of an F/A-18 research airplane with a second F/A-18 airplane. Blended inertial navigation system (INS) and global positioning system (GPS) measurements have been communicated across an air-to-air telemetry link and used to compute relative-position estimates. A precision research formation autopilot onboard the trailing airplane controls lateral and vertical spacing while the leading airplane operates under production autopilot control. Four research autopilot gain sets have been designed and flight-tested, and each exceeds the project design requirement of steady-state tracking accuracy within 1 standard deviation of 10 ft. Performance also has been demonstrated using single- and multiple-axis inputs such as step commands and frequency sweeps. This report briefly describes the experimental formation flight systems employed and discusses the navigation, guidance, and control algorithms that have been flight-tested. An overview of the flight test results of the formation autopilot during steady-state tracking and maneuvering flight is presented.

Step 1: Human System Integration Simulation and Flight Test Progress Report

NASA Technical Reports Server (NTRS)

2005-01-01

The Access 5 Human Systems Integration Work Package produced simulation and flight demonstration planning products for use throughout the program. These included: Test Objectives for Command, Control, Communications; Pilot Questionnaire for Command, Control, Communications; Air Traffic Controller Questionnaire for Command, Control, Communications; Test Objectives for Collision Avoidance; Pilot Questionnaire for Collision Avoidance; Plans for Unmanned Aircraft Systems Control Station Simulations Flight Requirements for the Airspace Operations Demonstration

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 made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes. The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on December 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests that would validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft.

Hyper-X Research Vehicle (HXRV) Experimental Aerodynamics Test Program Overview

NASA Technical Reports Server (NTRS)

Holland, Scott D.; Woods, William C.; Engelund, Walter C.

2000-01-01

This paper provides an overview of the experimental aerodynamics test program to ensure mission success for the autonomous flight of the Hyper-X Research Vehicle (HXRV). The HXRV is a 12-ft long, 2700 lb lifting body technology demonstrator designed to flight demonstrate for the first time a fully airframe integrated scramjet propulsion system. Three flights are currently planned, two at Mach 7 and one at Mach 10, beginning in the fall of 2000. The research vehicles will be boosted to the prescribed scramjet engine test point where they will separate from the booster, stabilize. and initiate engine test. Following 5+ seconds of powered flight and 15 seconds of cowl-open tares, the cowl will close and the vehicle will fly a controlled deceleration trajectory which includes numerous control doublets for in-flight aerodynamic parameter identification. This paper reviews the preflight testing activities, wind tunnel models, test rationale. risk reduction activities, and sample results from wind tunnel tests supporting the flight trajectory of the HXRV from hypersonic engine test point through subsonic flight termination.

Hyper-X Research Vehicle (HXRV) Experimental Aerodynamics Test Program Overview

NASA Technical Reports Server (NTRS)

Holland, Scott D.; Woods, William C.; Engelund, Walter C.

2000-01-01

This paper provides an overview of the experimental aerodynamics test program to ensure mission success for the autonomous flight of the Hyper-X Research Vehicle (HXRV). The HXRV is a 12-ft long, 2700 lb lifting body technology demonstrator designed to flight demonstrate for the first time a fully airframe integrated scramjet propulsion system. Three flights are currently planned, two at Mach 7 and one at Mach 10, beginning in the fall of 2000. The research vehicles will be boosted to the prescribed scramjet engine test point where they will separate from the booster, stabilize, and initiate engine test. Following 5+ seconds of powered flight and 15 seconds of cow-open tares, the cowl will close and the vehicle will fly a controlled deceleration trajectory which includes numerous control doublets for in-flight aerodynamic parameter identification. This paper reviews the preflight testing activities, wind tunnel models, test rationale, risk reduction activities, and sample results from wind tunnel tests supporting the flight trajectory of the HXRV from hypersonic engine test point through subsonic flight termination.

A U.S. Army CH-47 Chinook helicopter slowly lowers the X-40 sub-scale technology demonstrator to the ground under the watchful eyes of ground crew at the conclusion of a captive-carry test flight

NASA Image and Video Library

2000-12-08

A U.S. Army CH-47 Chinook helicopter slowly lowers the X-40 sub-scale technology demonstrator to the ground under the watchful eyes of ground crew at the conclusion of a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. Several captive-carry flights were conducted to check out all operating systems and procedures before the X-40 made its first free flight at Edwards, gliding to a fully-autonomous approach and landing on the Edwards runway. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles. Flight tests of the X-40 are designed to reduce the risks associated with research flights of the larger, more complex X-37.

Overview of recent aero-optics flight tests

NASA Technical Reports Server (NTRS)

Otten, L. J., III

1980-01-01

A chronological overview of aero-optics test flights is presented highlighting the objectives and conclusions from the tests. Flight tests performed in coordination with the PRESS reentry observation missions and the ALL Cycle 2 laser propagation and tracking demonstrations are described addressing the identification and quantification of distortion phenomena. Finally, current aero-optics flight investigations of an atmospheric turbulence probe are briefly discussed.

Demonstration of an Ice Contamination Effects Flight Training Device

NASA Technical Reports Server (NTRS)

Ratvasky, Thomas P.; Ranaudo, Richard J.; Blankenship, Kurt S.; Lee, Sam

2006-01-01

The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations

Eclipse program F-106 aircraft in flight, front view

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

Efficient Global Aerodynamic Modeling from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2012-01-01

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

The X-43A (Hyper-X) Flies Into the Record Books

NASA Technical Reports Server (NTRS)

Grindle, Laurie; Bahm, Catherine

2006-01-01

The goal of the Hyper-X research program, conducted jointly by the NASA Dryden Flight Research Center and the NASA Langley Research Center, was to demonstrate and validate the technology, experimental techniques, and computation methods and tools for design and performance predictions of a hypersonic aircraft with an airframe-integrated, scramjet propulsion system. Three X-43A airframe-integrated, scramjet research vehicles were designed and fabricated to achieve that goal by flight test: two test flights at Mach 7 and one test flight at Mach 10. The first flight, conducted on June 2, 2001, experienced a launch vehicle failure and resulted in a 9-month mishap investigation. A two-year return-to-flight effort ensued and concluded when the second Mach 7 flight was successful on March 27, 2004. Just eight months later, on November 16, the X-43A successfully completed the third and final flight. These two flights were the first flight demonstrations, at Mach 7 and Mach 10 respectively, of an airframe-integrated, scramjet-powered, hypersonic vehicle.

Reusable Launch Vehicle Technology Program

NASA Technical Reports Server (NTRS)

Freeman, Delma C., Jr.; Talay, Theodore A.; Austin, R. Eugene

1996-01-01

Industry/NASA Reusable Launch Vehicle (RLV) Technology Program efforts are underway to design, test, and develop technologies and concepts for viable commercial launch systems that also satisfy national needs at acceptable recurring costs. Significant progress has been made in understanding the technical challenges of fully reusable launch systems and the accompanying management and operational approaches for achieving a low-cost program. This paper reviews the current status of the Reusable Launch Vehicle Technology Program including the DC-XA, X-33 and X-34 flight systems and associated technology programs. It addresses the specific technologies being tested that address the technical and operability challenges of reusable launch systems including reusable cryogenic propellant tanks, composite structures, thermal protection systems, improved propulsion, and subsystem operability enhancements. The recently concluded DC-XA test program demonstrated some of these technologies in ground and flight tests. Contracts were awarded recently for both the X-33 and X-34 flight demonstrator systems. The Orbital Sciences Corporation X-34 flight test vehicle will demonstrate an air-launched reusable vehicle capable of flight to speeds of Mach 8. The Lockheed-Martin X-33 flight test vehicle will expand the test envelope for critical technologies to flight speeds of Mach 15. A propulsion program to test the X-33 linear aerospike rocket engine using a NASA SR-71 high speed aircraft as a test bed is also discussed. The paper also describes the management and operational approaches that address the challenge of new cost-effective, reusable launch vehicle systems.

ATM Technology Demonstration 1 (ATD-1): EcoDemonstrator ASTAR Guided Arrival Research (EAGAR)

NASA Technical Reports Server (NTRS)

Roper, Roy

2015-01-01

In Spring 2013, high level NASA and Boeing management were seeking opportunities to collaborate on a flight test activity involving the ecoDemonstrator. The Airspace Systems Program Office identified FIM as a viable candidate. ATD-1 accepted the challenge. Work began in July for a December 2013 flight test.

X-43C Plans and Status

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

X-43C Project is a hypersonic flight demonstration being executed as a collaboration between the National Aeronautics and Space Administration (NASA) and the United States Air Force (USAF). X-43C will expand the hypersonic flight envelope for air breathing engines beyond the history making efforts of the Hyper-X Program (X-43A). X-43C will demonstrate sustained accelerating flight during three flight tests of expendable X-43C Demonstrator Vehicles (DVs). The approximately 16-foot long X-43C DV will be boosted to the starting test conditions, separate from the booster, and accelerate from Mach 5 to Mach 7 under its own power and autonomous control. The DVs are to be powered by a liquid hydrocarbon-fueled, fuel-cooled, dual-mode, airframe integrated scramjet engine system developed under the USAF HyTech Program. The Project is managed by NASA Langley Research Center as part of NASA s Next Generation Launch Technology Program. Flight tests will be conducted by NASA Dryden Flight Research Center over water off the coast of California in the Pacific Test Range. The NASA/USAF/industry project is a natural extension of the Hyper-X Program (X-43A), which will demonstrate short duration ( 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavyweight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 ( 4 minutes) using a flight-weight, fuel-cooled, scramjet engine powered by much denser liquid hydrocarbon fuel. The X-43C DV design flows from integrating USAF HyTech developed engine technologies with a NASA Air Breathing Launch Vehicle accelerator-class configuration and Hyper-X heritage vehicle systems designs. This paper describes the X-43C Project and provides background for NASA s current hypersonic flight demonstration efforts.

Effective Training for Flight in Icing Conditions

NASA Technical Reports Server (NTRS)

Barnhart, Billy P.; Ratvasky, Thomas P.

2007-01-01

The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations.

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

NASA Technical Reports Server (NTRS)

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

1986-01-01

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

The X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California.

NASA Image and Video Library

2000-12-08

The X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The captive carry flights are designed to verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether. Following a series of captive-carry flights, the X-40 made free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles.

Delivery of Colloid Micro-Newton Thrusters for the Space Technology 7 Mission

NASA Technical Reports Server (NTRS)

Ziemer, John K.; Randolph, Thomas M.; Franklin, Garth W.; Hruby, Vlad; Spence, Douglas; Demmons, Nathaniel; Roy, Thomas; Ehrbar, Eric; Zwahlen, Jurg; Martin, Roy;

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 placards for flight. PA-1 flight data is shown, as well as a comparison of PA-1 flight data to nonlinear simulation Monte Carlo data.

User Selection Criteria of Airspace Designs in Flexible Airspace Management

NASA Technical Reports Server (NTRS)

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

2011-01-01

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

Eclipse program QF-106 aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

Eclipse - tow flight closeup and release

NASA Technical Reports Server (NTRS)

1998-01-01

This clip, running 15 seconds in length, shows the QF-106 'Delta Dart' gear down, with the tow rope secured to the attachment point above the aircraft nose. First there is a view looking back from the C-141A, then looking forward from the nose of the QF-106, and finally a shot of the aircraft being released from the tow rope. 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 a reusable tow launch vehicle concept developed by KST. Kelly Space and Technology 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 made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes.The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on Dec. 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests to validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft.

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

NASA Technical Reports Server (NTRS)

Knighton, Donna L.

1992-01-01

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

Flight Test Comparison of Different Adaptive Augmentations for Fault Tolerant Control Laws for a Modified F-15 Aircraft

NASA Technical Reports Server (NTRS)

Burken, John J.; Hanson, Curtis E.; Lee, James A.; Kaneshige, John T.

2009-01-01

This report describes the improvements and enhancements to a neural network based approach for directly adapting to aerodynamic changes resulting from damage or failures. This research is a follow-on effort to flight tests performed on the NASA F-15 aircraft as part of the Intelligent Flight Control System research effort. Previous flight test results demonstrated the potential for performance improvement under destabilizing damage conditions. Little or no improvement was provided under simulated control surface failures, however, and the adaptive system was prone to pilot-induced oscillations. An improved controller was designed to reduce the occurrence of pilot-induced oscillations and increase robustness to failures in general. This report presents an analysis of the neural networks used in the previous flight test, the improved adaptive controller, and the baseline case with no adaptation. Flight test results demonstrate significant improvement in performance by using the new adaptive controller compared with the previous adaptive system and the baseline system for control surface failures.

Flight Test Validation of Optimal Input Design and Comparison to Conventional Inputs

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

1997-01-01

A technique for designing optimal inputs for aerodynamic parameter estimation was flight tested on the F-18 High Angle of Attack Research Vehicle (HARV). Model parameter accuracies calculated from flight test data were compared on an equal basis for optimal input designs and conventional inputs at the same flight condition. In spite of errors in the a priori input design models and distortions of the input form by the feedback control system, the optimal inputs increased estimated parameter accuracies compared to conventional 3-2-1-1 and doublet inputs. In addition, the tests using optimal input designs demonstrated enhanced design flexibility, allowing the optimal input design technique to use a larger input amplitude to achieve further increases in estimated parameter accuracy without departing from the desired flight test condition. This work validated the analysis used to develop the optimal input designs, and demonstrated the feasibility and practical utility of the optimal input design technique.

Robotic Lunar Lander Development Status

NASA Technical Reports Server (NTRS)

Ballard, Benjamin; Cohen, Barbara A.; McGee, Timothy; Reed, Cheryl

2012-01-01

NASA Marshall Space Flight Center and John Hopkins University Applied Physics Laboratory have developed several mission concepts to place scientific and exploration payloads ranging from 10 kg to more than 200 kg on the surface of the moon. The mission concepts all use a small versatile lander that is capable of precision landing. The results to date of the lunar lander development risk reduction activities including high pressure propulsion system testing, structure and mechanism development and testing, and long cycle time battery testing will be addressed. The most visible elements of the risk reduction program are two fully autonomous lander flight test vehicles. The first utilized a high pressure cold gas system (Cold Gas Test Article) with limited flight durations while the subsequent test vehicle, known as the Warm Gas Test Article, utilizes hydrogen peroxide propellant resulting in significantly longer flight times and the ability to more fully exercise flight sensors and algorithms. The development of the Warm Gas Test Article is a system demonstration and was designed with similarity to an actual lunar lander including energy absorbing landing legs, pulsing thrusters, and flight-like software implementation. A set of outdoor flight tests to demonstrate the initial objectives of the WGTA program was completed in Nov. 2011, and will be discussed.

NASA's Robotic Lunar Lander Development Program

NASA Technical Reports Server (NTRS)

Ballard, Benjamin W.; Reed, Cheryl L. B.; Artis, David; Cole, Tim; Eng, Doug S.; Kubota, Sanae; Lafferty, Paul; McGee, Timothy; Morese, Brian J.; Chavers, Gregory;

Ion beam plume and efflux characterization flight experiment study. [space shuttle payload

NASA Technical Reports Server (NTRS)

Sellen, J. M., Jr.; Zafran, S.; Cole, A.; Rosiak, G.; Komatsu, G. K.

1977-01-01

A flight experiment and flight experiment package for a shuttle-borne flight test of an 8-cm mercury ion thruster was designed to obtain charged particle and neutral particle material transport data that cannot be obtained in conventional ground based laboratory testing facilities. By the use of both ground and space testing of ion thrusters, the flight worthiness of these ion thrusters, for other spacecraft applications, may be demonstrated. The flight experiment definition for the ion thruster initially defined a broadly ranging series of flight experiments and flight test sensors. From this larger test series and sensor list, an initial flight test configuration was selected with measurements in charged particle material transport, condensible neutral material transport, thruster internal erosion, ion beam neutralization, and ion thrust beam/space plasma electrical equilibration. These measurement areas may all be examined for a seven day shuttle sortie mission and for available test time in the 50 - 100 hour period.

Development of the Lens Antenna Deployment Demonstration (LADD) shuttle-attached flight experiment

NASA Technical Reports Server (NTRS)

Hill, H.; Johnston, D.; Frauenberger, H.

1986-01-01

The primary objective of the LADD Program is to develop a technology demonstration test article that can be used for both ground and flight tests to demonstrate the structural and mechanical feasibility and reliability of the single-axis roll-out space based radar (SBR) approach. As designed, the LADD will essentially be a generic strucutural experiment which incorporates all critical technology elements of the operational satellite and is applicable to a number of future antenna systems. However, to fully determine its design integrity for meeting the lens flatness and constant geometry requirements in a zero g environment under extreme thermal conditions, the LADD must be space flight tested. By accurately surveying the structure under varying conditions the membrane tolerance-holding capabilities of the structure will be demonstrated. The flight test will provide data to verify analytical tools used to predict thermal and structural behavior. Most important, the experiment will provide an initial indication of structural damping in a zero g vacuum environment. The recently completed Solar Array Flight Experiment (SAFE) showed orbital damping greater than that experienced during ground testing. From the experience and the information obtained from LADD it is hoped that designs can be confidently extrapolated to operational satellites with apertures in the 20 m by 60 m size range.

Flight Test of a Propulsion-Based Emergency Control System on the MD-11 Airplane with Emphasis on the Lateral Axis

NASA Technical Reports Server (NTRS)

Burken, John J.; Burcham, Frank W., Jr.; Maine, Trindel A.; Feather, John; Goldthorpe, Steven; Kahler, Jeffrey A.

1996-01-01

A large, civilian, multi-engine transport MD-11 airplane control system was recently modified to perform as an emergency backup controller using engine thrust only. The emergency backup system, referred to as the propulsion-controlled aircraft (PCA) system, would be used if a major primary flight control system fails. To allow for longitudinal and lateral-directional control, the PCA system requires at least two engines and is implemented through software modifications. A flight-test program was conducted to evaluate the PCA system high-altitude flying characteristics and to demonstrate its capacity to perform safe landings. The cruise flight conditions, several low approaches and one landing without any aerodynamic flight control surface movement, were demonstrated. This paper presents results that show satisfactory performance of the PCA system in the longitudinal axis. Test results indicate that the lateral-directional axis of the system performed well at high attitude but was sluggish and prone to thermal upsets during landing approaches. Flight-test experiences and test techniques are also discussed with emphasis on the lateral-directional axis because of the difficulties encountered in flight test.

ED14-0338-081

NASA Image and Video Library

2014-11-06

Initial flight-testing of the ACTE followed extensive wind tunnel experiments. For the first phase of ACTE flights, the experimental control surfaces were locked at a specified setting. Varied flap settings on subsequent tests are now demonstrating the capability of the flexible surfaces under actual flight conditions.

Flight demonstration of flight termination system and solid rocket motor ignition using semiconductor laser initiated ordnance

NASA Astrophysics Data System (ADS)

Schulze, Norman R.; Maxfield, B.; Boucher, C.

1995-01-01

Solid State Laser Initiated Ordnance (LIO) offers new technology having potential for enhanced safety, reduced costs, and improved operational efficiency. Concerns over the absence of programmatic applications of the technology, which has prevented acceptance by flight programs, should be abated since LIO has now been operationally implemented by the Laser Initiated Ordnance Sounding Rocket Demonstration (LOSRD) Program. The first launch of solid state laser diode LIO at the NASA Wallops Flight Facility (WFF) occurred on March 15, 1995 with all mission objectives accomplished. This project, Phase 3 of a series of three NASA Headquarters LIO demonstration initiatives, accomplished its objective by the flight of a dedicated, all-LIO sounding rocket mission using a two-stage Nike-Orion launch vehicle. LIO flight hardware, made by The Ensign-Bickford Company under NASA's first Cooperative Agreement with Profit Making Organizations, safely initiated three demanding pyrotechnic sequence events, namely, solid rocket motor ignition from the ground and in flight, and flight termination, i.e., as a Flight Termination System (FTS). A flight LIO system was designed, built, tested, and flown to support the objectives of quickly and inexpensively putting LIO through ground and flight operational paces. The hardware was fully qualified for this mission, including component testing as well as a full-scale system test. The launch accomplished all mission objectives in less than 11 months from proposal receipt. This paper concentrates on accomplishments of the ordnance aspects of the program and on the program's implementation and results. While this program does not generically qualify LIO for all applications, it demonstrated the safety, technical, and operational feasibility of those two most demanding applications, using an all solid state safe and arm system in critical flight applications.

Phoenix Missile Hypersonic Testbed (PMHT): Project Concept Overview

NASA Technical Reports Server (NTRS)

Jones, Thomas P.

2007-01-01

An over view of research into a low cost hypersonic research flight test capability to increase the amount of hypersonic flight data to help bridge the large developmental gap between ground testing/analysis and major flight demonstrator Xplanes is provided. The major objectives included: develop an air launched missile booster research testbed; accurately deliver research payloads through programmable guidance to hypersonic test conditions; low cost; a high flight rate minimum of two flights per year and utilize surplus air launched missiles and NASA aircraft.

High Stability Engine Control (HISTEC) Flight Test Results

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

The NASA super pressure balloon - A path to flight

NASA Astrophysics Data System (ADS)

Cathey, H. M.

2009-07-01

The National Aeronautics and Space Administration's Balloon Program Office has invested significant time and effort in extensive ground testing of model super pressure balloons. The testing path has been developed as an outgrowth of the results of the super pressure balloon test flight in 2006. Summary results of the June 2006 super pressure test flight from Kiruna, Sweden are presented including the balloon performance and "lessons learned". This balloons flight performance exceeded expectations, but did not fully deploy. The flight was safely terminated by command. The results of this test flight refocused the project's efforts toward additional ground testing and analysis; a path to flight. A series of small 4 m diameter models were made and tested to further explore the deployment and structural capabilities of the balloons and materials. A series of ˜27 m model balloons were successfully tested indoors. These balloons successfully replicated the cleft seen in the Sweden flight, explored the deployment trade space to help characterize better design approaches, and demonstrated an acceptable fix to the deployment issue. Photogrammetry was employed during these ˜27 m model tests to help characterize both the balloon and gore shape evolution under pressurization. A ˜8.5 m ground model was used to explore the design and materials performance. Results of these tests will be presented. A general overview of some of the other project advancements made related to demonstrating the strain arresting nature of the proposed design, materials and analysis work will also be presented. All of this work has prepared a clear path toward a renewed round of test flights. This paper will give an overview of the development approach pursued for this super pressure balloon development. A description of the balloon design, including the modifications made as a result of the lessons learned, is presented. A short deployment test flight of the National Aeronautics and Space Administration's super pressure balloon took place in June 2008. This flight was from Ft. Sumner, New Mexico. Preliminary results of this flight are presented. Future plans for both ground testing and additional test flights are also presented. Goals of the future test flights, which are staged in increments of increasing suspended load and altitude, are presented. This includes the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

The X-40 sub-scale technology demonstrator and its U.S. Army CH-47 Chinook helicopter mothership fly over a dry lakebed runway during a captive-carry test flight at NASA's Dryden Flight Research Center

NASA Image and Video Library

2000-12-08

The X-40 sub-scale technology demonstrator and its U.S. Army CH-47 Chinook helicopter mothership fly over a dry lakebed runway during a captive-carry test flight from NASA's Dryden Flight Research Center, Edwards, California. The X-40 is attached to a sling which is suspended from the CH-47 by a 110-foot-long cable during the tests, while a small parachute trails behind to provide stability. The captive carry flights are designed to verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether. Following a series of captive-carry flights, the X-40 made free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles.

X-45A in flight with F-18 #846 chase aircraft, during first GPS-guided weapon demonstration flight

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Applications of flight control system methods to an advanced combat rotorcraft

NASA Technical Reports Server (NTRS)

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

1989-01-01

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

X-31 quasi-tailless flight demonstration

NASA Technical Reports Server (NTRS)

Huber, Peter; Schellenger, Harvey G.

1994-01-01

The primary objective of the quasi-tailless flight demonstration is to demonstrate the feasibility of using thrust vectoring for directional control of an unstable aircraft. By using this low-cost, low-risk approach it is possible to get information about required thrust vector control power and deflection rates from an inflight experiment as well as insight in low-power thrust vectoring issues. The quasi-tailless flight demonstration series with the X-31 began in March 1994. The demonstration flight condition was Mach 1.2 at 37,500 feet. A series of basic flying quality maneuvers, doublets, bank to bank rolls, and wind-up-turns have been performed with a simulated 100% vertical tail reduction. Flight test and supporting simulation demonstrated that the quasi-tailless approach is effective in representing the reduced stability of tailless configurations. The flights also demonstrated that thrust vectoring could be effectively used to stabilize a directionally unstable configuration and provide control power for maneuver coordination.

Flight Test of the F/A-18 Active Aeroelastic Wing Airplane

NASA Technical Reports Server (NTRS)

Clarke, Robert; Allen, Michael J.; Dibley, Ryan P.; Gera, Joseph; Hodgkinson, John

2005-01-01

Successful flight-testing of the Active Aeroelastic Wing airplane was completed in March 2005. This program, which started in 1996, was a joint activity sponsored by NASA, Air Force Research Laboratory, and industry contractors. The test program contained two flight test phases conducted in early 2003 and early 2005. During the first phase of flight test, aerodynamic models and load models of the wing control surfaces and wing structure were developed. Design teams built new research control laws for the Active Aeroelastic Wing airplane using these flight-validated models; and throughout the final phase of flight test, these new control laws were demonstrated. The control laws were designed to optimize strategies for moving the wing control surfaces to maximize roll rates in the transonic and supersonic flight regimes. Control surface hinge moments and wing loads were constrained to remain within hydraulic and load limits. This paper describes briefly the flight control system architecture as well as the design approach used by Active Aeroelastic Wing project engineers to develop flight control system gains. Additionally, this paper presents flight test techniques and comparison between flight test results and predictions.

Fiber Optic System Test Results In A Tactical Military Aircraft

NASA Astrophysics Data System (ADS)

Uhlhorn, Roger W.; Greenwell, Roger A.

1980-09-01

The YAV-8B Electromagnetic Immunity and Flight-Test Program was established to evaluate the susceptibility of wire and optical fiber signal transmission lines to electromagnetic interference when these lines are installed in a graphite/epoxy composite wing and to demonstrate the flightworthiness of fiber optics interconnects in the vertical/ short takeoff and landing aircraft environment. In response, two fiber optic systems were designed, fabricated, and flight tested by McDonnell Aircraft Co. (MCAIR), a division of the McDonnell Douglas Corporation, on the two YAV-8B V/STOL flight test aircraft. The program successfully demonstrated that fiber optics are compatible with the attack aircraft environment. As a result, the full scale development AV-8B will incorporate fiber optics in a point-to-point data link. We describe here the fiber optic systems designs, test equipment development, cabling and connection requirements, fabrication and installation experience, and flight test program results.

Flight Testing ALHAT Precision Landing Technologies Integrated Onboard the Morpheus Rocket Vehicle

NASA Technical Reports Server (NTRS)

Carson, John M. III; Robertson, Edward A.; Trawny, Nikolas; Amzajerdian, Farzin

2015-01-01

A suite of prototype sensors, software, and avionics developed within the NASA Autonomous precision Landing and Hazard Avoidance Technology (ALHAT) project were terrestrially demonstrated onboard the NASA Morpheus rocket-propelled Vertical Testbed (VTB) in 2014. The sensors included a LIDAR-based Hazard Detection System (HDS), a Navigation Doppler LIDAR (NDL) velocimeter, and a long-range Laser Altimeter (LAlt) that enable autonomous and safe precision landing of robotic or human vehicles on solid solar system bodies under varying terrain lighting conditions. The flight test campaign with the Morpheus vehicle involved a detailed integration and functional verification process, followed by tether testing and six successful free flights, including one night flight. The ALHAT sensor measurements were integrated into a common navigation solution through a specialized ALHAT Navigation filter that was employed in closed-loop flight testing within the Morpheus Guidance, Navigation and Control (GN&C) subsystem. Flight testing on Morpheus utilized ALHAT for safe landing site identification and ranking, followed by precise surface-relative navigation to the selected landing site. The successful autonomous, closed-loop flight demonstrations of the prototype ALHAT system have laid the foundation for the infusion of safe, precision landing capabilities into future planetary exploration missions.

Experimental Investigation and Demonstration of Rotary-Wing Technologies for Flight in the Atmosphere of Mars

NASA Technical Reports Server (NTRS)

Young, L. A.; Derby, M. R.; Demblewski, R.; Navarrete, J.

2002-01-01

This paper details ongoing work at NASA Ames Research Center as to experimental investigations and demonstrations related to rotary-wing technologies that might be applied to flight in the atmosphere of Mars. Such Mars rotorcraft would provide a 'three-dimensional mobility' to the exploration of the Red Planet. Preliminary results from isolated rotor testing in Mars-representative atmospheric densities, as well as progress towards coaxial test stand development are discussed. Additionally, work towards the development and use of surrogate flight vehicles -- in the terrestrial environment -- to demonstrate key technologies is also summarized.

HIFiRE Direct-Connect Rig (HDCR) Phase I Ground Test Results from the NASA Langley Arc-Heated Scramjet Test Facility

NASA Technical Reports Server (NTRS)

Hass, Neal E.; Cabell, Karen F.; Storch, Andrea M.

2010-01-01

The initial phase of hydrocarbon-fueled ground tests supporting Flight 2 of the Hypersonic International Flight Research Experiment (HIFiRE) Program has been conducted in the NASA Langley Arc-Heated Scramjet Test Facility (AHSTF). The HIFiRE Program, an Air Force-lead international cooperative program includes eight different flight test experiments designed to target specific challenges of hypersonic flight. The second of the eight planned flight experiments is a hydrocarbon-fueled scramjet flight test intended to demonstrate dual-mode to scramjet-mode operation and verify the scramjet performance prediction and design tools. A performance goal is the achievement of a combusted fuel equivalence ratio greater than 0.7 while in scramjet mode. The ground test rig, designated the HIFiRE Direct Connect Rig (HDCR), is a full-scale, heat sink, direct-connect ground test article that duplicates both the flowpath lines and the instrumentation layout of the isolator and combustor portion of the flight test hardware. The primary objectives of the HDCR Phase I tests are to verify the operability of the HIFiRE isolator/combustor across the Mach 6.0-8.0 flight regime and to establish a fuel distribution schedule to ensure a successful mode transition prior to the HiFIRE payload Critical Design Review. Although the phase I test plans include testing over the Mach 6 to 8 flight simulation range, only Mach 6 testing will be reported in this paper. Experimental results presented here include flowpath surface pressure, temperature, and heat flux distributions that demonstrate the operation of the flowpath over a small range of test conditions around the nominal Mach 6 simulation, as well as a range of fuel equivalence ratios and fuel injection distributions. Both ethylene and a mixture of ethylene and methane (planned for flight) were tested. Maximum back pressure and flameholding limits, as well as a baseline fuel schedule, that covers the Mach 5.84-6.5 test space have been identified.

SHOOT performance testing. [Superfluid Helium On-Orbit Transfer Flight Demonstration

NASA Technical Reports Server (NTRS)

Dipirro, M. J.; Shirron, P. J.; Volz, S. M.; Schein, M. E.

1991-01-01

The Superfluid Helium On-Orbit Transfer (SHOOT) Flight Demonstration is a shuttle attached payload designed to demonstrate the technology necessary to resupply liquid helium dewars in space. Many SHOOT components will also have use in other aerospace cryogenic systems. The first of two SHOOT dewar systems has been fabricated. The ground performance testing of this dewar is described. The performance tests include measurements of heat leak, impedances of the two vent lines, heat pulse mass gauging accuracy, and superfluid transfer parameters such as flow rate and efficiency. A laboratory dewar was substituted for the second flight dewar for the transfer tests. These tests enable a precise analytical model of the transfer process to be verified. SHOOT performance is thus quantified, except for components such as the liquid acquisition devices and a phase separator which cannot be verified in one gravity.

Drones for aerodynamic and structural testing /DAST/ - A status report

NASA Technical Reports Server (NTRS)

Murrow, H. N.; Eckstrom, C. V.

1978-01-01

A program for providing research data on aerodynamic loads and active control systems on wings with supercritical airfoils in the transonic speed range is described. Analytical development, wind tunnel tests, and flight tests are included. A Firebee II target drone vehicle has been modified for use as a flight test facility. The program currently includes flight experiments on two aeroelastic research wings. The primary purpose of the first flight experiment is to demonstrate an active control system for flutter suppression on a transport-type wing. Design and fabrication of the wing are complete and after installing research instrumentation and the flutter suppression system, flight testing is expected to begin in early 1979. The experiment on the second research wing - a fuel-conservative transport type - is to demonstrate multiple active control systems including flutter suppression, maneuver load alleviation, gust load alleviation, and reduce static stability. Of special importance for this second experiment is the development and validation of integrated design methods which include the benefits of active controls in the structural design.

L(sub 1) Adaptive Flight Control System: Flight Evaluation and Technology Transition

NASA Technical Reports Server (NTRS)

Xargay, Enric; Hovakimyan, Naira; Dobrokhodov, Vladimir; Kaminer, Isaac; Gregory, Irene M.; Cao, Chengyu

2010-01-01

Certification of adaptive control technologies for both manned and unmanned aircraft represent a major challenge for current Verification and Validation techniques. A (missing) key step towards flight certification of adaptive flight control systems is the definition and development of analysis tools and methods to support Verification and Validation for nonlinear systems, similar to the procedures currently used for linear systems. In this paper, we describe and demonstrate the advantages of L(sub l) adaptive control architectures for closing some of the gaps in certification of adaptive flight control systems, which may facilitate the transition of adaptive control into military and commercial aerospace applications. As illustrative examples, we present the results of a piloted simulation evaluation on the NASA AirSTAR flight test vehicle, and results of an extensive flight test program conducted by the Naval Postgraduate School to demonstrate the advantages of L(sub l) adaptive control as a verifiable robust adaptive flight control system.

Thermal performance demonstration of a prototype internally cooled nose tip/forebody/window assembly

NASA Astrophysics Data System (ADS)

Wojciechowski, Carl J.; Brooks, Lori C.; Teal, Gene; Karu, Zain; Kalin, David A.; Jones, Gregory W.; Romero, Harold

1996-11-01

Internally liquid cooled apertures (windows) installed in a full size forebody have been characterized under high heat flux conditions representative of endoatmospheric flight. Analysis and test data obtained in the laboratory and at arc heater test facilities at Arnold Engineering Development Center and NASA Ames are presented in this paper. Data for several types of laboratory bench tests are presented: transmission interferometry and imaging, coolant pressurization effects on optical quality, and coolant flow rate calibrations for both the window and other internally cooled components. Initially, using heat transfer calibration models identical in shape to the flight test articles, arc heater facility thermal test environments were obtained at several conditions representative of full flight thermal environments. Subsequent runs tested the full-up flight article including nosetip, forebody and aperture for full flight duplication of surface heating rates and exposure ties. Pretest analyses compared will to test measurements. These data demonstrate a very efficient internal liquid cooling design which can be applied to other applications such as cooled mirrors for high heat flux applications.

A preliminary correlation of the orbiter stability and control aerodynamics from the first two Space Shuttle flights /STS-1 & 2/ with preflight predictions

NASA Technical Reports Server (NTRS)

Underwood, J. M.; Cooke, D. R.

1982-01-01

A correlation of the stability and control derivatives from flight (STS-1 & 2) with preflight predictions is presented across the Mach range from 0.9 to 25. Flight data obtained from specially designed flight test maneuvers as well as from conventional bank maneuvers generally indicate good agreement with predicted data. However, the vehicle appears to be lateral-directionally more stable than predicted in the transonic regime. Aerodynamic 'reasonableness tests' are employed to test for validity of flight data. The importance of testing multiple models in multiple wind tunnels at the same test conditions is demonstrated.

ATD-1 Avionics Phase 2 Flight Test: Flight Test Operations and Saftey Report (FTOSR)

NASA Technical Reports Server (NTRS)

Boyle, Dan; Rein-Weston, Karl; Berckefeldt, Rick; Eggling, Helmuth; Stankiewicz, Craig; Silverman, George

2017-01-01

The Air Traffic Management Technology Demonstration-1 (ATD-1) is a major applied research and development activity of NASA's Airspace Operations and Safety Program (AOSP). The demonstration is the first of an envisioned series of Air Traffic Management (ATM) Technology Demonstration sub-projects that will demonstrate innovative NASA technologies that have attained a sufficient level of maturity to merit more in-depth research and evaluation at the system level in relevant environments.

Development of the Astrobee F sounding rocket system.

NASA Technical Reports Server (NTRS)

Jenkins, R. B.; Taylor, J. P.; Honecker, H. J., Jr.

1973-01-01

The development of the Astrobee F sounding rocket vehicle through the first flight test at NASA-Wallops Station is described. Design and development of a 15 in. diameter, dual thrust, solid propellant motor demonstrating several new technology features provided the basis for the flight vehicle. The 'F' motor test program described demonstrated the following advanced propulsion technology: tandem dual grain configuration, low burning rate HTPB case-bonded propellant, and molded plastic nozzle. The resultant motor integrated into a flight vehicle was successfully flown with extensive diagnostic instrumentation.-

Design and Analysis of Outer Mold Line Close-outs for the Max Launch Abort System (MLAS) Flight Experiment

NASA Technical Reports Server (NTRS)

Woods-Vedeler, Jessica A.; Knutson, Jeffrey R.; Schuster, David M.; Tyler, Erik D.

2010-01-01

In 2007, the NASA Exploration Systems Mission Directorate (ESMD) chartered the NASA Engineering Safety Center (NESC) to demonstrate an alternate launch abort concept as risk mitigation for the Orion project's baseline "tower" design. On July 8, 2009, a full scale, passive aerodynamically stabilized Max Launch Abort System (MLAS) pad abort demonstrator was successfully launched from NASA Goddard Space Flight Center's Wallops Flight Facility. Aerodynamic close-outs were required to cover openings on the MLAS fairing to prevent aerodynamic flow-through and to maintain the MLAS OML surface shape. Two-ply duct tape covers were designed to meet these needs. The duct tape used was a high strength fiber reinforced duct tape with a rubberized adhesive that demonstrated 4.6 lb/in adhesion strength to the unpainted fiberglass fairing. Adhesion strength was observed to increase as a function of time. The covers were analyzed and experimentally tested to demonstrate their ability to maintain integrity under anticipated vehicle ascent pressure loads and to not impede firing of the drogue chute mortars. Testing included vacuum testing and a mortar fire test. Tape covers were layed-up on thin Teflon sheets to facilitate installation on the vehicle. Custom cut foam insulation board was used to fill mortar hole and separation joint cavities and provide support to the applied tape covers. Flight test results showed that the tape covers remained adhered during flight.

Crew Exploration Vehicle Launch Abort System Flight Test Overview

NASA Technical Reports Server (NTRS)

Williams-Hayes, Peggy S.

2007-01-01

The Constellation program is an organization within NASA whose mission is to create the new generation of spacecraft that will replace the Space Shuttle after its planned retirement in 2010. In the event of a catastrophic failure on the launch pad or launch vehicle during ascent, the successful use of the launch abort system will allow crew members to escape harm. The Flight Test Office is the organization within the Constellation project that will flight-test the launch abort system on the Orion crew exploration vehicle. The Flight Test Office has proposed six tests that will demonstrate the use of the launch abort system. These flight tests will be performed at the White Sands Missile Range in New Mexico and are similar in nature to the Apollo Little Joe II tests performed in the 1960s. An overview of the launch abort system flight tests for the Orion crew exploration vehicle is given. Details on the configuration of the first pad abort flight test are discussed. Sample flight trajectories for two of the six flight tests are shown.

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator aircraft during its maiden flight. The flight marks another milestone for the UCAV program, and verified the aircraft's flight control software

NASA Image and Video Library

2002-11-21

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its first flight on November 21, 2002, after taking off from a dry lakebed at NASA's Dryden Flight Research Center, Edwards Air Force Base, California. X-45A vehicle two flew for approximately 30 minutes and reached an airspeed of 195 knots and an altitude of 7500 feet. This flight validated the functionality of the UCAV flight software on the second air vehicle. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

The value of early flight evaluation of propulsion concepts using the NASA F-15 research airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Ray, Ronald J.

1987-01-01

The value of early flight evaluation of propulsion and propulsion control concepts was demonstrated on the NASA F-15 airplane in programs such as highly integrated digital electronic control (HIDEC), the F100 engine model derivative (EMD), and digital electronic engine control (DEEC). (In each case, the value of flight demonstration was conclusively demonstrated). This paper described these programs, and discusses the results that were not expected, based on ground test or analytical prediction. The role of flight demonstration in facilitating transfer of technology from the laboratory to operational airplanes is discussed.

The SKY SHARK: an RPV Designed to Investigate the Pressure Distribution on a Lifting Surface

NASA Technical Reports Server (NTRS)

Ziemba, Rob; Schudt, Joe; Comly, Karen; Vanthournut, Mike; Trybus, Jerome C.; Branch, Greg; Hassan, Maggie; Noll, Steve; Julian, Steve; Carey, Dave

1989-01-01

The objective was to design a remotely piloted vehicle which is capable of gathering in-flight pressure distribution data on a lifting test specimen, and then test the design by constructing a subscale demonstrator, to prove the flight worthiness of the concept. The technology demonstrator was scheduled for takeoff at approximately, 7:20 AM on Thursday April 27th. There was a light wind from the southeast. The plane was hand-launched and made an initial dip, most likely due to the poor trim conditions at launch. It then began to climb and bank into a left turn. The aircraft climbed to an altitude of approximately 150 ft and circled. The plane flew for several minutes and at times appeared to bump around, which was due to thermal activity disrupting the flight of the aircraft. The aircraft was brought slowly down in a power-off condition and glided in for a belly landing and landed without incident. Results of the flight test proved the general capability of the design to maintain flight stability throughout the take off, cruise, turning, and landing flight regimes. We were not able to demonstrate stability with the test specimen in place as the control surfaces designed to counteract the instabilities induced in the static system, winglets and ailerons, were not included.

With a small stabilization parachute trailing behind, the X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight

NASA Image and Video Library

2000-12-08

With a small stabilization parachute trailing behind, the X-40 sub-scale technology demonstrator is suspended under a U.S. Army CH-47 Chinook cargo helicopter during a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The captive carry flights are designed to verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether. Following a series of captive-carry flights, the X-40 made free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles.

Synthetic and Enhanced Vision Systems for NextGen (SEVS) Simulation and Flight Test Performance Evaluation

NASA Technical Reports Server (NTRS)

Shelton, Kevin J.; Kramer, Lynda J.; Ellis,Kyle K.; Rehfeld, Sherri A.

2012-01-01

The Synthetic and Enhanced Vision Systems for NextGen (SEVS) simulation and flight tests are jointly sponsored by NASA's Aviation Safety Program, Vehicle Systems Safety Technology project and the Federal Aviation Administration (FAA). The flight tests were conducted by a team of Honeywell, Gulfstream Aerospace Corporation and NASA personnel with the goal of obtaining pilot-in-the-loop test data for flight validation, verification, and demonstration of selected SEVS operational and system-level performance capabilities. Nine test flights (38 flight hours) were conducted over the summer and fall of 2011. The evaluations were flown in Gulfstream.s G450 flight test aircraft outfitted with the SEVS technology under very low visibility instrument meteorological conditions. Evaluation pilots flew 108 approaches in low visibility weather conditions (600 ft to 2400 ft visibility) into various airports from Louisiana to Maine. In-situ flight performance and subjective workload and acceptability data were collected in collaboration with ground simulation studies at LaRC.s Research Flight Deck simulator.

Flight evaluation of an engine static pressure noseprobe in an F-15 airplane

NASA Technical Reports Server (NTRS)

Foote, C. H.; Jaekel, R. F.

1981-01-01

The flight testing of an inlet static pressure probe and instrumented inlet case produced results consistent with sea-level and altitude stand testing. The F-15 flight test verified the basic relationship of total to static pressure ratio versus corrected airflow and automatic distortion downmatch with the engine pressure ratio control mode. Additionally, the backup control inlet case statics demonstrated sufficient accuracy for backup control fuel flow scheduling, and the station 6 manifolded production probe was in agreement with the flight test station 6 tota pressure probes.

Long Duration Exposure Facility (LDEF) low temperature Heat Pipe Experiment Package (HEPP) flight results

NASA Technical Reports Server (NTRS)

Mcintosh, Roy; Mccreight, Craig; Brennan, Patrick J.

1993-01-01

The Low Temperature Heat Pipe Flight Experiment (HEPP) is a fairly complicated thermal control experiment that was designed to evaluate the performance of two different low temperature ethane heat pipes and a low-temperature (182 K) phase change material. A total of 390 days of continuous operation with an axially grooved aluminum fixed conductance heat pipe and an axially grooved stainless steel heat pipe diode was demonstrated before the data acquisition system's batteries lost power. Each heat pipe had approximately 1 watt applied throughout this period. The HEPP was not able to cool below 188.6 K during the mission. As a result, the preprogrammed transport test sequence which initiates when the PCM temperature drops below 180 K was never exercised, and transport tests with both pipes and the diode reverse mode test could not be run in flight. Also, because the melt temperature of the n-heptane PCM is 182 K, its freeze/thaw behavior could not be tested. Post-flight thermal vacuum tests and thermal analyses have indicated that there was an apparent error in the original thermal analyses that led to this unfortunate result. Post-flight tests have demonstrated that the performance of both heat pipes and the PCM has not changed since being fabricated more than 14 years ago. A summary of HEPP's flight data and post-flight test results are presented.

Upper-Stage Flight Experiment

NASA Technical Reports Server (NTRS)

Anderson, W. E.; Boxwell, R.; Crockett, D. V.; Ross, R.; Lewis, T.; McNeal, C.; Verdarame, K.

1999-01-01

For propulsion applications that require that the propellants are storable for long periods, have a high density impulse, and are environmentally clean and non-toxic, the best choice is a combination of high-concentration hydrogen peroxide (High Test Peroxide, or HTP) and a liquid hydrocarbon (LHC) fuel. The HTP/LHC combination is suitable for low-cost launch vehicles, space taxi and space maneuvering vehicles, and kick stages. Orbital Sciences Corporation is under contract with the NASA Marshall Space Flight Center in cooperation with the Air Force Research Lab to design, develop and demonstrate a new low-cost liquid upper stage based on HTP and JP-8. The Upper Stage Flight Experiment (USFE) focuses on key technologies necessary to demonstrate the operation of an inherently simple propulsion system with an innovative, state-of-the-art structure. Two key low-cost vehicle elements will be demonstrated - a 10,000 lbf thrust engine and an integrated composite tank structure. The suborbital flight test of the USFE is scheduled for 2001. Preceding the flight tests are two major series of ground tests at NASA Stennis Space Center and a subscale tank development program to identify compatible composite materials and to verify their compatibility over long periods of time. The ground tests include a thrust chamber development test series and an integrated stage test. This paper summarizes the results from the first phase of the thrust chamber development tests and the results to date from the tank material compatibility tests. Engine and tank configurations that meet the goals of the program are described.

High-speed civil transport issues and technology program

NASA Technical Reports Server (NTRS)

Hewett, Marle D.

1992-01-01

A strawman program plan is presented, consisting of technology developments and demonstrations required to support the construction of a high-speed civil transport. The plan includes a compilation of technology issues related to the development of a transport. The issues represent technical areas in which research and development are required to allow airframe manufacturers to pursue an HSCT development. The vast majority of technical issues presented require flight demonstrated and validated solutions before a transport development will be undertaken by the industry. The author believes that NASA is the agency best suited to address flight demonstration issues in a concentrated effort. The new Integrated Test Facility at NASA Dryden Flight Research Facility is considered ideally suited to the task of supporting ground validations of proof-of-concept and prototype system demonstrations before night demonstrations. An elaborate ground hardware-in-the-loop (iron bird) simulation supported in this facility provides a viable alternative to developing an expensive fill-scale prototype transport technology demonstrator. Drygen's SR-71 assets, modified appropriately, are a suitable test-bed for supporting flight demonstrations and validations of certain transport technology solutions. A subscale, manned or unmanned flight demonstrator is suitable for flight validation of transport technology solutions, if appropriate structural similarity relationships can be established. The author contends that developing a full-scale prototype transport technology demonstrator is the best alternative to ensuring that a positive decision to develop a transport is reached by the United States aerospace industry.

HIDEC F-15 adaptive engine control system flight test results

NASA Technical Reports Server (NTRS)

Smolka, James W.

1987-01-01

NASA-Ames' Highly Integrated Digital Electronic Control (HIDEC) flight test program aims to develop fully integrated airframe, propulsion, and flight control systems. The HIDEC F-15 adaptive engine control system flight test program has demonstrated that significant performance improvements are obtainable through the retention of stall-free engine operation throughout the aircraft flight and maneuver envelopes. The greatest thrust increase was projected for the medium-to-high altitude flight regime at subsonic speed which is of such importance to air combat. Adaptive engine control systems such as the HIDEC F-15's can be used to upgrade the performance of existing aircraft without resort to expensive reengining programs.

The development and testing of the Lens Antenna Deployment Demonstration (LADD) test article

NASA Technical Reports Server (NTRS)

Pugh, Mark L.; Denton, Robert J., Jr.; Strange, Timothy J.

1993-01-01

The USAF Rome Laboratory and NASA Marshall Space Flight Center, through contract to Grumman Corporation, have developed a space-qualifiable test article for the Strategic Defense Initiative Organization to demonstrate the critical structural and mechanical elements of single-axis roll-out membrane deployment for Space Based Radar (SBR) applications. The Lens Antenna Deployment Demonstration (LADD) test article, originally designed as a shuttle-attached flight experiment, is a large precision space structure which is representative of operational designs for space-fed lens antennas. Although the flight experiment was cancelled due to funding constraints and major revisions in the Strategic Defense System (SDS) architecture, development of this test article was completed in June 1989. To take full advantage of the existence of this unique structure, a series of ground tests are proposed which include static, dynamic, and thermal measurements in a simulated space environment. An equally important objective of these tests is the verification of the analytical tools used to design and develop large precision space structures.

Automatic Dependent Surveillance Broadcast: [micro]ADS-B Detect-and-Avoid Flight Tests

NASA Technical Reports Server (NTRS)

Arteaga, Ricardo; Dandachy, Mike

2018-01-01

The testing and demonstrations are necessary for both parties to further development and certification of the technology in three key areas; flights beyond line of sight, collision avoidance, and autonomous operations.

Robotic Lunar Lander Development Project Status

NASA Technical Reports Server (NTRS)

Hammond, Monica; Bassler, Julie; Morse, Brian

2010-01-01

This slide presentation reviews the status of the development of a robotic lunar lander. The goal of the project is to perform engineering tests and risk reduction activities to support the development of a small lunar lander for lunar surface science. This includes: (1) risk reduction for the flight of the robotic lander, (i.e., testing and analyzing various phase of the project); (2) the incremental development for the design of the robotic lander, which is to demonstrate autonomous, controlled descent and landing on airless bodies, and design of thruster configuration for 1/6th of the gravity of earth; (3) cold gas test article in flight demonstration testing; (4) warm gas testing of the robotic lander design; (5) develop and test landing algorithms; (6) validate the algorithms through analysis and test; and (7) tests of the flight propulsion system.

High-Rate Wireless Airborne Network Demonstration (HiWAND) Flight Test Results

NASA Technical Reports Server (NTRS)

Franz, Russell

2008-01-01

An increasing number of flight research and airborne science experiments now contain network-ready systems that could benefit from a high-rate bidirectional air-to-ground network link. A prototype system, the High-Rate Wireless Airborne Network Demonstration, was developed from commercial off-the-shelf components while leveraging the existing telemetry infrastructure on the Western Aeronautical Test Range. This approach resulted in a cost-effective, long-range, line-of-sight network link over the S and the L frequency bands using both frequency modulation and shaped-offset quadrature phase-shift keying modulation. This report discusses system configuration and the flight test results.

High-Rate Wireless Airborne Network Demonstration (HiWAND) Flight Test Results

NASA Technical Reports Server (NTRS)

Franz, Russell

2007-01-01

An increasing number of flight research and airborne science experiments now contain network-ready systems that could benefit from a high-rate bidirectional air-to-ground network link. A prototype system, the High-Rate Wireless Airborne Network Demonstration, was developed from commercial off-the-shelf components while leveraging the existing telemetry infrastructure on the Western Aeronautical Test Range. This approach resulted in a cost-effective, long-range, line-of-sight network link over the S and the L frequency bands using both frequency modulation and shaped-offset quadrature phase-shift keying modulation. This paper discusses system configuration and the flight test results.

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

NASA Technical Reports Server (NTRS)

Dowden, Donald J.; Bessette, Denis E.

1987-01-01

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

Supersonic Flight Dynamics Test 2: Trajectory, Atmosphere, and Aerodynamics Reconstruction

NASA Technical Reports Server (NTRS)

Karlgaard, Christopher D.; O'Farrell, Clara; Ginn, Jason M.; Van Norman, John W.

2016-01-01

The Supersonic Flight Dynamics Test is a full-scale flight test of aerodynamic decelerator technologies developed by the Low Density Supersonic Decelerator technology demonstration project. The purpose of the project is to develop and mature aerodynamic decelerator technologies for landing large-mass payloads on the surface of Mars. The technologies include a Supersonic Inflatable Aerodynamic Decelerator and supersonic parachutes. The first Supersonic Flight Dynamics Test occurred on June 28th, 2014 at the Pacific Missile Range Facility. The purpose of this test was to validate the test architecture for future tests. The flight was a success and, in addition, was able to acquire data on the aerodynamic performance of the supersonic inflatable decelerator. The Supersonic Disksail parachute developed a tear during deployment. The second flight test occurred on June 8th, 2015, and incorporated a Supersonic Ringsail parachute which was redesigned based on data from the first flight. Again, the inflatable decelerator functioned as predicted but the parachute was damaged during deployment. This paper describes the instrumentation, analysis techniques, and acquired flight test data utilized to reconstruct the vehicle trajectory, main motor thrust, atmosphere, and aerodynamics.

NASA Crew Launch Vehicle Flight Test Options

NASA Technical Reports Server (NTRS)

Cockrell, Charles E., Jr.; Davis, Stephan R.; Robonson, Kimberly; Tuma, Margaret L.; Sullivan, Greg

2006-01-01

Options for development flight testing (DFT) of the Ares I Crew Launch Vehicle (CLV) are discussed. The Ares-I Crew Launch Vehicle (CLV) is being developed by the U.S. National Aeronautics and Space Administration (NASA) to launch the Crew Exploration Vehicle (CEV) into low Earth Orbit (LEO). The Ares-I implements one of the components of the Vision for Space Exploration (VSE), providing crew and cargo access to the International Space Station (ISS) after retirement of the Space Shuttle and, eventually, forming part of the launch capability needed for lunar exploration. The role of development flight testing is to demonstrate key sub-systems, address key technical risks, and provide flight data to validate engineering models in representative flight environments. This is distinguished from certification flight testing, which is designed to formally validate system functionality and achieve flight readiness. Lessons learned from Saturn V, Space Shuttle, and other flight programs are examined along with key Ares-I technical risks in order to provide insight into possible development flight test strategies. A strategy for the first test flight of the Ares I, known as Ares I-1, is presented.

[Micron]ADS-B Detect and Avoid Flight Tests on Phantom 4 Unmanned Aircraft System

NASA Technical Reports Server (NTRS)

Arteaga, Ricardo; Dandachy, Mike; Truong, Hong; Aruljothi, Arun; Vedantam, Mihir; Epperson, Kraettli; McCartney, Reed

2018-01-01

Researchers at the National Aeronautics and Space Administration Armstrong Flight Research Center in Edwards, California and Vigilant Aerospace Systems collaborated for the flight-test demonstration of an Automatic Dependent Surveillance-Broadcast based collision avoidance technology on a small unmanned aircraft system equipped with the uAvionix Automatic Dependent Surveillance-Broadcast transponder. The purpose of the testing was to demonstrate that National Aeronautics and Space Administration / Vigilant software and algorithms, commercialized as the FlightHorizon UAS"TM", are compatible with uAvionix hardware systems and the DJI Phantom 4 small unmanned aircraft system. The testing and demonstrations were necessary for both parties to further develop and certify the technology in three key areas: flights beyond visual line of sight, collision avoidance, and autonomous operations. The National Aeronautics and Space Administration and Vigilant Aerospace Systems have developed and successfully flight-tested an Automatic Dependent Surveillance-Broadcast Detect and Avoid system on the Phantom 4 small unmanned aircraft system. The Automatic Dependent Surveillance-Broadcast Detect and Avoid system architecture is especially suited for small unmanned aircraft systems because it integrates: 1) miniaturized Automatic Dependent Surveillance-Broadcast hardware; 2) radio data-link communications; 3) software algorithms for real-time Automatic Dependent Surveillance-Broadcast data integration, conflict detection, and alerting; and 4) a synthetic vision display using a fully-integrated National Aeronautics and Space Administration geobrowser for three dimensional graphical representations for ownship and air traffic situational awareness. The flight-test objectives were to evaluate the performance of Automatic Dependent Surveillance-Broadcast Detect and Avoid collision avoidance technology as installed on two small unmanned aircraft systems. In December 2016, four flight tests were conducted at Edwards Air Force Base. Researchers in the ground control station looking at displays were able to verify the Automatic Dependent Surveillance-Broadcast target detection and collision avoidance resolutions.

Evaluation of Candidate Millimeter Wave Sensors for Synthetic Vision

NASA Technical Reports Server (NTRS)

Alexander, Neal T.; Hudson, Brian H.; Echard, Jim D.

1994-01-01

The goal of the Synthetic Vision Technology Demonstration Program was to demonstrate and document the capabilities of current technologies to achieve safe aircraft landing, take off, and ground operation in very low visibility conditions. Two of the major thrusts of the program were (1) sensor evaluation in measured weather conditions on a tower overlooking an unused airfield and (2) flight testing of sensor and pilot performance via a prototype system. The presentation first briefly addresses the overall technology thrusts and goals of the program and provides a summary of MMW sensor tower-test and flight-test data collection efforts. Data analysis and calibration procedures for both the tower tests and flight tests are presented. The remainder of the presentation addresses the MMW sensor flight-test evaluation results, including the processing approach for determination of various performance metrics (e.g., contrast, sharpness, and variability). The variation of the very important contrast metric in adverse weather conditions is described. Design trade-off considerations for Synthetic Vision MMW sensors are presented.

Autonomous Airborne Refueling Demonstration: Phase I Flight-Test Results

NASA Technical Reports Server (NTRS)

Dibley, Ryan P.; Allen, Michael J.; Nabaa, Nassib

2007-01-01

The first phase of the Autonomous Airborne Refueling Demonstration (AARD) project was completed on August 30, 2006. The goal of this 15-month effort was to develop and flight-test a system to demonstrate an autonomous refueling engagement using the Navy style hose-and-drogue air-to-air refueling method. The prime contractor for this Defense Advanced Research Projects Agency (DARPA) sponsored program was Sierra Nevada Corporation (SNC), Sparks, Nevada. The responsible flight-test organization was the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC), Edwards, California, which also provided the F/A-18 receiver airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois). The B-707-300 tanker airplane (The Boeing Company) was contracted through Omega Aerial Refueling Services, Inc., Alexandria, Virginia, and the optical tracking system was contracted through OCTEC Ltd., Bracknell, Berkshire, United Kingdom. Nine research flights were flown, testing the functionality and performance of the system in a stepwise manner, culminating in the plug attempts on the final flight. Relative position keeping was found to be very stable and accurate. The receiver aircraft was capable of following the tanker aircraft through turns while maintaining its relative position. During the last flight, six capture attempts were made, two of which were successful. The four misses demonstrated excellent characteristics, the receiver retreating from the drogue in a controlled, safe, and predictable manner that precluded contact between the drogue and the receiver aircraft. The position of the receiver aircraft when engaged and in position for refueling was found to be 5.5 to 8.5 ft low of the ideal position. The controller inputs to the F/A-18 were found to be extremely small.

Autonomous Airborne Refueling Demonstration, Phase I Flight-Test Results

NASA Technical Reports Server (NTRS)

Dibley, Ryan P.; Allen, Michael J.; Nabaa, Nassib

2007-01-01

The first phase of the Autonomous Airborne Refueling Demonstration (AARD) project was completed on August 30, 2006. The goal of this 15-month effort was to develop and flight-test a system to demonstrate an autonomous refueling engagement using the Navy style hose-and-drogue air-to-air refueling method. The prime contractor for this Defense Advanced Research Projects Agency (DARPA) sponsored program was Sierra Nevada Corporation (SNC), Sparks, Nevada. The responsible flight-test organization was the NASA Dryden Flight Research Center (DFRC), Edwards, California, which also provided the F/A-18 receiver airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois). The B-707-300 tanker airplane (The Boeing Company) was contracted through Omega Aerial Refueling Services, Inc., Alexandria, Virginia, and the optical tracking system was contracted through OCTEC Ltd., Bracknell, Berkshire, United Kingdom. Nine research flights were flown, testing the functionality and performance of the system in a stepwise manner, culminating in the plug attempts on the final flight. Relative position keeping was found to be very stable and accurate. The receiver aircraft was capable of following the tanker aircraft through turns while maintaining its relative position. During the last flight, six capture attempts were made, two of which were successful. The four misses demonstrated excellent characteristics, the receiver retreating from the drogue in a controlled, safe, and predictable manner that precluded contact between the drogue and the receiver aircraft. The position of the receiver aircraft when engaged and in position for refueling was found to be 5.5 to 8.5 ft low of the ideal position. The controller inputs to the F/A-18 were found to be extremely small

Planned flight test of a mercury ion auxiliary propulsion system. 1: Objectives, systems descriptions, and mission operations

NASA Technical Reports Server (NTRS)

Power, J. C.

1978-01-01

A planned flight test of an 8 cm diameter, electron-bombardment mercury ion thruster system is described. The primary objective of the test is to flight qualify the 5 mN (1 mlb.) thruster system for auxiliary propulsion applications. A seven year north-south stationkeeping mission was selected as the basis for the flight test operating profile. The flight test, which will employ two thruster systems, will also generate thruster system space performance data, measure thruster-spacecraft interactions, and demonstrate thruster operation in a number of operating modes. The flight test is designated as SAMSO-601 and will be flown aboard the shuttle-launched Air Force space test program P80-1 satellite in 1981. The spacecraft will be 3- axis stabilized in its final 740 km circular orbit, which will have an inclination of approximately greater than 73 degrees. The spacecraft design lifetime is three years.

UAV Research, Operations, and Flight Test at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2009-01-01

This slide presentation reviews some of the projects that have extended NASA Dryden's capabilities in designing, testing, and using Unmanned Aerial Vehicles (UAV's). Some of the UAV's have been for Science and experimental applications, some have been for flight research and demonstration purposes, and some have been small UAV's for other customers.

Real-time data display for AFTI/F-16 flight testing

NASA Technical Reports Server (NTRS)

Harney, P. F.

1982-01-01

Advanced fighter technologies to improve air to air and air to surface weapon delivery and survivability is demonstrated. Real time monitoring of aircraft operation during flight testing is necessary not only for safety considerations but also for preliminary evaluation of flight test results. The complexity of the AFTI/F-16 aircraft requires an extensive capability to accomplish real time data goals; that capability and the resultant product are described.

Control and Non-Payload Communications (CNPC) Prototype Radio - Generation 2 Security Flight Test Report

NASA Technical Reports Server (NTRS)

Iannicca, Dennis C.; Ishac, Joseph A.; Shalkhauser, Kurt A.

2015-01-01

NASA Glenn Research Center (GRC), in cooperation with Rockwell Collins, is working to develop a prototype Control and Non-Payload Communications (CNPC) radio platform as part of NASA Integrated Systems Research Program's (ISRP) Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) project. A primary focus of the project is to work with the Federal Aviation Administration (FAA) and industry standards bodies to build and demonstrate a safe, secure, and efficient CNPC architecture that can be used by industry to evaluate the feasibility of deploying a system using these technologies in an operational capacity. GRC has been working in conjunction with these groups to assess threats, identify security requirements, and to develop a system of standards-based security controls that can be applied to the GRC prototype CNPC architecture as a demonstration platform. The proposed security controls were integrated into the GRC flight test system aboard our S-3B Viking surrogate aircraft and several network tests were conducted during a flight on November 15th, 2014 to determine whether the controls were working properly within the flight environment. The flight test was also the first to integrate Robust Header Compression (ROHC) as a means of reducing the additional overhead introduced by the security controls and Mobile IPv6. The effort demonstrated the complete end-to-end secure CNPC link in a relevant flight environment.

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.

Hyper-X Mach 7 Scramjet Design, Ground Test and Flight Results

NASA Technical Reports Server (NTRS)

Ferlemann, Shelly M.; McClinton, Charles R.; Rock, Ken E.; Voland, Randy T.

2005-01-01

The successful Mach 7 flight test of the Hyper-X (X-43) research vehicle has provided the major, essential demonstration of the capability of the airframe integrated scramjet engine. This flight was a crucial first step toward realizing the potential for airbreathing hypersonic propulsion for application to space launch vehicles. However, it is not sufficient to have just achieved a successful flight. The more useful knowledge gained from the flight is how well the prediction methods matched the actual test results in order to have confidence that these methods can be applied to the design of other scramjet engines and powered vehicles. The propulsion predictions for the Mach 7 flight test were calculated using the computer code, SRGULL, with input from computational fluid dynamics (CFD) and wind tunnel tests. This paper will discuss the evolution of the Mach 7 Hyper-X engine, ground wind tunnel experiments, propulsion prediction methodology, flight results and validation of design methods.

Sodium-sulfur Cell Technology Flight Experiment (SSCT)

NASA Technical Reports Server (NTRS)

Halbach, Carl R.

1992-01-01

The sodium-sulfur battery is emerging as a prime high-temperature energy storage technology for space flight applications. A Na-S cell demonstration is planned for a 1995-96 NASA Space Shuttle flight which focuses on the microgravity effects on individual cells. The experiment is not optimized for battery performance as such. Rather, it maximizes the variety of operating conditions which the Na-S cell is capable of in a relatively short 5-day flight. The demonstration is designed to reveal the effects of microgravity by comparison with ground test control cells experiencing identical test conditions but with gravity. Specifically, limitations of transport dynamics and associated cell performance characteristics should be revealed. The Na-S Cell Technology Flight Experiment consists of three separate experiments designed to determine cell operating characteristics, detailed electrode kinetics and reactant distributions.

Test Platforms for Model-Based Flight Research

NASA Astrophysics Data System (ADS)

Dorobantu, Andrei

Demonstrating the reliability of flight control algorithms is critical to integrating unmanned aircraft systems into the civilian airspace. For many potential applications, design and certification of these algorithms will rely heavily on mathematical models of the aircraft dynamics. Therefore, the aerospace community must develop flight test platforms to support the advancement of model-based techniques. The University of Minnesota has developed a test platform dedicated to model-based flight research for unmanned aircraft systems. This thesis provides an overview of the test platform and its research activities in the areas of system identification, model validation, and closed-loop control for small unmanned aircraft.

Project Hermes 'Use of Smartphones for Receiving Telemetry and Commanding a Satellite'

NASA Technical Reports Server (NTRS)

Maharaja, Rishabh (Principal Investigator)

2016-01-01

TCPIP protocols can be applied for satellite command, control, and data transfer. Project Hermes was an experiment set-up to test the use of the TCPIP protocol for communicating with a space bound payload. The idea was successfully demonstrated on high altitude balloon flights and on a sub-orbital sounding rocket launched from NASAs Wallops Flight Facility. TCPIP protocols can be applied for satellite command, control, and data transfer. Project Hermes was an experiment set-up to test the use of the TCPIP protocol for communicating with a space bound payload. The idea was successfully demonstrated on high altitude balloon flights and on a sub-orbital sounding rocket launched from NASAs Wallops Flight Facility.

Differential GPS/inertial navigation approach/landing flight test results

NASA Technical Reports Server (NTRS)

Snyder, Scott; Schipper, Brian; Vallot, Larry; Parker, Nigel; Spitzer, Cary

1992-01-01

In November of 1990 a joint Honeywell/NASA-Langley differential GPS/inertial flight test was conducted at Wallops Island, Virginia. The test objective was to acquire a system performance database and demonstrate automatic landing using an integrated differential GPS/INS (Global Positioning System/inertial navigation system) with barometric and radar altimeters. The flight test effort exceeded program objectives with over 120 landings, 36 of which were fully automatic differential GPS/inertial landings. Flight test results obtained from post-flight data analysis are discussed. These results include characteristics of differential GPS/inertial error, using the Wallops Island Laser Tracker as a reference. Data on the magnitude of the differential corrections and vertical channel performance with and without radar altimeter augmentation are provided.

14 CFR Appendix E to Part 417 - Flight Termination System Testing and Analysis

Code of Federal Regulations, 2012 CFR

2012-01-01

... contains requirements for tests and analyses that apply to all flight termination systems and the... termination system components that satisfy the requirements of this appendix. (b) Component tests and analyses. A component must satisfy each test or analysis required by any table of this appendix to demonstrate...

14 CFR Appendix E to Part 417 - Flight Termination System Testing and Analysis

Code of Federal Regulations, 2010 CFR

2010-01-01

... contains requirements for tests and analyses that apply to all flight termination systems and the... termination system components that satisfy the requirements of this appendix. (b) Component tests and analyses. A component must satisfy each test or analysis required by any table of this appendix to demonstrate...

14 CFR Appendix E to Part 417 - Flight Termination System Testing and Analysis

Code of Federal Regulations, 2013 CFR

2013-01-01

... contains requirements for tests and analyses that apply to all flight termination systems and the... termination system components that satisfy the requirements of this appendix. (b) Component tests and analyses. A component must satisfy each test or analysis required by any table of this appendix to demonstrate...

14 CFR Appendix E to Part 417 - Flight Termination System Testing and Analysis

Code of Federal Regulations, 2014 CFR

2014-01-01

... contains requirements for tests and analyses that apply to all flight termination systems and the... termination system components that satisfy the requirements of this appendix. (b) Component tests and analyses. A component must satisfy each test or analysis required by any table of this appendix to demonstrate...

14 CFR Appendix E to Part 417 - Flight Termination System Testing and Analysis

Code of Federal Regulations, 2011 CFR

2011-01-01

... contains requirements for tests and analyses that apply to all flight termination systems and the... termination system components that satisfy the requirements of this appendix. (b) Component tests and analyses. A component must satisfy each test or analysis required by any table of this appendix to demonstrate...

Lateral stability and control derivatives of a jet fighter airplane extracted from flight test data by utilizing maximum likelihood estimation

NASA Technical Reports Server (NTRS)

Parrish, R. V.; Steinmetz, G. G.

1972-01-01

A method of parameter extraction for stability and control derivatives of aircraft from flight test data, implementing maximum likelihood estimation, has been developed and successfully applied to actual lateral flight test data from a modern sophisticated jet fighter. This application demonstrates the important role played by the analyst in combining engineering judgment and estimator statistics to yield meaningful results. During the analysis, the problems of uniqueness of the extracted set of parameters and of longitudinal coupling effects were encountered and resolved. The results for all flight runs are presented in tabular form and as time history comparisons between the estimated states and the actual flight test data.

Flight Testing and Real-Time System Identification Analysis of a UH-60A Black Hawk Helicopter with an Instrumented External Sling Load

NASA Technical Reports Server (NTRS)

McCoy, Allen H.

1998-01-01

Helicopter external air transportation plays an important role in today's world. For both military and civilian helicopters, external sling load operations offer an efficient and expedient method of handling heavy, oversized cargo. With the ability to reach areas otherwise inaccessible by ground transportation, helicopter external load operations are conducted in industries such as logging, construction, and fire fighting, as well as in support of military tactical transport missions. Historically, helicopter and load combinations have been qualified through flight testing, requiring considerable time and cost. With advancements in simulation and flight test techniques there is potential to substantially reduce costs and increase the safety of helicopter sling load certification. Validated simulation tools make possible accurate prediction of operational flight characteristics before initial flight tests. Real time analysis of test data improves the safety and efficiency of the testing programs. To advance these concepts, the U.S. Army and NASA, in cooperation with the Israeli Air Force and Technion, under a Memorandum of Agreement, seek to develop and validate a numerical model of the UH-60 with sling load and demonstrate a method of near real time flight test analysis. This thesis presents results from flight tests of a U.S. Army Black Hawk helicopter with various external loads. Tests were conducted as the U.S. first phase of this MOA task. The primary load was a container express box (CONEX) which contained a compact instrumentation package. The flights covered the airspeed range from hover to 70 knots. Primary maneuvers were pitch and roll frequency sweeps, steps, and doublets. Results of the test determined the effect of the suspended load on both the aircraft's handling qualities and its control system's stability margins. Included were calculations of the stability characteristics of the load's pendular motion. Utilizing CIFER(R) software, a method for near-real time system identification was also demonstrated during the flight test program.

Flight Test Implementation of a Second Generation Intelligent Flight Control System

NASA Technical Reports Server (NTRS)

Williams-Hayes, Peggy S.

2005-01-01

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

HIFiRE Direct-Connect Rig (HDCR) Phase I Scramjet Test Results from the NASA Langley Arc-Heated Scramjet Test Facility

NASA Technical Reports Server (NTRS)

Cabell, Karen; Hass, Neal; Storch, Andrea; Gruber, Mark

2011-01-01

A series of hydrocarbon-fueled direct-connect scramjet ground tests has been completed in the NASA Langley Arc-Heated Scramjet Test Facility (AHSTF) at simulated Mach 8 flight conditions. These experiments were part of an initial test phase to support Flight 2 of the Hypersonic International Flight Research Experimentation (HIFiRE) Program. In this flight experiment, a hydrocarbon-fueled scramjet is intended to demonstrate transition from dual-mode to scramjet-mode operation and verify the scramjet performance prediction and design tools A performance goal is the achievement of a combusted fuel equivalence ratio greater than 0.7 while in scramjet mode. The ground test rig, designated the HIFiRE Direct Connect Rig (HDCR), is a full-scale, heat sink test article that duplicates both the flowpath lines and a majority of the instrumentation layout of the isolator and combustor portion of the flight test hardware. The primary objectives of the HDCR Phase I tests were to verify the operability of the HIFiRE isolator/combustor across the simulated Mach 6-8 flight regime and to establish a fuel distribution schedule to ensure a successful mode transition. Both of these objectives were achieved prior to the HiFIRE Flight 2 payload Critical Design Review. Mach 8 ground test results are presented in this report, including flowpath surface pressure distributions that demonstrate the operation of the flowpath in scramjet-mode over a small range of test conditions around the nominal Mach 8 simulation, as well as over a range of fuel equivalence ratios. Flowpath analysis using ground test data is presented elsewhere; however, limited comparisons with analytical predictions suggest that both scramjet-mode operation and the combustion performance objective are achieved at Mach 8 conditions.

Shuttle avionics software development trials: Tribulations and successes, the backup flight system

NASA Technical Reports Server (NTRS)

Chevers, E. S.

1985-01-01

The development and verification of the Backup Flight System software (BFS) is discussed. The approach taken for the BFS was to develop a very simple and straightforward software program and then test it in every conceivable manner. The result was a program that contained approximately 12,000 full words including ground checkout and the built in test program for the computer. To perform verification, a series of tests was defined using the actual flight type hardware and simulated flight conditions. Then simulated flights were flown and detailed performance analysis was conducted. The intent of most BFS tests was to demonstrate that a stable flightpath could be obtained after engagement from an anomalous initial condition. The extention of the BFS to meet the requirements of the orbital flight test phase is also described.

Flight Tests of a Ministick Controller in an F/A-18 Airplane

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Carter, John

2003-01-01

In March of 1999, five pilots performed flight tests to evaluate the handling qualities of an F/A-18 research airplane equipped with a small-displacement center stick (ministick) controller that had been developed for the JAS 39 Gripen airplane (a fighter/attack/ reconnaissance airplane used by the Swedish air force). For these tests, the ministick was installed in the aft cockpit (see figure) and production support flight control computers (PSFCCs) were used as interfaces between the controller hardware and the standard F/A-18 flight-control laws. The primary objective of the flight tests was to assess any changes in handling qualities of the F/A-18 airplane attributable to the mechanical characteristics of the ministick. The secondary objective was to demonstrate the capability of the PSFCCs to support flight-test experiments.

Simulation to Flight Test for a UAV Controls Testbed

NASA Technical Reports Server (NTRS)

Motter, Mark A.; Logan, Michael J.; French, Michael L.; Guerreiro, Nelson M.

2006-01-01

The NASA Flying Controls Testbed (FLiC) is a relatively small and inexpensive unmanned aerial vehicle developed specifically to test highly experimental flight control approaches. The most recent version of the FLiC is configured with 16 independent aileron segments, supports the implementation of C-coded experimental controllers, and is capable of fully autonomous flight from takeoff roll to landing, including flight test maneuvers. The test vehicle is basically a modified Army target drone, AN/FQM-117B, developed as part of a collaboration between the Aviation Applied Technology Directorate (AATD) at Fort Eustis, Virginia and NASA Langley Research Center. Several vehicles have been constructed and collectively have flown over 600 successful test flights, including a fully autonomous demonstration at the Association of Unmanned Vehicle Systems International (AUVSI) UAV Demo 2005. Simulations based on wind tunnel data are being used to further develop advanced controllers for implementation and flight test.

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

NASA Technical Reports Server (NTRS)

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

2008-01-01

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

Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight

NASA Technical Reports Server (NTRS)

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

2002-01-01

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

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Flight test experience using advanced airborne equipment in a time-based metered traffic environment

NASA Technical Reports Server (NTRS)

Morello, S. A.

1980-01-01

A series of test flights have demonstrated that time-based metering guidance and control was acceptable to pilots and air traffic controllers. The descent algorithm of the technique, with good representation of aircraft performance and wind modeling, yielded arrival time accuracy within 12 sec. It is expected that this will represent significant fuel savings (1) through a reduction of the time error dispersions at the metering fix for the entire fleet, and (2) for individual aircraft as well, through the presentation of guidance for a fuel-efficient descent. Air traffic controller workloads were also reduced, in keeping with the reduction of required communications resulting from the transfer of navigation responsibilities to pilots. A second series of test flights demonstrated that an existing flight management system could be modified to operate in the new mode.

NASA's Webb "Pathfinder Telescope" Successfully Completes First Super-Cold Optical Test

NASA Image and Video Library

2017-12-08

Testing is crucial part of NASA's success on Earth and in space. So, as the actual flight components of NASA's James Webb Space Telescope come together, engineers are testing the non-flight equipment to ensure that tests on the real Webb telescope later goes safely and according to plan. Recently, the "pathfinder telescope," or just “Pathfinder,” completed its first super-cold optical test that resulted in many first-of-a-kind demonstrations. "This test is the first dry-run of the equipment and procedures we will use to conduct an end-to-end optical test of the flight telescope and instruments," said Mark Clampin, Webb telescope Observatory Project Scientist at NASA's Goddard Space Flight Center in Greenbelt, Maryland. "It provides confidence that once the flight telescope is ready, we are fully prepared for a successful test of the flight hardware." The Pathfinder is a non-flight replica of the Webb telescope’s center section backplane, or “backbone,” that includes mirrors. The flight backplane comes in three segments, a center section and two wing-like parts, all of which will support large hexagonal mirrors on the Webb telescope. The pathfinder only consists of the center part of the backplane. However, during the test, it held two full size spare primary mirror segments and a full size spare secondary mirror to demonstrate the ability to optically test and align the telescope at the planned operating temperatures of -400 degrees Fahrenheit (-240 Celsius). Read more: www.nasa.gov/feature/goddard/nasas-webb-pathfinder-telesc... Credit: NASA/Goddard/Chris Gunn NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Flight Test of an Intelligent Flight-Control System

NASA Technical Reports Server (NTRS)

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

2003-01-01

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data inputs with the outputs provided to instrumentation only. The IFCS was not used to control the airplane. In another stage of the flight test, the Phase I pre-trained neural network was integrated into a Phase III version of the flight control system. The Phase I pretrained neural network provided realtime stability and control derivatives to a Phase III controller that was based on a stochastic optimal feedforward and feedback technique (SOFFT). This combined Phase I/III system was operated together with the research flight-control system (RFCS) of the F-15 ACTIVE during the flight test. The RFCS enables the pilot to switch quickly from the experimental- research flight mode back to the safe conventional mode. These initial IFCS ACP flight tests were completed in April 1999. The Phase I/III flight test milestone was to demonstrate, across a range of subsonic and supersonic flight conditions, that the pre-trained neural network could be used to supply real-time aerodynamic stability and control derivatives to the closed-loop optimal SOFFT flight controller. Additional objectives attained in the flight test included (1) flight qualification of a neural-network-based control system; (2) the use of a combined neural-network/closed-loop optimal flight-control system to obtain level-one handling qualities; and (3) demonstration, through variation of control gains, that different handling qualities can be achieved by setting new target parameters. In addition, data for the Phase-II (on-line-learning) neural network were collected, during the use of stacked-frequency- sweep excitation, for post-flight analysis. Initial analysis of these data showed the potential for future flight tests that will incorporate the real-time identification and on-line learning aspects of the IFCS.

Evaluating the dynamic response of in-flight thrust calculation techniques during throttle transients

NASA Technical Reports Server (NTRS)

Ray, Ronald J.

1994-01-01

New flight test maneuvers and analysis techniques for evaluating the dynamic response of in-flight thrust models during throttle transients have been developed and validated. The approach is based on the aircraft and engine performance relationship between thrust and drag. Two flight test maneuvers, a throttle step and a throttle frequency sweep, were developed and used in the study. Graphical analysis techniques, including a frequency domain analysis method, were also developed and evaluated. They provide quantitative and qualitative results. Four thrust calculation methods were used to demonstrate and validate the test technique. Flight test applications on two high-performance aircraft confirmed the test methods as valid and accurate. These maneuvers and analysis techniques were easy to implement and use. Flight test results indicate the analysis techniques can identify the combined effects of model error and instrumentation response limitations on the calculated thrust value. The methods developed in this report provide an accurate approach for evaluating, validating, or comparing thrust calculation methods for dynamic flight applications.

Advanced Transport Operating Systems Program

NASA Technical Reports Server (NTRS)

White, John J.

1990-01-01

NASA-Langley's Advanced Transport Operating Systems Program employs a heavily instrumented, B 737-100 as its Transport Systems Research Vehicle (TRSV). The TRSV has been used during the demonstration trials of the Time Reference Scanning Beam Microwave Landing System (TRSB MLS), the '4D flight-management' concept, ATC data links, and airborne windshear sensors. The credibility obtainable from successful flight test experiments is often a critical factor in the granting of substantial commitments for commercial implementation by the FAA and industry. In the case of the TRSB MLS, flight test demonstrations were decisive to its selection as the standard landing system by the ICAO.

Real-Time Aerodynamic Parameter Estimation without Air Flow Angle Measurements

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2010-01-01

A technique for estimating aerodynamic parameters in real time from flight data without air flow angle measurements is described and demonstrated. The method is applied to simulated F-16 data, and to flight data from a subscale jet transport aircraft. Modeling results obtained with the new approach using flight data without air flow angle measurements were compared to modeling results computed conventionally using flight data that included air flow angle measurements. Comparisons demonstrated that the new technique can provide accurate aerodynamic modeling results without air flow angle measurements, which are often difficult and expensive to obtain. Implications for efficient flight testing and flight safety are discussed.

Development and test of electromechanical actuators for thrust vector control

NASA Technical Reports Server (NTRS)

Weir, Rae A.; Cowan, John R.

1993-01-01

A road map of milestones toward the goal of a full scale Redesigned Solid Rocket Motor/Flight Support Motor (RSRM/FSM) hot fire test is discussed. These milestones include: component feasibility, full power system demonstration, SSME hot fire tests, and RSRM hot fire tests. The participation of the Marshall Space Flight Center is emphasized.

Auxiliary propulsion system flight package

NASA Technical Reports Server (NTRS)

Collett, C. R.

1987-01-01

Hughes Aircraft Company developed qualified and integrated flight, a flight test Ion Auxiliary Propulsion System (IAPS), on an Air Force technology satellite. The IAPS Flight Package consists of two identical Thruster Subsystems and a Diagnostic Subsystem. Each thruster subsystem (TSS) is comprised of an 8-cm ion Thruster-Gimbal-Beam Shield Unit (TGBSU); Power Electronics Unit; Digital Controller and Interface Unit (DCIU); and Propellant Tank, Valve and Feed Unit (PTVFU) plus the requisite cables. The Diagnostic Subsystem (DSS) includes four types of sensors for measuring the effect of the ion thrusters on the spacecraft and the surrounding plasma. Flight qualifications of IAPS, prior to installation on the spacecraft, consisted of performance, vibration and thermal-vacuum testing at the unit level, and thermal-vacuum testing at the subsystem level. Mutual compatibility between IAPS and the host spacecraft was demonstrated during a series of performance and environmental tests after the IAPS Flight Package was installed on the spacecraft. After a spacecraft acoustic test, performance of the ion thrusters was reverified by removing the TGBSUs for a thorough performance test at Hughes Research Laboratories (HRL). The TGBSUs were then reinstalled on the spacecraft. The IAPS Flight Package is ready for flight testing when Shuttle flights are resumed.

An Overview of NASA Efforts on Zero Boiloff Storage of Cryogenic Propellants

NASA Technical Reports Server (NTRS)

Hastings, Leon J.; Plachta, D. W.; Salerno, L.; Kittel, P.; Haynes, Davy (Technical Monitor)

2001-01-01

Future mission planning within NASA has increasingly motivated consideration of cryogenic propellant storage durations on the order of years as opposed to a few weeks or months. Furthermore, the advancement of cryocooler and passive insulation technologies in recent years has substantially improved the prospects for zero boiloff storage of cryogenics. Accordingly, a cooperative effort by NASA's Ames Research Center (ARC), Glenn Research Center (GRC), and Marshall Space Flight Center (MSFC) has been implemented to develop and demonstrate "zero boiloff" concepts for in-space storage of cryogenic propellants, particularly liquid hydrogen and oxygen. ARC is leading the development of flight-type cryocoolers, GRC the subsystem development and small scale testing, and MSFC the large scale and integrated system level testing. Thermal and fluid modeling involves a combined effort by the three Centers. Recent accomplishments include: 1) development of "zero boiloff" analytical modeling techniques for sizing the storage tankage, passive insulation, cryocooler, power source mass, and radiators; 2) an early subscale demonstration with liquid hydrogen 3) procurement of a flight-type 10 watt, 95 K pulse tube cryocooler for liquid oxygen storage and 4) assembly of a large-scale test article for an early demonstration of the integrated operation of passive insulation, destratification/pressure control, and cryocooler (commercial unit) subsystems to achieve zero boiloff storage of liquid hydrogen. Near term plans include the large-scale integrated system demonstration testing this summer, subsystem testing of the flight-type pulse-tube cryocooler with liquid nitrogen (oxygen simulant), and continued development of a flight-type liquid hydrogen pulse tube cryocooler.

Selected Flight Test Results for Online Learning Neural Network-Based Flight Control System

NASA Technical Reports Server (NTRS)

Williams-Hayes, Peggy S.

2004-01-01

The NASA F-15 Intelligent Flight Control System project team developed a series of flight control concepts designed to demonstrate neural network-based adaptive controller benefits, with the objective to develop and flight-test control systems using neural network technology to optimize aircraft performance under nominal conditions and stabilize the aircraft under failure conditions. This report presents flight-test results for an adaptive controller using stability and control derivative values from an online learning neural network. A dynamic cell structure neural network is used in conjunction with a real-time parameter identification algorithm to estimate aerodynamic stability and control derivative increments to baseline aerodynamic derivatives in flight. This open-loop flight test set was performed in preparation for a future phase in which the learning neural network and parameter identification algorithm output would provide the flight controller with aerodynamic stability and control derivative updates in near real time. Two flight maneuvers are analyzed - pitch frequency sweep and automated flight-test maneuver designed to optimally excite the parameter identification algorithm in all axes. Frequency responses generated from flight data are compared to those obtained from nonlinear simulation runs. Flight data examination shows that addition of flight-identified aerodynamic derivative increments into the simulation improved aircraft pitch handling qualities.

Development flight tests of JetStar LFC leading-edge flight test experiment

NASA Technical Reports Server (NTRS)

Fisher, David F.; Fischer, Michael C.

1987-01-01

The overall objective of the flight tests on the JetStar aircraft was to demonstrate the effectiveness and reliability of laminar flow control under representative flight conditions. One specific objective was to obtain laminar flow on the JetStar leading-edge test articles for the design and off-design conditions. Another specific objective was to obtain operational experience on a Laminar Flow Control (LFC) leading-edge system in a simulated airline service. This included operational experience with cleaning requirements, the effect of clogging, possible foreign object damage, erosion, and the effects of ice particle and cloud encounters. Results are summarized.

Development and Flight Test of an Augmented Thrust-Only Flight Control System on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

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

1996-01-01

An emergency flight control system using only engine thrust, called Propulsion-Controlled Aircraft (PCA), has been developed and flight tested on an MD-11 airplane. In this thrust-only control system, pilot flight path and track commands and aircraft feedback parameters are used to control the throttles. The PCA system was installed on the MD-11 airplane using software modifications to existing computers. Flight test results show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds and altitudes. The PCA approaches, go-arounds, and three landings without the use of any non-nal flight controls have been demonstrated, including instrument landing system-coupled hands-off landings. The PCA operation was used to recover from an upset condition. In addition, PCA was tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control; describes the MD-11 airplane and systems; and discusses PCA system development, operation, flight testing, and pilot comments.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

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

Orion Pad Abort 1 GN and C Design and Development

NASA Technical Reports Server (NTRS)

Medina, Edgar A.; Stachowiak, Susan J.

2010-01-01

The first flight test of the Orion Abort Flight Test project is scheduled to launch in Spring 2010. This flight test is known as Pad Abort 1 (PA-1) and it is intended to accomplish a series of flight test objectives, including demonstrating the capability of the Launch Abort System (LAS) to propel the Crew Module (CM) to a safe distance from a launch vehicle during a pad abort. The PA-1 Flight Test Article (FTA) is actively controlled by a guidance, navigation, and control (GN&C) system for much of its flight. The purpose of this paper is to describe the design, development, and analysis of the PA-1 GN&C system. A description of the technical solutions that were developed to meet the challenge of satisfying many competing requirements is presented. A historical perspective of how the Orion LAV compares to the Apollo Launch Escape Vehicle (LEV) design will also be included.

Advances in Telemetry Capability as Demonstrated on an Affordable Precision Mortar

DTIC Science & Technology

2012-06-01

of high rate data and then broadcasting it over the rest of the flight test. Lastly an on-board data storage implementation using a MicroSD card is...broadcasting it over the rest of the flight test. Lastly an on- board data storage implementation using a MicroSD card is presented. KEY WORDS...the flight test. Lastly an on-board data storage implementation using a MicroSD card is presented. 2 GPS INTEGRATION Although ARL has

Boeing's CST-100 Starliner Test Flight Vehicle Powers on for the

NASA Image and Video Library

2017-04-06

An engineer monitors a Boeing CST-100 Starliner spacecraft inside Boeing's Commercial Crew and Cargo Processing Facility at NASA's Kennedy Space Center in Florida. This was the first time "Spacecraft 1," as the individual Starliner is known, was powered up. It is being assembled for use during a pad abort test that will demonstrate the Starliners' ability to lift astronauts out of danger in the unlikely event of an emergency. Later flight tests will demonstrate Starliners in orbital missions to the station without a crew, and then with astronauts aboard. The flight tests will preview the crew rotation missions future Starliners will perform as they take up to four astronauts at a time to the orbiting laboratory in order to enhance the research taking place there

Boeing's CST-100 Starliner Test Flight Vehicle Powers on for the

NASA Image and Video Library

2017-04-06

An engineer works the switch to power on a Boeing CST-100 Starliner spacecraft inside Boeing's Commercial Crew and Cargo Processing Facility at NASA's Kennedy Space Center in Florida. This was the first time "Spacecraft 1," as the individual Starliner is known, was powered up. It is being assembled for use during a pad abort test that will demonstrate the Starliners' ability to lift astronauts out of danger in the unlikely event of an emergency. Later flight tests will demonstrate Starliners in orbital missions to the station without a crew, and then with astronauts aboard. The flight tests will preview the crew rotation missions future Starliners will perform as they take up to four astronauts at a time to the orbiting laboratory in order to enhance the research taking place there.

Aeroelastic Response of the Adaptive Compliant Trailing Edge Transtition Section

NASA Technical Reports Server (NTRS)

Herrera, Claudia Y.; Spivey, Natalie D.; Lung, Shun-fat

2016-01-01

The Adaptive Compliant Trailing Edge demonstrator was a joint task under the Environmentally Responsible Aviation Project in partnership with the Air Force Research Laboratory and FlexSys, Inc. (Ann Arbor, Michigan), chartered by the National Aeronautics and Space Administration to develop advanced technologies that enable environmentally friendly aircraft, such as continuous mold-line technologies. The Adaptive Compliant Trailing Edge demonstrator encompassed replacing the Fowler flaps on the SubsoniC Aircraft Testbed, a Gulfstream III (Gulfstream Aerospace, Savannah, Georgia) aircraft, with control surfaces developed by FlexSys, Inc., a pair of uniquely-designed, unconventional flaps to be used as lifting surfaces during flight-testing to substantiate their structural effectiveness. The unconventional flaps consisted of a main flap section and two transition sections, inboard and outboard, which demonstrated the continuous mold-line technology. Unique characteristics of the transition sections provided a challenge to the airworthiness assessment for this part of the structure. A series of build-up tests and analyses were conducted to ensure the data required to support the airworthiness assessment were acquired and applied accurately. The transition sections were analyzed both as individual components and as part of the flight-test article assembly. Instrumentation was installed in the transition sections based on the analysis to best capture the in-flight aeroelastic response. Flight-testing was conducted and flight data were acquired to validate the analyses. This paper documents the details of the aeroelastic assessment and in-flight response of the transition sections of the unconventional Adaptive Compliant Trailing Edge flaps.

2007 Research and Engineering Annual Report

NASA Technical Reports Server (NTRS)

Stoliker, Patrick; Bowers, Albion; Cruciani, Everlyn

2008-01-01

Selected research and technology activities at NASA Dryden Flight Research Center are summarized. These following activities exemplify the Center's varied and productive research efforts: Developing a Requirements Development Guide for an Automatic Ground Collision Avoidance System; Digital Terrain Data Compression and Rendering for Automatic Ground Collision Avoidance Systems; Nonlinear Flutter/Limit Cycle Oscillations Prediction Tool; Nonlinear System Identification Using Orthonormal Bases: Application to Aeroelastic/Aeroservoelastic Systems; Critical Aerodynamic Flow Feature Indicators: Towards Application with the Aerostructures Test Wing; Multidisciplinary Design, Analysis, and Optimization Tool Development Using a Genetic Algorithm; Structural Model Tuning Capability in an Object-Oriented Multidisciplinary Design, Analysis, and Optimization Tool; Extension of Ko Straight-Beam Displacement Theory to the Deformed Shape Predictions of Curved Structures; F-15B with Phoenix Missile and Pylon Assembly--Drag Force Estimation; Mass Property Testing of Phoenix Missile Hypersonic Testbed Hardware; ARMD Hypersonics Project Materials and Structures: Testing of Scramjet Thermal Protection System Concepts; High-Temperature Modal Survey of the Ruddervator Subcomponent Test Article; ARMD Hypersonics Project Materials and Structures: C/SiC Ruddervator Subcomponent Test and Analysis Task; Ground Vibration Testing and Model Correlation of the Phoenix Missile Hypersonic Testbed; Phoenix Missile Hypersonic Testbed: Performance Design and Analysis; Crew Exploration Vehicle Launch Abort System-Pad Abort-1 (PA-1) Flight Test; Testing the Orion (Crew Exploration Vehicle) Launch Abort System-Ascent Abort-1 (AA-1) Flight Test; SOFIA Flight-Test Flutter Prediction Methodology; SOFIA Closed-Door Aerodynamic Analyses; SOFIA Handling Qualities Evaluation for Closed-Door Operations; C-17 Support of IRAC Engine Model Development; Current Capabilities and Future Upgrade Plans of the C-17 Data Rack; Intelligent Data Mining Capabilities as Applied to Integrated Vehicle Health Management; STARS Flight Demonstration No. 2 IP Data Formatter; Space-Based Telemetry and Range Safety (STARS) Flight Demonstration No. 2 Range User Flight Test Results; Aerodynamic Effects of the Quiet Spike(tm) on an F-15B Aircraft; F-15 Intelligent Flight Controls-Increased Destabilization Failure; F-15 Integrated Resilient Aircraft Control (IRAC) Improved Adaptive Controller; Aeroelastic Analysis of the Ikhana/Fire Pod System; Ikhana: Western States Fire Missions Utilizing the Ames Research Center Fire Sensor; Ikhana: Fiber-Optic Wing Shape Sensors; Ikhana: ARTS III; SOFIA Closed-Door Flutter Envelope Flight Testing; F-15B Quiet Spike(TM) Aeroservoelastic Flight Test Data Analysis; and UAVSAR Platform Precision Autopilot Flight Results.

Fielding An Amphibious UAV: Development, Results, and Lessons Learned

NASA Technical Reports Server (NTRS)

Pisanich, Greg; Morris, Stephen

2002-01-01

This report summarizes the work completed on the design and flight-testing of a small, unmanned, amphibious demonstrator aircraft that flies autonomously. The aircraft named ACAT (Autonomous Cargo Amphibious Transport) is intended to be a large cargo carrying unmanned aircraft that operates from water to avoid airspace and airfield conflict issues between manned and unmanned aircraft. To demonstrate the feasibility of this concept, a demonstrator ACAT was designed, built, and flown that has a six-foot wingspan and can fly autonomously from land or water airfield. The demonstrator was designed for a 1-hour duration and 1-mile telemetry range. A sizing code was used to design the smallest demonstrator UAV to achieve these goals. The final design was a six-foot wingspan, twin hull configuration that distributes the cargo weight across the span, reducing the wing structural weight. The demonstrator airframe was constructed from balsa wood, fiberglass, and plywood. A 4-stroke model airplane engine powered by methanol fuel was mounted in a pylon above the wing and powers the ACAT UAV. Initial flight tests from land and water were conducted under manual radio control and confirmed the amphibious capability of the design. Flight avionics that were developed by MLB for production UAVs were installed in the ACAT demonstrator. The flight software was also enhanced to permit autonomous takeoff and landing from water. A complete autonomous flight from ahard runway was successfully completed on July 5, 2001 and consisted of a take-off, rectangular flight pattern, and landing under complete computer control. A completely autonomous flight that featured a water takeoff and landing was completed on October 4, 2001. This report describes these activities in detail and highlights the challenges encountered and solved during the development of the ACAT demonstrator. hard runway was successfully completed on July 5, 2001 and consisted of a take-off, rectangular flight pattern, and landing under complete computer control. A completely autonomous flight that featured a water takeoff and landing was completed on October 4, 2001. This report describes these activities in detail and highlights the challenges encountered and solved during the development of the ACAT demonstrator.

14 CFR 415.129 - Flight safety system test data.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., acceptance, age surveillance, and preflight testing of a flight safety system and its subsystems and..., subsystem, and component testing requirements of part 417 of this chapter and appendix E to part 417 of this... demonstrate similarity by performing the analysis required by appendix E of part 417 of this chapter. The...

14 CFR 415.129 - Flight safety system test data.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., acceptance, age surveillance, and preflight testing of a flight safety system and its subsystems and..., subsystem, and component testing requirements of part 417 of this chapter and appendix E to part 417 of this... demonstrate similarity by performing the analysis required by appendix E of part 417 of this chapter. The...

14 CFR 415.129 - Flight safety system test data.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., acceptance, age surveillance, and preflight testing of a flight safety system and its subsystems and..., subsystem, and component testing requirements of part 417 of this chapter and appendix E to part 417 of this... demonstrate similarity by performing the analysis required by appendix E of part 417 of this chapter. The...

14 CFR 415.129 - Flight safety system test data.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., acceptance, age surveillance, and preflight testing of a flight safety system and its subsystems and..., subsystem, and component testing requirements of part 417 of this chapter and appendix E to part 417 of this... demonstrate similarity by performing the analysis required by appendix E of part 417 of this chapter. The...

14 CFR 415.129 - Flight safety system test data.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., acceptance, age surveillance, and preflight testing of a flight safety system and its subsystems and..., subsystem, and component testing requirements of part 417 of this chapter and appendix E to part 417 of this... demonstrate similarity by performing the analysis required by appendix E of part 417 of this chapter. The...

Space Shuttle Orbiter Approach and Landing Test: Final Evaluation Report

NASA Technical Reports Server (NTRS)

1978-01-01

The Approach and Landing Test Program consisted of a series of steps leading to the demonstration of the capability of the Space Shuttle orbiter to safely approach and land under conditions similar to those planned for the final phases of an orbital flight. The tests were conducted with the orbiter mounted on top of a specially modified carrier aircraft. The first step provided airworthiness and performance verification of the carrier aircraft after modification. The second step consisted of three taxi tests and five flight tests with an inert unmanned orbiter. The third step consisted of three mated tests with an active manned orbiter. The fourth step consisted of five flights in which the orbiter was separated from the carrier aircraft. For the final two flights, the orbiter tail cone was replaced by dummy engines to simulate the actual orbital configuration. Landing gear braking and steering tests were accomplished during rollouts following the free flight landings. Ferry testing was integrated into the Approach and Landing Test Program to the extent possible. In addition, four ferry test flights were conducted with the orbiter mated to the carrier aircraft in the ferry configuration after the free-flight tests were completed.

Three-dimensional landing zone joint capability technology demonstration

NASA Astrophysics Data System (ADS)

Savage, James; Goodrich, Shawn; Ott, Carl; Szoboszlay, Zoltan; Perez, Alfonso; Soukup, Joel; Burns, H. N.

2014-06-01

The Three-Dimensional Landing Zone (3D-LZ) Joint Capability Technology Demonstration (JCTD) is a 27-month program to develop an integrated LADAR and FLIR capability upgrade for USAF Combat Search and Rescue HH-60G Pave Hawk helicopters through a retrofit of current Raytheon AN/AAQ-29 turret systems. The 3D-LZ JCTD builds upon a history of technology programs using high-resolution, imaging LADAR to address rotorcraft cruise, approach to landing, landing, and take-off in degraded visual environments with emphasis on brownout, cable warning and obstacle avoidance, and avoidance of controlled flight into terrain. This paper summarizes ladar development, flight test milestones, and plans for a final flight test demonstration and Military Utility Assessment in 2014.

Design and test of the 172K fluidic rudder

NASA Technical Reports Server (NTRS)

Belsterling, C. A.

1978-01-01

Progress in the development of concepts for control of aircraft without moving parts or a separate source of power is described. The design and wind tunnel tests of a full scale fluidic rudder for a Cessna 172K aircraft, intended for subsequent flight tests were documented. The 172K fluidic rudder was designed to provide a control force equivalent to 3.3 degrees of deflection of the conventional rudder. In spite of an extremely thin airfoil, cascaded fluidic amplifiers were built to fit, with the capacity for generating the required level of control force. Wind tunnel tests demonstrated that the principles of lift control using ram air power are sound and reliable under all flight conditions. The tests also demonstrated that the performance of the 172K fluidic rudder is not acceptable for flight tests until the design of the scoop is modified to prevent interference with the lift control phenomenon.

Attitude control system for a lightweight flapping wing MAV.

PubMed

Tijmons, Sjoerd; Karásek, Matěj; de Croon, G C H E

2018-03-14

Robust attitude control is an essential aspect of research on autonomous flight of flapping wing Micro Air Vehicles. The mechanical solutions by which the necessary control moments are realised come at the price of extra weight and possible loss of aerodynamic efficiency. Stable flight of these vehicles has been shown by several designs using a conventional tail, but also by tailless designs that use active control of the wings. In this study a control mechanism is proposed that provides active control over the wings. The mechanism improves vehicle stability and agility by generation of control moments for roll, pitch and yaw. Its effectiveness is demonstrated by static measurements around all the three axes. Flight test results confirm that the attitude of the test vehicle, including a tail, can be successfully controlled in slow forward flight conditions. Furthermore, the flight envelope is extended with robust hovering and the ability to reverse the flight direction using a small turn space. This capability is very important for autonomous flight capabilities such as obstacle avoidance. Finally, it is demonstrated that the proposed control mechanism allows for tailless hovering flight. © 2018 IOP Publishing Ltd.

Iced Aircraft Flight Data for Flight Simulator Validation

NASA Technical Reports Server (NTRS)

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

2003-01-01

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

Flight Test of Orthogonal Square Wave Inputs for Hybrid-Wing-Body Parameter Estimation

NASA Technical Reports Server (NTRS)

Taylor, Brian R.; Ratnayake, Nalin A.

2011-01-01

As part of an effort to improve emissions, noise, and performance of next generation aircraft, it is expected that future aircraft will use distributed, multi-objective control effectors in a closed-loop flight control system. Correlation challenges associated with parameter estimation will arise with this expected aircraft configuration. The research presented in this paper focuses on addressing the correlation problem with an appropriate input design technique in order to determine individual control surface effectiveness. This technique was validated through flight-testing an 8.5-percent-scale hybrid-wing-body aircraft demonstrator at the NASA Dryden Flight Research Center (Edwards, California). An input design technique that uses mutually orthogonal square wave inputs for de-correlation of control surfaces is proposed. Flight-test results are compared with prior flight-test results for a different maneuver style.

Flight Test Experiment Design for Characterizing Stability and Control of Hypersonic Vehicles

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2008-01-01

A maneuver design method that is particularly well-suited for determining the stability and control characteristics of hypersonic vehicles is described in detail. Analytical properties of the maneuver design are explained. The importance of these analytical properties for maximizing information content in flight data is discussed, along with practical implementation issues. Results from flight tests of the X-43A hypersonic research vehicle (also called Hyper-X) are used to demonstrate the excellent modeling results obtained using this maneuver design approach. A detailed design procedure for generating the maneuvers is given to allow application to other flight test programs.

X-29A flight control system performance during flight test

NASA Technical Reports Server (NTRS)

Chin, J.; Chacon, V.; Gera, J.

1987-01-01

An account is given of flight control system performance results for the X-29A forward-swept wing 'Advanced Technology Demonstrator' fighter aircraft, with attention to its software and hardware components' achievement of the requisite levels of system stability and desirable aircraft handling qualities. The Automatic Camber Control Logic is found to be well integrated with the stability loop of the aircraft. A number of flight test support software programs developed by NASA facilitated monitoring of the X-29A's stability in real time, and allowed the test team to clear the envelope with confidence.

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

NASA Technical Reports Server (NTRS)

Kehoe, Michael W.

1988-01-01

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

SFDT-1 Camera Pointing and Sun-Exposure Analysis and Flight Performance

NASA Technical Reports Server (NTRS)

White, Joseph; Dutta, Soumyo; Striepe, Scott

2015-01-01

The Supersonic Flight Dynamics Test (SFDT) vehicle was developed to advance and test technologies of NASA's Low Density Supersonic Decelerator (LDSD) Technology Demonstration Mission. The first flight test (SFDT-1) occurred on June 28, 2014. In order to optimize the usefulness of the camera data, analysis was performed to optimize parachute visibility in the camera field of view during deployment and inflation and to determine the probability of sun-exposure issues with the cameras given the vehicle heading and launch time. This paper documents the analysis, results and comparison with flight video of SFDT-1.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2010-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, and it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flowfield properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of 2 were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, an< it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flow-field properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Flight Test of an Adaptive Controller and Simulated Failure/Damage on the NASA NF-15B

NASA Technical Reports Server (NTRS)

Buschbacher, Mark; Maliska, Heather

2006-01-01

The method of flight-testing the Intelligent Flight Control System (IFCS) Second Generation (Gen-2) project on the NASA NF-15B is herein described. The Gen-2 project objective includes flight-testing a dynamic inversion controller augmented by a direct adaptive neural network to demonstrate performance improvements in the presence of simulated failure/damage. The Gen-2 objectives as implemented on the NASA NF-15B created challenges for software design, structural loading limitations, and flight test operations. Simulated failure/damage is introduced by modifying control surface commands, therefore requiring structural loads measurements. Flight-testing began with the validation of a structural loads model. Flight-testing of the Gen-2 controller continued, using test maneuvers designed in a sequenced approach. Success would clear the new controller with respect to dynamic response, simulated failure/damage, and with adaptation on and off. A handling qualities evaluation was conducted on the capability of the Gen-2 controller to restore aircraft response in the presence of a simulated failure/damage. Control room monitoring of loads sensors, flight dynamics, and controller adaptation, in addition to postflight data comparison to the simulation, ensured a safe methodology of buildup testing. Flight-testing continued without major incident to accomplish the project objectives, successfully uncovering strengths and weaknesses of the Gen-2 control approach in flight.

GO1 Inert Test Article Captive Carry

NASA Image and Video Library

2018-01-10

Generation Orbit Launch Services, Inc. (GO) completed the GO1 Inert Test Article captive carry flight test at NASA’s Armstrong Flight Research Center in December. Under a public-private partnership with NASA, GO developed the GO1-ITA, a mass properties and outer mold line simulator for the GO1 hypersonic flight testbed and earned NASA airworthiness approval for flight on NASA’s C-20a. NASA’s C-20a was originally modified to add a centerline hard point to carry the Uninhabited Aerial Vehicle Synthetic Aperture Radar (UAVSAR) pod. Together with the NASA Armstrong team, a campaign of three flight tests was conducted, successfully completing all test objectives including clearing the operational flight envelope of the C-20a with the GO1-ITA mounted to the centerline hard point, and demonstrated the unique launch maneuver designed for air launch of the GO1 on operational flights starting in 2019. Data collected during the campaign will be used to validate models and inform the ongoing design and development of GO1.

Aerodynamic Models for the Low Density Supersonic Declerator (LDSD) Supersonic Flight Dynamics Test (SFDT)

NASA Technical Reports Server (NTRS)

Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

2015-01-01

An overview of pre-flight aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a large helium balloon, then accelerating the TV to Mach 4 and and 53 km altitude with a solid rocket motor. The first flight test (SFDT-1) delivered a 6 meter diameter robotic mission class decelerator (SIAD-R) to several seconds of flight on June 28, 2014, and was successful in demonstrating the SFDT flight system concept and SIAD-R. The trajectory was off-nominal, however, lofting to over 8 km higher than predicted in flight simulations. Comparisons between reconstructed flight data and aerodynamic models show that SIAD-R aerodynamic performance was in good agreement with pre-flight predictions. Similar comparisons of powered ascent phase aerodynamics show that the pre-flight model overpredicted TV pitch stability, leading to underprediction of trajectory peak altitude. Comparisons between pre-flight aerodynamic models and reconstructed flight data are shown, and changes to aerodynamic models using improved fidelity and knowledge gained from SFDT-1 are discussed.

X-33 Reusable Launch Vehicle Demonstrator, Spaceport and Range

NASA Technical Reports Server (NTRS)

Letchworth, Gary F.

2011-01-01

The X-33 was a suborbital reusable spaceplane demonstrator, in development from 1996 to early 2001. The intent of the demonstrator was to lower the risk of building and operating a full-scale reusable vehicle fleet. Reusable spaceplanes offered the potential to lower the cost of access to space by an order of magnitude, compared with conventional expendable launch vehicles. Although a cryogenic tank failure during testing ultimately led to the end of the effort, the X-33 team celebrated many successes during the development. This paper summarizes some of the accomplishments and milestones of this X-vehicle program, from the perspective of an engineer who was a member of the team throughout the development. X-33 Program accomplishments include rapid, flight hardware design, subsystem testing and fabrication, aerospike engine development and testing, Flight Operations Center and Operations Control Center ground systems design and construction, rapid Environmental Impact Statement NEPA process approval, Range development and flight plan approval for test flights, and full-scale system concept design and refinement. Lessons from the X-33 Program may have potential application to new RLV and other aerospace systems being developed a decade later.

Flight-Test Evaluation of Flutter-Prediction Methods

NASA Technical Reports Server (NTRS)

Lind, RIck; Brenner, Marty

2003-01-01

The flight-test community routinely spends considerable time and money to determine a range of flight conditions, called a flight envelope, within which an aircraft is safe to fly. The cost of determining a flight envelope could be greatly reduced if there were a method of safely and accurately predicting the speed associated with the onset of an instability called flutter. Several methods have been developed with the goal of predicting flutter speeds to improve the efficiency of flight testing. These methods include (1) data-based methods, in which one relies entirely on information obtained from the flight tests and (2) model-based approaches, in which one relies on a combination of flight data and theoretical models. The data-driven methods include one based on extrapolation of damping trends, one that involves an envelope function, one that involves the Zimmerman-Weissenburger flutter margin, and one that involves a discrete-time auto-regressive model. An example of a model-based approach is that of the flutterometer. These methods have all been shown to be theoretically valid and have been demonstrated on simple test cases; however, until now, they have not been thoroughly evaluated in flight tests. An experimental apparatus called the Aerostructures Test Wing (ATW) was developed to test these prediction methods.

Fluid Acquisition and Resupply Experiment (FARE-I) flight results

NASA Astrophysics Data System (ADS)

Dominick, Sam M.; Driscoll, Susan L.

1993-06-01

The Fluid Acquisition and Resupply Experiment, (FARE) is a Shuttle middeck-mounted experiment to demonstrate techniques for handling liquids in zero gravity for operations such as refueling spacecraft in orbit. The first flight took place on STS 53 launched December 2, 1992. Eight tests were performed during the mission and the experiment achieved 100 percent mission success. The second flight will be on STS 57, scheduled for launch in June 1993. The objective of FARE I was to demonstrate techniques for controlling the position of the liquid and gas within a tank during refilling and to better understand the operation of screen-type surface tension devices used to drain tanks in zero gravity. Tests were performed to demonstrate tank refilling, low gravity propellant slosh, and expulsion efficiency of the screen device. Expulsion efficiencies of 97 percent - 98 percent were demonstrated under a variety of flowrates and accelerations. Final fill levels of 60 percent to 80 percent were achieved during the vented fill tests.

Global Aerodynamic Modeling for Stall/Upset Recovery Training Using Efficient Piloted Flight Test Techniques

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Cunningham, Kevin; Hill, Melissa A.

2013-01-01

Flight test and modeling techniques were developed for efficiently identifying global aerodynamic models that can be used to accurately simulate stall, upset, and recovery on large transport airplanes. The techniques were developed and validated in a high-fidelity fixed-base flight simulator using a wind-tunnel aerodynamic database, realistic sensor characteristics, and a realistic flight deck representative of a large transport aircraft. Results demonstrated that aerodynamic models for stall, upset, and recovery can be identified rapidly and accurately using relatively simple piloted flight test maneuvers. Stall maneuver predictions and comparisons of identified aerodynamic models with data from the underlying simulation aerodynamic database were used to validate the techniques.

A Worst-Case Approach for On-Line Flutter Prediction

NASA Technical Reports Server (NTRS)

Lind, Rick C.; Brenner, Martin J.

1998-01-01

Worst-case flutter margins may be computed for a linear model with respect to a set of uncertainty operators using the structured singular value. This paper considers an on-line implementation to compute these robust margins in a flight test program. Uncertainty descriptions are updated at test points to account for unmodeled time-varying dynamics of the airplane by ensuring the robust model is not invalidated by measured flight data. Robust margins computed with respect to this uncertainty remain conservative to the changing dynamics throughout the flight. A simulation clearly demonstrates this method can improve the efficiency of flight testing by accurately predicting the flutter margin to improve safety while reducing the necessary flight time.

Design and Testing of a Cryogenic Capillary Pumped Loop Flight Experiment

NASA Technical Reports Server (NTRS)

Bugby, David C.; Kroliczek, Edward J.; Ku, Jentung; Swanson, Ted; Tomlinson, B. J.; Davis, Thomas M.; Baumann, Jane; Cullimore, Brent

1998-01-01

This paper details the flight configuration and pre-flight performance test results of the fifth generation cryogenic capillary pumped loop (CCPL-5). This device will fly on STS-95 in October 1998 as part of the CRYOTSU Flight Experiment. This flight represents the first in-space demonstration of a CCPL; a miniaturized two-phase fluid circulator for thermally linking cryogenic components. CCPL-5 utilizes N2 as the working fluid and has a practical operating range of 75-110 K. Test results indicate that CCPL-5, which weighs about 200 grams, can transport over 10 W of cooling a distance of 0.25 m (or more) with less than a 5 K temperature drop.

A Synopsis of Ion Propulsion Development Projects in the United States: SERT 1 to Deep Space I

NASA Technical Reports Server (NTRS)

Sovey, James S.; Rawlin, Vincent K.; Patterson, Michael J.

1999-01-01

The historical background and characteristics of the experimental flights of ion propulsion systems and the major ground-based technology demonstrations were reviewed. The results of the first successful ion engine flight in 1964, SERT I which demonstrated ion beam neutralization, are discussed along with the extended operation of SERT II starting in 1970. These results together with the technology employed on the early cesium engine flights. the Applications Technology Satellite (ATS) series, and the ground-test demonstrations, have provided the evolutionary path for the development of xenon ion thruster component technologies, control systems, and power circuit implementations. In the 1997-1999 period, the communication satellite flights using ion engine systems and the Deep Space I flight confirmed that these auxiliary and primary propulsion systems have advanced to a high-level of flight-readiness.

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.

Ariane flight testing

NASA Astrophysics Data System (ADS)

Vedrenne, M.

1983-11-01

The object of this paper is to present the way in which the flight development tests of the Ariane launch vehicle have enabled the definition to be frozen and its qualification to be demonstrated before the beginning of the operational phase. A first part is devoted to the in-flight measurement facilities, the acquisition and evaluation systems, and to the organization of the in-flight results evaluation. The following part consists of the comparison between ground predictions and flight results for the main parameters as classified by system (stages, trajectory, propulsion, flight mechanics, auto pilot and guidance). The corrective actions required are then identified and the corresponding results shown.

Boeing's variable geometry chevron: morphing aerospace structures for jet noise reduction

NASA Astrophysics Data System (ADS)

Calkins, Frederick T.; Mabe, James H.; Butler, George W.

2006-03-01

Boeing is applying cutting edge smart material actuators to the next generation morphing technologies for aircraft. This effort has led to the Variable Geometry Chevrons (VGC), which utilize compact, light weight, and robust shape memory alloy (SMA) actuators. These actuators morph the shape of chevrons on the trailing edge of a jet engine in order to optimize acoustic and performance objectives at multiple flight conditions. We have demonstrated a technical readiness level of 7 by successfully flight testing the VGCs on a Boeing 777-300ER with GE-115B engines. In this paper we describe the VGC design, development and performance during flight test. Autonomous operation of the VGCs, which did not require a control system or aircraft power, was demonstrated. A parametric study was conducted showing the influence of VGC configurations on shockcell generated cabin noise reduction during cruise. The VGC system provided a robust test vehicle to explore chevron configurations for community and shockcell noise reduction. Most importantly, the VGC concept demonstrated an exciting capability to optimize jet nozzle performance at multiple flight conditions.

Centaur Test Bed (CTB) for Cryogenic Fluid Management

NASA Technical Reports Server (NTRS)

Sakla, Steven; Kutter, Bernard; Wall, John

2006-01-01

Future missions such as NASA s space exploration vision and DOD satellite servicing will require significant increases in the understanding and knowledge of space based cryogenic fluid management (CFM), including the transfer and storage of cryogenic fluids. Existing CFM capabilities are based on flight of upper stage cryogenic vehicles, scientific dewars, a few dedicated flight demonstrations and ground testing. This current capability is inadequate to support development of the CEV cryogenic propulsion system, other aspects of robust space exploration or the refueling of satellite cryo propulsion systems with reasonable risk. In addition, these technologies can provide significant performance increases for missions beyond low-earth orbit to enable manned missions to the Moon and beyond. The Centaur upper-stage vehicle can provide a low cost test platform for performing numerous flight demonstrations of the full breadth of required CFM technologies to support CEV development. These flight demonstrations can be performed as secondary mission objectives using excess LH2 and/or LO2 from the main vehicle propellant tanks following primary spacecraft separation at minimal cost and risk.

Results from an Interval Management (IM) Flight Test and Its Potential Benefit to Air Traffic Management Operations

NASA Technical Reports Server (NTRS)

Baxley, Brian; Swieringa, Kurt; Berckefeldt, Rick; Boyle, Dan

2017-01-01

NASA's first Air Traffic Management Technology Demonstration (ATD-1) subproject successfully completed a 19-day flight test of an Interval Management (IM) avionics prototype. The prototype was built based on IM standards, integrated into two test aircraft, and then flown in real-world conditions to determine if the goals of improving aircraft efficiency and airport throughput during high-density arrival operations could be met. The ATD-1 concept of operation integrates advanced arrival scheduling, controller decision support tools, and the IM avionics to enable multiple time-based arrival streams into a high-density terminal airspace. IM contributes by calculating airspeeds that enable an aircraft to achieve a spacing interval behind the preceding aircraft. The IM avionics uses its data (route of flight, position, etc.) and Automatic Dependent Surveillance-Broadcast (ADS-B) state data from the Target aircraft to calculate this airspeed. The flight test demonstrated that the IM avionics prototype met the spacing accuracy design goal for three of the four IM operation types tested. The primary issue requiring attention for future IM work is the high rate of IM speed commands and speed reversals. In total, during this flight test, the IM avionics prototype showed significant promise in contributing to the goals of improving aircraft efficiency and airport throughput.

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

NASA Technical Reports Server (NTRS)

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

2006-01-01

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

F-16XL-2 Supersonic Laminar Flow Control Flight Test Experiment

NASA Technical Reports Server (NTRS)

Anders, Scott G.; Fischer, Michael C.

1999-01-01

The F-16XL-2 Supersonic Laminar Flow Control Flight Test Experiment was part of the NASA High-Speed Research Program. The goal of the experiment was to demonstrate extensive laminar flow, to validate computational fluid dynamics (CFD) codes and design methodology, and to establish laminar flow control design criteria. Topics include the flight test hardware and design, airplane modification, the pressure and suction distributions achieved, the laminar flow achieved, and the data analysis and code correlation.

Aerodynamic Models for the Low Density Supersonic Decelerator (LDSD) Test Vehicles

NASA Technical Reports Server (NTRS)

Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

2016-01-01

An overview of aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign test vehicle is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a helium balloon, then accelerating the TV to Mach 4 and 53 km altitude with a solid rocket motor. Test flights conducted in June of 2014 (SFDT-1) and 2015 (SFDT-2) each successfully delivered a 6 meter diameter decelerator (SIAD-R) to test conditions and several seconds of flight, and were successful in demonstrating the SFDT flight system concept and SIAD-R technology. Aerodynamic models and uncertainties developed for the SFDT campaign are presented, including the methods used to generate them and their implementation within an aerodynamic database (ADB) routine for flight simulations. Pre- and post-flight aerodynamic models are compared against reconstructed flight data and model changes based upon knowledge gained from the flights are discussed. The pre-flight powered phase model is shown to have a significant contribution to off-nominal SFDT trajectory lofting, while coast and SIAD phase models behaved much as predicted.

Flight Testing of Guidance, Navigation and Control Systems on the Mighty Eagle Robotic Lander Testbed

NASA Technical Reports Server (NTRS)

Hannan, Mike; Rickman, Doug; Chavers, Greg; Adam, Jason; Becker, Chris; Eliser, Joshua; Gunter, Dan; Kennedy, Logan; O'Leary, Patrick

2015-01-01

During 2011 a series of progressively more challenging flight tests of the Mighty Eagle autonomous terrestrial lander testbed were conducted primarily to validate the GNC system for a proposed lunar lander. With the successful completion of this GNC validation objective the opportunity existed to utilize the Mighty Eagle as a flying testbed for a variety of technologies. In 2012 an Autonomous Rendezvous and Capture (AR&C) algorithm was implemented in flight software and demonstrated in a series of flight tests. In 2012 a hazard avoidance system was developed and flight tested on the Mighty Eagle. Additionally, GNC algorithms from Moon Express and a MEMs IMU were tested in 2012. All of the testing described herein was above and beyond the original charter for the Mighty Eagle. In addition to being an excellent testbed for a wide variety of systems the Mighty Eagle also provided a great learning opportunity for many engineers and technicians to work a flight program.

The Max Launch Abort System - Concept, Flight Test, and Evolution

NASA Technical Reports Server (NTRS)

Gilbert, Michael G.

2014-01-01

The NASA Engineering and Safety Center (NESC) is an independent engineering analysis and test organization providing support across the range of NASA programs. In 2007 NASA was developing the launch escape system for the Orion spacecraft that was evolved from the traditional tower-configuration escape systems used for the historic Mercury and Apollo spacecraft. The NESC was tasked, as a programmatic risk-reduction effort to develop and flight test an alternative to the Orion baseline escape system concept. This project became known as the Max Launch Abort System (MLAS), named in honor of Maxime Faget, the developer of the original Mercury escape system. Over the course of approximately two years the NESC performed conceptual and tradeoff analyses, designed and built full-scale flight test hardware, and conducted a flight test demonstration in July 2009. Since the flight test, the NESC has continued to further develop and refine the MLAS concept.

Maraia Capsule Flight Testing and Results for Entry, Descent, and Landing

NASA Technical Reports Server (NTRS)

Sostaric, Ronald R.; Strahan, Alan L.

2016-01-01

The Maraia concept is a modest size (150 lb., 30" diameter) capsule that has been proposed as an ISS based, mostly autonomous earth return capability to function either as an Entry, Descent, and Landing (EDL) technology test platform or as a small on-demand sample return vehicle. A flight test program has been completed including high altitude balloon testing of the proposed capsule shape, with the purpose of investigating aerodynamics and stability during the latter portion of the entry flight regime, along with demonstrating a potential recovery system. This paper includes description, objectives, and results from the test program.

Spaceship Columbia's first flight

NASA Technical Reports Server (NTRS)

Young, J. W.; Crippen, R. L.

1981-01-01

This is a review of the initial flight of the spaceship Columbia - the first of four test missions of the nation's space transportation system. Engineering test pilot/astronaut activity associated with operation, control, and monitoring of the spaceship are discussed. Demonstrated flying qualities and performance of the Space Shuttle are covered.

14 CFR 23.1583 - Operating limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... restrictions on smoking in the airplane. (p) Types of surface. A statement of the types of surface on which... type flight tests, together with recommended entry speeds and any other associated limitations. No... demonstrated in the type flight tests, together with recommended entry speeds and any other associated...

14 CFR 23.1583 - Operating limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... restrictions on smoking in the airplane. (p) Types of surface. A statement of the types of surface on which... type flight tests, together with recommended entry speeds and any other associated limitations. No... demonstrated in the type flight tests, together with recommended entry speeds and any other associated...

Space Shuttle program orbital flight test program results and implications

NASA Technical Reports Server (NTRS)

Kohrs, R. H.

1982-01-01

The Space Shuttle System Orbital Flight Test (OFT) program results are described along with an overview of significant development issues and their resolution. In addition, an overall summary of the development status and the follow-on flight demonstrations of Shuttle improvements such as Lightweight External Tank, High Performance SRBs, Full Power Level (109%) Main Engine Operation, and the SRB Filament Wound Case (FWC) will be discussed.

Comparison ofdvanced turboprop interior noise control ground and flight test data

NASA Technical Reports Server (NTRS)

Simpson, Myles A.; Tran, Boi N.

1992-01-01

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

Comparison ofdvanced turboprop interior noise control ground and flight test data

NASA Astrophysics Data System (ADS)

Simpson, Myles A.; Tran, Boi N.

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

Propulsion system-flight control integration and optimization: Flight evaluation and technology transition

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gilyard, Glenn B.; Myers, Lawrence P.

1990-01-01

Integration of propulsion and flight control systems and their optimization offers significant performance improvements. Research programs were conducted which have developed new propulsion and flight control integration concepts, implemented designs on high-performance airplanes, demonstrated these designs in flight, and measured the performance improvements. These programs, first on the YF-12 airplane, and later on the F-15, demonstrated increased thrust, reduced fuel consumption, increased engine life, and improved airplane performance; with improvements in the 5 to 10 percent range achieved with integration and with no changes to hardware. The design, software and hardware developments, and testing requirements were shown to be practical.

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

NASA Technical Reports Server (NTRS)

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

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

NASA Technical Reports Server (NTRS)

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

F-106 tow cable attachment and release mechanism for Eclipse program

NASA Technical Reports Server (NTRS)

1997-01-01

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

Closeup of QF-106 release hook for Eclipse program

NASA Technical Reports Server (NTRS)

1997-01-01

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

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

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

Flight Services and Aircraft Access: Active Flow Control Vertical Tail and Insect Accretion and Mitigation Flight Test

NASA Technical Reports Server (NTRS)

Whalen, Edward A.

2016-01-01

This document serves as the final report for the Flight Services and Aircraft Access task order NNL14AA57T as part of NASA Environmentally Responsible Aviation (ERA) Project ITD12A+. It includes descriptions of flight test preparations and execution for the Active Flow Control (AFC) Vertical Tail and Insect Accretion and Mitigation (IAM) experiments conducted on the 757 ecoDemonstrator. For the AFC Vertical Tail, this is the culmination of efforts under two task orders. The task order was managed by Boeing Research & Technology and executed by an enterprise-wide Boeing team that included Boeing Research & Technology, Boeing Commercial Airplanes, Boeing Defense and Space and Boeing Test and Evaluation. Boeing BR&T in St. Louis was responsible for overall Boeing project management and coordination with NASA. The 757 flight test asset was provided and managed by the BCA ecoDemonstrator Program, in partnership with Stifel Aircraft Leasing and the TUI Group. With this report, all of the required deliverables related to management of this task order have been met and delivered to NASA as summarized in Table 1. In addition, this task order is part of a broader collaboration between NASA and Boeing.

COBALT Flight Demonstrations Fuse Technologies

NASA Image and Video Library

2017-06-07

This 5-minute, 50-second video shows how the CoOperative Blending of Autonomous Landing Technologies (COBALT) system pairs new landing sensor technologies that promise to yield the highest precision navigation solution ever tested for NASA space landing applications. The technologies included a navigation doppler lidar (NDL), which provides ultra-precise velocity and line-of-sight range measurements, and the Lander Vision System (LVS), which provides terrain-relative navigation. Through flight campaigns conducted in March and April 2017 aboard Masten Space Systems' Xodiac, a rocket-powered vertical takeoff, vertical landing (VTVL) platform, the COBALT system was flight tested to collect sensor performance data for NDL and LVS and to check the integration and communication between COBALT and the rocket. The flight tests provided excellent performance data for both sensors, as well as valuable information on the integrated performance with the rocket that will be used for subsequent COBALT modifications prior to follow-on flight tests. Based at NASA’s Armstrong Flight Research Center in Edwards, CA, the Flight Opportunities program funds technology development flight tests on commercial suborbital space providers of which Masten is a vendor. The program has previously tested the LVS on the Masten rocket and validated the technology for the Mars 2020 rover.

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

PubMed

Zawadzka-Bartczak, Ewelina K; Kopka, Lech H

2011-06-01

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

Comparisons of AEROX computer program predictions of lift and induced drag with flight test data

NASA Technical Reports Server (NTRS)

Axelson, J.; Hill, G. C.

1981-01-01

The AEROX aerodynamic computer program which provides accurate predictions of induced drag and trim drag for the full angle of attack range and for Mach numbers from 0.4 to 3.0 is described. This capability is demonstrated comparing flight test data and AEROX predictions for 17 different tactical aircraft. Values of minimum (skin friction, pressure, and zero lift wave) drag coefficients and lift coefficient offset due to camber (when required) were input from the flight test data to produce total lift and drag curves. The comparisons of trimmed lift drag polars show excellent agreement between the AEROX predictions and the in flight measurements.

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center d

NASA Technical Reports Server (NTRS)

2002-01-01

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center during a low-level flyby at Las Cruces Airport in New Mexico. The unique Proteus aircraft served as a test bed for NASA-sponsored flight tests designed to validate collision-avoidance technologies proposed for uninhabited aircraft. The tests, flown over southern New Mexico in March, 2002, used the Proteus as a surrogate uninhabited aerial vehicle (UAV) while three other aircraft flew toward the Proteus from various angles on simulated collision courses. Radio-based 'detect, see and avoid' equipment on the Proteus successfully detected the other aircraft and relayed that information to a remote pilot on the ground at Las Cruces Airport. The pilot then transmitted commands to the Proteus to maneuver it away from the potential collisions. The flight demonstration, sponsored by NASA Dryden Flight Research Center, New Mexico State University, Scaled Composites, the U.S. Navy and Modern Technology Solutions, Inc., were intended to demonstrate that UAVs can be flown safely and compatibly in the same skies as piloted aircraft.

Flight Demonstration of a Shock Location Sensor Using Constant Voltage Hot-Film Anemometry

NASA Technical Reports Server (NTRS)

Moes, Timothy R.; Sarma, Garimella R.; Mangalam, Siva M.

1997-01-01

Flight tests have demonstrated the effectiveness of an array of hot-film sensors using constant voltage anemometry to determine shock position on a wing or aircraft surface at transonic speeds. Flights were conducted at the NASA Dryden Flight Research Center using the F-15B aircraft and Flight Test Fixture (FTF). A modified NACA 0021 airfoil was attached to the side of the FTF, and its upper surface was instrumented to correlate shock position with pressure and hot-film sensors. In the vicinity of the shock-induced pressure rise, test results consistently showed the presence of a minimum voltage in the hot-film anemometer outputs. Comparing these results with previous investigations indicate that hot-film anemometry can identify the location of the shock-induced boundary layer separation. The flow separation occurred slightly forward of the shock- induced pressure rise for a laminar boundary layer and slightly aft of the start of the pressure rise when the boundary layer was tripped near the airfoil leading edge. Both minimum mean output and phase reversal analyses were used to identify the shock location.

Design and Testing of a Cryogenic Capillary Pumped Loop Flight Experiment

NASA Technical Reports Server (NTRS)

Bugby, David C.; Kroliczek, Edward J.; Ku, Jentung; Swanson, Ted; Tomlinson, B. J.; Davis, Thomas M.; Baumann, Jane; Cullimore, Brent

1998-01-01

This paper details the flight configuration and pre-flight performance test results of the fifth generation cryogenic capillary pumped loop (CCPL-5). This device will fly on STS-95 in October 1998 as part of the CRYOTSU Flight Experiment. This flight represents the first in-space demonstration of a CCPL, a miniaturized two-phase fluid circulator for thermally linking cryogenic cooling sources to remote cryogenic components. CCPL-5 utilizes N2 as the working fluid and has a practical operating range of 75-110 K. Test results indicate that CCPL-5, which weighs about 200 grams, can transport over 10 W of cooling a distance of 0.25 m (or more) with less than a 5 K temperature drop.

Characterization of in-flight performance of ion propulsion systems

NASA Astrophysics Data System (ADS)

Sovey, James S.; Rawlin, Vincent K.

1993-06-01

In-flight measurements of ion propulsion performance, ground test calibrations, and diagnostic performance measurements were reviewed. It was found that accelerometers provided the most accurate in-flight thrust measurements compared with four other methods that were surveyed. An experiment has also demonstrated that pre-flight alignment of the thrust vector was sufficiently accurate so that gimbal adjustments and use of attitude control thrusters were not required to counter disturbance torques caused by thrust vector misalignment. The effects of facility background pressure, facility enhanced charge-exchange reactions, and contamination on ground-based performance measurements are also discussed. Vacuum facility pressures for inert-gas ion thruster life tests and flight qualification tests will have to be less than 2 mPa to ensure accurate performance measurements.

Characterization of in-flight performance of ion propulsion systems

NASA Technical Reports Server (NTRS)

Sovey, James S.; Rawlin, Vincent K.

1993-01-01

In-flight measurements of ion propulsion performance, ground test calibrations, and diagnostic performance measurements were reviewed. It was found that accelerometers provided the most accurate in-flight thrust measurements compared with four other methods that were surveyed. An experiment has also demonstrated that pre-flight alignment of the thrust vector was sufficiently accurate so that gimbal adjustments and use of attitude control thrusters were not required to counter disturbance torques caused by thrust vector misalignment. The effects of facility background pressure, facility enhanced charge-exchange reactions, and contamination on ground-based performance measurements are also discussed. Vacuum facility pressures for inert-gas ion thruster life tests and flight qualification tests will have to be less than 2 mPa to ensure accurate performance measurements.

Aeroelastic Airworthiness Assesment of the Adaptive Compliant Trailing Edge Flaps

NASA Technical Reports Server (NTRS)

Herrera, Claudia Y.; Spivey, Natalie D.; Lung, Shun-fat; Ervin, Gregory; Flick, Peter

2015-01-01

The Adaptive Compliant Trailing Edge (ACTE) demonstrator is a joint task under the National Aeronautics and Space Administration Environmentally Responsible Aviation Project in partnership with the Air Force Research Laboratory and FlexSys, Inc. (Ann Arbor, Michigan). The project goal is to develop advanced technologies that enable environmentally friendly aircraft, such as adaptive compliant technologies. The ACTE demonstrator flight-test program encompassed replacing the Fowler flaps on the SubsoniC Aircraft Testbed, a modified Gulfstream III (Gulfstream Aerospace, Savannah, Georgia) aircraft, with control surfaces developed by FlexSys. The control surfaces developed by FlexSys are a pair of uniquely-designed unconventional flaps to be used as lifting surfaces during flight-testing to validate their structural effectiveness. The unconventional flaps required a multidisciplinary airworthiness assessment to prove they could withstand the prescribed flight envelope. Several challenges were posed due to the large deflections experienced by the structure, requiring non-linear analysis methods. The aeroelastic assessment necessitated both conventional and extensive testing and analysis methods. A series of ground vibration tests (GVTs) were conducted to provide modal characteristics to validate and update finite element models (FEMs) used for the flutter analyses for a subset of the various flight configurations. Numerous FEMs were developed using data from FlexSys and the ground tests. The flap FEMs were then attached to the aircraft model to generate a combined FEM that could be analyzed for aeroelastic instabilities. The aeroelastic analysis results showed the combined system of aircraft and flaps were predicted to have the required flutter margin to successfully demonstrate the adaptive compliant technology. This paper documents the details of the aeroelastic airworthiness assessment described, including the ground testing and analyses, and subsequent flight-testing performed on the unconventional ACTE flaps.

Max Launch Abort System (MLAS) Landing Parachute Demonstrator (LPD) Drop Test

NASA Technical Reports Server (NTRS)

Shreves, Christopher M.

2011-01-01

The Landing Parachute Demonstrator (LPD) was conceived as a low-cost, rapidly-developed means of providing soft landing for the Max Launch Abort System (MLAS) crew module (CM). Its experimental main parachute cluster deployment technique and off-the-shelf hardware necessitated a full-scale drop test prior to the MLAS mission in order to reduce overall mission risk. This test was successfully conducted at Wallops Flight Facility on March 6, 2009, with all vehicle and parachute systems functioning as planned. The results of the drop test successfully qualified the LPD system for the MLAS flight test. This document captures the design, concept of operations and results of the drop test.

Long Duration Exposure Facility (LDEF) structural verification test report

NASA Technical Reports Server (NTRS)

Jones, T. C.; Lucy, M. H.; Shearer, R. L.

1983-01-01

Structural load tests on the Long Duration Exposure Facility's (LDEF) primary structure were conducted. These tests had three purposes: (1) demonstrate structural adequacy of the assembled LDEF primary structure when subjected to anticipated flight loads; (2) verify analytical models and methods used in loads and stress analysis; and (3) perform tests to comply with the Space Transportation System (STS) requirements. Test loads were based on predicted limit loads which consider all flight events. Good agreement is shown between predicted and observed load, strain, and deflection data. Test data show that the LDEF structure was subjected to 1.2 times limit load to meet the STS requirements. The structural adequacy of the LDEF is demonstrated.

Advanced Concept

NASA Image and Video Library

2003-12-01

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

Advanced Concept

NASA Image and Video Library

2003-12-01

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

A Review of the NASA MLAS Flight Demonstration

NASA Technical Reports Server (NTRS)

Taylor, Anthony P.; Kelley, Christopher; Manger, Eldred; Peterson, David; Hahn, Jeffrey; Yuchnovicz, Daniel

2011-01-01

The NASA Engineering and Safety Center (NESC) has tested the Max Launch Abort System (MLAS) as a risk-mitigation design should problems arise with the baseline Orion spacecraft launch abort design. The Max in MLAS is not Maximum, but rather dedicated to Max Faget, the renowned NASA Spacecraft designer. In July 2009, the mission was flown, with great success, from the NASA Wallops Flight Facility. The MLAS flight test vehicle prototype consists of a boost skirt, coast skirt, and the MLAS fairing itself, which houses an Orion Command Module (CM) boilerplate. The objective of the MLAS flight test is to reorient the fairing with the CM, weighing approximately 29,000 lbs and traveling 290 fps, 180 degrees to an orientation suitable for the release of the CM during a pad abort or low altitude abort. The boost and coast skirts provide the necessary thrust and stability to establish the flight test conditions and are released prior to the reorientation of the fairing. A secondary test objective after successful release of the CM from the fairing is to demonstrate the removal of the CM forward bay cover (FBC) with the CM drogue parachutes, and subsequent deployment of the CM main parachutes attached to the FBC. Although multiple parachute deployments are used in the MLAS flight test vehicle to complete its objective, there are only two parachute types employed in the flight test. Five of the nine parachutes used for MLAS are 27.6 ft DO ribbon parachutes already proven as a spin/stall parachute for military aircraft, and the remaining four are G-12 cargo parachutes modified for increased strength and reefing. This paper presents an overview of the 27.6 ft DO ribbon parachute system employed on the MLAS flight test vehicle for coast skirt separation, fairing reorientation, and as CM drogue parachutes. Discussion will include: the process used to select this design; descriptions of all components of the parachute system; the minor modifications necessary to adapt the parachute to the MLAS program; the techniques used to analyze the parachute for the multiple roles it performs including discussions of how the evolution of the program affected parachute usage and analysis; a summary of the results of the highly successful flight test, including video of the flight test; and an overview of the subsequent post-test analysis.

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

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

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

NASA Astrophysics Data System (ADS)

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

1991-08-01

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

XV-15 Tiltrotor Aircraft: 1997 Acoustic Testing

NASA Technical Reports Server (NTRS)

Edwards, Bryan D.; Conner, David A.

2003-01-01

XV-15 acoustic test is discussed, and measured results are presented. The test was conducted by NASA Langley and Bell Helicopter Textron, Inc., during June - July 1997, at the BHTI test site near Waxahachie, Texas. This was the second in a series of three XV-15 tests to document the acoustic signature of the XV-15 tiltrotor aircraft for a variety of flight conditions and minimize the noise signature during approach. Tradeoffs between flight procedures and the measured noise are presented to illustrate the noise abatement flight procedures. The test objectives were to: (1) support operation of future tiltrotors by further developing and demonstrating low-noise flight profiles, while maintaining acceptable handling and ride qualities, and (2) refine approach profiles, selected from previous (1995) tiltrotor testing, to incorporate Instrument Flight Rules (IFR), handling qualities constraints, operations and tradeoffs with sound. Primary emphasis was given to the approach flight conditions where blade-vortex interaction (BVI) noise dominates, because this condition influences community noise impact more than any other. An understanding of this part of the noise generating process could guide the development of low noise flight operations and increase the tiltrotor's acceptance in the community.

Ares I-X: Lessons for a New Era of Spaceflight

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2010-01-01

Since 2005, the Ares Projects at Marshall Space Flight Center (MSFC) have been developing the Ares I crew launch vehicle and Ares V cargo launch vehicle. On October 28, 2009, the first development flight test of the Ares I crew launch vehicle, Ares I-X, lifted off from a launch pad at Kennedy Space Center (KSC) on successful suborbital flight. Despite the President s intention to cancel the Constellation Program of which Ares is a part, this historic flight has produced a great amount of data and numerous lessons learned for any future launch vehicles. This paper will describe the accomplishments of Ares I-X and the lessons that other programs can glean from this successful mission. Ares I was designed to carry up to four astronauts to the International Space Station (ISS). It also was designed to be used with the Ares V cargo launch vehicle for a variety of missions beyond low-Earth orbit (LEO). The Ares I-X development flight test was conceived in 2006 to acquire early engineering and environment data during liftoff, ascent, and first stage recovery. The test achieved the following primary objectives: Demonstrated control of a dynamically similar, integrated Ares I/Orion, using Ares I relevant ascent control algorithms. Performed an in-flight separation/staging event between a Ares I-similar First Stage and a representative Upper Stage. Demonstrated assembly and recovery of a new Ares I-like First Stage element at KSC. Demonstrated First Stage separation sequencing, and quantify First Stage atmospheric entry dynamics, and parachute performance. Characterized the magnitude of integrated vehicle roll torque throughout First Stage flight.

Flight Tests of N.A.C.A. Nose-slot Cowlings on the BFC-1 Airplane

NASA Technical Reports Server (NTRS)

Stickle, George W

1939-01-01

The results of flight tests of four nose-slot cowling designs with several variations in each design are presented. The tests were made in the process of developing the nose-slot cowling. The results demonstrate that a nose-slot cowling may be successfully applied to an airplane and that it utilizes the increased slipstream velocity of low-speed operation to produce increased cooling pressure across the engine. A sample design calculation using results from wind-tunnel, flight, and ground tests is given in an appendix to illustrate the design procedure.

Identification of Low Order Equivalent System Models From Flight Test Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2000-01-01

Identification of low order equivalent system dynamic models from flight test data was studied. Inputs were pilot control deflections, and outputs were aircraft responses, so the models characterized the total aircraft response including bare airframe and flight control system. Theoretical investigations were conducted and related to results found in the literature. Low order equivalent system modeling techniques using output error and equation error parameter estimation in the frequency domain were developed and validated on simulation data. It was found that some common difficulties encountered in identifying closed loop low order equivalent system models from flight test data could be overcome using the developed techniques. Implications for data requirements and experiment design were discussed. The developed methods were demonstrated using realistic simulation cases, then applied to closed loop flight test data from the NASA F-18 High Alpha Research Vehicle.

Performance of an Electro-Hydrostatic Actuator on the F-18 Systems Research Aircraft

NASA Technical Reports Server (NTRS)

Navarro, Robert

1997-01-01

An electro-hydrostatic actuator was evaluated at NASA Dryden Flight Research Center, Edwards, California. The primary goal of testing this actuator system was the flight demonstration of power-by-wire technology on a primary flight control surface. The electro-hydrostatic actuator uses an electric motor to drive a hydraulic pump and relies on local hydraulics for force transmission. This actuator replaced the F-18 standard left aileron actuator on the F-18 Systems Research Aircraft and was evaluated throughout the Systems Research Aircraft flight envelope. As of July 24, 1997 the electro-hydrostatic actuator had accumulated 23.5 hours of flight time. This paper presents the electro-hydrostatic actuator system configuration and component description, ground and flight test plans, ground and flight test results, and lessons learned. This actuator performs as well as the standard actuator and has more load capability than required by aileron actuator specifications of McDonnell- Douglas Aircraft, St. Louis, Missouri. The electro-hydrostatic actuator system passed all of its ground tests with the exception of one power-off test during unloaded dynamic cycling.

RLV/X-33 operations overview

NASA Astrophysics Data System (ADS)

Black, Stephen T.; Eshleman, Wally

1997-01-01

This paper describes the VentureStar™ SSTO RLV and X-33 operations concepts. Applications of advanced technologies, automated ground support systems, advanced aircraft and launch vehicle lessons learned have been integrated to develop a streamlined vehicle and mission processing concept necessary to meet the goals of a commercial SSTO RLV. These concepts will be validated by the X-33 flight test program where financial and technical risk mitigation are required. The X-33 flight test program totally demonstrates the vehicle performance, technology, and efficient ground operations at the lowest possible cost. The Skunk Work's test program approach and test site proximity to the production plant are keys. The X-33 integrated flight and ground test program incrementally expands the knowledge base of the overall system allowing minimum risk progression to the next flight test program milestone. Subsequent X-33 turnaround processing flows will be performed with an aircraft operations philosophy. The differences will be based on research and development, component reliability and flight test requirements.

Integrated Testing Approaches for the NASA Ares I Crew Launch Vehicle

NASA Technical Reports Server (NTRS)

Taylor, James L.; Cockrell, Charles E.; Tuma, Margaret L.; Askins, Bruce R.; Bland, Jeff D.; Davis, Stephan R.; Patterson, Alan F.; Taylor, Terry L.; Robinson, Kimberly L.

2008-01-01

The Ares I crew launch vehicle is being developed by the U.S. National Aeronautics and Space Administration (NASA) to provide crew and cargo access to the International Space Station (ISS) and, together with the Ares V cargo launch vehicle, serves as a critical component of NASA's future human exploration of the Moon. During the preliminary design phase, NASA defined and began implementing plans for integrated ground and flight testing necessary to achieve the first human launch of Ares I. The individual Ares I flight hardware elements - including the first stage five segment booster (FSB), upper stage, and J-2X upper stage engine - will undergo extensive development, qualification, and certification testing prior to flight. Key integrated system tests include the upper stage Main Propulsion Test Article (MPTA), acceptance tests of the integrated upper stage and upper stage engine assembly, a full-scale integrated vehicle ground vibration test (IVGVT), aerodynamic testing to characterize vehicle performance, and integrated testing of the avionics and software components. The Ares I-X development flight test will provide flight data to validate engineering models for aerodynamic performance, stage separation, structural dynamic performance, and control system functionality. The Ares I-Y flight test will validate ascent performance of the first stage, stage separation functionality, validate the ability of the upper stage to manage cryogenic propellants to achieve upper stage engine start conditions, and a high-altitude demonstration of the launch abort system (LAS) following stage separation. The Orion 1 flight test will be conducted as a full, un-crewed, operational flight test through the entire ascent flight profile prior to the first crewed launch.

Modeling and Test Data Analysis of a Tank Rapid Chill and Fill System for the Advanced Shuttle Upper Stage (ASUS) Concept

NASA Technical Reports Server (NTRS)

Flachbart, Robin; Hedayat, Ali; Holt, Kimberly A.; Cruit, Wendy (Technical Monitor)

2001-01-01

The Advanced Shuttle Upper Stage (ASUS) concept addresses safety concerns associated .with cryogenic stages by launching empty, and filling on ascent. The ASUS employs a rapid chill and fill concept. A spray bar is used to completely chill the tank before fill, allowing the vent valve to be closed during the fill process. The first tests of this concept, using a flight size (not flight weight) tank. were conducted at Marshall Space Flight Center (MSFC) during the summer of 2000. The objectives of the testing were to: 1) demonstrate that a flight size tank could be filled in roughly 5 minutes to accommodate the shuttle ascent window, and 2) demonstrate a no-vent fill of the tank. A total of 12 tests were conducted. Models of the test facility fill and vent systems, as well as the tank, were constructed. The objective of achieving tank fill in 5 minutes was met during the test series. However, liquid began to accumulate in the tank before it was chilled. Since the tank was not chilled until the end of each test, vent valve closure during fill was not possible. Even though the chill and fill process did not occur as expected, reasonable model correlation with the test data was achieved.

Autonomous rendezvous and capture development infrastructure

NASA Technical Reports Server (NTRS)

Bryan, Thomas C.; Roe, Fred; Coker, Cindy; Nelson, Pam; Johnson, B.

1991-01-01

In the development of the technology for autonomous rendezvous and docking, key infrastructure capabilities must be used for effective and economical development. This involves facility capabilities, both equipment and personnel, to devise, develop, qualify, and integrate ARD elements and subsystems into flight programs. One effective way of reducing technical risks in developing ARD technology is the use of the ultimate test facility, using a Shuttle-based reusable free-flying testbed to perform a Technology Demonstration Test Flight which can be structured to include a variety of additional sensors, control schemes, and operational approaches. This conceptual testbed and flight demonstration will be used to illustrate how technologies and facilities at MSFC can be used to develop and prove an ARD system.

Flight test of ARINC 741 configuration low gain SATCOM system on Boeing 747-400 aircraft

NASA Technical Reports Server (NTRS)

Murphy, Timothy A.; Stapleton, Brian P.

1990-01-01

The Boeing company conducted a flight test of a SATCOM system similar to the ARINC 741 configuration on a production model 747-400. A flight plan was specifically designed to test the system over a wide variety of satellite elevations and aircraft attitudes as well as over land and sea. Interface bit errors, signal quality and aircraft position and navigational inputs were all recorded as a function of time. Special aircraft maneuvers were performed to demonstrate the potential for shadowing by aircraft structures. Both a compass rose test and the flight test indicated that shadowing from the tail is insignificant for the 747-400. However, satellite elevation angles below the aircraft horizon during banking maneuvers were shown to have a significant deleterious effect on SATCOM communications.

Flight test of ARINC 741 configuration low gain SATCOM system on Boeing 747-400 aircraft

NASA Astrophysics Data System (ADS)

Murphy, Timothy A.; Stapleton, Brian P.

The Boeing company conducted a flight test of a SATCOM system similar to the ARINC 741 configuration on a production model 747-400. A flight plan was specifically designed to test the system over a wide variety of satellite elevations and aircraft attitudes as well as over land and sea. Interface bit errors, signal quality and aircraft position and navigational inputs were all recorded as a function of time. Special aircraft maneuvers were performed to demonstrate the potential for shadowing by aircraft structures. Both a compass rose test and the flight test indicated that shadowing from the tail is insignificant for the 747-400. However, satellite elevation angles below the aircraft horizon during banking maneuvers were shown to have a significant deleterious effect on SATCOM communications.

Design and Development of a Rapid Research, Design, and Development Platform for In-Situ Testing of Tools and Concepts for Trajectory-Based Operations

NASA Technical Reports Server (NTRS)

Underwood, Matthew C.

2017-01-01

To provide justification for equipping a fleet of aircraft with avionics capable of supporting trajectory-based operations, significant flight testing must be accomplished. However, equipping aircraft with these avionics and enabling technologies to communicate the clearances required for trajectory-based operations is cost-challenging using conventional avionics approaches. This paper describes an approach to minimize the costs and risks of flight testing these technologies in-situ, discusses the test-bed platform developed, and highlights results from a proof-of-concept flight test campaign that demonstrates the feasibility and efficiency of this approach.

Flight testing the digital electronic engine control in the F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.

1984-01-01

The digital electronic engine control (DEEC) is a full-authority digital engine control developed for the F100-PW-100 turbofan engine which was flight tested on an F-15 aircraft. The DEEC hardware and software throughout the F-15 flight envelope was evaluated. Real-time data reduction and data display systems were implemented. New test techniques and stronger coordination between the propulsion test engineer and pilot were developed which produced efficient use of test time, reduced pilot work load, and greatly improved quality data. The engine pressure ratio (EPR) control mode is demonstrated. It is found that the nonaugmented throttle transients and engine performance are satisfactory.

Ares I-X Test Flight Reference Trajectory Development

NASA Technical Reports Server (NTRS)

Starr, Brett R.; Gumbert, Clyde R.; Tartabini, Paul V.

2011-01-01

Ares I-X was the first test flight of NASA's Constellation Program's Ares I crew launch vehicle. Ares I is a two stage to orbit launch vehicle that provides crew access to low Earth orbit for NASA's future manned exploration missions. The Ares I first stage consists of a Shuttle solid rocket motor (SRM) modified to include an additional propellant segment and a liquid propellant upper stage with an Apollo J2X engine modified to increase its thrust capability. The modified propulsion systems were not available for the first test flight, thus the test had to be conducted with an existing Shuttle 4 segment reusable solid rocket motor (RSRM) and an inert Upper Stage. The test flight's primary objective was to demonstrate controllability of an Ares I vehicle during first stage boost and the ability to perform a successful separation. In order to demonstrate controllability, the Ares I-X ascent control algorithms had to maintain stable flight throughout a flight environment equivalent to Ares I. The goal of the test flight reference trajectory development was to design a boost trajectory using the existing RSRM that results in a flight environment equivalent to Ares I. A trajectory similarity metric was defined as the integrated difference between the Ares I and Ares I-X Mach versus dynamic pressure relationships. Optimization analyses were performed that minimized the metric by adjusting the inert upper stage weight and the ascent steering profile. The sensitivity of the optimal upper stage weight and steering profile to launch month was also investigated. A response surface approach was used to verify the optimization results. The analyses successfully defined monthly ascent trajectories that matched the Ares I reference trajectory dynamic pressure versus Mach number relationship to within 10% through Mach 3.5. The upper stage weight required to achieve the match was found to be feasible and varied less than 5% throughout the year. The paper will discuss the flight test requirements, provide Ares I-X vehicle background, discuss the optimization analyses used to meet the requirements, present analysis results, and compare the reference trajectory to the reconstructed flight trajectory.

Airborne testing and demonstration of a new flight system based on an Aerodyne N2O-CO2-CO-H2O mini-spectrometer

NASA Astrophysics Data System (ADS)

Gvakharia, A.; Kort, E. A.; Smith, M. L.; Conley, S.

2017-12-01

Nitrous oxide (N2O) is a powerful greenhouse gas and ozone depleting substance. With high atmospheric backgrounds and small relative signals, N2O emissions have been challenging to observe and understand on regional scales with traditional instrumentation. Fast-response airborne measurements with high precision and accuracy can potentially bridge this observational gap. Here we present flight assessments of a new flight system based on an Aerodyne mini-spectrometer as well as a Los Gatos N2O/CO analyzer during the Fertilizer Emissions Airborne Study (FEAST). With the Scientific Aviation Mooney aircraft, we conducted test flights for both analyzers where a known calibration gas was sampled throughout the flight (`null' tests). Clear altitude/cabin-pressure dependencies were observed for both analyzers if operated in an "off-the-shelf' manner. For the remainder of test flights and the FEAST campaign we used a new flight system based on an Aerodyne mini-spectrometer with the addition of a custom pressure control/calibration system. Instead of using traditional approaches with spectral-zeros and infrequent in-flight calibrations, we employ a high-flow system with stable flow control to enable high frequency (2 minutes), short duration (15 seconds) sampling of a known calibration gas. This approach, supported by the null test, enables correction for spectral drift caused by a variety of factors while maintaining a 90% duty cycle for 1Hz sampling from an aircraft. Preliminary in-flight precisions are estimated at 0.05 ppb, 0.1 ppm, 1 ppb, and 10 ppm for N2O, CO2, CO, and H2O respectively. We also present a further 40 hours of inter-comparison in flight with a Picarro 2301-f ring-down spectrometer demonstrating consistency between CO2 and H2O measurements and no altitude dependent error.

Summary of Rocketdyne Engine A5 Rocket Based Combined Cycle Testing

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

Verification and Validation of Adaptive and Intelligent Systems with Flight Test Results

NASA Technical Reports Server (NTRS)

Burken, John J.; Larson, Richard R.

2009-01-01

F-15 IFCS project goals are: a) Demonstrate Control Approaches that can Efficiently Optimize Aircraft Performance in both Normal and Failure Conditions [A] & [B] failures. b) Advance Neural Network-Based Flight Control Technology for New Aerospace Systems Designs with a Pilot in the Loop. Gen II objectives include; a) Implement and Fly a Direct Adaptive Neural Network Based Flight Controller; b) Demonstrate the Ability of the System to Adapt to Simulated System Failures: 1) Suppress Transients Associated with Failure; 2) Re-Establish Sufficient Control and Handling of Vehicle for Safe Recovery. c) Provide Flight Experience for Development of Verification and Validation Processes for Flight Critical Neural Network Software.

Implementation of an Adaptive Controller System from Concept to Flight Test

NASA Technical Reports Server (NTRS)

Larson, Richard R.; Burken, John J.; Butler, Bradley S.; Yokum, Steve

2009-01-01

The National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) is conducting ongoing flight research using adaptive controller algorithms. A highly modified McDonnell-Douglas NF-15B airplane called the F-15 Intelligent Flight Control System (IFCS) is used to test and develop these algorithms. Modifications to this airplane include adding canards and changing the flight control systems to interface a single-string research controller processor for neural network algorithms. Research goals include demonstration of revolutionary control approaches that can efficiently optimize aircraft performance in both normal and failure conditions and advancement of neural-network-based flight control technology for new aerospace system designs. This report presents an overview of the processes utilized to develop adaptive controller algorithms during a flight-test program, including a description of initial adaptive controller concepts and a discussion of modeling formulation and performance testing. Design finalization led to integration with the system interfaces, verification of the software, validation of the hardware to the requirements, design of failure detection, development of safety limiters to minimize the effect of erroneous neural network commands, and creation of flight test control room displays to maximize human situational awareness; these are also discussed.

Full-scale Transport Controlled Impact Demonstration Program

NASA Technical Reports Server (NTRS)

1987-01-01

The Federal Aviation Administration (FAA) and NASA conducted a full-scale air-to-surface impact-survivable impact demonstration with a remotely piloted transport aircraft on 1 December 1984, at Edwards Air Force Base, California. The test article consisted of experiments, special equipment, and supporting systems, such as antimisting kerosene (AMK), crashworthiness structural/restraint, analytical modeling, cabin fire safety, flight data recorders, post-impact investigation, instrumentation/data acquisition systems, remotely piloted vehicle/flight control systems, range and flight safety provisions, etc. This report describes the aircraft, experiments, systems, activities, and events which lead up to the Controlled Impact Demonstration (CID). An overview of the final unmanned remote control flight and sequence of impact events are delineated. Preliminary post CID observations are presented.

Selected Flight Test Results for Online Learning Neural Network-Based Flight Control System

NASA Technical Reports Server (NTRS)

Williams, Peggy S.

2004-01-01

The NASA F-15 Intelligent Flight Control System project team has developed a series of flight control concepts designed to demonstrate the benefits of a neural network-based adaptive controller. The objective of the team is to develop and flight-test control systems that use neural network technology to optimize the performance of the aircraft under nominal conditions as well as stabilize the aircraft under failure conditions. Failure conditions include locked or failed control surfaces as well as unforeseen damage that might occur to the aircraft in flight. This report presents flight-test results for an adaptive controller using stability and control derivative values from an online learning neural network. A dynamic cell structure neural network is used in conjunction with a real-time parameter identification algorithm to estimate aerodynamic stability and control derivative increments to the baseline aerodynamic derivatives in flight. This set of open-loop flight tests was performed in preparation for a future phase of flights in which the learning neural network and parameter identification algorithm output would provide the flight controller with aerodynamic stability and control derivative updates in near real time. Two flight maneuvers are analyzed a pitch frequency sweep and an automated flight-test maneuver designed to optimally excite the parameter identification algorithm in all axes. Frequency responses generated from flight data are compared to those obtained from nonlinear simulation runs. An examination of flight data shows that addition of the flight-identified aerodynamic derivative increments into the simulation improved the pitch handling qualities of the aircraft.

Assessment and Mission Planning Capability For Quantitative Aerothermodynamic Flight Measurements Using Remote Imaging

NASA Technical Reports Server (NTRS)

Horvath, Thomas; Splinter, Scott; Daryabeigi, Kamran; Wood, William; Schwartz, Richard; Ross, Martin

2008-01-01

High resolution calibrated infrared imagery of vehicles during hypervelocity atmospheric entry or sustained hypersonic cruise has the potential to provide flight data on the distribution of surface temperature and the state of the airflow over the vehicle. In the early 1980 s NASA sought to obtain high spatial resolution infrared imagery of the Shuttle during entry. Despite mission execution with a technically rigorous pre-planning capability, the single airborne optical system for this attempt was considered developmental and the scientific return was marginal. In 2005 the Space Shuttle Program again sponsored an effort to obtain imagery of the Orbiter. Imaging requirements were targeted towards Shuttle ascent; companion requirements for entry did not exist. The engineering community was allowed to define observation goals and incrementally demonstrate key elements of a quantitative spatially resolved measurement capability over a series of flights. These imaging opportunities were extremely beneficial and clearly demonstrated capability to capture infrared imagery with mature and operational assets of the US Navy and the Missile Defense Agency. While successful, the usefulness of the imagery was, from an engineering perspective, limited. These limitations were mainly associated with uncertainties regarding operational aspects of data acquisition. These uncertainties, in turn, came about because of limited pre-flight mission planning capability, a poor understanding of several factors including the infrared signature of the Shuttle, optical hardware limitations, atmospheric effects and detector response characteristics. Operational details of sensor configuration such as detector integration time and tracking system algorithms were carried out ad hoc (best practices) which led to low probability of target acquisition and detector saturation. Leveraging from the qualified success during Return-to-Flight, the NASA Engineering and Safety Center sponsored an assessment study focused on increasing the probability of returning spatially resolved scientific/engineering thermal imagery. This paper provides an overview of the assessment task and the systematic approach designed to establish confidence in the ability of existing assets to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. A discussion of capability demonstration in support of a potential Shuttle boundary layer transition flight test is presented. Successful demonstration of a quantitative, spatially resolved, global temperature measurement on the proposed Shuttle boundary layer transition flight test could lead to potential future applications with hypersonic flight test programs within the USAF and DARPA along with flight test opportunities supporting NASA s project Constellation.

Development and Flight Test of an Emergency Flight Control System Using Only Engine Thrust on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

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

1997-01-01

An emergency flight control system that uses only engine thrust, called the propulsion-controlled aircraft (PCA) system, was developed and flight tested on an MD-11 airplane. The PCA system is a thrust-only control system, which augments pilot flightpath and track commands with aircraft feedback parameters to control engine thrust. The PCA system was implemented on the MD-11 airplane using only software modifications to existing computers. Results of a 25-hr flight test show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds, altitudes, and configurations. PCA approaches, go-arounds, and three landings without the use of any normal flight controls were demonstrated, including ILS-coupled hands-off landings. PCA operation was used to recover from an upset condition. The PCA system was also tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control, a history of accidents or incidents in which some or all flight controls were lost, the MD-11 airplane and its systems, PCA system development, operation, flight testing, and pilot comments.

X-48B Phase 1 Flight Maneuver Database and ICP Airspace Constraint Analysis

NASA Technical Reports Server (NTRS)

Fast, Peter Alan

2010-01-01

The work preformed during the Summer 2010 by Peter Fast. The main tasks assigned were to update and improve the X-48 Flight Maneuver Database and conduct an Airspace Constraint Analysis for the Remotely Operated Aircraft Area used to flight test Unmanned Arial Vehicles. The final task was to develop and demonstrate a working knowledge of flight control theory.

Spacelab Life Sciences 1, development towards successive life sciences flights

NASA Technical Reports Server (NTRS)

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

1992-01-01

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

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.

Fiber Optic Wing Shape Sensing on NASA's Ikhana UAV

NASA Technical Reports Server (NTRS)

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

2008-01-01

Fiber Optic Wing Shape Sensing on Ikhana involves five major areas 1) Algorithm development: Local-strain-to-displacement algorithms have been developed for complex wing shapes for real-time implementation (NASA TP-2007-214612, patent application submitted) 2) FBG system development: Dryden advancements to fiber optic sensing technology have increased data sampling rates to levels suitable for monitoring structures in flight (patent application submitted) 3) Instrumentation: 2880 FBG strain sensors have been successfully installed on the Ikhana wings 4) Ground Testing: Fiber optic wing shape sensing methods for high aspect ratio UAVs have been validated through extensive ground testing in Dryden s Flight Loads Laboratory 5) Flight Testing: Real time fiber Bragg strain measurements successfully acquired and validated in flight (4/28/2008) Real-time fiber optic wing shape sensing successfully demonstrated in flight

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

Air launch wireless sensor nodes (ALSN) for battle damage assessment (BDA)

NASA Astrophysics Data System (ADS)

Back, Jason M.; Beck, Steven D.; Frank, Mark A.; Hoenes, Eric

2006-05-01

This paper summarizes the Defense Threat Reduction Agency (DTRA) sponsored development and demonstration of an Air Launched Sensor Node (ALSN) system designed to fill DTRA's immediate need to support the Global Strike requirement of weapon-borne deliverable sensors for Battle Damage Assessment (BDA). Unattended ground sensors were integrated into a CBU-103 Tactical Munitions Dispenser (TMD), and flight test demonstrated with the 46 th Test Wing at Eglin AFB, FL. The objectives of the ALSN program were to repackage an existing multi-sensor node system to conform to the payload envelope and deployment configuration design; to integrate this payload into the CBU-103 TMD; and to conduct a combined payload flight test demonstration. The final sensor node included multiple sensors a microphone, a geophone, and multiple directional Passive Infrared (PIR) detectors with processing electronics, a low power wireless communications 802.15.4 mesh network, GPS (Global Positioning System), and power integrated into a form-fit BLU-97 munitions deployable package. This paper will present and discuss the flight test, results, and ALSN performance.

XV-15 Tiltrotor Aircraft: 1999 Acoustic Testing - Test Report

NASA Technical Reports Server (NTRS)

Edwards, Bryan D.; Conner, David A.

2003-01-01

An XV-15 acoustic test is discussed, and measured results are presented. The test was conducted by NASA Langley and Bell Helicopter Textron, Inc., during October 1999, at the BHTI test site near Waxahachie, Texas. As part of the NASA-sponsored Short Haul Civil Tiltrotor noise reduction initiative, this was the third in a series of three major XV-15 acoustic tests. Their purpose was to document the acoustic signature of the XV-15 tiltrotor aircraft for a variety of flight conditions and to minimize the noise signature during approach. Tradeoffs between flight procedures and the measured noise are presented to illustrate the noise abatement flight procedures. The test objectives were to support operation of future tiltrotors by further developing and demonstrating low-noise flight profiles, while maintaining acceptable handling and ride qualities, and refine approach profiles, selected from previous (1995 & 1997) tiltrotor testing, to incorporate Instrument Flight Rules (IFR), handling qualities constraints, operations and tradeoffs with sound. Primary emphasis was given to the approach flight conditions where blade-vortex interaction (BVI) noise dominates, because this condition influences community noise impact more than any other. An understanding of this part of the noise generating process could guide the development of low noise flight operations and increase the tiltrotor's acceptance in the community.

Apollo Soyuz Mission: 5-Day Report

NASA Technical Reports Server (NTRS)

1975-01-01

The Apollo Soyuz Test Project mission objectives and technical investigations are summarized. Topics discussed include: spacecraft and crew systems performance; joint flight activities; scientific and applications experiments; in-flight demonstrations; biomedical considerations; and mission support performance.

Novel Airborne Imaging Polarimeter Undergoes High-Altitude Flight Testing

NASA Technical Reports Server (NTRS)

Diner, David J.; Pingree, Paula J.; Chipman, Russell A.

2015-01-01

Optical and signal processing technologies for high-accuracy polarimetric imaging, aimed at studying the impact of atmospheric haze and clouds on Earth's climate, have been demonstrated on checkout flights aboard NASA's ER-2 aircraft.

Sealed Silver-oxide Cadmium Batteries for Space Flight, 1960 - 1977

NASA Technical Reports Server (NTRS)

Hennigan, Thomas J.

1978-01-01

A technical summary of design, development, and test activities with Silver-Oxide Cadmium Batteries at the Goddard Space Flight Center since 1960 is given. The flight experience of over 15 missions has demonstrated the sealed Silver-Oxide Cadmium Battery to be a viable energy storage device for missions requiring ultra-clean magnetic environment.

ASTP fluid transfer measurement experiment. [using breadboard model

NASA Technical Reports Server (NTRS)

Fogal, G. L.

1974-01-01

The ASTP fluid transfer measurement experiment flight system design concept was verified by the demonstration and test of a breadboard model. In addition to the breadboard effort, a conceptual design of the corresponding flight system was generated and a full scale mockup fabricated. A preliminary CEI specification for the flight system was also prepared.

Assessing and minimizing contamination in time of flight based validation data

NASA Astrophysics Data System (ADS)

Lennox, Kristin P.; Rosenfield, Paul; Blair, Brenton; Kaplan, Alan; Ruz, Jaime; Glenn, Andrew; Wurtz, Ronald

2017-10-01

Time of flight experiments are the gold standard method for generating labeled training and testing data for the neutron/gamma pulse shape discrimination problem. As the popularity of supervised classification methods increases in this field, there will also be increasing reliance on time of flight data for algorithm development and evaluation. However, time of flight experiments are subject to various sources of contamination that lead to neutron and gamma pulses being mislabeled. Such labeling errors have a detrimental effect on classification algorithm training and testing, and should therefore be minimized. This paper presents a method for identifying minimally contaminated data sets from time of flight experiments and estimating the residual contamination rate. This method leverages statistical models describing neutron and gamma travel time distributions and is easily implemented using existing statistical software. The method produces a set of optimal intervals that balance the trade-off between interval size and nuisance particle contamination, and its use is demonstrated on a time of flight data set for Cf-252. The particular properties of the optimal intervals for the demonstration data are explored in detail.

F-16XL Ship #2 during last flight showing titanium laminar flow glove on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

Dryden research pilot Dana Purifoy bends NASA F-16 XL #848 away from the tanker on the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight from NASA's Dryden Flight Research Center, Edwards, California, on Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds. The flight tests at Dryden involved use of a suction system which drew boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' that was fitted to the upper surface of the F-16XL's left wing.

F-4 Beryllium Rudders; A Precis of the Design, Fabrication, Ground and Flight Test Demonstrations

DTIC Science & Technology

1975-05-01

Wright-Patterson Air Force Base , Ohio 45433. AIR FORCE FLIGHT DYNAMICS LABORATORY AIR FORCE SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE , OHIO 45433...rudder. These sequential ground tests include: - A 50,000 cycle fatigue test of upper balance weight support structure. A static test to...Design Details 6. Design Analysis 7. Rudder Mass Balance 8, Rudder Moment of Inertia 9, Rudder Weight RUDDER FABRICATION AND ASSEMBLY 1. 2

An improved waste collection system for space flight

NASA Technical Reports Server (NTRS)

Thornton, William E.; Lofland, William W., Jr.; Whitmore, Henry

1986-01-01

Waste collection systems are a critical part of manned space flight. Systems to date have had a number of deficiencies. A new system, which uses a simple mechanical piston compactor and disposable pads allows a clean area for defecation and maximum efficiency of waste collection and storage. The concept has been extensively tested. Flight demonstration units are being built, tested, and scheduled for flight. A prototype operational unit is under construction. This system offers several advantages over existing or planned systems in the areas of crew interface and operation, cost, size, weight, and maintenance and power consumption.

RS-88 Pad Abort Demonstrator Thrust Chamber Assembly Testing at NASA Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Farr, Rebecca A.; Sanders, Timothy M.

1990-01-01

This paper documents the effort conducted to collect hot-tire dynamic and acoustics environments data during 50,000-lb thrust lox-ethanol hot-fire rocket testing at NASA Marshall Space Flight Center (MSFC) in November-December 2003. This test program was conducted during development testing of the Boeing Rocketdyne RS-88 development engine thrust chamber assembly (TCA) in support of the Orbital Space Plane (OSP) Crew Escape System Propulsion (CESP) Program Pad Abort Demonstrator (PAD). In addition to numerous internal TCA and nozzle measurements, induced acoustics environments data were also collected. Provided here is an overview of test parameters, a discussion of the measurements, test facility systems and test operations, and a quality assessment of the data collected during this test program.

Description and Flight Test Results of the NASA F-8 Digital Fly-by-Wire Control System

NASA Technical Reports Server (NTRS)

1975-01-01

A NASA program to develop digital fly-by-wire (DFBW) technology for aircraft applications is discussed. Phase I of the program demonstrated the feasibility of using a digital fly-by-wire system for aircraft control through developing and flight testing a single channel system, which used Apollo hardware, in an F-8C airplane. The objective of Phase II of the program is to establish a technology base for designing practical DFBW systems. It will involve developing and flight testing a triplex digital fly-by-wire system using state-of-the-art airborne computers, system hardware, software, and redundancy concepts. The papers included in this report describe the Phase I system and its development and present results from the flight program. Man-rated flight software and the effects of lightning on digital flight control systems are also discussed.

Launch Vehicle Demonstrator Using Shuttle Assets

NASA Technical Reports Server (NTRS)

Creech, Dennis M.; Threet, Grady E., Jr.; Philips, Alan D.; Waters, Eric D.

2011-01-01

The Advanced Concepts Office at NASA's George C. Marshall Space Flight Center undertook a study to define candidate early heavy lift demonstration launch vehicle concepts derived from existing space shuttle assets. The objective was to determine the performance capabilities of these vehicles and characterize potential early demonstration test flights. Given the anticipated budgetary constraints that may affect America's civil space program, and a lapse in U.S. heavy launch capability with the retirement of the space shuttle, an early heavy lift launch vehicle demonstration flight would not only demonstrate capabilities that could be utilized for future space exploration missions, but also serve as a building block for the development of our nation s next heavy lift launch system. An early heavy lift demonstration could be utilized as a test platform, demonstrating capabilities of future space exploration systems such as the Multi Purpose Crew Vehicle. By using existing shuttle assets, including the RS-25D engine inventory, the shuttle equipment manufacturing and tooling base, and the segmented solid rocket booster industry, a demonstrator concept could expedite the design-to-flight schedule while retaining critical human skills and capital. In this study two types of vehicle designs are examined. The first utilizes a high margin/safety factor battleship structural design in order to minimize development time as well as monetary investment. Structural design optimization is performed on the second, as if an operational vehicle. Results indicate low earth orbit payload capability is more than sufficient to support various vehicle and vehicle systems test programs including Multi-Purpose Crew Vehicle articles. Furthermore, a shuttle-derived, hydrogen core vehicle configuration offers performance benefits when trading evolutionary paths to maximum capability.

X-31 Unloading Returning from Paris Air Show

NASA Technical Reports Server (NTRS)

1995-01-01

After being flown in the Paris Air Show in June 1995, the X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft, based at the NASA Dryden Flight Research Center, Edwards Air Force Base, California, is off-loaded from an Air Force Reserve C-5 transport after the ferry flight back to Edwards. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70-degree angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180-degree turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the 'Herbst Maneuver' after Wolfgang Herbst, a German proponent of using post-stall flight in air-to-air combat. It is also called a 'J Turn' when flown to an arbitrary heading change. The aircraft was flown in tactical maneuvers against an F/A-18 and other tactical aircraft as part of the test flight program. During November and December 1993, the X-31 reached a supersonic speed of Mach 1.28. In 1994, the X-31 program installed software to demonstrate quasi-tailless operation. The X-31 flight test program was conducted by an international test organization (ITO) managed by the Advanced Research Projects Office (ARPA), known as the Defense Advanced Research Projects Office (DARPA) before March 1993. The ITO included the U.S. Navy and U.S. Air Force, Rockwell Aerospace, the Federal Republic of Germany, Daimler-Benz (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace), and NASA. Gary Trippensee was the ITO director and NASA Project Manager. Pilots came from participating organizations. The X-31 was 43.33 feet long with a wingspan of 23.83 feet. It was powered by a single General Electric P404-GE-400 turbofan engine that produced 16,000 pounds of thrust in afterburner.

Manned Systems Utilization Analysis. Study 2.1: Space Servicing Pilot Program Study. [for automated payloads

NASA Technical Reports Server (NTRS)

Wolfe, R. R.

1975-01-01

Space servicing automated payloads was studied for potential cost benefits for future payload operations. Background information is provided on space servicing in general, and on a pilot flight test program in particular. An fight test is recommended to demonstrate space servicing. An overall program plan is provided which builds upon the pilot program through an interim servicing capability. A multipayload servicing concept for the time when the full capability tug becomes operational is presented. The space test program is specifically designed to provide low-cost booster vehicles and a flight test platform for several experiments on a single flight.

TCL2 Ocean Scenario Replay

NASA Technical Reports Server (NTRS)

Mohlenbrink, Christoph P.; Omar, Faisal Gamal; Homola, Jeffrey R.

2017-01-01

This is a video replay of system data that was generated from the UAS Traffic Management (UTM) Technical Capability Level (TCL) 2 flight demonstration in Nevada and rendered in Google Earth. What is depicted in the replay is a particular set of flights conducted as part of what was referred to as the Ocean scenario. The test range and surrounding area are presented followed by an overview of operational volumes. System messaging is also displayed as well as a replay of all of the five test flights as they occurred.

Flight test techniques for the X-29A aircraft

NASA Technical Reports Server (NTRS)

Hicks, John W.; Cooper, James M., Jr.; Sefic, Walter J.

1987-01-01

The X-29A advanced technology demonstrator is a single-seat, single-engine aircraft with a forward-swept wing. The aircraft incorporates many advanced technologies being considered for this country's next generation of aircraft. This unusual aircraft configuration, which had never been flown before, required a precise approach to flight envelope expansion. This paper describes the real-time analysis methods and flight test techniques used during the envelope expansion of the x-29A aircraft, including new and innovative approaches.

Adaptive glide slope control for parafoil and payload aircraft

NASA Astrophysics Data System (ADS)

Ward, Michael

Airdrop systems provide a unique capability of delivering large payloads to undeveloped and inaccessible locations. Traditionally, these systems have been unguided, requiring large landing zones and drops from low altitude. The invention of the steerable, gliding, ram-air parafoil enabled the possibility of precision aerial payload delivery. In practice, the gliding ability of the ram-air parafoil can actually create major problems for airdrop systems by making them more susceptible to winds and allowing them to achieve far greater miss distances than were previously possible. Research and development work on guided airdrop systems has focused primarily on evolutionary improvements to the guidance algorithm, while the navigation and control algorithms have changed little since the initial autnomous systems were developed. Furthermore, the control mechanisms have not changed since the invention of the ram-air canopy in the 1960’s. The primary contributions of this dissertation are: (1) the development of a reliable and robust method to identify a flight dynamic model for a parafoil and payload aircraft using minimal sensor data; (2) the first demonstration in flight test of the ability to achieve large changes in glide slope over ground using coupled incidence angle variation and trailing edge brake deflection; (3) the first development of a control law to implement glide slope control on an autonomous system; (4) the first flight tests of autonomous landing with a glide slope control mechanism demonstrating an improvement in landing accuracy by a factor of 2 or more in especially windy conditions, and (5) the first demonstrations in both simulation and flight test of the ability to perform in-flight system identification to adapt the internal control mappings to flight data and provide dramatic improvements in landing accuracy when there is a significant discrepancy between the assumed and actual flight characteristics.

Nanotechnology

NASA Technical Reports Server (NTRS)

Biaggi-Labiosa, Azlin

2016-01-01

Present an overview of the Nanotechnology Project at NASA's Game Changing Technology Industry Day. Mature and demonstrate flight readiness of CNT reinforced composites for future NASA mission applications?Sounding rocket test in a multiexperiment payload?Integrate into cold gas thruster system as propellant storage?The technology would provide the means for reduced COPV mass and improved damage tolerance and flight qualify CNT reinforced composites. PROBLEM/NEED BEING ADDRESSED:?Reduce weight and enhance the performance and damage tolerance of aerospace structuresGAME-CHANGING SOLUTION:?Improve mechanical properties of CNTs to eventually replace CFRP –lighter and stronger?First flight-testing of a CNT reinforced composite structural component as part of an operational flight systemUNIQUENESS:?CNT manufacturing methods developed?Flight qualify CNT reinforced composites

Proteus in flight over Southern California

NASA Image and Video Library

2003-03-27

Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests.

Proteus front view in flight

NASA Image and Video Library

2003-03-27

Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests.

X-48C Hybrid - Blended Wing Body Demonstrator

NASA Image and Video Library

2013-02-28

The NASA-Boeing X-48C Hybrid/Blended Wing Body research aircraft banked left during one of its final test flights over Edwards Air Force Base from NASA's Dryden Flight Research Center on Feb. 28, 2013.

Software modifications to the Demonstration Advanced Avionics Systems (DAAS)

NASA Technical Reports Server (NTRS)

Nedell, B. F.; Hardy, G. H.

1984-01-01

Critical information required for the design of integrated avionics suitable for generation aviation is applied towards software modifications for the Demonstration Advanced Avionics System (DAAS). The program emphasizes the use of data busing, distributed microprocessors, shared electronic displays and data entry devices, and improved functional capability. A demonstration advanced avionics system (DAAS) is designed, built, and flight tested in a Cessna 402, twin engine, general aviation aircraft. Software modifications are made to DAAS at Ames concurrent with the flight test program. The changes are the result of the experience obtained with the system at Ames, and the comments of the pilots who evaluated the system.

Operations Research Flight Ground Service Education/Outreach

NASA Technical Reports Server (NTRS)

Smith, Scott M.

2011-01-01

This viewgraph presentation describes a nutritional biochemistry assessment of astronauts in preflight, in-flight, and post-flight operations. In-flight collections of blood and urine samples from astronauts to test the effects of Vitamin K, Pro K, Vitamin D, Omega-3 Fatty Acids, Iron, and Sodium in spaceflight is shown. A demonstration of a 1-carbon metabolism pathway that determines the existence of enzymes and polymorphisms is also presented.

Autonomous rendezvous and capture development infrastructure

NASA Technical Reports Server (NTRS)

Bryan, Thomas C.

1991-01-01

In the development of the technology for autonomous rendezvous and docking, key infrastructure capabilities must be used for effective and economical development. This need involves facility capabilities, both equipment and personnel, to devise, develop, qualify, and integrate ARD elements and subsystems into flight programs. One effective way of reducing technical risks in developing ARD technology is the use of the Low Earth Orbit test facility. Using a reusable free-flying testbed carried in the Shuttle, as a technology demonstration test flight, can be structured to include a variety of sensors, control schemes, and operational approaches. This testbed and flight demonstration concept will be used to illustrate how technologies and facilities at MSFC can be used to develop and prove an ARD system.

The X-43A Hyper-X Mach 7 Flight 2 Guidance, Navigation, and Control Overview and Flight Test Results

NASA Technical Reports Server (NTRS)

Bahm, Catherine; Baumann, Ethan; Martin, John; Bose, David; Beck, Roger E.; Strovers, Brian

2005-01-01

The objective of the Hyper-X program was to flight demonstrate an airframe-integrated hypersonic vehicle. On March 27, 2004, the Hyper-X program team successfully conducted flight 2 and achieved all of the research objectives. The Hyper-X research vehicle successfully separated from the Hyper-X launch vehicle and achieved the desired engine test conditions before the experiment began. The research vehicle rejected the disturbances caused by the cowl door opening and the fuel turning on and off and maintained the engine test conditions throughout the experiment. After the engine test was complete, the vehicle recovered and descended along a trajectory while performing research maneuvers. The last data acquired showed that the vehicle maintained control to the water. This report will provide an overview of the research vehicle guidance and control systems and the performance of the vehicle during the separation event and engine test. The research maneuvers were performed to collect data for aerodynamics and flight controls research. This report also will provide an overview of the flight controls related research and results.

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, R. W.

1986-01-01

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

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, Richard W.

1986-01-01

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

Solar array flight dynamic experiment

NASA Technical Reports Server (NTRS)

Schock, Richard W.

1987-01-01

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

Simulated airline service experience with laminar-flow control leading-edge systems

NASA Technical Reports Server (NTRS)

Maddalon, Dal V.; Fisher, David F.; Jennett, Lisa A.; Fischer, Michael C.

1987-01-01

The first JetStar leading edge flight test was made November 30, 1983. The JetStar was flown for more than 3 years. The titanium leading edge test articles today remain in virtually the same condition as they were in on that first flight. No degradation of laminar flow performance has occurred as a result of service. The JetStar simulated airline service flights have demonstrated that effective, practical leading edge systems are available for future commercial transports. Specific conclusions based on the results of the simulated airline service test program are summarized.

Flight-testing and frequency-domain analysis for rotorcraft handling qualities

NASA Technical Reports Server (NTRS)

Ham, Johnnie A.; Gardner, Charles K.; Tischler, Mark B.

1995-01-01

A demonstration of frequency-domain flight-testing techniques and analysis was performed on a U.S. Army OH-58D helicopter in support of the OH-58D Airworthiness and Flight Characteristics Evaluation and of the Army's development and ongoing review of Aeronautical Design Standard 33C, Handling Qualities Requirements for Military Rotorcraft. Hover and forward flight (60 kn) tests were conducted in 1 flight hour by Army experimental test pilots. Further processing of the hover data generated a complete database of velocity, angular-rate, and acceleration-frequency responses to control inputs. A joint effort was then undertaken by the Airworthiness Qualification Test Dirtectorate and the U.S. Army Aeroflightdynamics Directorate to derive handling-quality information from the frequency-domain database using a variety of approaches. This report documents numerous results that have been obtained from the simple frequency-domain tests; in many areas, these results provide more insight into the aircraft dynmamics that affect handling qualities than do traditional flight tests. The handling-quality results include ADS-33C bandwidth and phase-delay calculations, vibration spectral determinations, transfer-function models to examine single-axis results, and a six-degree-of-freedom fully coupled state-space model. The ability of this model to accurately predict responses was verified using data from pulse inputs. This report also documents the frequency-sweep flight-test technique and data analysis used to support the tests.

ARC-1959-A-24953

NASA Image and Video Library

1959-03-19

Lockheed JF-104A (AF56-745A Tail No. 60745) Starfighter airplane piloted by Fred Drinkwater conducted flight testing that demonstrated steep approaches that were ultimately used by the space shuttle. Steep descent testing, including power-off landing approaches and demonstration of minimum lift-to-drag ratio (L/D) landings came out of the interest in the use of low L/D lifting bodies for recovery to landing from space. Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig 93

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

NASA Technical Reports Server (NTRS)

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

2010-01-01

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

Ares I-X Flight Data Evaluation: Executive Overview

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Waits, David A.; Lewis, Donny L.; Richards, James S.; Coates, R. H., Jr.; Cruit, Wendy D.; Bolte, Elizabeth J.; Bangham, Michal E.; Askins, Bruce R.; Trausch, Ann N.

2011-01-01

NASA's Constellation Program (CxP) successfully launched the Ares I-X flight test vehicle on October 28, 2009. The Ares I-X flight was a developmental flight test to demonstrate that this very large, long, and slender vehicle could be controlled successfully. The flight offered a unique opportunity for early engineering data to influence the design and development of the Ares I crew launch vehicle. As the primary customer for flight data from the Ares I-X mission, the Ares Projects Office (APO) established a set of 33 flight evaluation tasks to correlate flight results with prospective design assumptions and models. The flight evaluation tasks used Ares I-X data to partially validate tools and methodologies in technical disciplines that will ultimately influence the design and development of Ares I and future launch vehicles. Included within these tasks were direct comparisons of flight data with preflight predictions and post-flight assessments utilizing models and processes being applied to design and develop Ares I. The benefits of early development flight testing were made evident by results from these flight evaluation tasks. This overview provides summary information from assessment of the Ares I-X flight test data and represents a small subset of the detailed technical results. The Ares Projects Office published a 1,600-plus-page detailed technical report that documents the full set of results. This detailed report is subject to the International Traffic in Arms Regulations (ITAR) and is available in the Ares Projects Office archives files.

NASA Shuttle Orbiter Reinforced Carbon Carbon (RCC) Crack Repair Arc-Jet Testing

NASA Technical Reports Server (NTRS)

Clark, ShawnDella; Larin, Max; Rochelle, Bill

2007-01-01

This NASA study demonstrates the capability for testing NOAX-repaired RCC crack models in high temperature environments representative of Shuttle Orbiter during reentry. Analysis methods have provided correlation of test data with flight predictions. NOAX repair material for RCC is flown on every STS flight in the event such a repair is needed. Two final test reports are being generated on arc-jet results (both calibration model runs and repaired models runs).

Simulation and Flight Evaluation of a Parameter Estimation Input Design Method for Hybrid-Wing-Body Aircraft

NASA Technical Reports Server (NTRS)

Taylor, Brian R.; Ratnayake, Nalin A.

2010-01-01

As part of an effort to improve emissions, noise, and performance of next generation aircraft, it is expected that future aircraft will make use of distributed, multi-objective control effectors in a closed-loop flight control system. Correlation challenges associated with parameter estimation will arise with this expected aircraft configuration. Research presented in this paper focuses on addressing the correlation problem with an appropriate input design technique and validating this technique through simulation and flight test of the X-48B aircraft. The X-48B aircraft is an 8.5 percent-scale hybrid wing body aircraft demonstrator designed by The Boeing Company (Chicago, Illinois, USA), built by Cranfield Aerospace Limited (Cranfield, Bedford, United Kingdom) and flight tested at the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California, USA). Based on data from flight test maneuvers performed at Dryden Flight Research Center, aerodynamic parameter estimation was performed using linear regression and output error techniques. An input design technique that uses temporal separation for de-correlation of control surfaces is proposed, and simulation and flight test results are compared with the aerodynamic database. This paper will present a method to determine individual control surface aerodynamic derivatives.

Airborne Coherent Lidar for Advanced In-Flight Measurements (ACLAIM) Flight Testing of the Lidar Sensor

NASA Technical Reports Server (NTRS)

Soreide, David C.; Bogue, Rodney K.; Ehernberger, L. J.; Hannon, Stephen M.; Bowdle, David A.

2000-01-01

The purpose of the ACLAIM program is ultimately to establish the viability of light detection and ranging (lidar) as a forward-looking sensor for turbulence. The goals of this flight test are to: 1) demonstrate that the ACLAIM lidar system operates reliably in a flight test environment, 2) measure the performance of the lidar as a function of the aerosol backscatter coefficient (beta), 3) use the lidar system to measure atmospheric turbulence and compare these measurements to onboard gust measurements, and 4) make measurements of the aerosol backscatter coefficient, its probability distribution and spatial distribution. The scope of this paper is to briefly describe the ACLAIM system and present examples of ACLAIM operation in flight, including comparisons with independent measurements of wind gusts, gust-induced normal acceleration, and the derived eddy dissipation rate.

Technology verification phase. Dynamic isotope power system. Final report

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

Halsey, D.G.

1982-03-10

The Phase I requirements of the Kilowatt Isotope Power System (KIPS) program were to make a detailed Flight System Conceptual Design (FSCD) for an isotope fueled organic Rankine cycle power system and to build and test a Ground Demonstration System (GDS) which simulated as closely as possible the operational characteristics of the FSCD. The activities and results of Phase II, the Technology Verification Phase, of the program are reported. The objectives of this phase were to increase system efficiency to 18.1% by component development, to demonstrate system reliability by a 5000 h endurance test and to update the flight systemmore » design. During Phase II, system performance was improved from 15.1% to 16.6%, an endurance test of 2000 h was performed while the flight design analysis was limited to a study of the General Purpose Heat Source, a study of the regenerator manufacturing technique and analysis of the hardness of the system to a laser threat. It was concluded from these tests that the GDS is basically prototypic of a flight design; all components necessary for satisfactory operation were demonstrated successfully at the system level; over 11,000 total h of operation without any component failure attested to the inherent reliability of this type of system; and some further development is required, specifically in the area of performance. (LCL)« less

Instrumentation for In-Flight SSME Rocket Engine Plume Spectroscopy

NASA Technical Reports Server (NTRS)

Madzsar, George C.; Bickford, Randall L.; Duncan, David B.

1994-01-01

This paper describes instrumentation that is under development for an in-flight demonstration of a plume spectroscopy system on the space shuttle main engine. The instrumentation consists of a nozzle mounted optical probe for observation of the plume, and a spectrometer for identification and quantification of plume content. This instrumentation, which is intended for use as a diagnostic tool to detect wear and incipient failure in rocket engines, will be validated by a hardware demonstration on the Technology Test Bed engine at the Marshall Space Flight Center.

Proteus in flight over Rosamond Dry lakebed

NASA Image and Video Library

2003-03-27

Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests.

Generation of Simulated Tracking Data for LADEE Operational Readiness Testing

NASA Technical Reports Server (NTRS)

Woodburn, James; Policastri, Lisa; Owens, Brandon

2015-01-01

Operational Readiness Tests were an important part of the pre-launch preparation for the LADEE mission. The generation of simulated tracking data to stress the Flight Dynamics System and the Flight Dynamics Team was important for satisfying the testing goal of demonstrating that the software and the team were ready to fly the operational mission. The simulated tracking was generated in a manner to incorporate the effects of errors in the baseline dynamical model, errors in maneuver execution and phenomenology associated with various tracking system based components. The ability of the mission team to overcome these challenges in a realistic flight dynamics scenario indicated that the team and flight dynamics system were ready to fly the LADEE mission. Lunar Atmosphere and Dust Environment.

Wind-tunnel development of an SR-71 aerospike rocket flight test configuration

NASA Technical Reports Server (NTRS)

Smith, Stephen C.; Shirakata, Norm; Moes, Timothy R.; Cobleigh, Brent R.; Conners, Timothy H.

1996-01-01

A flight experiment has been proposed to investigate the performance of an aerospike rocket motor installed in a lifting body configuration. An SR-71 airplane would be used to carry the aerospike configuration to the desired flight test conditions. Wind-tunnel tests were completed on a 4-percent scale SR-71 airplane with the aerospike pod mounted in various locations on the upper fuselage. Testing was accomplished using sting and blade mounts from Mach 0.6 to Mach 3.2. Initial test objectives included assessing transonic drag and supersonic lateral-directional stability and control. During these tests, flight simulations were run with wind-tunnel data to assess the acceptability of the configurations. Early testing demonstrated that the initial configuration with the aerospike pod near the SR-71 center of gravity was unsuitable because of large nosedown pitching moments at transonic speeds. The excessive trim drag resulting from accommodating this pitching moment far exceeded the excess thrust capability of the airplane. Wind-tunnel testing continued in an attempt to find a configuration suitable for flight test. Multiple configurations were tested. Results indicate that an aft-mounted model configuration possessed acceptable performance, stability, and control characteristics.

Adaptive Augmenting Control Flight Characterization Experiment on an F/A-18

NASA Technical Reports Server (NTRS)

VanZwieten, Tannen S.; Gilligan, Eric T.; Wall, John H.; Orr, Jeb S.; Miller, Christopher J.; Hanson, Curtis E.

2014-01-01

The NASA Marshall Space Flight Center (MSFC) Flight Mechanics and Analysis Division developed an Adaptive Augmenting Control (AAC) algorithm for launch vehicles that improves robustness and performance by adapting an otherwise welltuned classical control algorithm to unexpected environments or variations in vehicle dynamics. This AAC algorithm is currently part of the baseline design for the SLS Flight Control System (FCS), but prior to this series of research flights it was the only component of the autopilot design that had not been flight tested. The Space Launch System (SLS) flight software prototype, including the adaptive component, was recently tested on a piloted aircraft at Dryden Flight Research Center (DFRC) which has the capability to achieve a high level of dynamic similarity to a launch vehicle. Scenarios for the flight test campaign were designed specifically to evaluate the AAC algorithm to ensure that it is able to achieve the expected performance improvements with no adverse impacts in nominal or nearnominal scenarios. Having completed the recent series of flight characterization experiments on DFRC's F/A-18, the AAC algorithm's capability, robustness, and reproducibility, have been successfully demonstrated. Thus, the entire SLS control architecture has been successfully flight tested in a relevant environment. This has increased NASA's confidence that the autopilot design is ready to fly on the SLS Block I vehicle and will exceed the performance of previous architectures.

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

NASA Technical Reports Server (NTRS)

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

2011-01-01

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

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

NASA Technical Reports Server (NTRS)

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

2010-01-01

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

Methodology for Flight Relevant Arc-Jet Testing of Flexible Thermal Protection Systems

NASA Technical Reports Server (NTRS)

Mazaheri, Alireza; Bruce, Walter E., III; Mesick, Nathaniel J.; Sutton, Kenneth

2013-01-01

A methodology to correlate flight aeroheating environments to the arc-jet environment is presented. For a desired hot-wall flight heating rate, the methodology provides the arcjet bulk enthalpy for the corresponding cold-wall heating rate. A series of analyses were conducted to examine the effects of the test sample model holder geometry to the overall performance of the test sample. The analyses were compared with arc-jet test samples and challenges and issues are presented. The transient flight environment was calculated for the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) Earth Atmospheric Reentry Test (HEART) vehicle, which is a planned demonstration vehicle using a large inflatable, flexible thermal protection system to reenter the Earth's atmosphere from the International Space Station. A series of correlations were developed to define the relevant arc-jet test environment to properly approximate the HEART flight environment. The computed arcjet environments were compared with the measured arc-jet values to define the uncertainty of the correlated environment. The results show that for a given flight surface heat flux and a fully-catalytic TPS, the flight relevant arc-jet heat flux increases with the arc-jet bulk enthalpy while for a non-catalytic TPS the arc-jet heat flux decreases with the bulk enthalpy.

Shuttle Return-to-Flight IH-108 Aerothermal Test at CUBRC - Flow Field Calibration and CFD

NASA Technical Reports Server (NTRS)

Lau, Kei Y.; Holden, M. S.

2011-01-01

This paper discusses one specific aspect of the Shuttle Retrun-To-Flight IH-108 Aerothermal Test at Calspan-University of Buffalo Research Center (CUBRC), the test flow field calibration. It showed the versatility of the CUBRC Large Energy National Shock Tunnel (LENS) II wind tunnel for an aerothermal test with unique and demanding requirements. CFD analyses were used effectively to extend the test range at the low end of the Mach range. It demonstrated how ground test facility and CFD synergy can be utilitzed iteratively to enhance the confidence in the fedility of both tools. It addressed the lingering concerns of the aerothermal community on use of inpulse facility and CFD analysis. At the conclusion of the test program, members from the NASA Marshall (MSFC), CUBRC and USA (United Space Alliance) Consultants (The Grey Beards) were asked to independently verify the flight scaling data generated by Boeing for flight certification of the re-designed external tank (ET) components. The blind test comparison showed very good results.

Development of an integrated set of research facilities for the support of research flight test

NASA Technical Reports Server (NTRS)

Moore, Archie L.; Harney, Constance D.

1988-01-01

The Ames-Dryden Flight Research Facility (DFRF) serves as the site for high-risk flight research on many one-of-a-kind test vehicles like the X-29A advanced technology demonstrator, F-16 advanced fighter technology integration (AFTI), AFTI F-111 mission adaptive wing, and F-18 high-alpha research vehicle (HARV). Ames-Dryden is on a section of the historic Muroc Range. The facility is oriented toward the testing of high-performance aircraft, as shown by its part in the development of the X-series aircraft. Given the cost of research flight tests and the complexity of today's systems-driven aircraft, an integrated set of ground support experimental facilities is a necessity. In support of the research flight test of highly advanced test beds, the DFRF is developing a network of facilities to expedite the acquisition and distribution of flight research data to the researcher. The network consists of an array of experimental ground-based facilities and systems as nodes and the necessary telecommunications paths to pass research data and information between these facilities. This paper presents the status of the current network, an overview of current developments, and a prospectus on future major enhancements.

Real-time application of knowledge-based systems

NASA Technical Reports Server (NTRS)

Brumbaugh, Randal W.; Duke, Eugene L.

1989-01-01

The Rapid Prototyping Facility (RPF) was developed to meet a need for a facility which allows flight systems concepts to be prototyped in a manner which allows for real-time flight test experience with a prototype system. This need was focused during the development and demonstration of the expert system flight status monitor (ESFSM). The ESFSM was a prototype system developed on a LISP machine, but lack of a method for progressive testing and problem identification led to an impractical system. The RPF concept was developed, and the ATMS designed to exercise its capabilities. The ATMS Phase 1 demonstration provided a practical vehicle for testing the RPF, as well as a useful tool. ATMS Phase 2 development continues. A dedicated F-18 is expected to be assigned for facility use in late 1988, with RAV modifications. A knowledge-based autopilot is being developed using the RPF. This is a system which provides elementary autopilot functions and is intended as a vehicle for testing expert system verification and validation methods. An expert system propulsion monitor is being prototyped. This system provides real-time assistance to an engineer monitoring a propulsion system during a flight.

Flow Disturbance Characterization Measurements in the National Transonic Facility

NASA Technical Reports Server (NTRS)

King, Rudolph A.; Andino, Marlyn Y.; Melton, Latunia; Eppink, Jenna; Kegerise, Michael A.; Tsoi, Andrew

2012-01-01

Recent flow measurements have been acquired in the National Transonic Facility (NTF) to assess the unsteady flow environment in the test section. The primary purpose of the test is to determine the feasibility of the NTF to conduct laminar-flow-control testing and boundary-layer transition sensitive testing. The NTF can operate in two modes, warm (air) and cold/cryogenic (nitrogen) test conditions for testing full and semispan scaled models. The warm-air mode enables low to moderately high Reynolds numbers through the use of high tunnel pressure, and the nitrogen mode enables high Reynolds numbers up to flight conditions, depending on aircraft type and size, utilizing high tunnel pressure and cryogenic temperatures. NASA's Environmentally Responsible Aviation (ERA) project is interested in demonstrating different laminar-flow technologies at flight-relevant operating conditions throughout the transonic Mach number range and the NTF is well suited for the initial ground-based demonstrations. Roll polar data at selected test conditions were obtained to look at the uniformity of the flow disturbance field in the test section. Data acquired from the rake probes included mean total temperatures, mean and fluctuating static/total pressures, and mean and fluctuating hot-wire measurements. . Based on the current measurements and previous data, an assessment was made that the NTF is a suitable facility for ground-based demonstrations of laminar-flow technologies at flight-relevant conditions in the cryogenic mode.

A Turbine-powered UAV Controls Testbed

NASA Technical Reports Server (NTRS)

Motter, Mark A.; High, James W.; Guerreiro, Nelson M.; Chambers, Ryan S.; Howard, Keith D.

2007-01-01

The latest version of the NASA Flying Controls Testbed (FLiC) integrates commercial-off-the-shelf components including airframe, autopilot, and a small turbine engine to provide a low cost experimental flight controls testbed capable of sustained speeds up to 200 mph. The series of flight tests leading up to the demonstrated performance of the vehicle in sustained, autopiloted 200 mph flight at NASA Wallops Flight Facility's UAV runway in August 2006 will be described. Earlier versions of the FLiC were based on a modified Army target drone, AN/FQM-117B, developed as part of a collaboration between the Aviation Applied Technology Directorate at Fort Eustis, Virginia and NASA Langley Research Center. The newer turbine powered platform (J-FLiC) builds on the successes using the relatively smaller, slower and less expensive unmanned aerial vehicle developed specifically to test highly experimental flight control approaches with the implementation of C-coded experimental controllers. Tracking video was taken during the test flights at Wallops and will be available for presentation at the conference. Analysis of flight data from both remotely piloted and autopiloted flights will be presented. Candidate experimental controllers for implementation will be discussed. It is anticipated that flight testing will resume in Spring 2007 and those results will be included, if possible.

Flight experience with a fail-operational digital fly-by-wire control system

NASA Technical Reports Server (NTRS)

Brown, S. R.; Szalai, K. J.

1977-01-01

The NASA Dryden Flight Research Center is flight testing a triply redundant digital fly-by-wire (DFBW) control system installed in an F-8 aircraft. The full-time, full-authority system performs three-axis flight control computations, including stability and command augmentation, autopilot functions, failure detection and isolation, and self-test functions. Advanced control law experiments include an active flap mode for ride smoothing and maneuver drag reduction. This paper discusses research being conducted on computer synchronization, fault detection, fault isolation, and recovery from transient faults. The F-8 DFBW system has demonstrated immunity from nuisance fault declarations while quickly identifying truly faulty components.

X-48C Hybrid - Blended Wing Body Demonstrator

NASA Image and Video Library

2013-02-28

NASA X-48C Hybrid Wing Body aircraft flew over one of the runways laid out on Rogers Dry Lake at Edwards Air Force Base, CA, during a test flight from NASA's Dryden Flight Research Center on Feb. 28, 2013.

Flight test experience with high-alpha control system techniques on the F-14 airplane

NASA Technical Reports Server (NTRS)

Gera, J.; Wilson, R. J.; Enevoldson, E. K.; Nguyen, L. T.

1981-01-01

Improved handling qualities of fighter aircraft at high angles of attack can be provided by various stability and control augmentation techniques. NASA and the U.S. Navy are conducting a joint flight demonstration of these techniques on an F-14 airplane. This paper reports on the flight test experience with a newly designed lateral-directional control system which suppresses such high angle of attack handling qualities problems as roll reversal, wing rock, and directional divergence while simultaneously improving departure/spin resistance. The technique of integrating a piloted simulation into the flight program was used extensively in this program. This technique had not been applied previously to high angle of attack testing and required the development of a valid model to simulate the test airplane at extremely high angles of attack.

Development and flight test of a helicopter compact, portable, precision landing system concept

NASA Technical Reports Server (NTRS)

Clary, G. R.; Bull, J. S.; Davis, T. J.; Chisholm, J. P.

1984-01-01

An airborne, radar-based, precision approach concept is being developed and flight tested as a part of NASA's Rotorcraft All-Weather Operations Research Program. A transponder-based beacon landing system (BLS) applying state-of-the-art X-band radar technology and digital processing techniques, was built and is being flight tested to demonstrate the concept feasibility. The BLS airborne hardware consists of an add-on microprocessor, installed in conjunction with the aircraft weather/mapping radar, which analyzes the radar beacon receiver returns and determines range, localizer deviation, and glide-slope deviation. The ground station is an inexpensive, portable unit which can be quickly deployed at a landing site. Results from the flight test program show that the BLS concept has a significant potential for providing rotorcraft with low-cost, precision instrument approach capability in remote areas.

Impact of Vehicle Flexibility on IRVE-II Flight Dynamics

NASA Technical Reports Server (NTRS)

Bose, David M.; Toniolo, Matthew D.; Cheatwood, F. M.; Hughes, Stephen J.; Dillman, Robert A.

2011-01-01

The Inflatable Re-entry Vehicle Experiment II (IRVE-II) successfully launched from Wallops Flight Facility (WFF) on August 17, 2009. The primary objectives of this flight test were to demonstrate inflation and re-entry survivability, assess the thermal and drag performance of the reentry vehicle, and to collect flight data for refining pre-flight design and analysis tools. Post-flight analysis including trajectory reconstruction outlined in O Keefe3 demonstrated that the IRVE-II Research Vehicle (RV) met mission objectives but also identified a few anomalies of interest to flight dynamics engineers. Most notable of these anomalies was high normal acceleration during the re-entry pressure pulse. Deflection of the inflatable aeroshell during the pressure pulse was evident in flight video and identified as the likely cause of the anomaly. This paper provides a summary of further post-flight analysis with particular attention to the impact of aeroshell flexibility on flight dynamics and the reconciliation of flight performance with pre-flight models. Independent methods for estimating the magnitude of the deflection of the aeroshell experienced on IRVE-II are discussed. The use of the results to refine models for pre-flight prediction of vehicle performance is then described.

Flight tests of the 4D flight guidance display

NASA Astrophysics Data System (ADS)

Below, Christian; von Viebahn, Harro; Purpus, Matthias

1997-06-01

A perspective primary flight and a navigation display format were evaluated in a flying testbed. The flight tests comprised ILS- and standard approaches as well as low level operations utilizing the depiction of a spatial channel, and demonstrations of the inherent ground proximity warning function. In the cockpit of the VFW614, the left seat was equipped with a sidestick and a flat panel display, which showed both the 4D-display an the Navigation Display format. Airline and airforce pilots flew several missions each. Although most of the pilots criticizes that a typical flight director commanding the aircraft's attitude was missing, they could follow the channel precisely. However, some airline pilots stated a lack of vertical guidance information during the final approach. Leaving and re- entering the channel could be easily accomplished form any direction. In summary pilots' assessment of the display concept yielded an overall improvement of SA. In particular it was stated that displays are an appropriate means to avoid CFIT accidents. With the fist prototypes of 3D- graphics generators designed for avionics available the flight evaluation will continue including feasibility demonstrations of high-performance graphics for civil and military aircraft applications.

Flight Demonstration of Integrated Airport Surface Movement Technologies

NASA Technical Reports Server (NTRS)

Young, Steven D.; Jones, Denise R.

1998-01-01

This document describes operations associated with a set of flight experiments and demonstrations using a Boeing-757-200 research aircraft as part of low visibility landing and surface operations (LVLASO) research activities. To support this experiment, the B-757 performed flight and taxi operations at the Atlanta Hartsfield International Airport in Atlanta, GA. The test aircraft was equipped with experimental displays that were designed to provide flight crews with sufficient information to enable safe, expedient surface operations in any weather condition down to a runway visual range of 300 feet. In addition to flight deck displays and supporting equipment onboard the B-757, there was also a ground-based component of the system that provided for ground controller inputs and surveillance of airport surface movements. Qualitative and quantitative results are discussed.

Performance Enhancement of a Full-Scale Vertical Tail Model Equipped with Active Flow Control

NASA Technical Reports Server (NTRS)

Whalen, Edward A.; Lacy, Douglas; Lin, John C.; Andino, Marlyn Y.; Washburn, Anthony E.; Graff, Emilio; Wygnanski, Israel J.

2015-01-01

This paper describes wind tunnel test results from a joint NASA/Boeing research effort to advance active flow control (AFC) technology to enhance aerodynamic efficiency. A full-scale Boeing 757 vertical tail model equipped with sweeping jet actuators was tested at the National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Foot Wind Tunnel (40x80) at NASA Ames Research Center. The model was tested at a nominal airspeed of 100 knots and across rudder deflections and sideslip angles that covered the vertical tail flight envelope. A successful demonstration of AFC-enhanced vertical tail technology was achieved. A 31- actuator configuration significantly increased side force (by greater than 20%) at a maximum rudder deflection of 30deg. The successful demonstration of this application has cleared the way for a flight demonstration on the Boeing 757 ecoDemonstrator in 2015.

Hot-Fire Testing of 5N and 22N HPGP Thrusters

NASA Technical Reports Server (NTRS)

Burnside, Christopher G.; Pedersen, Kevin W.; Pierce, Charles W.

2015-01-01

This hot-fire test continues NASA investigation of green propellant technologies for future missions. To show the potential for green propellants to replace some hydrazine systems in future spacecraft, NASA Marshall Space Flight Center (MSFC) is continuing to embark on hot-fire test campaigns with various green propellant blends.NASA completed hot-fire testing of 5N and 22N HPGP thrusters at the Marshall Space Flight Center’s Component Development Area altitude test stand in April 2015. Both thrusters are ground test articles and not flight ready units, but are representative of potential flight hardware with a known path towards flight application. The purpose of the 5N testing was to perform facility check-outs and generate a small set of data for comparison to ECAPS and Orbital ATK data sets. The 5N thruster performed as expected with thrust and propellant flow-rate data generated that are similar to previous testing at Orbital ATK. Immediately following the 5N testing, and using the same facility, the 22N testing was conducted on the same test stand with the purpose of demonstrating the 22N performance. The results of 22N testing indicate it performed as expected.The results of the hot-fire testing are presented in this paper and presentation.

Flight Testing of Terrain-Relative Navigation and Large-Divert Guidance on a VTVL Rocket

NASA Technical Reports Server (NTRS)

Trawny, Nikolas; Benito, Joel; Tweddle, Brent; Bergh, Charles F.; Khanoyan, Garen; Vaughan, Geoffrey M.; Zheng, Jason X.; Villalpando, Carlos Y.; Cheng, Yang; Scharf, Daniel P.;

Photogrammetric Measurements of an EH-60L Brownout Cloud

NASA Technical Reports Server (NTRS)

Wong, Oliver D.; Tanner, Philip E.

2010-01-01

There is a critical lack of quantitative data regarding the mechanism of brownout cloud formation. Recognizing this, tests were conducted during the Air Force Research Lab 3D-LZ Brownout Test at the US Army Yuma Proving Ground. Photogrammetry was utilized during two rounds of flight tests with an instrumented EH-60L Black Hawk to determine if this technique could quantitatively measure the formation and evolution of a brownout cloud. Specific areas of interest include the location, size, and average convective velocity of the cloud, along with the characteristics of any defined structures within it. Following the first flight test, photogrammetric data were validated through comparison with onboard vehicle data. Lessons learned from this test were applied to the development of an improved photogrammetry system. A second flight test, utilizing the improved system, demonstrated that obtaining quantitative measurements of the brownout cloud are possible. Results from these measurements are presented in the paper. Flow visualization with chalk dust seeding was also tested. It was observed that pickup forces of the brownout cloud appear to be very low. Overall, these tests demonstrate the viability of photogrammetry as a means for quantifying brownout cloud formation and evolution.

GFAST Software Demonstration

NASA Image and Video Library

2017-03-17

NASA engineers and test directors gather in Firing Room 3 in the Launch Control Center at NASA's Kennedy Space Center in Florida, to watch a demonstration of the automated command and control software for the agency's Space Launch System (SLS) and Orion spacecraft. The software is called the Ground Launch Sequencer. It will be responsible for nearly all of the launch commit criteria during the final phases of launch countdowns. The Ground and Flight Application Software Team (GFAST) demonstrated the software. It was developed by the Command, Control and Communications team in the Ground Systems Development and Operations (GSDO) Program. GSDO is helping to prepare the center for the first test flight of Orion atop the SLS on Exploration Mission 1.

A Methodology for Flight-Time Identification of Helicopter-Slung Load Frequency Response Characteristics Using CIFER

NASA Technical Reports Server (NTRS)

Sahai, Ranjana; Pierce, Larry; Cicolani, Luigi; Tischler, Mark

1998-01-01

Helicopter slung load operations are common in both military and civil contexts. The slung load adds load rigid body modes, sling stretching, and load aerodynamics to the system dynamics, which can degrade system stability and handling qualities, and reduce the operating envelope of the combined system below that of the helicopter alone. Further, the effects of the load on system dynamics vary significantly among the large range of loads, slings, and flight conditions that a utility helicopter will encounter in its operating life. In this context, military helicopters and loads are often qualified for slung load operations via flight tests which can be time consuming and expensive. One way to reduce the cost and time required to carry out these tests and generate quantitative data more readily is to provide an efficient method for analysis during the flight, so that numerous test points can be evaluated in a single flight test, with evaluations performed in near real time following each test point and prior to clearing the aircraft to the next point. Methodology for this was implemented at Ames and demonstrated in slung load flight tests in 1997 and was improved for additional flight tests in 1999. The parameters of interest for the slung load tests are aircraft handling qualities parameters (bandwidth and phase delay), stability margins (gain and phase margin), and load pendulum roots (damping and natural frequency). A procedure for the identification of these parameters from frequency sweep data was defined using the CIFER software package. CIFER is a comprehensive interactive package of utilities for frequency domain analysis previously developed at Ames for aeronautical flight test applications. It has been widely used in the US on a variety of aircraft, including some primitive flight time analysis applications.

Preliminary Design Program: Vapor Compression Distillation Flight Experiment Program

NASA Technical Reports Server (NTRS)

Schubert, F. H.; Boyda, R. B.

1995-01-01

This document provides a description of the results of a program to prepare a preliminary design of a flight experiment to demonstrate the function of a Vapor Compression Distillation (VCD) Wastewater Processor (WWP) in microgravity. This report describes the test sequence to be performed and the hardware, control/monitor instrumentation and software designs prepared to perform the defined tests. the purpose of the flight experiment is to significantly reduce the technical and programmatic risks associated with implementing a VCD-based WWP on board the International Space Station Alpha.

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center at Mojave Airport in Southern California.

NASA Image and Video Library

2003-04-03

Scaled Composites' Proteus aircraft and an F/A-18 Hornet from NASA's Dryden Flight Research Center at Mojave Airport in Southern California. The unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. NASA Dryden's F/A-18 Hornet was one of many different aircraft used in the tests.

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

NASA Technical Reports Server (NTRS)

Orme, John S.; Sims, Robert L.

1998-01-01

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

Lateral spread of sonic boom measurements from US Air Force boomfile flight tests

NASA Technical Reports Server (NTRS)

Downing, J. Micah

1992-01-01

A series of sonic boom flight tests were conducted by the US Air Force at Edwards AFB in 1987 with current supersonic DOD aircraft. These tests involved 43 flights by various aircraft at different Mach number and altitude combinations. The measured peak overpressures to predicted values as a function of lateral distance are compared. Some of the flights are combined into five groups because of the varying profiles and the limited number of sonic booms obtained during this study. The peak overpressures and the lateral distances are normalized with respect to the Carlson method predicted centerline overpressures and lateral cutoff distances, respectively, to facilitate comparisons between sonic boom data from similar flight profiles. It is demonstrated that the data agrees with sonic boom theory and previous studies and adds to the existing sonic boom database by including sonic boom signatures, tracking, and weather data in a digital format.

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

NASA Technical Reports Server (NTRS)

Orme, John S.; Sims, Robert L.

1999-01-01

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

Simulation and flight test evaluation of head-up-display guidance for harrier approach transitions

NASA Technical Reports Server (NTRS)

Dorr, D. W.; Moralez, E., III; Merrick, V. K.

1994-01-01

Position and speed guidance displays for STOVL aircraft curved, decelerating approaches to hover and vertical landing have been evaluated for their effectiveness in reducing pilot workload and improving performance. The NASA V/STOL Systems Research Aircraft, a modified YAV-8B Harrier prototype, was used to evaluate the displays in flight, whereas the NASA Ames Vertical Motion Simulator was used to extend the flight test results to instrument meteorological conditions (IMC) and to examine performance in various conditions of wind and turbulence. The simulation data showed close correlation with the flight test data, and both demonstrated the feasibility of the displays. With the exception of the hover task in zero visibility, which was level-3, averaged Copper-Harper handling qualities ratings given during simulation were level-2 for both the approach task and the hover task in all conditions. During flight tests in calm and clear conditions, the displays also gave rise to level-2 handling qualities ratings. Pilot opinion showed that the guidance displays would be useful in visual flight, especially at night, as well as in IMC.

Ground and flight test results of a total main rotor isolation system

NASA Technical Reports Server (NTRS)

Halwes, Dennis R.

1987-01-01

A six degree-of-freedom (DOF) isolation system using six LIVE units has been installed under an Army/NASA contract on a Bell 206LM helicopter. This system has been named the Total Rotor Isolation System, or TRIS. To determine the effectiveness of TRIS in reducing helicopter vibration, a flight verification study was conducted at Bell's Flight Research Center in Arlington, Texas. The flight test data indicate that the 4/rev vibration level at the pilot's seat were suppressed below the 0.04g level throughout the transition envelope. Flight tests indicate over 95% suppression of vibration level from the rotor hub to the pilot's seat. The TRIS installation was designed with a decoupled control system and has shown a significant improvement in aircraft flying qualities, such that it permitted the trimmed aircraft to be flown hands-off for a significant period of time, over 90 seconds. The TRIS flight test program has demonstrated a system that greatly reduces vibration levels of a current-generation helicopter, while significantly improving the flying qualities to a point where stability augmentation is no longer a requirement.

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

NASA Technical Reports Server (NTRS)

Horton, Timothy W.; Kempel, Robert W.

1988-01-01

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

Test and evaluation of the HIDEC engine uptrim algorithm

NASA Technical Reports Server (NTRS)

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

1986-01-01

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

Visual Advantage of Enhanced Flight Vision System During NextGen Flight Test Evaluation

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Harrison, Stephanie J.; Bailey, Randall E.; Shelton, Kevin J.; Ellis, Kyle K.

2014-01-01

Synthetic Vision Systems and Enhanced Flight Vision System (SVS/EFVS) technologies have the potential to provide additional margins of safety for aircrew performance and enable operational improvements for low visibility operations in the terminal area environment. Simulation and flight tests were jointly sponsored by NASA's Aviation Safety Program, Vehicle Systems Safety Technology project and the Federal Aviation Administration (FAA) to evaluate potential safety and operational benefits of SVS/EFVS technologies in low visibility Next Generation Air Transportation System (NextGen) operations. The flight tests were conducted by a team of Honeywell, Gulfstream Aerospace Corporation and NASA personnel with the goal of obtaining pilot-in-the-loop test data for flight validation, verification, and demonstration of selected SVS/EFVS operational and system-level performance capabilities. Nine test flights were flown in Gulfstream's G450 flight test aircraft outfitted with the SVS/EFVS technologies under low visibility instrument meteorological conditions. Evaluation pilots flew 108 approaches in low visibility weather conditions (600 feet to 3600 feet reported visibility) under different obscurants (mist, fog, drizzle fog, frozen fog) and sky cover (broken, overcast). Flight test videos were evaluated at three different altitudes (decision altitude, 100 feet radar altitude, and touchdown) to determine the visual advantage afforded to the pilot using the EFVS/Forward-Looking InfraRed (FLIR) imagery compared to natural vision. Results indicate the EFVS provided a visual advantage of two to three times over that of the out-the-window (OTW) view. The EFVS allowed pilots to view the runway environment, specifically runway lights, before they would be able to OTW with natural vision.

Flight Test of Propulsion Monitoring and Diagnostic System

NASA Technical Reports Server (NTRS)

Gabel, Steve; Elgersma, Mike

2002-01-01

The objective of this program was to perform flight tests of the propulsion monitoring and diagnostic system (PMDS) technology concept developed by Honeywell under the NASA Advanced General Aviation Transport Experiment (AGATE) program. The PMDS concept is intended to independently monitor the performance of the engine, providing continuous status to the pilot along with warnings if necessary as well as making the data available to ground maintenance personnel via a special interface. These flight tests were intended to demonstrate the ability of the PMDS concept to detect a class of selected sensor hardware failures, and the ability to successfully model the engine for the purpose of engine diagnosis.

Flight test results of the strapdown ring laser gyro tetrad inertial navigation system

NASA Technical Reports Server (NTRS)

Carestia, R. A.; Hruby, R. J.; Bjorkman, W. S.

1983-01-01

A helicopter flight test program undertaken to evaluate the performance of Tetrad (a strap down, laser gyro, inertial navigation system) is described. The results of 34 flights show a mean final navigational velocity error of 5.06 knots, with a standard deviation of 3.84 knots; a corresponding mean final position error of 2.66 n. mi., with a standard deviation of 1.48 n. mi.; and a modeled mean position error growth rate for the 34 tests of 1.96 knots, with a standard deviation of 1.09 knots. No laser gyro or accelerometer failures were detected during the flight tests. Off line parity residual studies used simulated failures with the prerecorded flight test and laboratory test data. The airborne Tetrad system's failure--detection logic, exercised during the tests, successfully demonstrated the detection of simulated ""hard'' failures and the system's ability to continue successfully to navigate by removing the simulated faulted sensor from the computations. Tetrad's four ring laser gyros provided reliable and accurate angular rate sensing during the 4 yr of the test program, and no sensor failures were detected during the evaluation of free inertial navigation performance.

Flight testing and frequency domain analysis for rotorcraft handling qualities characteristics

NASA Technical Reports Server (NTRS)

Ham, Johnnie A.; Gardner, Charles K.; Tischler, Mark B.

1993-01-01

A demonstration of frequency domain flight testing techniques and analyses was performed on a U.S. Army OH-58D helicopter in support of the OH-58D Airworthiness and Flight Characteristics Evaluation and the Army's development and ongoing review of Aeronautical Design Standard 33C, Handling Qualities Requirements for Military Rotorcraft. Hover and forward flight (60 knots) tests were conducted in 1 flight hour by Army experimental test pilots. Further processing of the hover data generated a complete database of velocity, angular rate, and acceleration frequency responses to control inputs. A joint effort was then undertaken by the Airworthiness Qualification Test Directorate (AQTD) and the U.S. Army Aeroflightdynamics Directorate (AFDD) to derive handling qualities information from the frequency response database. A significant amount of information could be extracted from the frequency domain database using a variety of approaches. This report documents numerous results that have been obtained from the simple frequency domain tests; in many areas, these results provide more insight into the aircraft dynamics that affect handling qualities than to traditional flight tests. The handling qualities results include ADS-33C bandwidth and phase delay calculations, vibration spectral determinations, transfer function models to examine single axis results, and a six degree of freedom fully coupled state space model. The ability of this model to accurately predict aircraft responses was verified using data from pulse inputs. This report also documents the frequency-sweep flight test technique and data analysis used to support the tests.

Flight Experiments for Living With a Star Space Environment Testbed (LWS-SET): Relationship to Technology

NASA Technical Reports Server (NTRS)

LaBel, Kenneth A.; Barth, Janet L.; Brewer, Dana A.

2003-01-01

This viewgraph presentation provides information on flight validation experiments for technologies to determine solar effects. The experiments are intended to demonstrate tolerance to a solar variant environment. The technologies tested are microelectronics, photonics, materials, and sensors.

Flight test of a passive millimeter-wave imaging system

NASA Astrophysics Data System (ADS)

Martin, Christopher A.; Manning, Will; Kolinko, Vladimir G.; Hall, Max

2005-05-01

A real-time passive millimeter-wave imaging system with a wide-field of view and 3K temperature sensitivity is described. The system was flown on a UH-1H helicopter in a flight test conducted by the U.S. Army RDECOM CERDEC Night Vision and Electronic Sensors Directorate (NVESD). We collected approximately eight hours of data over the course of the two-week flight test. Flight data was collected in horizontal and vertical polarizations at look down angles from 0 to 40 degrees. Speeds varied from 0 to 90 knots and altitudes varied from 0' to 1000'. Targets imaged include roads, freeways, railroads, houses, industrial buildings, power plants, people, streams, rivers, bridges, cars, trucks, trains, boats, planes, runways, treelines, shorelines, and the horizon. The imaging system withstood vibration and temperature variations, but experienced some RF interference. The flight test demonstrated the system's capabilities as an airborne navigation and surveillance aid. It also performed in a personnel recovery scenario.

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

NASA Technical Reports Server (NTRS)

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

1985-01-01

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

X-40A Free Flight #5

NASA Technical Reports Server (NTRS)

2001-01-01

X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. The X-37, carried into orbit by the Space Shuttle, is planned to fly two orbital missions to test reusable launch vehicle technologies.

X-40A Free Flight #5

NASA Image and Video Library

2001-05-08

X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound.

Cooperative Collision Avoidance Technology Demonstration Data Analysis Report

NASA Technical Reports Server (NTRS)

2007-01-01

This report details the National Aeronautics and Space Administration (NASA) Access 5 Project Office Cooperative Collision Avoidance (CCA) Technology Demonstration for unmanned aircraft systems (UAS) conducted from 21 to 28 September 2005. The test platform chosen for the demonstration was the Proteus Optionally Piloted Vehicle operated by Scaled Composites, LLC, flown out of the Mojave Airport, Mojave, CA. A single intruder aircraft, a NASA Gulf stream III, was used during the demonstration to execute a series of near-collision encounter scenarios. Both aircraft were equipped with Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B) systems. The objective of this demonstration was to collect flight data to support validation efforts for the Access 5 CCA Work Package Performance Simulation and Systems Integration Laboratory (SIL). Correlation of the flight data with results obtained from the performance simulation serves as the basis for the simulation validation. A similar effort uses the flight data to validate the SIL architecture that contains the same sensor hardware that was used during the flight demonstration.

Atmospheric reentry flight test of winged space vehicle

NASA Astrophysics Data System (ADS)

Inatani, Yoshifumi; Akiba, Ryojiro; Hinada, Motoki; Nagatomo, Makoto

A summary of the atmospheric reentry flight experiment of winged space vehicle is presented. The test was conducted and carried out by the Institute of Space and Astronautical Science (ISAS) in Feb. 1992 in Kagoshima Space Center. It is the first Japanese atmospheric reentry flight of the controlled lifting vehicle. A prime objective of the flight is to demonstrate a high speed atmospheric entry flight capability and high-angle-of-attack flight capability in terms of aerodynamics, flight dynamics and flight control of these kind of vehicles. The launch of the winged vehicle was made by balloon and solid propellant rocket booster which was also the first trial in Japan. The vehicle accomplishes the lfight from space-equivalent condition to the atmospheric flight condition where reaction control system (RCS) attitude stabilization and aerodynamic control was used, respectively. In the flight, the vehicle's attitude was measured by both an inertial measurement unit (IMU) and an air data sensor (ADS) which were employed into an auto-pilot flight control loop. After completion of the entry transient flight, the vehicle experienced unexpected instability during the atmospheric decelerating flight; however, it recovered the attitude orientation and completed the transonic flight after that. The latest analysis shows that it is due to the ADS measurement error and the flight control gain scheduling; what happened was all understood. Some details of the test and the brief summary of the current status of the post flight analysis are presented.

Hyper-X Stage Separation Wind Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, W. C.; Holland, S. D.; DiFulvio, M.

2000-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system, the vehicle must depend upon some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind tunnel tests to support multi degree of freedom simulation of the separation process. Representative results from each series of tests are presented and issues and concerns during the process and current status will be highlighted.

Hyper-X Stage Separation Wind-Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, William C.; Holland, Scott D.; DiFulvio, Michael

2001-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system the vehicle must depend on some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind-tunnel tests to support multi-degree-of-freedom simulation of the separation process. Representative results from each series of tests are presented, and issues and concerns during the process and current status are highlighted.

Hyper-X Storage Separation Wind Tunnel Test Program

NASA Technical Reports Server (NTRS)

Woods, William C.; Holland, Scott D.; Difulvio, Michael

2000-01-01

NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow, conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system, the vehicle must depend upon some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind tunnel tests to support multi degree of freedom simulation of the separation process. Representative results from each series of tests are presented and issues and concerns during the process and current status will be highlighted.

KSC-2014-2361

NASA Image and Video Library

2014-05-01

CAPE CANAVERAL, Fla. – Inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida, engineers and technicians have prepared the ground test article Launch Abort System, or LAS, ogive panel and an Orion crew module simulator for a GIZMO demonstration test. A technician moves the GIZMO, a pneumatically-balanced manipulator that will be used for installation of the crew module and LAS flight hatches for the uncrewed Exploration Flight Test-1 and Exploration Mission-1, toward the mockup. The Ground Systems Development and Operations Program is running the test to demonstrate that the GIZMO can meet the reach and handling requirements for the task. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-2359

NASA Image and Video Library

2014-05-01

CAPE CANAVERAL, Fla. – Inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida, engineers and technicians prepare the ground test article Launch Abort System, or LAS, ogive panel and an Orion crew module simulator for a GIZMO demonstration test. The GIZMO is a pneumatically-balanced manipulator that will be used for installation of the crew module and LAS flight hatches for the uncrewed Exploration Flight Test-1 and Exploration Mission-1. The Ground Systems Development and Operations Program is running the test to demonstrate that the GIZMO can meet the reach and handling requirements for the task. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-2358

NASA Image and Video Library

2014-05-01

CAPE CANAVERAL, Fla. – Inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida, engineers and technicians prepare the ground test article Launch Abort System, or LAS, ogive panel and an Orion crew module simulator for a GIZMO demonstration test. The GIZMO is a pneumatically-balanced manipulator that will be used for installation of the crew module and LAS flight hatches for the uncrewed Exploration Flight Test-1 and Exploration Mission-1. The Ground Systems Development and Operations Program is running the test to demonstrate that the GIZMO can meet the reach and handling requirements for the task. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-2362

NASA Image and Video Library

2014-05-01

CAPE CANAVERAL, Fla. – Inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida, engineers and technicians have prepared the ground test article Launch Abort System, or LAS, ogive panel and an Orion crew module simulator for a GIZMO demonstration test. A technician moves the GIZMO, a pneumatically-balanced manipulator that will be used for installation of the crew module and LAS flight hatches for the uncrewed Exploration Flight Test-1 and Exploration Mission-1, toward the mockup. The Ground Systems Development and Operations Program is running the test to demonstrate that the GIZMO can meet the reach and handling requirements for the task. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-2360

NASA Image and Video Library

2014-05-01

CAPE CANAVERAL, Fla. – Inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida, engineers and technicians prepare the ground test article Launch Abort System, or LAS, ogive panel and an Orion crew module simulator for a GIZMO demonstration test. A technician moves the GIZMO, a pneumatically-balanced manipulator that will be used for installation of the crew module and LAS flight hatches for the uncrewed Exploration Flight Test-1 and Exploration Mission-1, toward the mockup. The Ground Systems Development and Operations Program is running the test to demonstrate that the GIZMO can meet the reach and handling requirements for the task. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

CID-720 aircraft Langley Research Center preflight hardware tests: Development, flight acceptance and qualification

NASA Technical Reports Server (NTRS)

Pride, J. D.

1986-01-01

The testing conducted on LaRC-developed hardware for the controlled impact demonstration transport aircraft is discussed. To properly develop flight qualified crash systems, two environments were considered: the aircraft flight environment with the focus on vibration and temperature effects, and the crash environment with the long pulse shock effects. Also with the large quantity of fuel in the wing tanks the possibility of fire was considered to be a threat to data retrieval and thus fire tests were included in the development test process. The aircraft test successfully demonstrated the performance of the LaRC developed heat shields. Good telemetered data (S-band) was received during the impact and slide-out phase, and even after the aircraft came to rest. The two onboard DAS tape recorders were protected from the intense fire and high quality tape data was recovered. The complete photographic system performed as planned throughout the 40.0 sec of film supply. The four photo power distribution pallets remained in good condition and all ten onboard 16 mm high speed (400 frames/sec) cameras produced good film data.

Flight Qualification of the NASA's Super Pressure Balloon

NASA Astrophysics Data System (ADS)

Cathey, Henry; Said, Magdi; Fairbrother, Debora

Designs of new balloons to support space science require a number of actual flights under various flight conditions to qualify them to as standard balloon flight offerings to the science community. Development of the new Super Pressure Balloon for the National Aeronautics and Space Administration’s Balloon Program Office has entailed employing new design, analysis, and production techniques to advance the state of the art. Some of these advances have been evolutionary steps and some have been revolutionary steps requiring a maturing understanding of the materials, designs, and manufacturing approaches. The NASA Super Pressure Balloon development end goal is to produce a flight vehicle that is qualified to carry a ton of science instrumentation, at an altitude greater than 33 km while maintaining a near constant pressure altitude for extended periods of up to 100 days, and at any latitude on the globe. The NASA’s Balloon Program Office has pursued this development in a carefully executed incremental approach by gradually increasing payload carrying capability and increasing balloon volume to reach these end goal. A very successful test flight of a ~200,700 m3 balloon was launch in late 2008 from Antarctica. This balloon flew for over 54 days at a constant altitude and circled the Antarctic continent almost three times. A larger balloon was flown from Antarctica in early 2011. This ~422,400 m3 flew at a constant altitude for 22 days making one circuit around Antarctica. Although the performance was nominal, the flight was terminated via command to recover high valued assets from the payload. The balloon designed to reach the program goals is a ~532,200 m3 pumpkin shaped Super Pressure Balloon. A test flight of this balloon was launched from the Swedish Space Corporation’s Esrange Balloon Launch Facilities near Kiruna, Sweden on 14 August, 2012. This flight was another success for this development program. Valuable information was gained from this short test flight by successfully demonstrated balloon vehicle performance, obtained a large amount of videos, measured balloon differential pressure, obtained temperature and altitude data, assessed structure strength through pressurization, and demonstrated the balloon vehicles altitude stability. This flight was the first of several to qualify this design for the science community. Results of the most recent flights will be presented. Some of the related material characterization testing which is vital to the balloon design development for the balloon will also be presented. Additionally, this paper will provide a current overview of the development and qualification approach pursued for the NASA’s Super Pressure Balloon. Future plans and goals of future test flights will also be presented. This will include the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

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

NASA Technical Reports Server (NTRS)

Dodson, R. O., Jr.

1982-01-01

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

Digital electronic engine control history

NASA Technical Reports Server (NTRS)

Putnam, T. W.

1984-01-01

Full authority digital electronic engine controls (DEECs) were studied, developed, and ground tested because of projected benefits in operability, improved performance, reduced maintenance, improved reliability, and lower life cycle costs. The issues of operability and improved performance, however, are assessed in a flight test program. The DEEC on a F100 engine in an F-15 aircraft was demonstrated and evaluated. The events leading to the flight test program are chronicled and important management and technical results are identified.

Implementation of an Adaptive Controller System from Concept to Flight Test

NASA Technical Reports Server (NTRS)

Larson, Richard R.; Burken, John J.; Butler, Bradley S.

2009-01-01

The National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) is conducting ongoing flight research using adaptive controller algorithms. A highly modified McDonnell-Douglas NF-15B airplane called the F-15 Intelligent Flight Control System (IFCS) was used for these algorithms. This airplane has been modified by the addition of canards and by changing the flight control systems to interface a single-string research controller processor for neural network algorithms. Research goals included demonstration of revolutionary control approaches that can efficiently optimize aircraft performance for both normal and failure conditions, and to advance neural-network-based flight control technology for new aerospace systems designs. Before the NF-15B IFCS airplane was certified for flight test, however, certain processes needed to be completed. This paper presents an overview of these processes, including a description of the initial adaptive controller concepts followed by a discussion of modeling formulation and performance testing. Upon design finalization, the next steps are: integration with the system interfaces, verification of the software, validation of the hardware to the requirements, design of failure detection, development of safety limiters to minimize the effect of erroneous neural network commands, and creation of flight test control room displays to maximize human situational awareness.

Structural Analysis and Testing of the Inflatable Re-entry Vehicle Experiment (IRVE)

NASA Technical Reports Server (NTRS)

Lindell, Michael C.; Hughes, Stephen J.; Dixon, Megan; Wiley, Cliff E.

2006-01-01

The Inflatable Re-entry Vehicle Experiment (IRVE) is a 3.0 meter, 60 degree half-angle sphere cone, inflatable aeroshell experiment designed to demonstrate various aspects of inflatable technology during Earth re-entry. IRVE will be launched on a Terrier-Improved Orion sounding rocket from NASA s Wallops Flight Facility in the fall of 2006 to an altitude of approximately 164 kilometers and re-enter the Earth s atmosphere. The experiment will demonstrate exo-atmospheric inflation, inflatable structure leak performance throughout the flight regime, structural integrity under aerodynamic pressure and associated deceleration loads, thermal protection system performance, and aerodynamic stability. Structural integrity and dynamic response of the inflatable will be monitored with photogrammetric measurements of the leeward side of the aeroshell during flight. Aerodynamic stability and drag performance will be verified with on-board inertial measurements and radar tracking from multiple ground radar stations. In addition to demonstrating inflatable technology, IRVE will help validate structural, aerothermal, and trajectory modeling and analysis techniques for the inflatable aeroshell system. This paper discusses the structural analysis and testing of the IRVE inflatable structure. Equations are presented for calculating fabric loads in sphere cone aeroshells, and finite element results are presented which validate the equations. Fabric material properties and testing are discussed along with aeroshell fabrication techniques. Stiffness and dynamics tests conducted on a small-scale development unit and a full-scale prototype unit are presented along with correlated finite element models to predict the in-flight fundamental mod

Quality assurance plan for Solar Maximum Mission (SSM) Instruments electronic assembly - HRUV spectrometer/polarimeter

NASA Technical Reports Server (NTRS)

1976-01-01

The quality assurance program demonstrates recognition of the quality aspects and an organized approach to achieve them. It ensures that quality requirements are determined and satisfied throughout all phases of contract performance, including preliminary and engineering design, development, fabrication, processing, assembly, inspection, test, checkout, packaging, shipping, storage, maintenance field use, flight preparations, flight operations and post-flight analysis, as applicable.

LISA Pathfinder Instrument Data Analysis

NASA Technical Reports Server (NTRS)

Guzman, Felipe

2010-01-01

LISA Pathfinder (LPF) is an ESA-launched demonstration mission of key technologies required for the joint NASA-ESA gravitational wave observatory in space, LISA. As part of the LPF interferometry investigations, analytic models of noise sources and corresponding noise subtraction techniques have been developed to correct for effects like the coupling of test mass jitter into displacement readout, and fluctuations of the laser frequency or optical pathlength difference. Ground testing of pre-flight hardware of the Optical Metrology subsystem is currently ongoing at the Albert Einstein Institute Hannover. In collaboration with NASA Goddard Space Flight Center, the LPF mission data analysis tool LTPDA is being used to analyze the data product of these tests. Furthermore, the noise subtraction techniques and in-flight experiment runs for noise characterization are being defined as part of the mission experiment master plan. We will present the data analysis outcome of preflight hardware ground tests and possible noise subtraction strategies for in-flight instrument operations.

Electric Propulsion Space Experiment (ESEX): Spacecraft design issues for high-power electric propulsion

NASA Astrophysics Data System (ADS)

Kriebel, Mary M.; Sanks, Terry M.

1992-02-01

Electric propulsion provides high specific impulses, and low thrust when compared to chemical propulsion systems. Therefore, electric propulsion offers improvements over chemical systems such as increased station-keeping time, prolonged on-orbit maneuverability, low acceleration of large structures, and increased launch vehicle flexibility. The anticipated near-term operational electric propulsion system for an electric orbit transfer vehicle is an arcjet propulsion system. Towards this end, the USAF's Phillips Laboratory (PL) has awarded a prime contract to TRW Space & Technology Group to design, build, and space qualify a 30-kWe class arcjet as well as develop and demonstrate, on the ground, a flight-qualified arcjet propulsion flight unit. The name of this effort is the 30 kWe Class Arcjet Advanced Technology Transition Demonstration (Arcjet ATTD) program. Once the flight unit has completed its ground qualification test, it will be given to the Space Test and Transportation Program Office of the Air Force's Space Systems Division (ST/T) for launch vehicle integration and space test. The flight unit's space test is known as the Electric Propulsion Space Experiment (ESEX). ESEX's mission scenario is 10 firings of 15 minutes each. The objectives of the ESEX flight are to measure arcjet plume deposition, electromagnetic interference, thermal radiation, and acceleration in space. Plume deposition, electromagnetic interference, and thermal radiation are operational issues that are primarily being answered for operational use. This paper describes the Arcjet ATTD flight unit design and identifies specifically how the diagnostic data will be collected as part of the ESEX program.

The Orion Pad Abort 1 (PA-1) Flight Test: A Propulsion Success

NASA Technical Reports Server (NTRS)

Jones, Daniel S.

2015-01-01

This poster provides a concise overview of the highly successful Orion Pad Abort 1 (PA-1) flight test, and the three rocket motors that contributed to this success. The primary purpose of the Orion PA-1 flight was to help certify the Orion Launch Abort System (LAS), which can be utilized in the unlikely event of an emergency on the launchpad or during mission vehicle ascent. The PA-1 test was the first fully integrated flight test of the Orion LAS, one of the primary systems within the Orion Multi-Purpose Crew Vehicle (MPCV). The Orion MPCV is part of the architecture within the Space Launch System (SLS), which is being designed to transport astronauts beyond low-Earth orbit for future exploration missions. Had the Orion PA-1 flight abort occurred during launch preparations for a real human spaceflight mission, the PA-1 LAS would have saved the lives of the crew. The PA-1 flight test was largely successful due to the three solid rocket motors of the LAS: the Attitude Control Motor (ACM); the Jettison Motor (JM); and the Abort Motor (AM). All three rocket motors successfully performed their required functions during the Orion PA-1 flight test, flown on May 6, 2010 at the White Sands Missile Range in New Mexico, culminating in a successful demonstration of an abort capability from the launchpad.

Space Shuttle Body Flap Actuator Bearing Testing for NASA Return to Flight

NASA Technical Reports Server (NTRS)

Jet, Timothy R.; Predmore, Roamer E.; Dube, Michael; Jones, William R., Jr.

2006-01-01

The Space Shuttle body flap (BF) is located beneath the main engine nozzles and is required for proper aerodynamic control during orbital descent. The body flap is controlled by four actuators connected by a common shaft and driven by the hydraulic power drive unit. Inspection of the actuators during refurbishment revealed three shaft bearings with unexpected damage. One was coated with black oxide on the balls and race wear surfaces, a second contained a relatively deep wear scar, and the third with scratches and an aluminum particle in the wear track. A shaft bearing life test program was initiated to measure the wear life and explain the 5.08-micrometer wear scar. A tribological analysis was conducted to demonstrate that the black oxide coated wear surfaces did not damage the bearing, interfere with the lubrication, or cause severe bearing wear. Pre-damaged (equivalent of 30 missions), commercial equivalent bearings and previously flown shaft bearings were tested at axial loads, speeds, and temperatures seen during flight operations. These bearing were successfully life tested at 60 C for 24 hours or 90 flights. With a safety factor of 4X, the bearings were qualified for 22 flights when only a maximum of 12 flights are expected. Additional testing at 23 C was performed to determine the lubricant life and to further understand the mechanism that caused the blackened balls. Test results indicating bearing life was shortened at a lower temperature surprised the investigators. Start\\Stop bearing testing that closely simulates mission profile was conducted at 23 C. Results of this testing showed lubricant life of 12 flights including a safety factor of four. Additional testing with bearings that have the equivalent of 30 missions of damage is being tested at 23 C. These tests are being performed over the Shuttle load profile to demonstrate the residual bearing life in the actuators exceeds 12 missions. Testing showed that the end of the shaft bearing life was characterized by bearing temperature rise, preload drop, and the onset of a severe wear bearing failure mechanism. The severe wear failure mechanism is characterized by rough wear scars, extensive bearing wear and steel transfer between the balls and the races.

A historical perspective of the YF-12A thermal loads and structures program

NASA Technical Reports Server (NTRS)

Jenkins, Jerald M.; Quinn, Robert D.

1996-01-01

Around 1970, the Y-F-12A loads and structures efforts focused on numerous technological issues that needed defining with regard to aircraft that incorporate hot structures in the design. Laboratory structural heating test technology with infrared systems was largely created during this program. The program demonstrated the ability to duplicate the complex flight temperatures of an advanced supersonic airplane in a ground-based laboratory. The ability to heat and load an advanced operational aircraft in a laboratory at high temperatures and return it to flight status without adverse effects was demonstrated. The technology associated with measuring loads with strain gages on a hot structure was demonstrated with a thermal calibration concept. The results demonstrated that the thermal stresses were significant although the airplane was designed to reduce thermal stresses. Considerable modeling detail was required to predict the heat transfer and the corresponding structural characteristics. The overall YF-12A research effort was particularly productive, and a great deal of flight, laboratory, test and computational data were produced and cross-correlated.

Telemetry Tracking and Control Through Commercial LEO Satellites

NASA Technical Reports Server (NTRS)

Streich, Ronald C.; Morgan, Dwayne R.; Bull, Barton B.; Grant, Charles E.; Powers, Edward I. (Technical Monitor)

2001-01-01

Personnel from the Goddard Space Flight Center Wallops Flight Facility (GSFC/WFF in Virginia have successfully tested commercial LEO communications satellites for sounding rocket, balloon and aircraft flight TT&C. The Flight Modern became a GSFC/WFF Advanced Range Technology Initiative (ARTI) in an effort to streamline TT&C capability to the user community at low cost. Ground tests of the Flight Modem verified duplex communications quality of service and measured transmission latencies. These tests were completed last year and results reported in the John Hopkins University (JHU) Applied Physics Laboratory (APL) 4th International Symposium on Reducing Spacecraft Costs for Ground Systems and Operations. The second phase of the Flight Modem baseline test program was a demonstration of the ruggedized version of the WFF Flight Modem flown on a sounding rocket launched it the Swedish rocket range (Esrangc) near Kiruna, Sweden, with results contained in this paper. Aircraft flight tests have been and continue to be conducted. Flights of opportunity are being actively pursued with other centers, ranges and users at universities. The WFF Flight Modem contains a CPS receiver to provide vehicle position for tracking and vehicle recovery. The system architecture, which integrates antennas, CPS receiver, commercial satellite packet data modem and a single board computer with custom software, is described. Small satellite use of the WFF Flight Modem is also being investigated, The Flight Modem provides an independent vehicle position source for Range Safety applications. The LEO communication system contains a coarse position location system, which is compared to GPS ace acy. This comparison allows users, to determine the need for a CPS receiver in addition to the satellite packet data modem for their application.

RHETT/EPDM Flight Hollow Cathode

NASA Technical Reports Server (NTRS)

Manzella, David; Patterson, Michael; Pastel, Michael

1997-01-01

Under the sponsorship of the BMDO Russian Hall Electric Thruster Technology program two xenon hollow cathodes, a flight unit and a flight spare were fabricated, acceptance tested and delivered to the Naval Research Laboratory for use on the Electric Propulsion Demonstration Module. These hollow cathodes, based on the International Space Station plasma contactor design, were fabricated at the NASA Lewis Research Center for use with a D-55 anode layer thruster in the first on-orbit operational application of this technology. The 2.2 Ampere nominal emission current of this device was obtained with a xenon flow rate of 0.6 mg/s. Ignition of the cathode discharge was accomplished through preheating the active electron emitter with a resistive heating element before application of a 650 volt ignition pulse between the emitter and an external starting electrode. The successful acceptance testing of the Electric Propulsion Demonstration Module utilizing these cathodes demonstrated the suitability of cathodes based on barium impregnated inserts in an enclosed keeper configuration for use with Hall thruster propulsion systems.

Research on computer aided testing of pilot response to critical in-flight events

NASA Technical Reports Server (NTRS)

Giffin, W. C.; Rockwell, T. H.; Smith, P. J.

1984-01-01

Experiments on pilot decision making are described. The development of models of pilot decision making in critical in flight events (CIFE) are emphasized. The following tests are reported on the development of: (1) a frame system representation describing how pilots use their knowledge in a fault diagnosis task; (2) assessment of script norms, distance measures, and Markov models developed from computer aided testing (CAT) data; and (3) performance ranking of subject data. It is demonstrated that interactive computer aided testing either by touch CRT's or personal computers is a useful research and training device for measuring pilot information management in diagnosing system failures in simulated flight situations. Performance is dictated by knowledge of aircraft sybsystems, initial pilot structuring of the failure symptoms and efficient testing of plausible causal hypotheses.

Excitations for Rapidly Estimating Flight-Control Parameters

NASA Technical Reports Server (NTRS)

Moes, Tim; Smith, Mark; Morelli, Gene

2006-01-01

A flight test on an F-15 airplane was performed to evaluate the utility of prescribed simultaneous independent surface excitations (PreSISE) for real-time estimation of flight-control parameters, including stability and control derivatives. The ability to extract these derivatives in nearly real time is needed to support flight demonstration of intelligent flight-control system (IFCS) concepts under development at NASA, in academia, and in industry. Traditionally, flight maneuvers have been designed and executed to obtain estimates of stability and control derivatives by use of a post-flight analysis technique. For an IFCS, it is required to be able to modify control laws in real time for an aircraft that has been damaged in flight (because of combat, weather, or a system failure). The flight test included PreSISE maneuvers, during which all desired control surfaces are excited simultaneously, but at different frequencies, resulting in aircraft motions about all coordinate axes. The objectives of the test were to obtain data for post-flight analysis and to perform the analysis to determine: 1) The accuracy of derivatives estimated by use of PreSISE, 2) The required durations of PreSISE inputs, and 3) The minimum required magnitudes of PreSISE inputs. The PreSISE inputs in the flight test consisted of stacked sine-wave excitations at various frequencies, including symmetric and differential excitations of canard and stabilator control surfaces and excitations of aileron and rudder control surfaces of a highly modified F-15 airplane. Small, medium, and large excitations were tested in 15-second maneuvers at subsonic, transonic, and supersonic speeds. Typical excitations are shown in Figure 1. Flight-test data were analyzed by use of pEst, which is an industry-standard output-error technique developed by Dryden Flight Research Center. Data were also analyzed by use of Fourier-transform regression (FTR), which was developed for onboard, real-time estimation of the derivatives.

Simulation and Flight Test Capability for Testing Prototype Sense and Avoid System Elements

NASA Technical Reports Server (NTRS)

Howell, Charles T.; Stock, Todd M.; Verstynen, Harry A.; Wehner, Paul J.

2012-01-01

NASA Langley Research Center (LaRC) and The MITRE Corporation (MITRE) have developed, and successfully demonstrated, an integrated simulation-to-flight capability for evaluating sense and avoid (SAA) system elements. This integrated capability consists of a MITRE developed fast-time computer simulation for evaluating SAA algorithms, and a NASA LaRC surrogate unmanned aircraft system (UAS) equipped to support hardware and software in-the-loop evaluation of SAA system elements (e.g., algorithms, sensors, architecture, communications, autonomous systems), concepts, and procedures. The fast-time computer simulation subjects algorithms to simulated flight encounters/ conditions and generates a fitness report that records strengths, weaknesses, and overall performance. Reviewed algorithms (and their fitness report) are then transferred to NASA LaRC where additional (joint) airworthiness evaluations are performed on the candidate SAA system-element configurations, concepts, and/or procedures of interest; software and hardware components are integrated into the Surrogate UAS research systems; and flight safety and mission planning activities are completed. Onboard the Surrogate UAS, candidate SAA system element configurations, concepts, and/or procedures are subjected to flight evaluations and in-flight performance is monitored. The Surrogate UAS, which can be controlled remotely via generic Ground Station uplink or automatically via onboard systems, operates with a NASA Safety Pilot/Pilot in Command onboard to permit safe operations in mixed airspace with manned aircraft. An end-to-end demonstration of a typical application of the capability was performed in non-exclusionary airspace in October 2011; additional research, development, flight testing, and evaluation efforts using this integrated capability are planned throughout fiscal year 2012 and 2013.

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

NASA Technical Reports Server (NTRS)

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

2017-01-01

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

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

NASA Technical Reports Server (NTRS)

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

2009-01-01

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

Centaur Standard Shroud (CSS) Heated Altitude Jettison Tests

NASA Technical Reports Server (NTRS)

1975-01-01

Altitude jettison tests, at a pressure of 20 torr (0.39 psia), were performed on the Centaur Standard Shroud (CSS) in a 100-foot diameter vacuum chamber. These jettison tests were part of a series of flight qualification tests which were performed on the new CSS system in preparation for the Helios and Viking missions. The first two tests subjected the CSS to a thermal cycle which simulated aerodynamic heating during ascent flight and the third test was performed at altitude pressure and in ambient temperature conditions. The purpose of the ambient temperature test was to provide base line data by which the separate machanical and thermal factors that influence jettison performance could be evaluated individually. The CSS was successfully jettisoned in each of the three tests. Also, thermal, stress, and structural deflection data were obtained which verified the analytical predictions of CSS response to flight environmental conditions and performance during jettison. In addition, much important information was obtained on critical CSS-to-payload clearance losses due to shell motions prior to and during jettison. The effectiveness of the separation system was successfully demonstrated at maximum flight temperatures.

The right wing of the LEFT airplane

NASA Technical Reports Server (NTRS)

Powell, Arthur G.

1987-01-01

The NASA Leading-Edge Flight Test (LEFT) program addressed the environmental issues which were potential problems in the application of Laminar Flow Control (LFC) to transport aircraft. These included contamination of the LFC surface due to dirt, rain, insect remains, snow, and ice, in the critical leading-edge region. Douglas Aircraft Company designed and built a test article which was mounted on the right wing of the C-140 JetStar aircraft. The test article featured a retractable leading-edge high-lift shield for contamination protection and suction through perforations on the upper surface for LFC. Following a period of developmental flight testing, the aircraft entered simulated airline service, which included exposure to airborne insects, heavy rain, snow, and icing conditions both in the air and on the ground. During the roughly 3 years of flight testing, the test article has consistently demonstrated laminar flow in cruising flight. The experience with the LEFT experiment was summarized with emphasis on significant test findings. The following items were discussed: test article design and features; suction distribution; instrumentation and transition point reckoning; problems and fixes; system performance and maintenance requirements.

Suborbital Applications in Astronomy and Astrophysics

NASA Technical Reports Server (NTRS)

Unwin, Steve; Werner, Mike; Goldsmith, Paul

2012-01-01

Suborbital flights providing access to zero-g in a space environment - Demonstrating new technologies in a relevant environment. - Flight testing of individual elements of a constellation. - Raising the TRL of critical technologies for subsystems on future large missions High-altitude balloons (up to 10 kg payload) -Access to near-space for wavelengths not observable from the ground. -Raising the TRL of critical technologies for subsystems on future large missions. -UV Detector testing.

The SHOOT cryogenic components - Testing and applicability to other flight programs

NASA Technical Reports Server (NTRS)

Dipirro, Michael J.; Schein, Michael E.; Boyle, Robert F.; Figueroa, Orlando; Lindauer, David A.; Mchugh, Daniel C.; Shirron, P. J.

1990-01-01

Cryogenic components and techniques for the superfluid helium on-orbit transfer (SHOOT) flight demonstration are described. Instrumentation for measuring liquid quantity, position, flow rate, temperature, and pressure has been developed using the data obtained from the IRAS, Cosmic Background Explorer, and Spacelab 2 helium dewars. Topics discussed include valves and burst disks, fluid management devices, structural/thermal components, instrumentation, and ground support equipment and performance test apparatus.

The NASA MLAS Flight Demonstration - A Review of a Highly Successful Test

NASA Technical Reports Server (NTRS)

Taylor, Anthony P.; Kelley, Christopher; Magner, Eldred; Peterson, David; Hahn, Jeffrey; Yuchnovicz, Daniel

2010-01-01

NASA has tested the Max Launch Abort System (MLAS) as a risk-mitigation design should problems arise with the baseline Orion spacecraft launch abort design. The Max in MLAS is not Maximum, but rather dedicated to Max Faget, The renowned NASA Spacecraft designer. In the fall of 2009, the mission was flown, with great success, from the NASA Wallops Flight Facility. The MLAS flight test vehicle prototype consists of a boost ring, coast ring, and the MLAS fairing itself, which houses an Orion Command Module (CM) boilerplate. The objective of the MLAS flight test is to reorient the fairing with the CM, weighing approximately 29,000 lbs and traveling 290 fps, 180 degrees to an orientation suitable for the release of the CM during a pad abort and low altitude abort. Although multiple parachute deployments are used in the MLAS flight test vehicle to complete its objective, there are only two parachute types employed in the flight test. Five of the nine parachutes used for MLAS are 27.6 ft DO ribbon parachutes, and the remaining four are standard G-12 cargo parachutes. This paper presents an overview of the 27.6 ft DO ribbon parachute system employed on the MLAS flight test vehicle for coast ring separation, fairing reorientation, and as drogue parachutes for the CM after separation from the fairing. Discussion will include: the process used to select this design, previously proven as a spin/stall recovery parachute; descriptions of all components of the parachute system; the minor modifications necessary to adapt the parachute to the MLAS program; the techniques used to analyze the parachute for the multiple roles it performs; a discussion of the rigging techniques used to interface the parachute system to the vehicle; a brief description of how the evolution of the program affected parachute usage and analysis; and a summary of the results of the flight test, including video of the flight test and subsequent summary analysis. . A discussion of the flight test which was highly successful as well as the flight test observations will be a significant portion of the review.

Subsonic Glideback Rocket Demonstrator Flight Testing

NASA Technical Reports Server (NTRS)

DeTurris, Dianne J.; Foster, Trevor J.; Barthel, Paul E.; Macy, Daniel J.; Droney, Christopher K.; Talay, Theodore A. (Technical Monitor)

2001-01-01

For the past two years, Cal Poly's rocket program has been aggressively exploring the concept of remotely controlled, fixed wing, flyable rocket boosters. This program, embodied by a group of student engineers known as Cal Poly Space Systems, has successfully demonstrated the idea of a rocket design that incorporates a vertical launch pattern followed by a horizontal return flight and landing. Though the design is meant for supersonic flight, CPSS demonstrators are deployed at a subsonic speed. Many steps have been taken by the club that allowed the evolution of the StarBooster prototype to reach its current size: a ten-foot tall, one-foot diameter, composite material rocket. Progress is currently being made that involves multiple boosters along with a second stage, third rocket.

XV-15 Low-Noise Terminal Area Operations Testing

NASA Technical Reports Server (NTRS)

Edwards, B. D.

1998-01-01

Test procedures related to XV-15 noise tests conducted by NASA-Langley and Bell Helicopter Textron, Inc. are discussed. The tests. which took place during October and November 1995, near Waxahachie, Texas, documented the noise signature of the XV-15 tilt-rotor aircraft at a wide variety of flight conditions. The stated objectives were to: -provide a comprehensive acoustic database for NASA and U.S. Industry -validate noise prediction methodologies, and -develop and demonstrate low-noise flight profiles. The test consisted of two distinct phases. Phase 1 provided an acoustic database for validating analytical noise prediction techniques; Phase 2 directly measured noise contour information at a broad range of operating profiles, with emphasis on minimizing 'approach' noise. This report is limited to a documentation of the test procedures, flight conditions, microphone locations, meteorological conditions, and test personnel used in the test. The acoustic results are not included.

The Ares I-1 Flight Test--Paving the Road for the Ares I Crew Launch Vehicle

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Tinker, Michael L.; Tuma, Meg

2007-01-01

In accordance with the U.S. Vision for Space Exploration and the nation's desire to again send humans to explore beyond Earth orbit, NASA has been tasked to send human beings to the moon, Mars, and beyond. It has been 30 years since the United States last designed and built a human-rated launch vehicle. NASA is now building the Ares I crew launch vehicle, which will loft the Orion crew exploration vehicle into orbit, and the Ares V cargo launch vehicle, which will launch the Lunar Surface Access Module and Earth departure stage to rendezvous Orion for missions to the moon. NASA has marshaled unique resources from the government and private sectors to perform the technically and programmatically complex work of delivering astronauts to orbit early next decade, followed by heavy cargo late next decade. Our experiences with Saturn and the Shuttle have taught us the value of adhering to sound systems engineering, such as the "test as you fly" principle, while applying aerospace best practices and lessons learned. If we are to fly humans safely aboard a launch vehicle, we must employ a variety of methodologies to reduce the technical, schedule, and cost risks inherent in the complex business of space transportation. During the Saturn development effort, NASA conducted multiple demonstration and verification flight tests to prove technology in its operating environment before relying upon it for human spaceflight. Less testing on the integrated Shuttle system did not reduce cost or schedule. NASA plans a progressive series of demonstration (ascent), verification (orbital), and mission flight tests to supplement ground research and high-altitude subsystem testing with real-world data, factoring the results of each test into the next one. In this way, sophisticated analytical models and tools, many of which were not available during Saturn and Shuttle, will be calibrated and we will gain confidence in their predictions, as we gain hands-on experience in operating the first of two new launch vehicle systems. The Ares I-1 flight test vehicle (FTV) will incorporate a mix of flight and mockup hardware, reflecting a configuration similar in mass, weight, and shape (outer mold line or OML) to the operational vehicle. It will be powered by a four-segment reusable solid rocket booster (RSRB), which is currently in Shuttle inventory, and will be modified to include a fifth, inert segment that makes it approximately the same size and weight as the five segment RSRB, which will be available for the second flight test in 2012. The Ares I-1 vehicle configuration is shown. Each test flight has specific objectives appropriate to the design analysis cycle in progress. The Ares I-1 demonstration test, slated for April 2009, gives NASA its first opportunity to gather critical data about the flight dynamics of the integrated launch vehicle stack, understand how to control its roll during flight, and other characterize the severe stage separation environment that the upper stage will experience during future operational flights. NASA also will begin the process of modifying the launch infrastructure and fine-tuning ground and mission operational scenarios, as NASA transitions from the Shuttle to the Ares/Orion system.

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

NASA Technical Reports Server (NTRS)

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

1986-01-01

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

Helicopter Field Testing of NASA's Autonomous Landing and Hazard Avoidance Technology (ALHAT) System fully Integrated with the Morpheus Vertical Test Bed Avionics

NASA Technical Reports Server (NTRS)

Epp, Chirold D.; Robertson, Edward A.; Ruthishauser, David K.

2013-01-01

The Autonomous Landing and Hazard Avoidance Technology (ALHAT) Project was chartered to develop and mature to a Technology Readiness Level (TRL) of six an autonomous system combining guidance, navigation and control with real-time terrain sensing and recognition functions for crewed, cargo, and robotic planetary landing vehicles. The ALHAT System must be capable of identifying and avoiding surface hazards to enable a safe and accurate landing to within tens of meters of designated and certified landing sites anywhere on a planetary surface under any lighting conditions. This is accomplished with the core sensing functions of the ALHAT system: Terrain Relative Navigation (TRN), Hazard Detection and Avoidance (HDA), and Hazard Relative Navigation (HRN). The NASA plan for the ALHAT technology is to perform the TRL6 closed loop demonstration on the Morpheus Vertical Test Bed (VTB). The first Morpheus vehicle was lost in August of 2012 during free-flight testing at Kennedy Space Center (KSC), so the decision was made to perform a helicopter test of the integrated ALHAT System with the Morpheus avionics over the ALHAT planetary hazard field at KSC. The KSC helicopter tests included flight profiles approximating planetary approaches, with the entire ALHAT system interfaced with all appropriate Morpheus subsystems and operated in real-time. During these helicopter flights, the ALHAT system imaged the simulated lunar terrain constructed in FY2012 to support ALHAT/Morpheus testing at KSC. To the best of our knowledge, this represents the highest fidelity testing of a system of this kind to date. During this helicopter testing, two new Morpheus landers were under construction at the Johnson Space Center to support the objective of an integrated ALHAT/Morpheus free-flight demonstration. This paper provides an overview of this helicopter flight test activity, including results and lessons learned, and also provides an overview of recent integrated testing of ALHAT on the second Morpheus vehicle.

Helicopter Field Testing of NASA's Autonomous Landing and Hazard Avoidance Technology (ALHAT) System fully integrated with the Morpheus Vertical Test Bed Avionics

NASA Technical Reports Server (NTRS)

Rutishauser, David; Epp, Chirold; Robertson, Edward

2013-01-01

The Autonomous Landing Hazard Avoidance Technology (ALHAT) Project was chartered to develop and mature to a Technology Readiness Level (TRL) of six an autonomous system combining guidance, navigation and control with real-time terrain sensing and recognition functions for crewed, cargo, and robotic planetary landing vehicles. The ALHAT System must be capable of identifying and avoiding surface hazards to enable a safe and accurate landing to within tens of meters of designated and certified landing sites anywhere on a planetary surface under any lighting conditions. This is accomplished with the core sensing functions of the ALHAT system: Terrain Relative Navigation (TRN), Hazard Detection and Avoidance (HDA), and Hazard Relative Navigation (HRN). The NASA plan for the ALHAT technology is to perform the TRL6 closed loop demonstration on the Morpheus Vertical Test Bed (VTB). The first Morpheus vehicle was lost in August of 2012 during free-flight testing at Kennedy Space Center (KSC), so the decision was made to perform a helicopter test of the integrated ALHAT System with the Morpheus avionics over the ALHAT planetary hazard field at KSC. The KSC helicopter tests included flight profiles approximating planetary approaches, with the entire ALHAT system interfaced with all appropriate Morpheus subsystems and operated in real-time. During these helicopter flights, the ALHAT system imaged the simulated lunar terrain constructed in FY2012 to support ALHAT/Morpheus testing at KSC. To the best of our knowledge, this represents the highest fidelity testing of a system of this kind to date. During this helicopter testing, two new Morpheus landers were under construction at the Johnson Space Center to support the objective of an integrated ALHAT/Morpheus free-flight demonstration. This paper provides an overview of this helicopter flight test activity, including results and lessons learned, and also provides an overview of recent integrated testing of ALHAT on the second Morpheus vehicle.

Large Liquid Rocket Testing: Strategies and Challenges

NASA Technical Reports Server (NTRS)

Rahman, Shamim A.; Hebert, Bartt J.

2005-01-01

Rocket propulsion development is enabled by rigorous ground testing in order to mitigate the propulsion systems risks that are inherent in space flight. This is true for virtually all propulsive devices of a space vehicle including liquid and solid rocket propulsion, chemical and non-chemical propulsion, boost stage and in-space propulsion and so forth. In particular, large liquid rocket propulsion development and testing over the past five decades of human and robotic space flight has involved a combination of component-level testing and engine-level testing to first demonstrate that the propulsion devices were designed to meet the specified requirements for the Earth to Orbit launchers that they powered. This was followed by a vigorous test campaign to demonstrate the designed propulsion articles over the required operational envelope, and over robust margins, such that a sufficiently reliable propulsion system is delivered prior to first flight. It is possible that hundreds of tests, and on the order of a hundred thousand test seconds, are needed to achieve a high-reliability, flight-ready, liquid rocket engine system. This paper overviews aspects of earlier and recent experience of liquid rocket propulsion testing at NASA Stennis Space Center, where full scale flight engines and flight stages, as well as a significant amount of development testing has taken place in the past decade. The liquid rocket testing experience discussed includes testing of engine components (gas generators, preburners, thrust chambers, pumps, powerheads), as well as engine systems and complete stages. The number of tests, accumulated test seconds, and years of test stand occupancy needed to meet varying test objectives, will be selectively discussed and compared for the wide variety of ground test work that has been conducted at Stennis for subscale and full scale liquid rocket devices. Since rocket propulsion is a crucial long-lead element of any space system acquisition or development, the appropriate plan and strategy must be put in place at the outset of the development effort. A deferment of this test planning, or inattention to strategy, will compromise the ability of the development program to achieve its systems reliability requirements and/or its development milestones. It is important for the government leadership and support team, as well as the vehicle and propulsion development team, to give early consideration to this aspect of space propulsion and space transportation work.

Synthesis of active controls for flutter suppression on a flight research wing

NASA Technical Reports Server (NTRS)

Abel, I.; Perry, B., III; Murrow, H. N.

1977-01-01

This paper describes some activities associated with the preliminary design of an active control system for flutter suppression capable of demonstrating a 20% increase in flutter velocity. Results from two control system synthesis techniques are given. One technique uses classical control theory, and the other uses an 'aerodynamic energy method' where control surface rates or displacements are minimized. Analytical methods used to synthesize the control systems and evaluate their performance are described. Some aspects of a program for flight testing the active control system are also given. This program, called DAST (Drones for Aerodynamics and Structural Testing), employs modified drone-type vehicles for flight assessments and validation testing.

Infrared Imagery of Shuttle (IRIS). Task 2, summary report

NASA Technical Reports Server (NTRS)

Chocol, C. J.

1978-01-01

End-to-end tests of a 16 element indium antimonide sensor array and 10 channels of associated electronic signal processing were completed. Quantitative data were gathered on system responsivity, frequency response, noise, stray capacitance effects, and sensor paralleling. These tests verify that the temperature accuracies, predicted in the Task 1 study, can be obtained with a very carefully designed electro-optical flight system. Pre-flight and inflight calibration of a high quality are mandatory to obtain these accuracies. Also, optical crosstalk in the array-dewar assembly must be carefully eliminated by its design. Tests of the scaled up tracking system reticle also demonstrate that the predicted tracking system accuracies can be met in the flight system. In addition, improvements in the reticle pattern and electronics are possible, which will reduce the complexity of the flight system and increase tracking accuracy.

NASA's Preparations for ESA's L3 Gravitational Wave Mission

NASA Technical Reports Server (NTRS)

Stebbins, Robin

2016-01-01

Telescope Subsystem - Jeff Livas (GSFC): Demonstrate pathlength stability, straylight and manufacturability. Phase Measurement System - Bill Klipstein (JPL): Key measurement functions demonstrated. Incorporate full flight functionality. Laser Subsystem - Jordan Camp (GSFC): ECL master oscillator, phase noise of fiber power amplifier, demonstrate end-to-end performance in integrated system, lifetime. Micronewton Thrusters - John Ziemer (JPL): Propellant storage and distribution, system robustness, manufacturing yield, lifetime. Arm-locking Demonstration - Kirk McKenzie (JPL): Studying a demonstration of laser frequency stabilization with GRACE Follow-On. Torsion Pendulum - John Conklin (UF): Develop U.S. capability with GRS and torsion pendulum test bed. Multi-Axis Heterodyne Interferometry - Ira Thorpe (GSFC): Investigate test mass/optical bench interface. UV LEDs - John Conklin+ (UF): Flight qualify UV LEDs to replace mercury lamps in discharging system. Optical Bench - Guido Mueller (UF): Investigate alternate designs and fabrication processes to ease manufacturability. LISA researchers at JPL are leading the Laser Ranging Interferometer instrument on the GRACE Follow-On mission.

Ground crewmen help guide the alignment of the X-40A as the experimental craft is gently lowered to the ground by a U.S. Army CH-47 Chinook helicopter following a captive-carry test flight

NASA Image and Video Library

2000-12-08

Ground crewmen help guide the alignment of the X-40 technology demonstrator as the experimental craft is gently lowered to the ground by a U.S. Army CH-47 Chinook cargo helicopter following a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles. The X-37 will be carried into space aboard a space shuttle and then released to perform various maneuvers and a controlled re-entry through the Earth's atmosphere to an airplane-style landing on a runway, controlled entirely by pre-programmed computer software. Following a series of captive-carry flights, the X-40 made several free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The captive carry flights helped verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether.

Control Design and Performance Analysis for Autonomous Formation Flight Experimentss

NASA Astrophysics Data System (ADS)

Rice, Caleb Michael

Autonomous Formation Flight is a key approach for reducing greenhouse gas emissions and managing traffic in future high density airspace. Unmanned Aerial Vehicles (UAV's) have made it possible for the physical demonstration and validation of autonomous formation flight concepts inexpensively and eliminates the flight risk to human pilots. This thesis discusses the design, implementation, and flight testing of three different formation flight control methods, Proportional Integral and Derivative (PID); Fuzzy Logic (FL); and NonLinear Dynamic Inversion (NLDI), and their respective performance behavior. Experimental results show achievable autonomous formation flight and performance quality with a pair of low-cost unmanned research fixed wing aircraft and also with a solo vertical takeoff and landing (VTOL) quadrotor.

Space-Based Range Safety and Future Space Range Applications

NASA Technical Reports Server (NTRS)

Whiteman, Donald E.; Valencia, Lisa M.; Simpson, James C.

2005-01-01

The National Aeronautics and Space Administration (NASA) Space-Based Telemetry and Range Safety (STARS) study is a multiphase project to demonstrate the performance, flexibility and cost savings that can be realized by using space-based assets for the Range Safety [global positioning system (GPS) metric tracking data, flight termination command and range safety data relay] and Range User (telemetry) functions during vehicle launches and landings. Phase 1 included flight testing S-band Range Safety and Range User hardware in 2003 onboard a high-dynamic aircraft platform at Dryden Flight Research Center (Edwards, California, USA) using the NASA Tracking and Data Relay Satellite System (TDRSS) as the communications link. The current effort, Phase 2, includes hardware and packaging upgrades to the S-band Range Safety system and development of a high data rate Ku-band Range User system. The enhanced Phase 2 Range Safety Unit (RSU) provided real-time video for three days during the historic Global Flyer (Scaled Composites, Mojave, California, USA) flight in March, 2005. Additional Phase 2 testing will include a sounding rocket test of the Range Safety system and aircraft flight testing of both systems. Future testing will include a flight test on a launch vehicle platform. This paper discusses both Range Safety and Range User developments and testing with emphasis on the Range Safety system. The operational concept of a future space-based range is also discussed.

Space-Based Range Safety and Future Space Range Applications

NASA Technical Reports Server (NTRS)

Whiteman, Donald E.; Valencia, Lisa M.; Simpson, James C.

2005-01-01

The National Aeronautics and Space Administration Space-Based Telemetry and Range Safety study is a multiphase project to demonstrate the performance, flexibility and cost savings that can be realized by using space-based assets for the Range Safety (global positioning system metric tracking data, flight termination command and range safety data relay) and Range User (telemetry) functions during vehicle launches and landings. Phase 1 included flight testing S-band Range Safety and Range User hardware in 2003 onboard a high-dynamic aircraft platform at Dryden Flight Research Center (Edwards, California) using the NASA Tracking and Data Relay Satellite System as the communications link. The current effort, Phase 2, includes hardware and packaging upgrades to the S-band Range Safety system and development of a high data rate Ku-band Range User system. The enhanced Phase 2 Range Safety Unit provided real-time video for three days during the historic GlobalFlyer (Scaled Composites, Mojave, California) flight in March, 2005. Additional Phase 2 testing will include a sounding rocket test of the Range Safety system and aircraft flight testing of both systems. Future testing will include a flight test on a launch vehicle platform. This report discusses both Range Safety and Range User developments and testing with emphasis on the Range Safety system. The operational concept of a future space-based range is also discussed.

Full power level development of the Space Shuttle main engine

NASA Technical Reports Server (NTRS)

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

1982-01-01

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

CFD to Flight: Some Recent Success Stories of X-Plane Design to Flight Test at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2007-01-01

Several examples from the past decade of success stories involving the design and flight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the author s personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the author s experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Controlled Impact Demonstration instrumented test dummies installed in plane

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph are seen some of dummies in the passenger cabin of the B-720 aircraft. NASA Langley Research Center instrumented a large portion of the aircraft and the dummies for loads in a crashworthiness research program. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Adimistration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive called Anti-misting Kerosene (AMK) designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

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

NASA Astrophysics Data System (ADS)

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

2015-09-01

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

Estimation of Handling Qualities Parameters of the Tu-144 Supersonic Transport Aircraft from Flight Test Data

NASA Technical Reports Server (NTRS)

Curry, Timothy J.; Batterson, James G. (Technical Monitor)

2000-01-01

Low order equivalent system (LOES) models for the Tu-144 supersonic transport aircraft were identified from flight test data. The mathematical models were given in terms of transfer functions with a time delay by the military standard MIL-STD-1797A, "Flying Qualities of Piloted Aircraft," and the handling qualities were predicted from the estimated transfer function coefficients. The coefficients and the time delay in the transfer functions were estimated using a nonlinear equation error formulation in the frequency domain. Flight test data from pitch, roll, and yaw frequency sweeps at various flight conditions were used for parameter estimation. Flight test results are presented in terms of the estimated parameter values, their standard errors, and output fits in the time domain. Data from doublet maneuvers at the same flight conditions were used to assess the predictive capabilities of the identified models. The identified transfer function models fit the measured data well and demonstrated good prediction capabilities. The Tu-144 was predicted to be between level 2 and 3 for all longitudinal maneuvers and level I for all lateral maneuvers. High estimates of the equivalent time delay in the transfer function model caused the poor longitudinal rating.

Vista/F-16 Multi-Axis Thrust Vectoring (MATV) control law design and evaluation

NASA Technical Reports Server (NTRS)

Zwerneman, W. D.; Eller, B. G.

1994-01-01

For the Multi-Axis Thrust Vectoring (MATV) program, a new control law was developed using multi-axis thrust vectoring to augment the aircraft's aerodynamic control power to provide maneuverability above the normal F-16 angle of attack limit. The control law architecture was developed using Lockheed Fort Worth's offline and piloted simulation capabilities. The final flight control laws were used in flight test to demonstrate tactical benefits gained by using thrust vectoring in air-to-air combat. Differences between the simulator aerodynamics data base and the actual aircraft aerodynamics led to significantly different lateral-directional flying qualities during the flight test program than those identified during piloted simulation. A 'dial-a-gain' flight test control law update was performed in the middle of the flight test program. This approach allowed for inflight optimization of the aircraft's flying qualities. While this approach is not preferred over updating the simulator aerodynamic data base and then updating the control laws, the final selected gain set did provide adequate lateral-directional flying qualities over the MATV flight envelope. The resulting handling qualities and the departure resistance of the aircraft allowed the 422nd_squadron pilots to focus entirely on evaluating the aircraft's tactical utility.

2017-04-28_W88 ALT 370 Program Overview(OUO).

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

Daniels, Vonceil

2017-04-01

All major program milestones have been met and the program is executing within budget. The ALT 370 program achieved Phase 6.4 authorization in February of this year. Five component Final Design Reviews (FDRs) have been completed, indicating progress in finalizing the design and development phase of the program. A series of ground-based qualification activities have demonstrated that designs are meeting functional requirements. The first fully functional flight test, FCET-53, demonstrated end-to-end performance in normal flight environments in February. Similarly, groundbased nuclear safety and hostile environments testing indicates that the design meets requirements in these stringent environments. The first in amore » series of hostile blast tests was successfully conducted in April.« less

Minor surgery in microgravity

NASA Technical Reports Server (NTRS)

Billica, Roger; Krupa, Debra T.; Stonestreet, Robert; Kizzee, Victor D.

1991-01-01

The purpose is to investigate and demonstrate equipment and techniques proposed for minor surgery on Space Station Freedom (SSF). The objectives are: (1) to test and evaluate methods of surgical instrument packaging and deployment; (2) to test and evaluate methods of surgical site preparation and draping; (3) to evaluate techniques of sterile procedure and maintaining sterile field; (4) to evaluate methods of trash management during medical/surgical procedures; and (4) to gain experience in techniques for performing surgery in microgravity. A KC-135 parabolic flight test was performed on March 30, 1990 with the goal of investigating and demonstrating surgical equipment and techniques under consideration for use on SSF. The flight followed the standard 40 parabola profile with 20 to 25 seconds of near-zero gravity in each parabola.

F-15B Quiet Spike(TradeMark) Aeroservoelastic Flight-Test Data Analysis

NASA Technical Reports Server (NTRS)

Kukreja, Sunil L.

2007-01-01

System identification is utilized in the aerospace community for development of simulation models for robust control law design. These models are often described as linear, time-invariant processes and assumed to be uniform throughout the flight envelope. Nevertheless, it is well known that the underlying process is inherently nonlinear. Over the past several decades the controls and biomedical communities have made great advances in developing tools for the identification of nonlin ear systems. In this report, we show the application of one such nonlinear system identification technique, structure detection, for the an alysis of Quiet Spike(TradeMark)(Gulfstream Aerospace Corporation, Savannah, Georgia) aeroservoelastic flight-test data. Structure detectio n is concerned with the selection of a subset of candidate terms that best describe the observed output. Structure computation as a tool fo r black-box modeling may be of critical importance for the development of robust, parsimonious models for the flight-test community. The ob jectives of this study are to demonstrate via analysis of Quiet Spike(TradeMark) aeroservoelastic flight-test data for several flight conditions that: linear models are inefficient for modelling aeroservoelast ic data, nonlinear identification provides a parsimonious model description whilst providing a high percent fit for cross-validated data an d the model structure and parameters vary as the flight condition is altered.

Orion MPCV GN and C End-to-End Phasing Tests

NASA Technical Reports Server (NTRS)

Neumann, Brian C.

2013-01-01

End-to-end integration tests are critical risk reduction efforts for any complex vehicle. Phasing tests are an end-to-end integrated test that validates system directional phasing (polarity) from sensor measurement through software algorithms to end effector response. Phasing tests are typically performed on a fully integrated and assembled flight vehicle where sensors are stimulated by moving the vehicle and the effectors are observed for proper polarity. Orion Multi-Purpose Crew Vehicle (MPCV) Pad Abort 1 (PA-1) Phasing Test was conducted from inertial measurement to Launch Abort System (LAS). Orion Exploration Flight Test 1 (EFT-1) has two end-to-end phasing tests planned. The first test from inertial measurement to Crew Module (CM) reaction control system thrusters uses navigation and flight control system software algorithms to process commands. The second test from inertial measurement to CM S-Band Phased Array Antenna (PAA) uses navigation and communication system software algorithms to process commands. Future Orion flights include Ascent Abort Flight Test 2 (AA-2) and Exploration Mission 1 (EM-1). These flights will include additional or updated sensors, software algorithms and effectors. This paper will explore the implementation of end-to-end phasing tests on a flight vehicle which has many constraints, trade-offs and compromises. Orion PA-1 Phasing Test was conducted at White Sands Missile Range (WSMR) from March 4-6, 2010. This test decreased the risk of mission failure by demonstrating proper flight control system polarity. Demonstration was achieved by stimulating the primary navigation sensor, processing sensor data to commands and viewing propulsion response. PA-1 primary navigation sensor was a Space Integrated Inertial Navigation System (INS) and Global Positioning System (GPS) (SIGI) which has onboard processing, INS (3 accelerometers and 3 rate gyros) and no GPS receiver. SIGI data was processed by GN&C software into thrust magnitude and direction commands. The processing changes through three phases of powered flight: pitchover, downrange and reorientation. The primary inputs to GN&C are attitude position, attitude rates, angle of attack (AOA) and angle of sideslip (AOS). Pitch and yaw attitude and attitude rate responses were verified by using a flight spare SIGI mounted to a 2-axis rate table. AOA and AOS responses were verified by using a data recorded from SIGI movements on a robotic arm located at NASA Johnson Space Center. The data was consolidated and used in an open-loop data input to the SIGI. Propulsion was the Launch Abort System (LAS) Attitude Control Motor (ACM) which consisted of a solid motor with 8 nozzles. Each nozzle has active thrust control by varying throat area with a pintle. LAS ACM pintles are observable through optically transparent nozzle covers. SIGI movements on robot arm, SIGI rate table movements and LAS ACM pintle responses were video recorded as test artifacts for analysis and evaluation. The PA-1 Phasing Test design was determined based on test performance requirements, operational restrictions and EGSE capabilities. This development progressed during different stages. For convenience these development stages are initial, working group, tiger team, Engineering Review Team (ERT) and final.

Integrated Airport Surface Operations

NASA Technical Reports Server (NTRS)

Koczo, S.

1998-01-01

The current air traffic environment in airport terminal areas experiences substantial delays when weather conditions deteriorate to Instrument Meteorological Conditions (IMC). Research activity at NASA has culminated in the development, flight test and demonstration of a prototype Low Visibility Landing and Surface Operations (LVLASO) system. A NASA led industry team and the FAA developed the system which integrated airport surface surveillance systems, aeronautical data links, DGPS navigation, automation systems, and controller and flight deck displays. The LVLASO system was demonstrated at the Hartsfield-Atlanta International Airport using a Boeing 757-200 aircraft during August, 1997. This report documents the contractors role in this testing particularly in the area of data link and DGPS navigation.

Workshop on Solar Electric Propulsion

NASA Technical Reports Server (NTRS)

Bents, David; Marvin, Dean

1993-01-01

A summary of the discussion at the workshop on solar electric propulsion (SEP) is presented. The purpose of ELITE SEP flight experiment is to demonstrate operation of solar array powered electric thrusters for raising spacecraft from parking orbit to higher altitudes, leading to definition of an operational SEP orbit transfer vehicles (OTV) for Air Force missions. Many of the problems or potential problems that may be associated with SEP are not well understood nor clearly identified, and system level phenomena such as interaction of thruster plume with the solar arrays cannot be simulated in a ground test. Therefore, an end-to-end system flight test is required to demonstrate solar electric propulsion.

Workshop on Solar Electric Propulsion

NASA Astrophysics Data System (ADS)

Bents, David; Marvin, Dean

1993-05-01

A summary of the discussion at the workshop on solar electric propulsion (SEP) is presented. The purpose of ELITE SEP flight experiment is to demonstrate operation of solar array powered electric thrusters for raising spacecraft from parking orbit to higher altitudes, leading to definition of an operational SEP orbit transfer vehicles (OTV) for Air Force missions. Many of the problems or potential problems that may be associated with SEP are not well understood nor clearly identified, and system level phenomena such as interaction of thruster plume with the solar arrays cannot be simulated in a ground test. Therefore, an end-to-end system flight test is required to demonstrate solar electric propulsion.

Peroxide Propulsion at the Turn of the Century

NASA Technical Reports Server (NTRS)

Anderson, William E.; Butler, Kathy; Crocket, Dave; Lewis, Tim; McNeal, Curtis

2000-01-01

A resurgence of interest in peroxide propulsion has occurred in the last years of the 21st Century. This interest is driven by the need for lower cost propulsion systems and the need for storable reusable propulsion systems to meet future space transportation system architectures. NASA and the Air Force are jointly developing two propulsion systems for flight demonstration early in the 21st Century. One system will be a development of Boeing's AR2-3 engine, which was successfully fielded in the 1960s. The other is a new pressure-fed design by Orbital Sciences Corporation for expendable mission requirements. Concurrently NASA and industry are pursuing the key peroxide technologies needed to design, fabricate, and test advanced peroxide engines to meet the mission needs beyond 2005. This paper will present a description of the AR2-3, report the status of its current test program, and describe its intended flight demonstration. This paper will then describe the Orbital 10K engine, the status of its test program, and describe its planned flight demonstration. Finally the paper will present a plan, or technology roadmap, for the development of an advanced peroxide engine for the 21st Century.

Rocket-Based Combined Cycle Engine Concept Development

NASA Technical Reports Server (NTRS)

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

2001-01-01

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

Development and Testing of the Phase 0 Autonomous Formation Flight Research System

NASA Technical Reports Server (NTRS)

Petersen, Shane; Fantini, Jay; Norlin, Ken; Theisen, John; Krasiewski, Steven

2004-01-01

The Autonomous Formation Flight (AFF) project was initiated in 1995 to demonstrate at least 10-percent drag reduction by positioning a trailing aircraft in the wingtip vortex of a leading aircraft. If successful, this technology would provide increased fuel savings, reduced emissions, and extended flight duration for fleet aircraft flying in formation. To demonstrate this technology, the AFF project at NASA Dryden Flight Research Center developed a system architecture incorporating two F-18 aircraft flying in leading-trailing formation. The system architecture has been designed to allow the trailing aircraft to maintain station-keeping position relative to the leading aircraft within +/-10 ft. Development of this architecture would be directed at the design and development of a computing system to feed surface position commands into the flight control computers, thereby controlling the longitudinal and lateral position of the trailing aircraft. In addition, modification to the instrumentation systems of both aircraft, pilot displays, and a means of broadcasting the leading aircraft inertial and global positioning system-based positional data to the trailing aircraft would be needed. This presentation focuses on the design and testing of the AFF Phase 0 research system.

X-31 Loaded in C-5 Cargo Bay

NASA Technical Reports Server (NTRS)

1995-01-01

The X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft, based at the NASA Dryden Flight Research Center, Edwards Air Force Base, California, is secured inside the fuselage of an Air Force Reserve C-5 transport. The C-5 was used to ferry the X-31 from Europe back to Edwards, after being flown in the Paris Air Show in June 1995. The X-31's right wing, removed so the aircraft could fit inside the C-5, is in the shipping container in the foreground. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70-degree angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180-degree turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the 'Herbst Maneuver' after Wolfgang Herbst, a German proponent of using post-stall flight in air-to-air combat. It is also called a 'J Turn' when flown to an arbitrary heading change. The aircraft was flown in tactical maneuvers against an F/A-18 and other tactical aircraft as part of the test flight program. During November and December 1993, the X-31 reached a supersonic speed of Mach 1.28. In 1994, the X-31 program installed software to demonstrate quasi-tailless operation. The X-31 flight test program was conducted by an international test organization (ITO) managed by the Advanced Research Projects Office (ARPA), known as the Defense Advanced Research Projects Office (DARPA) before March 1993. The ITO included the U.S. Navy and U.S. Air Force, Rockwell Aerospace, the Federal Republic of Germany, Daimler-Benz (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace), and NASA. Gary Trippensee was the ITO director and NASA Project Manager. Pilots came from participating organizations. The X-31 was 43.33 feet long with a wingspan of 23.83 feet. It was powered by a single General Electric P404-GE-400 turbofan engine that produced 16,000 pounds of thrust in afterburner.

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

NASA Technical Reports Server (NTRS)

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

1987-01-01

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

The Range Safety Debris Catalog Analysis in Preparation for the Pad Abort One Flight Test

NASA Technical Reports Server (NTRS)

Kutty, Prasad M.; Pratt, William D.

2010-01-01

The Pad Abort One flight test of the Orion Abort Flight Test Program is currently under development with the goal of demonstrating the capability of the Launch Abort System. In the event of a launch failure, this system will propel the Crew Exploration Vehicle to safety. An essential component of this flight test is range safety, which ensures the security of range assets and personnel. A debris catalog analysis was done as part of a range safety data package delivered to the White Sands Missile Range in New Mexico where the test will be conducted. The analysis discusses the consequences of an overpressurization of the Abort Motor. The resulting structural failure was assumed to create a debris field of vehicle fragments that could potentially pose a hazard to the range. A statistical model was used to assemble the debris catalog of potential propellant fragments. Then, a thermodynamic, energy balance model was applied to the system in order to determine the imparted velocity to these propellant fragments. This analysis was conducted at four points along the flight trajectory to better understand the failure consequences over the entire flight. The methods used to perform this analysis are outlined in detail and the corresponding results are presented and discussed.

Long Duration Exposure Facility (LDEF) low-temperature Heat Pipe Experiment Package (HEPP) flight results

NASA Technical Reports Server (NTRS)

Mcintosh, Roy; Mccreight, Craig; Brennan, Patrick J.

1992-01-01

The Low Temperature Heat Pipe Flight Experiment (HEPP) is a fairly complicated thermal control experiment that was designed to evaluate the performance of two different low temperature ethane heat pipes and a n-Heptane Phase Change Material (PCM) canister. A total of 388 days of continuous operation with an axially grooved aluminum fixed conductance heat pipe of axially grooved stainless steel heat pipe diode was demonstrated before the EDS batteries lost power. The inability of the HEPP's radiator to cool below 190 K in flight prevented freezing of the PCM and the opportunity to conduct transport tests with the heat pipes. Post flight tests showed that the heat pipes and the PCM are still functioning. This paper presents a summary of the flight data analysis for the HEPP and its related support systems. Pre and post-flight thermal vacuum tests results are presented for the HEPP thermal control system along with individual heat pipe performance and PCM behavior. Appropriate SIG related systems data will also be included along with a 'lessons learned' summary.

A flight management algorithm and guidance for fuel-conservative descents in a time-based metered air traffic environment: Development and flight test results

NASA Technical Reports Server (NTRS)

Knox, C. E.

1984-01-01

A simple airborne flight management descent algorithm designed to define a flight profile subject to the constraints of using idle thrust, a clean airplane configuration (landing gear up, flaps zero, and speed brakes retracted), and fixed-time end conditions was developed and flight tested in the NASA TSRV B-737 research airplane. The research test flights, conducted in the Denver ARTCC automated time-based metering LFM/PD ATC environment, demonstrated that time guidance and control in the cockpit was acceptable to the pilots and ATC controllers and resulted in arrival of the airplane over the metering fix with standard deviations in airspeed error of 6.5 knots, in altitude error of 23.7 m (77.8 ft), and in arrival time accuracy of 12 sec. These accuracies indicated a good representation of airplane performance and wind modeling. Fuel savings will be obtained on a fleet-wide basis through a reduction of the time error dispersions at the metering fix and on a single-airplane basis by presenting the pilot with guidance for a fuel-efficient descent.

HUD Guidance for the ASKA Experimental STOL Aircraft using Radar Position Information

NASA Technical Reports Server (NTRS)

Yazawa, Kenji; Terui, Yushi; Hardy, Gordon H.

1992-01-01

The paper describes a high performance HUD guidance system installed on the experimental powered-lift STOL aircraft Aska. Since the maiden flight in October 1985, the HUD system has been used in all the flight tests. The HUD has an accurate flight path symbol generated by inertial velocity from the IRS which is updated by up-linked precision radar position data. The flight path symbol is very useful for precise approach and flare control for Aska which has large ground effects. A synthetic runway is also presented, which is conformal with the real runway, using the position data from the ground tracking radar system. Under instrument meteorological conditions, the pilot can approach and land using the HUD synthetic runway as well as in visual meteorological conditions. The HUD system proved to be a valuable aid to the pilot for all the Aska flight tests. A NASA Ames Research Center test pilot demonstrated touch down accuracy of less than 8 meters (peak to peak) for a series of three landings.

NASA Technology Demonstrations Missions Program Overview

NASA Technical Reports Server (NTRS)

Turner, Susan

2011-01-01

The National Aeronautics and Space Administration (NASA) Fiscal Year 2010 (FY10) budget introduced a new strategic plan that placed renewed emphasis on advanced missions beyond Earth orbit. This supports NASA s 2011 strategic goal to create innovative new space technologies for our exploration, science, and economic future. As a result of this focus on undertaking many and more complex missions, NASA placed its attention on a greater investment in technology development, and this shift resulted in the establishment of the Technology Demonstrations Missions (TDM) Program. The TDM Program, within the newly formed NASA Office of the Chief Technologist, supports NASA s grand challenges by providing a steady cadence of advanced space technology demonstrations (Figure 1), allowing the infusion of flexible path capabilities for future exploration. The TDM Program's goal is to mature crosscutting capabilities to flight readiness in support of multiple future space missions, including flight test projects where demonstration is needed before the capability can transition to direct mission The TDM Program has several unique criteria that set it apart from other NASA program offices. For instance, the TDM Office matures a small number of technologies that are of benefit to multiple customers to flight technology readiness level (TRL) 6 through relevant environment testing on a 3-year development schedule. These technologies must be crosscutting, which is defined as technology with potential to benefit multiple mission directorates, other government agencies, or the aerospace industry, and they must capture significant public interest and awareness. These projects will rely heavily on industry partner collaboration, and funding is capped for all elements of the flight test demonstration including planning, hardware development, software development, launch costs, ground operations, and post-test assessments. In order to inspire collaboration across government and industry, more than 70% of the TDM funds will be competitively awarded as a result of yearly calls for proposed flight demonstrators and selected based on possible payoff to NASA, technology maturity, customer interest, cost, and technical risk reduction. This paper will give an overview of the TDM Program s mission and organization, as well as its current status in delivering advanced space technologies that will enable more flexible and robust future missions. It also will provide several examples of missions that fit within these parameters and expected outcomes.

An exploration of function analysis and function allocation in the commercial flight domain

NASA Technical Reports Server (NTRS)

Mcguire, James C.; Zich, John A.; Goins, Richard T.; Erickson, Jeffery B.; Dwyer, John P.; Cody, William J.; Rouse, William B.

1991-01-01

The applicability is explored of functional analysis methods to support cockpit design. Specifically, alternative techniques are studied for ensuring an effective division of responsibility between the flight crew and automation. A functional decomposition is performed of the commercial flight domain to provide the information necessary to support allocation decisions and demonstrate methodology for allocating functions to flight crew or to automation. The function analysis employed 'bottom up' and 'top down' analyses and demonstrated the comparability of identified functions, using the 'lift off' segment of the 'take off' phase as a test case. The normal flight mission and selected contingencies were addressed. Two alternative methods for using the functional description in the allocation of functions between man and machine were investigated. The two methods were compared in order to ascertain their relative strengths and weaknesses. Finally, conclusions were drawn regarding the practical utility of function analysis methods.

Proof-of-Concept Demonstrations of a Flight Adjustment Logging and Communication Network

NASA Technical Reports Server (NTRS)

Underwood, Matthew C.; Merlino, Daniel K.; Carboneau, Lindsey M.; Wilson, C. Logan; Wilder, Andrew J.

2016-01-01

The National Airspace System is a highly complex system of systems within which a number of participants with widely varying business and operating models exist. From the airspace user's perspective, a means by which to operate flights in a more flexible and efficient manner is highly desired to meet their business objectives. From the air navigation service provider's viewpoint, there is a need for increasing the capacity of the airspace, while maintaining or increasing the levels of efficiency and safety that currently exist in order to meet the charter under which they operate. Enhancing the communication between airspace operators and users is essential in order to meet these demands. In the spring of 2015, a prototype system that implemented an airborne tool to optimize en-route flight paths for fuel and time savings was designed and tested. The system utilized in-flight Internet as a high-bandwidth data link to facilitate collaborative decision making between the flight deck and an airline dispatcher. The system was tested and demonstrated in a laboratory environment, as well as in-situ. Initial results from these tests indicate that this system is not only feasible, but could also serve as a growth path and testbed for future air traffic management concepts that rely on shared situational awareness through data exchange and electronic negotiation between multiple entities operating within the National Airspace System.

HIAD Advancements and Extension of Mission Applications

NASA Technical Reports Server (NTRS)

Johnson, R. Keith; Cheatwood, F. McNeil; Calomino, Anthony M.; Hughes, Stephen J.; Korzun, Ashley M.; DiNonno, John M.; Lindell, Mike C.; Swanson, Greg T.

2016-01-01

The Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology has made significant advancements over the last decade with flight test demonstrations and ground development campaigns. The first generation (Gen-1) design and materials were flight tested with the successful third Inflatable Reentry Vehicle Experiment flight test of a 3-m HIAD (IRVE-3). Ground development efforts incorporated materials with higher thermal capabilities for the inflatable structure (IS) and flexible thermal protection system (F-TPS) as a second generation (Gen-2) system. Current efforts and plans are focused on extending capabilities to improve overall system performance and reduce areal weight, as well as expand mission applicability. F-TPS materials that offer greater thermal resistance, and ability to be packed to greater density, for a given thickness are being tested to demonstrated thermal performance benefits and manufacturability at flight-relevant scale. IS materials and construction methods are being investigated to reduce mass, increase load capacities, and improve durability for packing. Previous HIAD systems focused on symmetric geometries using stacked torus construction. Flight simulations and trajectory analysis show that symmetrical HIADs may provide L/D up to 0.25 via movable center of gravity (CG) offsets. HIAD capabilities can be greatly expanded to suit a broader range of mission applications with asymmetric shapes and/or modulating L/D. Various HIAD concepts are being developed to provide greater control to improve landing accuracy and reduce dependency upon propulsion systems during descent and landing. Concepts being studied include a canted stack torus design, control surfaces, and morphing configurations that allow the shape to be actively manipulated for flight control. This paper provides a summary of recent HIAD development activities, and plans for future HIAD developments including advanced materials, improved construction techniques, and alternate geometry concepts that will greatly expand HIAD mission applications.

An Overview of the Guided Parafoil System Derived from X-38 Experience

NASA Technical Reports Server (NTRS)

Stein, Jenny M.; Madsen, Chris M.; Strahan, Alan L.

2005-01-01

The NASA Johnson Space Center built a 4200 sq ft parafoil for the U.S. Army Natick Soldier Center to demonstrate autonomous flight using a guided parafoil system to deliver 10,000 lbs of useable payload. The parafoil's design was based upon that developed during the X-38 program. The drop test payload consisted of a standard 20-foot Type V airdrop platform, a standard 12-foot weight tub, a 60 ft drogue parachute, a 4200 ft2 parafoil, an instrumentation system, and a Guidance, Navigation, and Control (GN&C) system. Instrumentation installed on the load was used to gather data to validate simulation models and preflight loads predictions and to perform post flight trajectory and performance reconstructions. The GN&C system, developed during NASA's X-38 program, consisted of a flight computer, modems for uplink commands and downlink data, a compass, laser altimeter, and two winches. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser was used to initiate the flare. The GN&C software was originally provided to NASA by the European Space Agency. NASA incorporated further software refinements based upon the X-38 flight test results. Three full-scale drop tests were conducted, with the third being performed during the Precision Airdrop Technology Conference and Demonstration (PATCAD) Conference at the U.S. Army Yuma Proving Ground (YPG) in November of 2003. For the PATCAD demonstration, the parafoil and GN&C software and hardware performed well, concluding with a good flare and the smallest miss distance ever experienced in NASA's parafoil drop test program. This paper describes the 4200 sq ft parafoil system, simulation results, and the results of the drop tests.

Development of a Self-contained Heat Rejection Module (SHRM), phase 1

NASA Technical Reports Server (NTRS)

Fleming, M. L.

1976-01-01

The laboratory prototype test hardware and testing of the Self-Contained Heat Rejection Module are discussed. The purpose of the test was to provide operational and design experience for application to a flight prototype design. It also provided test evaluation of several of the actual components which were to be used in the flight prototype hardware. Several changes were made in the flight prototype design due to these tests including simpler line routing, relocation of remote operated valves to a position upstream of the expansion valves, and shock mounting of the compressor. The concept of heat rejection control by compressor speed reduction was verified and the liquid receiver, accumulator, remote control valves, oil separator and power source were demonstrated as acceptable. A procedure for mode changes between pumped fluid and vapor compression was developed.

KSC-2012-6105

NASA Image and Video Library

2012-11-01

CAPE CANAVERAL, Fla. – The Orion Exploration Flight Test 1 crew module is undergoing proof pressure testing at the Operations and Checkout Building at NASA's Kennedy Space Center in Florida. The test incrementally pressurizes the spacecraft with breathing air and is designed to demonstrate weld strength capability and structural performance at maximum flight operating pressures. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/Ben Smegelsky

KSC-2012-6103

NASA Image and Video Library

2012-11-01

CAPE CANAVERAL, Fla. – The Orion Exploration Flight Test 1 crew module is undergoing proof pressure testing at the Operations and Checkout Building at NASA's Kennedy Space Center in Florida. The test incrementally pressurizes the spacecraft with breathing air and is designed to demonstrate weld strength capability and structural performance at maximum flight operating pressures. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/Ben Smegelsky

KSC-2012-6104

NASA Image and Video Library

2012-11-01

CAPE CANAVERAL, Fla. – The Orion Exploration Flight Test 1 crew module is undergoing proof pressure testing at the Operations and Checkout Building at NASA's Kennedy Space Center in Florida. The test incrementally pressurizes the spacecraft with breathing air and is designed to demonstrate weld strength capability and structural performance at maximum flight operating pressures. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/Ben Smegelsky

Test program for transmitter experiment package and heat pipe system for the communications technology satellite

NASA Technical Reports Server (NTRS)

Depauw, J. F.; Reader, K. E.; Staskus, J. V.

1976-01-01

The test program is described for the 200 watt transmitter experiment package and the variable conductance heat pipe system which are components of the high-power transponder aboard the Communications Technology Satellite. The program includes qualification tests to demonstrate design adequacy, acceptance tests to expose latent defects in flight hardware, and development tests to integrate the components into the transponder system and to demonstrate compatibility.

Early Flight Fission Test Facilities (EFF-TF) and Concepts That Support Near-Term Space Fission Missions

NASA Technical Reports Server (NTRS)

VanDyke, Melissa; Houts, Mike; Godfroy, Thomas; Martin, James

2003-01-01

Fission technology can enable rapid, affordable access to any point in the solar system. If fusion propulsion systems are to be developed to their full potential; however, near-term customers must be identified and initial fission systems successfully developed, launched, and utilized. Successful utilization will most likely occur if frequent, significant hardware-based milestones can be achieved throughout the program. If the system is designed to operate within established radiation damage and fuel burn up limits while simultaneously being designed to allow close simulation of heat from fission using resistance heaters, high confidence in fission system pe$ormance and lifetime can be attained through non-nuclear testing. Through demonstration of systems concepts (designed by DOE National Laboratories) in relevant environments, this philosophy has been demonstrated through hardware testing in the Early Flight Fission Test Facilities (EFF-TF) at the Marshall Space Flight Center. The EFF-TF is designed to enable very realistic non-nuclear testing of space fission systems. Ongoing research at the EFF-TF is geared towards facilitating research, development, system integration, and system utilization via cooperative efforts with DOE labs, industry, universities, and other NASA centers.

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

NASA Technical Reports Server (NTRS)

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

2002-01-01

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

Computational Fluid Dynamics Analysis Success Stories of X-Plane Design to Flight Test

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2008-01-01

Examples of the design and flight test of three true X-planes are described, particularly X-plane design techniques that relied heavily on computational fluid dynamics(CFD) analysis. Three examples are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and the X-48B Blended Wing Body Demonstrator Aircraft. An overview is presented of the uses of CFD analysis, comparison and contrast with wind tunnel testing, and information derived from CFD analysis that directly related to successful flight test. Lessons learned on the proper and improper application of CFD analysis are presented. Highlights of the flight-test results of the three example X-planes are presented. This report discusses developing an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the areas in which CFD analysis does and does not perform well during this process is presented. How wind tunnel testing complements, calibrates, and verifies CFD analysis is discussed. Lessons learned revealing circumstances under which CFD analysis results can be misleading are given. Strengths and weaknesses of the various flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed.

Concept Design of Cryogenic Propellant Storage and Transfer for Space Exploration

NASA Technical Reports Server (NTRS)

Free, James M.; Motil, Susan M.; Kortes, Trudy F.; Meyer, Michael L.; taylor, William J.

2012-01-01

NASA is in the planning and investigation process of developing innovative paths for human space exploration that strengthen the capability to extend human and robotic presence beyond low Earth orbit and throughout the solar system. NASA is establishing the foundations to enable humans to safely reach multiple potential destinations, including the Moon, asteroids, Lagrange points, and Mars and its environs through technology and capability development. To achieve access to these destinations within a reasonable flight time will require the use of high performance cryogenic propulsion systems. Therefore NASA is examining mission concepts for a Cryogenic Propellant Storage and Transfer (CPST) Flight Demonstration which will test and validate key capabilities and technologies required for future exploration elements such as large cryogenic propulsion stages and propellant depots. The CPST project will perform key ground testing in fiscal year 2012 and execute project formulation and implementation leading to a flight demonstration in 2017.

Colloid Microthruster Flight Performance Results from Space Technology 7 Disturbance Reduction System

NASA Technical Reports Server (NTRS)

Ziemer, John; Marrese-Reading, Colleen; Dunn, Charley; Romero-Wolf, Andrew; Cutler, Curt; Javidnia, Shahram; Li, Thanh; Li, Irena; Franklin, Garth; Barela, Phil;

Flight Test Results of an Angle of Attack and Angle of Sideslip Calibration Method Using Output-Error Optimization

NASA Technical Reports Server (NTRS)

Siu, Marie-Michele; Martos, Borja; Foster, John V.

2013-01-01

As part of a joint partnership between the NASA Aviation Safety Program (AvSP) and the University of Tennessee Space Institute (UTSI), research on advanced air data calibration methods has been in progress. This research was initiated to expand a novel pitot-static calibration method that was developed to allow rapid in-flight calibration for the NASA Airborne Subscale Transport Aircraft Research (AirSTAR) facility. This approach uses Global Positioning System (GPS) technology coupled with modern system identification methods that rapidly computes optimal pressure error models over a range of airspeed with defined confidence bounds. Subscale flight tests demonstrated small 2-s error bounds with significant reduction in test time compared to other methods. Recent UTSI full scale flight tests have shown airspeed calibrations with the same accuracy or better as the Federal Aviation Administration (FAA) accepted GPS 'four-leg' method in a smaller test area and in less time. The current research was motivated by the desire to extend this method for inflight calibration of angle of attack (AOA) and angle of sideslip (AOS) flow vanes. An instrumented Piper Saratoga research aircraft from the UTSI was used to collect the flight test data and evaluate flight test maneuvers. Results showed that the output-error approach produces good results for flow vane calibration. In addition, maneuvers for pitot-static and flow vane calibration can be integrated to enable simultaneous and efficient testing of each system.

Space Station Cathode Design, Performance, and Operating Specifications

NASA Technical Reports Server (NTRS)

Patterson, Michael J.; Verhey, Timothy R.; Soulas, George; Zakany, James

1998-01-01

A plasma contactor system was baselined for the International Space Station (ISS) to eliminate/mitigate damaging interactions with the space environment. The system represents a dual-use technology which is a direct outgrowth of the NASA electric propulsion program and, in particular, the technology development efforts on ion thruster systems. The plasma contactor includes a hollow cathode assembly (HCA), a power electronics unit, and a xenon gas feed system. Under a pre-flight development program, these subsystems were taken to the level of maturity appropriate for transfer to U.S. industry for final development. NASA's Lewis Research Center was subsequently requested by ISS to manufacture and deliver the engineering model, qualification model, and flight HCA units. To date, multiple units have been built. One cathode has demonstrated approximately 28,000 hours lifetime, two development unit HCAs have demonstrated over 10,000 hours lifetime, and one development unit HCA has demonstrated more than 32,000 ignitions. All 8 flight HCAs have been manufactured, acceptance tested, and are ready for delivery to the flight contractor. This paper discusses the requirements, mechanical design, performance, operating specifications, and schedule for the plasma contactor flight HCAs.

The Hyper-X Flight Systems Validation Program

NASA Technical Reports Server (NTRS)

Redifer, Matthew; Lin, Yohan; Bessent, Courtney Amos; Barklow, Carole

2007-01-01

For the Hyper-X/X-43A program, the development of a comprehensive validation test plan played an integral part in the success of the mission. The goal was to demonstrate hypersonic propulsion technologies by flight testing an airframe-integrated scramjet engine. Preparation for flight involved both verification and validation testing. By definition, verification is the process of assuring that the product meets design requirements; whereas validation is the process of assuring that the design meets mission requirements for the intended environment. This report presents an overview of the program with emphasis on the validation efforts. It includes topics such as hardware-in-the-loop, failure modes and effects, aircraft-in-the-loop, plugs-out, power characterization, antenna pattern, integration, combined systems, captive carry, and flight testing. Where applicable, test results are also discussed. The report provides a brief description of the flight systems onboard the X-43A research vehicle and an introduction to the ground support equipment required to execute the validation plan. The intent is to provide validation concepts that are applicable to current, follow-on, and next generation vehicles that share the hybrid spacecraft and aircraft characteristics of the Hyper-X vehicle.

A Proposed Ascent Abort Flight Test for the Max Launch Abort System

NASA Technical Reports Server (NTRS)

Tartabini, Paul V.; Gilbert, Michael G.; Starr, Brett R.

2016-01-01

The NASA Engineering and Safety Center initiated the Max Launch Abort System (MLAS) Project to investigate alternate crew escape system concepts that eliminate the conventional launch escape tower by integrating the escape system into an aerodynamic fairing that fully encapsulates the crew capsule and smoothly integrates with the launch vehicle. This paper proposes an ascent abort flight test for an all-propulsive towerless escape system concept that is actively controlled and sized to accommodate the Orion Crew Module. The goal of the flight test is to demonstrate a high dynamic pressure escape and to characterize jet interaction effects during operation of the attitude control thrusters at transonic and supersonic conditions. The flight-test vehicle is delivered to the required test conditions by a booster configuration selected to meet cost, manufacturability, and operability objectives. Data return is augmented through judicious design of the boost trajectory, which is optimized to obtain data at a range of relevant points, rather than just a single flight condition. Secondary flight objectives are included after the escape to obtain aerodynamic damping data for the crew module and to perform a high-altitude contingency deployment of the drogue parachutes. Both 3- and 6-degree-of-freedom trajectory simulation results are presented that establish concept feasibility, and a Monte Carlo uncertainty assessment is performed to provide confidence that test objectives can be met.

Flight mechanics applications for tethers in space: Cooperative Italian-US programs

NASA Technical Reports Server (NTRS)

Bevilacqua, Franco; Merlina, Pietro; Anderson, John L.

1990-01-01

Since the 1974 proposal by Giuseppe Colombo to fly a tethered subsatellite from the Shuttle Orbiter, the creative thinking of many scientists and engineers from Italy and U.S. has generated a broad range of potential tether applications in space. Many of these applications have promise for enabling innovative research and operational activities relating to flight mechanics in earth orbit and at suborbital altitudes. From a flight mechanics standpoint the most interesting of the currently proposed flight demonstrations are: the second Tethered Satellite System experiment which offers both the potential for aerothermodynamics and hypersonics research and for atmospheric science research; the Tethered Initiated Space Recovery System which would enable orbital deboost and recovery of a re-entry vehicle and waste removal from a space station; and the Tether Elevator/Crawler System which would provide a variable microgravity environment and space station center of mass management. The outer atmospheric and orbital flight mechanics characteristics of these proposed tether flight demonstrations are described. The second Tethered Satellite System mission will deploy the tethered satellite earthward and will bring it as low as 130 km from ground and thus into the transition region between the atmosphere (non-ionized) and the partially ionized ionosphere. The atmospheric flight mechanics of the tethered satellite is discussed and simulation results are presented. The Tether Initiated Space Recovery System experiment will demonstrate the ability of a simple tether system to deboost and recover a reentry vehicle. The main feature of this demonstration is the utilization of a Small Expendable Deployment System (SEDS) and the low-tension deployment assumed to separate the reentry vehicle from the Shuttle. This low-tension deployment maneuver is discussed and its criticalities are outlined. The Tether Elevator/Crawler System is a new space element able to move in a controlled way between the ends of a deployed tethered system. A Shuttle test of an Elevator model is planned to demonstrate the unique capability of this element as a microgravity facility and to test the transfer motion control. The basic dynamical features of the Elevator system are presented and a preliminary assessment of the Elevator-induced tether vibrations is discussed.

Design and development of Shuttle Get-Away-Special experiment G-0074. [off-load capability for a full-tank propellant acquisition system

NASA Technical Reports Server (NTRS)

Orton, G. F.

1984-01-01

An experiment to investigate more versatile, lower cost surface tension propellant acquisition approaches for future satellite and spacecraft propellant tanks is designed to demonstrate a propellant off-load capability for a full-tank gallery surface tension device, such as that employed in the shuttle reaction control subsystem, and demonstrate a low-cost refillable trap concept that could be used in future orbit maneuver propulsion systems for multiple engine restarts. A Plexiglas test tank, movie camera and lights, auxiliary liquid accumulator, control electronics, battery pack, and associated valving and plumbing are used. The test liquid is Freon 113, dyed blue for color movie coverage. The fully loaded experiments weighs 106 pounds and is to be installed in a NASA five-cubic-foot flight canister. Vibration tests, acoustic tests, and high and low temperature tests were performed to quality the experiment for flight.

Ground Testing of a 10 K Sorption Cryocooler Flight Experiment (BETSCE)

NASA Technical Reports Server (NTRS)

Bard, S.; Wu, J.; Karlmann, P.; Cowgill, P.; Mirate, C.; Rodriguez, J.

1994-01-01

The Brilliant Eyes Ten-Kelvin Sorption Cryocooler Experiment (BETSCE) is a Space Shuttle side-wall-mounted flight experiment designed to demonstrate 10 K sorption cryocooler technology in a space environment. The BETSCE objectives are to: (1) provide a thorough end-to-end characterization and space performance validation of a complete, multistage, automated, closed-cycle hydride sorption cryocooler in the 10 to 30 K temperature range, (2) acquire the quantitative microgravity database required to provide confident engineering design, scaling, and optimization, (3) advance the enabling technologies and resolve integration issues, and (4) provide hardware qualification and safety verification heritage. BETSCE ground tests were the first-ever demonstration of a complete closed-cycle 10 K sorption cryocooler. Test results exceeded functional requirements. This paper summarizes functional and environmental ground test results, planned characterization tests, important development challenges that were overcome, and valuable lessons-learned.

GFAST Software Demonstration

NASA Image and Video Library

2017-03-17

NASA engineers and test directors gather in Firing Room 3 in the Launch Control Center at NASA's Kennedy Space Center in Florida, to watch a demonstration of the automated command and control software for the agency's Space Launch System (SLS) and Orion spacecraft. In front, far right, is Charlie Blackwell-Thompson, launch director for Exploration Mission 1 (EM-1). The software is called the Ground Launch Sequencer. It will be responsible for nearly all of the launch commit criteria during the final phases of launch countdowns. The Ground and Flight Application Software Team (GFAST) demonstrated the software. It was developed by the Command, Control and Communications team in the Ground Systems Development and Operations (GSDO) Program. GSDO is helping to prepare the center for the first test flight of Orion atop the SLS on EM-1.

Parachute Testing for the NASA X-38 Crew Return Vehicle

NASA Technical Reports Server (NTRS)

Stein, Jenny M.

2005-01-01

NASA's X-38 program was an in-house technology demonstration program to develop a Crew Return Vehicle (CRV) for the International Space Station capable of returning seven crewmembers to Earth when the Space Shuttle was not present at the station. The program, managed out of NASA's Johnson Space Center, was started in 1995 and was cancelled in 2003. Eight flights with a prototype atmospheric vehicle were successfully flown at Edwards Air Force Base, demonstrating the feasibility of a parachute landing system for spacecraft. The intensive testing conducted by the program included testing of large ram-air parafoils. The flight test techniques, instrumentation, and simulation models developed during the parachute test program culminated in the successful demonstration of a guided parafoil system to land a 25,000 Ib spacecraft. The test program utilized parafoils of sizes ranging from 750 to 7500 p. The guidance, navigation, and control system (GN&C) consisted of winches, laser or radar altimeter, global positioning system (GPS), magnetic compass, barometric altimeter, flight computer, and modems for uplink commands and downlink data. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser or radar altimeter was used to initiate the flare. In the event of a GPS failure, the software navigated by dead reckoning using the compass and barometric altimeter data. The GN&C test beds included platforms dropped from cargo aircraft, atmospheric vehicles released from a 8-52, and a Buckeye powered parachute. This paper will describe the test program and significant results.

In-Flight Suppression of a De-Stabilized F/A-18 Structural Mode Using the Space Launch System Adaptive Augmenting Control System

NASA Technical Reports Server (NTRS)

Wall, John; VanZwieten, Tannen; Giiligan Eric; Miller, Chris; Hanson, Curtis; Orr, Jeb

2015-01-01

Adaptive Augmenting Control (AAC) has been developed for NASA's Space Launch System (SLS) family of launch vehicles and implemented as a baseline part of its flight control system (FCS). To raise the technical readiness level of the SLS AAC algorithm, the Launch Vehicle Adaptive Control (LVAC) flight test program was conducted in which the SLS FCS prototype software was employed to control the pitch axis of Dryden's specially outfitted F/A-18, the Full Scale Advanced Systems Test Bed (FAST). This presentation focuses on a set of special test cases which demonstrate the successful mitigation of the unstable coupling of an F/A-18 airframe structural mode with the SLS FCS.

Helicopter flight test demonstration of differential GPS

NASA Technical Reports Server (NTRS)

Denaro, R. P.; Beser, J.

1985-01-01

An off-line post-mission processing facility is being established by NASA Ames Research Center to analyze differential GPS flight tests. The current and future differential systems are described, comprising an airborne segment in an SH-3 helicopter, a GPS ground reference station, and a tracking system. The post-mission processing system provides for extensive measurement analysis and differential computation. Both differential range residual corrections and navigation corrections are possible. Some preliminary flight tests were conducted in a landing approach scenario and statically. Initial findings indicate the possible need for filter matching between airborne and ground systems (if used in a navigation correction technique), the advisability of correction smoothing before airborne incorporation, and the insensitivity of accuracy to either of the differential techniques or to update rates.

The design, development, and flight test results of the Boeing 737 aircraft antennas for the ICAO demonstration of the TRSB microwave landing system

NASA Technical Reports Server (NTRS)

Campbell, T. G.; White, W. E.; Gilreath, M. C.

1976-01-01

The Research Support Flight System, a modified Boeing 737, was used to evaluate the performance of several aircraft antennas and locations for the Time Reference Scanning Beam (TRSB) Microwave Landing System (MLS). These tests were conducted at the National Aviation Facilities Experimental Center (NAFEC), Atlantic City, New Jersey on December 18, 1975. The flight tests measured the signal strength and all pertinent MLS data during a straight-in approach, a racetrack approach, and ICAO approach profiles using the independent antenna-receiver combinations simultaneously on the aircraft. Signal drop-outs were experienced during the various approaches but only a small percentage could be attributed to antenna pattern effects.

A real-time digital program for estimating aircraft stability and control parameters from flight test data by using the maximum likelihood method

NASA Technical Reports Server (NTRS)

Grove, R. D.; Mayhew, S. C.

1973-01-01

A computer program (Langley program C1123) has been developed for estimating aircraft stability and control parameters from flight test data. These parameters are estimated by the maximum likelihood estimation procedure implemented on a real-time digital simulation system, which uses the Control Data 6600 computer. This system allows the investigator to interact with the program in order to obtain satisfactory results. Part of this system, the control and display capabilities, is described for this program. This report also describes the computer program by presenting the program variables, subroutines, flow charts, listings, and operational features. Program usage is demonstrated with a test case using pseudo or simulated flight data.

Formation Flight of Multiple UAVs via Onboard Sensor Information Sharing.

PubMed

Park, Chulwoo; Cho, Namhoon; Lee, Kyunghyun; Kim, Youdan

2015-07-17

To monitor large areas or simultaneously measure multiple points, multiple unmanned aerial vehicles (UAVs) must be flown in formation. To perform such flights, sensor information generated by each UAV should be shared via communications. Although a variety of studies have focused on the algorithms for formation flight, these studies have mainly demonstrated the performance of formation flight using numerical simulations or ground robots, which do not reflect the dynamic characteristics of UAVs. In this study, an onboard sensor information sharing system and formation flight algorithms for multiple UAVs are proposed. The communication delays of radiofrequency (RF) telemetry are analyzed to enable the implementation of the onboard sensor information sharing system. Using the sensor information sharing, the formation guidance law for multiple UAVs, which includes both a circular and close formation, is designed. The hardware system, which includes avionics and an airframe, is constructed for the proposed multi-UAV platform. A numerical simulation is performed to demonstrate the performance of the formation flight guidance and control system for multiple UAVs. Finally, a flight test is conducted to verify the proposed algorithm for the multi-UAV system.

Formation Flight of Multiple UAVs via Onboard Sensor Information Sharing

PubMed Central

Park, Chulwoo; Cho, Namhoon; Lee, Kyunghyun; Kim, Youdan

2015-01-01

To monitor large areas or simultaneously measure multiple points, multiple unmanned aerial vehicles (UAVs) must be flown in formation. To perform such flights, sensor information generated by each UAV should be shared via communications. Although a variety of studies have focused on the algorithms for formation flight, these studies have mainly demonstrated the performance of formation flight using numerical simulations or ground robots, which do not reflect the dynamic characteristics of UAVs. In this study, an onboard sensor information sharing system and formation flight algorithms for multiple UAVs are proposed. The communication delays of radiofrequency (RF) telemetry are analyzed to enable the implementation of the onboard sensor information sharing system. Using the sensor information sharing, the formation guidance law for multiple UAVs, which includes both a circular and close formation, is designed. The hardware system, which includes avionics and an airframe, is constructed for the proposed multi-UAV platform. A numerical simulation is performed to demonstrate the performance of the formation flight guidance and control system for multiple UAVs. Finally, a flight test is conducted to verify the proposed algorithm for the multi-UAV system. PMID:26193281

Hypersonic missile propulsion system

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

Kazmar, R.R.

1998-11-01

Pratt and Whitney is developing the technology for hypersonic components and engines. A supersonic combustion ramjet (scramjet) database was developed using hydrogen fueled propulsion systems for space access vehicles and serves as a point of departure for the current development of hydrocarbon scramjets. The Air Force Hypersonic Technology (HyTech) Program has put programs in place to develop the technologies necessary to demonstrate the operability, performance and structural durability of an expendable, liquid hydrocarbon fueled scramjet system that operates from Mach 4 to 8. This program will culminate in a flight type engine test at representative flight conditions. The hypersonic technologymore » base that will be developed and demonstrated under HyTech will establish the foundation to enable hypersonic propulsion systems for a broad range of air vehicle applications from missiles to space access vehicles. A hypersonic missile flight demonstration is planned in the DARPA Affordable Rapid Response Missile Demonstrator (ARRMD) program in 2001.« less

Development and Flight Test of an Active Flutter Suppression System for the F-4F with Stores. Part 3. Flight Demonstration of the Active Flutter Suppression System.

DTIC Science & Technology

1983-06-01

that the dynamic behavior of the wing-pylon-store changed considerably with excitation amplitude due to free play and preload. The active flutter suppression system worked well and provided an increase in flutter speed.

High mass resolution time of flight mass spectrometer for measuring products in heterogeneous catalysis in highly sensitive microreactors

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

Andersen, T.; Jensen, R.; Christensen, M. K.

2012-07-15

We demonstrate a combined microreactor and time of flight system for testing and characterization of heterogeneous catalysts with high resolution mass spectrometry and high sensitivity. Catalyst testing is performed in silicon-based microreactors which have high sensitivity and fast thermal response. Gas analysis is performed with a time of flight mass spectrometer with a modified nude Bayard-Alpert ionization gauge as gas ionization source. The mass resolution of the time of flight mass spectrometer using the ion gauge as ionization source is estimated to m/{Delta}m > 2500. The system design is superior to conventional batch and flow reactors with accompanying product detectionmore » by quadrupole mass spectrometry or gas chromatography not only due to the high sensitivity, fast temperature response, high mass resolution, and fast acquisition time of mass spectra but it also allows wide mass range (0-5000 amu in the current configuration). As a demonstration of the system performance we present data from ammonia oxidation on a Pt thin film showing resolved spectra of OH and NH{sub 3}.« less

High mass resolution time of flight mass spectrometer for measuring products in heterogeneous catalysis in highly sensitive microreactors

NASA Astrophysics Data System (ADS)

Andersen, T.; Jensen, R.; Christensen, M. K.; Pedersen, T.; Hansen, O.; Chorkendorff, I.

2012-07-01

We demonstrate a combined microreactor and time of flight system for testing and characterization of heterogeneous catalysts with high resolution mass spectrometry and high sensitivity. Catalyst testing is performed in silicon-based microreactors which have high sensitivity and fast thermal response. Gas analysis is performed with a time of flight mass spectrometer with a modified nude Bayard-Alpert ionization gauge as gas ionization source. The mass resolution of the time of flight mass spectrometer using the ion gauge as ionization source is estimated to m/Δm > 2500. The system design is superior to conventional batch and flow reactors with accompanying product detection by quadrupole mass spectrometry or gas chromatography not only due to the high sensitivity, fast temperature response, high mass resolution, and fast acquisition time of mass spectra but it also allows wide mass range (0-5000 amu in the current configuration). As a demonstration of the system performance we present data from ammonia oxidation on a Pt thin film showing resolved spectra of OH and NH3.

Airborne Turbulence Detection and Warning ACLAIM Flight Test Results

NASA Technical Reports Server (NTRS)

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

1999-01-01

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

High mass resolution time of flight mass spectrometer for measuring products in heterogeneous catalysis in highly sensitive microreactors.

PubMed

Andersen, T; Jensen, R; Christensen, M K; Pedersen, T; Hansen, O; Chorkendorff, I

2012-07-01

We demonstrate a combined microreactor and time of flight system for testing and characterization of heterogeneous catalysts with high resolution mass spectrometry and high sensitivity. Catalyst testing is performed in silicon-based microreactors which have high sensitivity and fast thermal response. Gas analysis is performed with a time of flight mass spectrometer with a modified nude Bayard-Alpert ionization gauge as gas ionization source. The mass resolution of the time of flight mass spectrometer using the ion gauge as ionization source is estimated to m/Δm > 2500. The system design is superior to conventional batch and flow reactors with accompanying product detection by quadrupole mass spectrometry or gas chromatography not only due to the high sensitivity, fast temperature response, high mass resolution, and fast acquisition time of mass spectra but it also allows wide mass range (0-5000 amu in the current configuration). As a demonstration of the system performance we present data from ammonia oxidation on a Pt thin film showing resolved spectra of OH and NH(3).

Small UAV Automatic Ground Collision Avoidance System Design Considerations and Flight Test Results

NASA Technical Reports Server (NTRS)

Sorokowski, Paul; Skoog, Mark; Burrows, Scott; Thomas, SaraKatie

2015-01-01

The National Aeronautics and Space Administration (NASA) Armstrong Flight Research Center Small Unmanned Aerial Vehicle (SUAV) Automatic Ground Collision Avoidance System (Auto GCAS) project demonstrated several important collision avoidance technologies. First, the SUAV Auto GCAS design included capabilities to take advantage of terrain avoidance maneuvers flying turns to either side as well as straight over terrain. Second, the design also included innovative digital elevation model (DEM) scanning methods. The combination of multi-trajectory options and new scanning methods demonstrated the ability to reduce the nuisance potential of the SUAV while maintaining robust terrain avoidance. Third, the Auto GCAS algorithms were hosted on the processor inside a smartphone, providing a lightweight hardware configuration for use in either the ground control station or on board the test aircraft. Finally, compression of DEM data for the entire Earth and successful hosting of that data on the smartphone was demonstrated. The SUAV Auto GCAS project demonstrated that together these methods and technologies have the potential to dramatically reduce the number of controlled flight into terrain mishaps across a wide range of aviation platforms with similar capabilities including UAVs, general aviation aircraft, helicopters, and model aircraft.

Propfan Test Assessment (PTA): Flight test report

NASA Technical Reports Server (NTRS)

Little, B. H.; Bartel, H. W.; Reddy, N. N.; Swift, G.; Withers, C. C.; Brown, P. C.

1989-01-01

The Propfan Test Assessment (PTA) aircraft was flown to obtain glade stress and noise data for a 2.74m (9 ft.) diameter single rotation propfan. Tests were performed at Mach numbers to 0.85 and altitudes to 12,192m (40,000 ft.). The propfan was well-behaved structurally over the entire flight envelope, demonstrating that the blade design technology was completely adequate. Noise data were characterized by strong signals at blade passage frequency and up to 10 harmonics. Cabin noise was not so high as to preclude attainment of comfortable levels with suitable wall treatment. Community noise was not excessive.

Flight tests of external modifications used to reduce blunt base drag

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1988-01-01

The effectiveness of a trailing disk (the trapped vortex concept) in reducing the blunt base drag of an 8-in diameter body of revolution was studied from measurements made both in flight and in full-scale wind-tunnel tests. The experiment demonstrated the significant base drag reduction capability of the trailing disk to Mach 0.93. The maximum base drag reduction obtained from a cavity tested on the flight body of revolution was not significant. The effectiveness of a splitter plate and a vented-wall cavity in reducing the base drag of a quasi-two-dimensional fuselage closure was studied from base pressure measurements made in flight. The fuselage closure was between the two engines of the F-111 airplane; therefore, the base pressures were in the presence of jet engine exhaust. For Mach numbers from 1.10 to 1.51, significant base drag reduction was provided by the vented-wall cavity configuration. The splitter plate was not considered effective in reducing base drag at any Mach number tested.

Solar Variability and the Near-Earth Environment: Mining Enhanced Low Dose Rate Sensitivity Data From the Microelectronics and Photonics Test Bed Space Experiment

NASA Technical Reports Server (NTRS)

Turflinger, T.; Schmeichel, W.; Krieg, J.; Titus, J.; Campbell, A.; Reeves, M.; Marshall (P.); Hardage, Donna (Technical Monitor)

2004-01-01

This effort is a detailed analysis of existing microelectronics and photonics test bed satellite data from one experiment, the bipolar test board, looking to improve our understanding of the enhanced low dose rate sensitivity (ELDRS) phenomenon. Over the past several years, extensive total dose irradiations of bipolar devices have demonstrated that many of these devices exhibited ELDRS. In sensitive bipolar transistors, ELDRS produced enhanced degradation of base current, resulting in enhanced gain degradation at dose rates <0.1 rd(Si)/s compared to similar transistors irradiated at dose rates >1 rd(Si)/s. This Technical Publication provides updated information about the test devices, the in-flight experiment, and both flight-and ground-based observations. Flight data are presented for the past 5 yr of the mission. These data are compared to ground-based data taken on devices from the same date code lots. Information about temperature fluctuations, power shutdowns, and other variables encountered during the space flight are documented.

Flight test trajectory control analysis

NASA Technical Reports Server (NTRS)

Walker, R.; Gupta, N.

1983-01-01

Recent extensions to optimal control theory applied to meaningful linear models with sufficiently flexible software tools provide powerful techniques for designing flight test trajectory controllers (FTTCs). This report describes the principal steps for systematic development of flight trajectory controllers, which can be summarized as planning, modeling, designing, and validating a trajectory controller. The techniques have been kept as general as possible and should apply to a wide range of problems where quantities must be computed and displayed to a pilot to improve pilot effectiveness and to reduce workload and fatigue. To illustrate the approach, a detailed trajectory guidance law is developed and demonstrated for the F-15 aircraft flying the zoom-and-pushover maneuver.

Cost effective launch operations of the SSME

NASA Technical Reports Server (NTRS)

Klatt, F. P.

1985-01-01

The Space Shuttle Main Engine (SSME) represents the beginning of reusable rocket engine operations in the space transportation system (STS). Steps taken to reduce the overall cost of flight operations of the SSME by improving turnaround operations, extending the life of the engine, and improving the cost effectiveness of overhaul operations at the Canoga Park home plant are described. Ground certification testing to ensure safe launch operations is described, as well as certification extension testing that leads to a service life equivalent to 40 flights. The proven flight record of the SSME, which has demonstrated the utility of the SSME as a key component of America's space transportation system, is discussed.

AFTI/F-16 50th flight team photo

NASA Technical Reports Server (NTRS)

1983-01-01

An early (1983) photograph of the AFTI F-16 team, commemorating the aircraft's 50th flight. It shows the initial configuration and paint finish of the AFTI F-16, as well as the forward mounted canards and the spin chute. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Orion Launch Abort System Performance on Exploration Flight Test 1

NASA Technical Reports Server (NTRS)

McCauley, R.; Davidson, J.; Gonzalez, Guillermo

2015-01-01

This paper will present an overview of the flight test objectives and performance of the Orion Launch Abort System during Exploration Flight Test-1. Exploration Flight Test-1, the first flight test of the Orion spacecraft, was managed and led by the Orion prime contractor, Lockheed Martin, and launched atop a United Launch Alliance Delta IV Heavy rocket. This flight test was a two-orbit, high-apogee, high-energy entry, low-inclination test mission used to validate and test systems critical to crew safety. This test included the first flight test of the Launch Abort System preforming Orion nominal flight mission critical objectives. NASA is currently designing and testing the Orion Multi-Purpose Crew Vehicle (MPCV). Orion will serve as NASA's new exploration vehicle to carry astronauts to deep space destinations and safely return them to earth. The Orion spacecraft is composed of four main elements: the Launch Abort System, the Crew Module, the Service Module, and the Spacecraft Adapter (Fig. 1). The Launch Abort System (LAS) provides two functions; during nominal launches, the LAS provides protection for the Crew Module from atmospheric loads and heating during first stage flight and during emergencies provides a reliable abort capability for aborts that occur within the atmosphere. The Orion Launch Abort System (LAS) consists of an Abort Motor to provide the abort separation from the Launch Vehicle, an Attitude Control Motor to provide attitude and rate control, and a Jettison Motor for crew module to LAS separation (Fig. 2). The jettison motor is used during a nominal launch to separate the LAS from the Launch Vehicle (LV) early in the flight of the second stage when it is no longer needed for aborts and at the end of an LAS abort sequence to enable deployment of the crew module's Landing Recovery System. The LAS also provides a Boost Protective Cover fairing that shields the crew module from debris and the aero-thermal environment during ascent. Although the Orion Program has tested a number of the critical systems of the Orion spacecraft on the ground, the launch environment cannot be replicated completely on Earth. A number of flight tests have been conducted and are planned to demonstrate the performance and enable certification of the Orion Spacecraft. Exploration Flight Test 1, the first flight test of the Orion spacecraft, was successfully flown on December 5, 2014 from Cape Canaveral Air Force Station's Space Launch Complex 37. Orion's first flight was a two-orbit, high-apogee, high-energy entry, low-inclination test mission used to validate and test systems critical to crew safety, such as heat shield performance, separation events, avionics and software performance, attitude control and guidance, parachute deployment and recovery operations. One of the key separation events tested during this flight was the nominal jettison of the LAS. Data from this flight will be used to verify the function of the jettison motor to separate the Launch Abort System from the crew module so it can continue on with the mission. The LAS nominal jettison event on Exploration Flight Test 1 occurred at six minutes and twenty seconds after liftoff (See Fig. 3). The abort motor and attitude control motors were inert for Exploration Flight Test 1, since the mission did not require abort capabilities. A suite of developmental flight instrumentation was included on the flight test to provide data on spacecraft subsystems and separation events. This paper will focus on the flight test objectives and performance of the LAS during ascent and nominal jettison. Selected LAS subsystem flight test data will be presented and discussed in the paper. Exploration Flight Test -1 will provide critical data that will enable engineering to improve Orion's design and reduce risk for the astronauts it will protect as NASA continues to move forward on its human journey to Mars. The lessons learned from Exploration Flight Test 1 and the other Flight Test Vehicles will certainly contribute to the vehicle architecture of a human-rated space launch vehicle.

AFTI/F-16

NASA Technical Reports Server (NTRS)

1991-01-01

The AFTI F-16 flying at high angle of attack, shown in the final configuration and paint finish. Dummy Sidewinder air-to-air missles are attached to the wing tips. The white objects visible on the wing racks represent practice bomb dispensers, used in weapon tests. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Acceleration ground test program to verify GAS payload No. 559 structure/support avionics and experiment structural integrity

NASA Technical Reports Server (NTRS)

Cassanto, John M.; Cassanto, Valerie A.

1988-01-01

Acceleration ground tests were conducted on the Get Away Special (GAS) payload 559 to verify the structural integrity of the structure/support avionics and two of the planned three flight experiments. The ITA (Integrated Test Area) Standardized Experiment Module (ISEM) structure was modified to accommodate the experiments for payload 559. The ISEM avionics consisted of a heavy duty sliver zinc power supply, three orthogonal-mounted low range microgravity accelerometers, a tri-axis high range accelerometer, a solid state recorder/programmer sequencer, and pressure and temperature sensors. The tests were conducted using the Gravitational Plant Physiology Laboratory Centrifuge of the University City Science Center in Philadelphia, PA. The launch-powered flight steady state acceleration profile of the shuttle was simulated from lift-off through jettison of the External Tank (3.0 g's). Additional tests were conducted at twice the nominal powered flight acceleration levels (6 g's) and an over-test condition of four times the powered flight loads to 12.6 g's. The present test program has demonstrated the value of conducting ground tests to verify GAS payload experiment integrity and operation before flying on the shuttle.

Flight Crew Survey Responses from the Interval Management (IM) Avionics Phase 2 Flight Test

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Swieringa, Kurt A.; Wilson, Sara R.; Roper, Roy D.; Hubbs, Clay E.; Goess, Paul A.; Shay, Richard F.

2017-01-01

The Interval Management (IM) Avionics Phase 2 flight test used three aircraft over a nineteen day period to operationally evaluate a prototype IM avionics. Quantitative data were collected on aircraft state data and IM spacing algorithm performance, and qualitative data were collected through end-of-scenario and end-of-day flight crew surveys. The majority of the IM operations met the performance goals established for spacing accuracy at the Achieve-by Point and the Planned Termination Point, however there were operations that did not meet goals for a variety of reasons. While the positive spacing accuracy results demonstrate the prototype IM avionics can contribute to the overall air traffic goal, critical issues were also identified that need to be addressed to enhance IM performance. The first category was those issues that impacted the conduct and results of the flight test, but are not part of the IM concept or procedures. These included the design of arrival and approach procedures was not ideal to support speed as the primary control mechanism, the ground-side of the Air Traffic Management Technology Demonstration (ATD-1) integrated concept of operations was not part of the flight test, and the high workload to manually enter the information required to conduct an IM operation. The second category was issues associated with the IM spacing algorithm or flight crew procedures. These issues include the high frequency of IM speed changes and reversals (accelerations), a mismatch between the deceleration rate used by the spacing algorithm and the actual aircraft performance, and some spacing error calculations were sensitive to normal operational variations in aircraft airspeed or altitude which triggered additional IM speed changes. Once the issues in these two categories are addressed, the future IM avionics should have considerable promise supporting the goals of improving system throughput and aircraft efficiency.

Sense and avoid technology for Global Hawk and Predator UAVs

NASA Astrophysics Data System (ADS)

McCalmont, John F.; Utt, James; Deschenes, Michael; Taylor, Michael J.

2005-05-01

The Sensors Directorate at the Air Force Research Laboratory (AFRL) along with Defense Research Associates, Inc. (DRA) conducted a flight demonstration of technology that could potentially satisfy the Federal Aviation Administration's (FAA) requirement for Unmanned Aerial Vehicles (UAVs) to sense and avoid local air traffic sufficient to provide an "...equivalent level of safety, comparable to see-and-avoid requirements for manned aircraft". This FAA requirement must be satisfied for autonomous UAV operation within the national airspace. The real-time on-board system passively detects approaching aircraft, both cooperative and non-cooperative, using imaging sensors operating in the visible/near infrared band and a passive moving target indicator algorithm. Detection range requirements for RQ-4 and MQ-9 UAVs were determined based on analysis of flight geometries, avoidance maneuver timelines, system latencies and human pilot performance. Flight data and UAV operating parameters were provided by the system program offices, prime contractors, and flight-test personnel. Flight demonstrations were conducted using a surrogate UAV (Aero Commander) and an intruder aircraft (Beech Bonanza). The system demonstrated target detection ranges out to 3 nautical miles in nose-to-nose scenarios and marginal visual meteorological conditions. (VMC) This paper will describe the sense and avoid requirements definition process and the system concept (sensors, algorithms, processor, and flight rest results) that has demonstrated the potential to satisfy the FAA sense and avoid requirements.

Navigation Flight Test Results from the Low Power Transceiver Communications and Navigation Demonstration on Shuttle (CANDOS) Experiment

NASA Technical Reports Server (NTRS)

Haas, Lin; Massey, Christopher; Baraban, Dmitri

2003-01-01

This paper presents the Global Positioning System (GPS) navigation results from the Communications and Navigation Demonstration on Shuttle (CANDOS) experiment flown on STS-107. This experiment was the initial flight of a Low Power Transceiver (LPT) that featured high capacity space- space and space-ground communications and GPS- based navigation capabilities. The LPT also hosted the GPS Enhanced Orbit Determination Experiment (GEODE) orbit determination software. All CANDOS test data were recovered during the mission using LPT communications links via the Tracking and Data Relay Satellite System (TDRSS). An overview of the LPT s navigation software and the GPS experiment timeline is presented, along with comparisons of test results to the NASA Johnson Space Center (JSC) real-time ground navigation vectors and Best Estimate of Trajectory (BET).

Telerobotic electronic materials processing experiment

NASA Technical Reports Server (NTRS)

Ollendorf, Stanford

1991-01-01

The Office of Commercial Programs (OCP), working in conjunction with NASA engineers at the Goddard Space Flight Center, is supporting research efforts in robot technology and microelectronics materials processing that will provide many spinoffs for science and industry. The Telerobotic Materials Processing Experiment (TRMPX) is a Shuttle-launched materials processing test payload using a Get Away Special can. The objectives of the project are to define, develop, and demonstrate an automated materials processing capability under realistic flight conditions. TRMPX will provide the capability to test the production processes that are dependent on microgravity. The processes proposed for testing include the annealing of amorphous silicon to increase grain size for more efficient solar cells, thin film deposition to demonstrate the potential of fabricating solar cells in orbit, and the annealing of radiation damaged solar cells.

KSC-05PD-0894

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. STS-114 Commander Eileen Collins places a mission patch on an M-113 armored personnel carrier during Terminal Countdown Demonstration Test (TCDT) activities. Looking on are Mission Specialists Andrew Thomas, Stephen Robinson and Soichi Noguchi, who is with the Japan Aerospace Exploration Agency.. The crew is at KSC for Terminal Countdown Demonstration Test (TCDT) activities. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is designated the first Return to Flight mission, with a launch window extending from July 13 to July 31.

A preliminary design for flight testing the FINDS algorithm

NASA Technical Reports Server (NTRS)

Caglayan, A. K.; Godiwala, P. M.

1986-01-01

This report presents a preliminary design for flight testing the FINDS (Fault Inferring Nonlinear Detection System) algorithm on a target flight computer. The FINDS software was ported onto the target flight computer by reducing the code size by 65%. Several modifications were made to the computational algorithms resulting in a near real-time execution speed. Finally, a new failure detection strategy was developed resulting in a significant improvement in the detection time performance. In particular, low level MLS, IMU and IAS sensor failures are detected instantaneously with the new detection strategy, while accelerometer and the rate gyro failures are detected within the minimum time allowed by the information generated in the sensor residuals based on the point mass equations of motion. All of the results have been demonstrated by using five minutes of sensor flight data for the NASA ATOPS B-737 aircraft in a Microwave Landing System (MLS) environment.

Recent flight-test results of optical airdata techniques

NASA Technical Reports Server (NTRS)

Bogue, Rodney K.

1993-01-01

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

Dryden Flight Research Center Overview

NASA Technical Reports Server (NTRS)

Meyer, Robert R., Jr.

2007-01-01

This viewgraph document presents a overview of the Dryden Flight Research Center's facilities. Dryden's mission is to advancing technology and science through flight. The mission elements are: perform flight research and technology integration to revolutionize aviation and pioneer aerospace technology, validate space exploration concepts, conduct airborne remote sensing and science observations, and support operations of the Space Shuttle and the ISS for NASA and the Nation. It reviews some of the recent research projects that Dryden has been involved in, such as autonomous aerial refueling, the"Quiet Spike" demonstration on supersonic F-15, intelligent flight controls, high angle of attack research on blended wing body configuration, and Orion launch abort tests.

Pneumatic Regolith Transfer Systems for In Situ Resource Utilization

NASA Technical Reports Server (NTRS)

Mueller, R. P.; Townsend, I. I.; Mantovani, J. G.; Zacny, Kris A.; Craft, Jack

2010-01-01

This slide presentation reviews the testing of a pneumatic system for transfering regolith, to be used for In Situ Resource Utilization (ISRU). Using both the simulated microgravity of parabolic flight and ground testing, the tests demonstrated that lunar regolith can be conveyed pneumatically into a simulated ISRU oxygen production plant reactor. The ground testing also demonstrated that the regolith can be expelled from the ISRU reactor for disposal or for other resource processing.

LAPR: An experimental aircraft pushbroom scanner

NASA Technical Reports Server (NTRS)

Wharton, S. W.; Irons, J. I.; Heugel, F.

1980-01-01

A three band Linear Array Pushbroom Radiometer (LAPR) was built and flown on an experimental basis by NASA at the Goddard Space Flight Center. The functional characteristics of the instrument and the methods used to preprocess the data, including radiometric correction, are described. The radiometric sensitivity of the instrument was tested and compared to that of the Thematic Mapper and the Multispectral Scanner. The radiometric correction procedure was evaluated quantitatively, using laboratory testing, and qualitatively, via visual examination of the LAPR test flight imagery. Although effective radiometric correction could not yet be demonstrated via laboratory testing, radiometric distortion did not preclude the visual interpretation or parallel piped classification of the test imagery.

CFD to Flight: Some Recent Success Stories of X-plane Design to Flight Test at the NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2007-01-01

Several examples from the past decade of success stories involving the design and ight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the authors personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the authors experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further re ned CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of ow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Helios Prototype on lakebed during ground check of electric motors

NASA Technical Reports Server (NTRS)

1999-01-01

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. Helios is one of several remotely-piloted aircraft-also known as uninhabited aerial vehicles or UAV's-being developed as technology demonstrators by several small airframe manufacturers under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Developed by AeroVironment, Inc., of Monrovia, Calif., the unique craft is intended to demonstrate two key missions: the ability to reach and sustain horizontal flight at 100,000 feet altitude on a single-day flight, and to maintain flight above 50,000 feet altitude for at least four days, both on electrical power derived from non-polluting solar energy. During later flights, AeroVironment's flight test team will evaluate new motor-control software which may allow the pitch of the aircraft-the nose-up or nose-down attitude in relation to the horizon-to be controlled entirely by the motors. If successful, productions versions of the Helios could eliminate the elevators on the wing's trailing edge now used for pitch control, saving weight and increasing the area of the wing available for installation of solar cells.

Flight investigation of a four-dimensional terminal area guidance system for STOL aircraft

NASA Technical Reports Server (NTRS)

Neuman, F.; Hardy, G. H.

1981-01-01

A series of flight tests and fast-time simulations were conducted, using the augmentor wing jet STOL research aircraft and the STOLAND 4D-RNAV system to add to the growing data base of 4D-RNAV system performance capabilities. To obtain statistically meaningful data a limited amount of flight data were supplemented by a statistically significant amount of data obtained from fast-time simulation. The results of these tests are reported. Included are comparisons of the 4D-RNAV estimated winds with actual winds encountered in flight, as well as data on along-track navigation and guidance errors, and time-of-arrival errors at the final approach waypoint. In addition, a slight improvement of the STOLAND 4D-RNAV system is proposed and demonstrated, using the fast-time simulation.

NASA Research For Instrument Approaches To Closely Spaced Parallel Runways

NASA Technical Reports Server (NTRS)

Elliott, Dawn M.; Perry, R. Brad

2000-01-01

Within the NASA Aviation Systems Capacity Program, the Terminal Area Productivity (TAP) Project is addressing airport capacity enhancements during instrument meteorological condition (IMC). The Airborne Information for Lateral Spacing (AILS) research within TAP has focused on an airborne centered approach for independent instrument approaches to closely spaced parallel runways using Differential Global Positioning System (DGPS) and Automatic Dependent Surveillance-Broadcast (ADS-B) technologies. NASA Langley Research Center (LaRC), working in partnership with Honeywell, Inc., completed in AILS simulation study, flight test, and demonstration in 1999 examining normal approaches and potential collision scenarios to runways with separation distances of 3,400 and 2,500 feet. The results of the flight test and demonstration validate the simulation study.

Regenerative Life Support Evaluation

NASA Technical Reports Server (NTRS)

Kleiner, G. N.; Thompson, C. D.

1977-01-01

This paper describes the development plan and design concept of the Regenerative Life Support Evaluation (RLSE) planned for flight testing in the European Space Agency Spacelab. The development plan encompasses the ongoing advanced life support subsystem and a systems integration effort to evolve concurrently subsystem concepts that perform their function and can be integrated with other subsystems in a flight demonstration of a regenerative life support system. The design concept for RLSE comprises water-electrolysis O2 generation, electrochemically depolarized CO2 removal, and Sabatier CO2 reduction for atmosphere regeneration, urine vapor-compression distillation, and wash-water hyperfiltration for waste-water recovery. The flight demonstration by RLSE is an important step in qualifying the regenerative concepts for life support in space stations.

Flight Test Identification and Simulation of a UH-60A Helicopter and Slung Load

NASA Technical Reports Server (NTRS)

Cicolani, Luigi S.; Sahai, Ranjana; Tucker, George E.; McCoy, Allen H.; Tyson, Peter H.; Tischler, Mark B.; Rosen, Aviv

2001-01-01

Helicopter slung-load operations are common in both military and civil contexts. Helicopters and loads are often qualified for these operations by means of flight tests, which can be expensive and time consuming. There is significant potential to reduce such costs both through revisions in flight-test methods and by using validated simulation models. To these ends, flight tests were conducted at Moffett Field to demonstrate the identification of key dynamic parameters during flight tests (aircraft stability margins and handling-qualities parameters, and load pendulum stability), and to accumulate a data base for simulation development and validation. The test aircraft was a UH-60A Black Hawk, and the primary test load was an instrumented 8- by 6- by 6-ft cargo container. Tests were focused on the lateral and longitudinal axes, which are the axes most affected by the load pendulum modes in the frequency range of interest for handling qualities; tests were conducted at airspeeds from hover to 80 knots. Using telemetered data, the dynamic parameters were evaluated in near real time after each test airspeed and before clearing the aircraft to the next test point. These computations were completed in under 1 min. A simulation model was implemented by integrating an advanced model of the UH-60A aerodynamics, dynamic equations for the two-body slung-load system, and load static aerodynamics obtained from wind-tunnel measurements. Comparisons with flight data for the helicopter alone and with a slung load showed good overall agreement for all parameters and test points; however, unmodeled secondary dynamic losses around 2 Hz were found in the helicopter model and they resulted in conservative stability margin estimates.

F-111E IPCS in flight

NASA Technical Reports Server (NTRS)

1975-01-01

This NASA Dryden Flight Research Center photograph taken in 1975 shows the General Dynamic IPCS/F-111E Aardvark with a camouflage paint pattern. This prototype F-111E was used during the flight testing of the Integrated Propulsion Control System (IPCS). The wings of the IPCS/F-111E are swept back to near 60 degrees for supersonic flight. During the same period as F-111 TACT program, an F-111E Aardvark (#67-0115) was flown at the NASA Flight Research Center to investigate an electronic versus a conventional hydro-mechanical controlled engine. The program called integrated propulsion control system (IPCS) was a joint effort by NASA's Lewis Research Center and Flight Research Center, the Air Force's Flight Propulsion Laboratory and the Boeing, Honeywell and Pratt & Whitney companies. The left engine of the F-111E was selected for modification to an all electronic system. A Pratt & Whitney TF30-P-9 engine was modified and extensively laboratory, and ground-tested before installation into the F-111E. There were 14 IPCS flights made from 1975 through 1976. The flight demonstration program proved an engine could be controlled electronically, leading to a more efficient Digital Electronic Engine Control System flown in the F-15.

Flight Test Results for the HST Orbital Systems Test (HOST) Capillary Pump Loop Cooling System

NASA Technical Reports Server (NTRS)

Buchko, M.; Kaylor, M.; Kroliczek, E.; Ottenstein, L.

1999-01-01

The Near Infrared Camera and Multi Object Spectrometer (NICMOS) was installed in the Hubble Space Telescope (MST) in February 1997. Shortly thereafter, the instrument experienced a thermal short in its solid nitrogen dewar system which will significantly shorten the instrument's useful life. A reverse Brayton cycle mechanical refrigerator will be installed during the Third Servicing Mission (SM3) to provide cooling for the instrument, and thereby extend its operations. A Capillary Pump Loop (CPL) and radiator system was designed, built and tested to remove up to 500 watts of heat from the mechanical cryocooler and its associated electronics. The HST Orbital Systems Test (HOST) platform was flown on the Space Shuttle Discovery (STS-95) as a flight demonstration of the cryocooler system, CPL control electronics, and the CPL/Radiator. This paper will present the flight test results and thermal performance of the CPL system in detail.

Orion Exploration Flight Test-1 (EFT-1) Absolute Navigation Performance

NASA Technical Reports Server (NTRS)

Zanetti, Renato

2015-01-01

The Orion vehicle, being design to take men back to the Moon and beyond, successfully completed its first flight test, EFT-1 (Exploration Flight Test-1), on December 5th, 2014. The main objective of the test was to demonstrate the capability of re-enter into the Earth's atmosphere and safely splash-down into the pacific ocean. This un-crewed mission completes two orbits around Earth, the second of which is highly elliptical with an apogee of approximately 5908 km, higher than any vehicle designed for humans has been since the Apollo program. The trajectory was designed in order to test a high-energy re-entry similar to those crews will undergo during lunar missions. The mission overview is shown in Figure 1. The objective of this paper is to document the performance of the absolute navigation system during EFT-1 and to present its design.

The MANTA: An RPV design to investigate forces and moments on a lifting surface

NASA Technical Reports Server (NTRS)

Bryan, Kevin; Soutar, John; Witty, Peter; Mediate, Bruno; Quast, Thomas; Combs, Dan; Schubert, Martin; Condron, David; Taylor, Scott; Garino, ED

1989-01-01

The overall goal was to investigate and exploit the advantages of using remotely powered vehicles (RPV's) for in-flight data collection at low Reynold's numbers. The data to be collected is on actual flight loads for any type of rectangular or tapered airfoil section, including vertical and horizontal stabilizers. The data will be on a test specimen using a force-balance system which is located forward of the aircraft to insure an undisturbed air flow over the test section. The collected data of the lift, drag and moment of the test specimen is to be radioed to a grand receiver, thus providing real-time data acquisition. The design of the mission profile and the selection of the instrumentation to satisfy aerodynamic requirements are studied and tested. A half-size demonstrator was constructed and flown to test the flight worthiness of the system.

Active member vibration control experiment in a KC-135 reduced gravity environment

NASA Technical Reports Server (NTRS)

Lawrence, C. R.; Lurie, B. J.; Chen, G.-S.; Swanson, A. D.

1991-01-01

An active member vibration control experiment in a KC-135 reduced gravity environment was carried out by the Air Force Flight Dynamics Laboratory and the Jet Propulsion Laboratory. Two active members, consisting of piezoelectric actuators, displacement sensors, and load cells, were incorporated into a 12-meter, 104 kg box-type test structure. The active member control design involved the use of bridge (compound) feedback concept, in which the collocated force and velocity signals are feedback locally. An impact-type test was designed to accommodate the extremely short duration of the reduced gravity testing window in each parabolic flight. The moving block analysis technique was used to estimate the modal frequencies and dampings from the free-decay responses. A broadband damping performance was demonstrated up to the ninth mode of 40 Hz. The best damping performance achieved in the flight test was about 5 percent in the fourth mode of the test structure.

Weapon system simulation in flight (WaSiF)

NASA Astrophysics Data System (ADS)

Bartoldus, Klaus H.

2005-05-01

The research and technology demonstration program was co-funded by the Ministries of Defence of five European countries under the framework of the "EUropean Cooperation for the Long term in Defence" (EUCLID) MoU to include Germany, Italy, The Netherlands, Portugal and Turkey with considerable financial contribution from the industrial entities. EADS Military Aircraft Munich has led a team of seven industries and research centers, including Aermacchi of Italy, DutchSpace and NLR of The Netherlands, OGMA and INETI of Portugal and Marmara Research Center of Turkey. The purpose of the project was the design, realization and demonstration of an embedded real time simulation system allowing the combat training of operational aircrew in a virtual air defence scenario and threat environment against computer generated forces in the air and on the ground while flying on a real aircraft. The simulated scenario is focused on air-to-air beyond visual range engagements of fighter aircraft. WaSiF represents one of the first demonstrations of an advanced embedded real time training system onboard a fighter/training aircraft. The system is integrated onboard the MB339CX aircraft. The overall flight test activity covered a wide variety of test conditions for a total of 21 test flights; the operational airborne time of the WaSiF amounted to nearly 18 hours. The demonstration and evaluation were quite positive; the five-nation aircrew was very fond of their first encounter with the virtual world in the military flight training. A common view and approach towards Network Centric Warfare is but emerging. WaSiF in a future networked configuration holds lots of promise to serve the needs of Integrated Air Defence: Common training in a virtual environment.

Measurements of the Fuel Mileage of a KC-135 Aircraft with and Without Winglets

NASA Technical Reports Server (NTRS)

Temanson, G. E.

1982-01-01

The KC-135A Winglet Flight Research and Demonstration Program was a joint effort of the Air Force, NASA and the Boeing Military Airplane Company to flight test winglets on the KC-135A. The primary objective of the program was to verify the cruise performance improvements predicted by analysis and wind tunnel tests. Flight test data were obtained for winglets positioned at 15 deg cant/-2 deg incidence, 0 deg cant/-4 deg incidence, 15 deg cant/-4 deg incidence and for winglets off (baseline). Both fuel mileage and drag measurements were obtained. The 15 deg cant/-4 deg incidence winglet configuration provided the greatest performance improvement. The flight test measured fuel mileage improvement for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The agreement between the fuel mileage and drag data was excellent.

Xenon Feed System Progress (Postprint)

DTIC Science & Technology

2006-06-13

development, assembly and test of an electric propulsion xenon feed system for a flight technology demonstration program. Major accomplishments...pressure transducer feedback, the PFCV has successfully fed xenon to a 200 watt Hall Effect Thruster in a Technology Demonstration Program. The feed

Orion Launch Abort System (LAS) Propulsion on Pad Abort 1 (PA-1)

NASA Technical Reports Server (NTRS)

Jones, Daniel S.

2015-01-01

This presentation provides a concise overview of the highly successful Orion Pad Abort 1 (PA-1) flight test, and the three rocket motors that contributed to this success. The primary purpose of the Orion PA-1 flight was to help certify the Orion Launch Abort System (LAS), which can be utilized in the unlikely event of an emergency on the launchpad or during mission vehicle ascent. The PA-1 test was the first fully integrated flight test of the Orion LAS, one of the primary systems within the Orion Multi-Purpose Crew Vehicle (MPCV). The Orion MPCV is part of the architecture within the Space Launch System (SLS), which is being designed to transport astronauts beyond low-Earth orbit for future exploration missions. Had the Orion PA-1 flight abort occurred during launch preparations for a real human spaceflight mission, the PA-1 LAS would have saved the lives of the crew. The PA-1 flight test was largely successful due to the three solid rocket motors of the LAS: the Attitude Control Motor (ACM); the Jettison Motor (JM); and the Abort Motor (AM). All three rocket motors successfully performed their required functions during the Orion PA-1 flight test, flown on May 6, 2010 at the White Sands Missile Range in New Mexico, culminating in a successful demonstration of an abort capability from the launchpad.

Hypersonic Inflatable Aerodynamic Decelerator (HIAD) Technology Development Overview

NASA Technical Reports Server (NTRS)

Hughes, Stephen J.; Cheatwood, F. McNeil; Calomino, Anthony M.; Wright, Henry S.

2013-01-01

The successful flight of the Inflatable Reentry Vehicle Experiment (IRVE)-3 has further demonstrated the potential value of Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology. This technology development effort is funded by NASA's Space Technology Mission Directorate (STMD) Game Changing Development Program (GCDP). This paper provides an overview of a multi-year HIAD technology development effort, detailing the projects completed to date and the additional testing planned for the future. The effort was divided into three areas: Flexible Systems Development (FSD), Mission Advanced Entry Concepts (AEC), and Flight Validation. FSD consists of a Flexible Thermal Protection Systems (FTPS) element, which is investigating high temperature materials, coatings, and additives for use in the bladder, insulator, and heat shield layers; and an Inflatable Structures (IS) element which includes manufacture and testing (laboratory and wind tunnel) of inflatable structures and their associated structural elements. AEC consists of the Mission Applications element developing concepts (including payload interfaces) for missions at multiple destinations for the purpose of demonstrating the benefits and need for the HIAD technology as well as the Next Generation Subsystems element. Ground test development has been pursued in parallel with the Flight Validation IRVE-3 flight test. A larger scale (6m diameter) HIAD inflatable structure was constructed and aerodynamically tested in the National Full-scale Aerodynamics Complex (NFAC) 40ft by 80ft test section along with a duplicate of the IRVE-3 3m article. Both the 6m and 3m articles were tested with instrumented aerodynamic covers which incorporated an array of pressure taps to capture surface pressure distribution to validate Computational Fluid Dynamics (CFD) model predictions of surface pressure distribution. The 3m article also had a duplicate IRVE-3 Thermal Protection System (TPS) to test in addition to testing with the Aerocover configuration. Both the Aerocovers and the TPS were populated with high contrast targets so that photogrammetric solutions of the loaded surface could be created. These solutions both refined the aerodynamic shape for CFD modeling and provided a deformed shape to validate structural Finite Element Analysis (FEA) models. Extensive aerothermal testing has been performed on the TPS candidates. This testing has been conducted in several facilities across the country. The majority of the testing has been conducted in the Boeing Large Core Arc Tunnel (LCAT). HIAD is continuing to mature testing methodology in this facility and is developing new test sample fixtures and control methodologies to improve understanding and quality of the environments to which the samples are subjected. Additional testing has been and continues to be performed in the NASA LaRC 8ft High Temperature Tunnel, where samples up to 2ft by 2ft are being tested over representative underlying structures incorporating construction features such as sewn seams and through-thickness quilting. With the successful completion to the IRVE-3 flight demonstration, mission planning efforts are ramping up on the development of the HIAD Earth Atmospheric Reenty Test (HEART) which will demonstrate a relevant scale vehicle in relevant environments via a large-scale aeroshell (approximately 8.5m) entering at orbital velocity (approximately 7km/sec) with an entry mass on the order of 4MT. Also, the Build to Print (BTP) hardware built as a risk mitigation for the IRVE-3 project to have a "spare" ready to go in the event of a launch vehicle delivery failure is now available for an additional sub-orbital flight experiment. Mission planning is underway to define a mission that can utilize this existing hardware and help the HIAD project further mature this technology.

X-43D Conceptual Design and Feasibility Study

NASA Technical Reports Server (NTRS)

Johnson, Donald B.; Robinson, Jeffrey S.

2005-01-01

NASA s Next Generation Launch Technology (NGLT) Program, in conjunction with the office of the Director of Defense Research and Engineering (DDR&E), developed an integrated hypersonic technology demonstration roadmap. This roadmap is an integral part of the National Aerospace Initiative (NAI), a multi-year, multi-agency cooperative effort to invest in and develop, among other things, hypersonic technologies. This roadmap contains key ground and flight demonstrations required along the path to developing a reusable hypersonic space access system. One of the key flight demonstrations required for systems that will operate in the high Mach number regime is the X-43D. As currently conceived, the X-43D is a Mach 15 flight test vehicle that incorporates a hydrogen-fueled scramjet engine. The purpose of the X-43D is to gather high Mach number flight environment and engine operability information which is difficult, if not impossible, to gather on the ground. During 2003, the NGLT Future Hypersonic Flight Demonstration Office initiated a feasibility study on the X-43D. The objective of the study was to develop a baseline conceptual design, assess its performance, and identify the key technical issues. The study also produced a baseline program plan, schedule, and cost, along with a list of key programmatic risks.

Development of an advanced pitch active control system for a wide body jet aircraft

NASA Technical Reports Server (NTRS)

Guinn, Wiley A.; Rising, Jerry J.; Davis, Walt J.

1984-01-01

An advanced PACS control law was developed for a commercial wide-body transport (Lockheed L-1011) by using modern control theory. Validity of the control law was demonstrated by piloted flight simulation tests on the NASA Langley visual motion simulator. The PACS design objective was to develop a PACS that would provide good flying qualities to negative 10 percent static stability margins that were equivalent to those of the baseline aircraft at a 15 percent static stability margin which is normal for the L-1011. Also, the PACS was to compensate for high-Mach/high-g instabilities that degrade flying qualities during upset recoveries and maneuvers. The piloted flight simulation tests showed that the PACS met the design objectives. The simulation demonstrated good flying qualities to negative 20 percent static stability margins for hold, cruise and high-speed flight conditions. Analysis and wind tunnel tests performed on other Lockheed programs indicate that the PACS could be used on an advanced transport configuration to provide a 4 percent fuel savings which results from reduced trim drag by flying at negative static stability margins.

Ground testing and flight demonstration of charge management of insulated test masses using UV-LED electron photoemission

NASA Astrophysics Data System (ADS)

Saraf, Shailendhar; Buchman, Sasha; Balakrishnan, Karthik; Lui, Chin Yang; Soulage, Michael; Faied, Dohy; Hanson, John; Ling, Kuok; Jaroux, Belgacem; Suwaidan, Badr Al; AlRashed, Abdullah; Al-Nassban, Badr; Alaqeel, Faisal; Harbi, Mohammed Al; Salamah, Badr Bin; Othman, Mohammed Bin; Qasim, Bandar Bin; Alfauwaz, Abdulrahman; Al-Majed, Mohammed; DeBra, Daniel; Byer, Robert

2016-12-01

The UV-LED mission demonstrates the precise control of the potential of electrically isolated test masses. Test mass charge control is essential for the operation of space accelerometers and drag-free sensors which are at the core of geodesy, aeronomy and precision navigation missions as well as gravitational wave experiments and observatories. Charge management using photoelectrons generated by the 254 nm UV line of Hg was first demonstrated on Gravity Probe B and is presently part of the LISA Pathfinder technology demonstration. The UV-LED mission and prior ground testing demonstrates that AlGaN UVLEDs operating at 255 nm are superior to Hg lamps because of their smaller size, lower power draw, higher dynamic range, and higher control authority. We show laboratory data demonstrating the effectiveness and survivability of the UV-LED devices and performance of the charge management system. We also show flight data from a small satellite experiment that was one of the payloads on KACST’s SaudiSat-4 mission that demonstrates ‘AC charge control’ (UV-LEDs and bias are AC modulated with adjustable relative phase) between a spherical test mass and its housing. The result of the mission brings the UV-LED device Technology Readiness Level (TRL) to TRL-9 and the charge management system to TRL-7. We demonstrate the ability to control the test mass potential on an 89 mm diameter spherical test mass over a 20 mm gap in a drag-free system configuration, with potential measured using an ultra-high impedance contact probe. Finally, the key electrical and optical characteristics of the UV-LEDs showed less than 7.5% change in performance after 12 months in orbit.

Hardware-In-The-Loop Testing of Continuous Control Algorithms for a Precision Formation Flying Demonstration Mission

NASA Technical Reports Server (NTRS)

Naasz, Bo J.; Burns, Richard D.; Gaylor, David; Higinbotham, John

2004-01-01

A sample mission sequence is defined for a low earth orbit demonstration of Precision Formation Flying (PFF). Various guidance navigation and control strategies are discussed for use in the PFF experiment phases. A sample PFF experiment is implemented and tested in a realistic Hardware-in-the-Loop (HWIL) simulation using the Formation Flying Test Bed (FFTB) at NASA's Goddard Space Flight Center.

The HYTHIRM Project: Flight Thermography of the Space Shuttle During the Hypersonic Re-entry

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Tomek, Deborah M.; Berger, Karen T.; Zalameda, Joseph N.; Splinter, Scott C.; Krasa, Paul W.; Schwartz, Richard J.; Gibson, David M.; Tietjen, Alan B.; Tack, Steve

2010-01-01

This report describes a NASA Langley led endeavor sponsored by the NASA Engineering Safety Center, the Space Shuttle Program Office and the NASA Aeronautics Research Mission Directorate to demonstrate a quantitative thermal imaging capability. A background and an overview of several multidisciplinary efforts that culminated in the acquisition of high resolution calibrated infrared imagery of the Space Shuttle during hypervelocity atmospheric entry is presented. The successful collection of thermal data has demonstrated the feasibility of obtaining remote high-resolution infrared imagery during hypersonic flight for the accurate measurement of surface temperature. To maximize science and engineering return, the acquisition of quantitative thermal imagery and capability demonstration was targeted towards three recent Shuttle flights - two of which involved flight experiments flown on Discovery. In coordination with these two Shuttle flight experiments, a US Navy NP-3D aircraft was flown between 26-41 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 (STS-119) and Mach 14.7 (STS-128) using a long-range infrared optical package referred to as Cast Glance. This same Navy aircraft successfully monitored the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission (STS-125). The purpose of this paper is to describe the systematic approach used by the Hypersonic Thermodynamic Infrared Measurements team to develop and implement a set of mission planning tools designed to establish confidence in the ability of an imaging platform to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. The mission planning tools included a pre-flight capability to predict the infrared signature of the Shuttle. Such tools permitted optimization of the hardware configuration to increase signal-to-noise and to maximize the available dynamic range while mitigating the potential for saturation. Post flight, analysis tools were used to assess atmospheric effects and to convert the 2-D intensity images to 3-D temperature maps of the windward surface. Comparison of the spatially resolved global thermal measurements to surface thermocouples and CFD prediction is made. Successful demonstration of a quantitative, spatially resolved, global temperature measurement on the Shuttle suggests future applications towards hypersonic flight test programs within NASA, DoD and DARPA along with flight test opportunities supporting NASA's project Constellation.

Finite-Element Analysis of a Mach-8 Flight Test Article Using Nonlinear Contact Elements

NASA Technical Reports Server (NTRS)

Richards, W. Lance

1997-01-01

A flight test article, called a glove, is required for a Mach-8 boundary-layer experiment to be conducted on a flight mission of the air-launched Pegasus(reg) space booster. The glove is required to provide a smooth, three-dimensional, structurally stable, aerodynamic surface and includes instrumentation to determine when and where boundary-layer transition occurs during the hypersonic flight trajectory. A restraint mechanism has been invented to attach the glove to the wing of the space booster. The restraint mechanism securely attaches the glove to the wing in directions normal to the wing/glove interface surface, but allows the glove to thermally expand and contract to alleviate stresses in directions parallel to the interface surface. A finite-element analysis has been performed using nonlinear contact elements to model the complex behavior of the sliding restraint mechanism. This paper provides an overview of the glove design and presents details of the analysis that were essential to demonstrate the flight worthiness of the wing-glove test article. Results show that all glove components are well within the allowable stress and deformation requirements to satisfy the objectives of the flight research experiment.

Development of Testing Methodologies to Evaluate Postflight Locomotor Performance

NASA Technical Reports Server (NTRS)

Mulavara, A. P.; Peters, B. T.; Cohen, H. S.; Richards, J. T.; Miller, C. A.; Brady, R.; Warren, L. E.; Bloomberg, J. J.

2006-01-01

Crewmembers experience locomotor and postural instabilities during ambulation on Earth following their return from space flight. Gait training programs designed to facilitate recovery of locomotor function following a transition to a gravitational environment need to be accompanied by relevant assessment methodologies to evaluate their efficacy. The goal of this paper is to demonstrate the operational validity of two tests of locomotor function that were used to evaluate performance after long duration space flight missions on the International Space Station (ISS).

Development of Supersonic Vehicle for Demonstration of a Precooled Turbojet Engine

NASA Astrophysics Data System (ADS)

Sawai, Shujiro; Fujita, Kazuhisa; Kobayashi, Hiroaki; Sakai, Shin'ichiro; Bando, Nobutaka; Kadooka, Shouhei; Tsuboi, Nobuyuki; Miyaji, Koji; Uchiyama, Taku; Hashimoto, Tatsuaki

JAXA is developing Mach 5 hypersonic turbojet engine technology that can be applied in a future hypersonic transport. Now, Jet Engine Technology Research Center of JAXA conducts the experimental study using a 1 / 10 scale-model engine. In parallel to engine development activities, a new supersonic flight-testing vehicle for the hypersonic turbojet engine is under development since 2004. In this paper, the system configuration of the flight-testing vehicle is outlined and development status is reported.

Investigation of Blade Impulsive Noise on a Scaled Fully Articulated Rotor System

NASA Technical Reports Server (NTRS)

Scheiman, James; Hoad, Danny R.

1977-01-01

Helicopter impulsive noise tests were conducted in the Langley V/STOL tunnel with an articulated rotor system. The tests demonstrated that impulsive noise could be simulated for low-speed forward flight with low descent rates and also in the high-speed level flight. For the low forward speed condition, the noise level was highly sensitive to small changes in descent rate. For the high-speed condition, the noise level was increased with an increase in rotor thrust.

IPCS implications for future supersonic transport aircraft

NASA Technical Reports Server (NTRS)

Billig, L. O.; Kniat, J.; Schmidt, R. D.

1976-01-01

The Integrated Propulsion Control System (IPCS) demonstrates control of an entire supersonic propulsion module - inlet, engine afterburner, and nozzle - with an HDC 601 digital computer. The program encompasses the design, build, qualification, and flight testing of control modes, software, and hardware. The flight test vehicle is an F-111E airplane. The L.H. inlet and engine will be operated under control of a digital computer mounted in the weapons bay. A general description and the current status of the IPCS program are given.

Post-Flight Aerodynamic and Aerothermal Model Validation of a Supersonic Inflatable Aerodynamic Decelerator

NASA Technical Reports Server (NTRS)

Tang, Chun; Muppidi, Suman; Bose, Deepak; Van Norman, John W.; Tanimoto, Rebekah; Clark, Ian

2015-01-01

NASA's Low Density Supersonic Decelerator Program is developing new technologies that will enable the landing of heavier payloads in low density environments, such as Mars. A recent flight experiment conducted high above the Hawaiian Islands has demonstrated the performance of several decelerator technologies. In particular, the deployment of the Robotic class Supersonic Inflatable Aerodynamic Decelerator (SIAD-R) was highly successful, and valuable data were collected during the test flight. This paper outlines the Computational Fluid Dynamics (CFD) analysis used to estimate the aerodynamic and aerothermal characteristics of the SIAD-R. Pre-flight and post-flight predictions are compared with the flight data, and a very good agreement in aerodynamic force and moment coefficients is observed between the CFD solutions and the reconstructed flight data.

Antimisting kerosene JT3 engine fuel system integration study

NASA Technical Reports Server (NTRS)

Fiorentino, A.

1987-01-01

An analytical study and laboratory tests were conducted to assist NASA in determining the safety and mission suitability of the modified fuel system and flight tests for the Full-Scale Transport Controlled Impact Demonstration (CID) program. This twelve-month study reviewed and analyzed both the use of antimisting kerosene (AMK) fuel and the incorporation of a fuel degrader on the operational and performance characteristics of the engines tested. Potential deficiencies and/or failures were identified and approaches to accommodate these deficiencies were recommended to NASA Ames -Dryden Flight Research Facility. The result of flow characterization tests on degraded AMK fuel samples indicated levels of degradation satisfactory for the planned missions of the B-720 aircraft. The operability and performance with the AMK in a ground test engine and in the aircraft engines during the test flights were comparable to those with unmodified Jet A. For the final CID test, the JT-3C-7 engines performed satisfactorily while operating on AMK right up to impact.

Experimental Results From a 2kW Brayton Power Conversion Unit

NASA Technical Reports Server (NTRS)

Hervol, David; Mason, Lee; Birchenough, Arthur

2003-01-01

This paper presents experimental test results from operation of a 2 kWe Brayton power conversion unit. The Brayton converter was developed for a solar dynamic power system flight experiment planned for the Mir Space Station in 1997. The flight experiment was cancelled, but the converter was tested at Glenn Research Center as part of the Solar Dynamic Ground Test Demonstration system which included a solar concentrator, heat receiver, and space radiator. In preparation for the current testing, the heat receiver was removed and replaced with an electrical resistance heater, simulating the thermal input of a steady-state nuclear source. The converter was operated over a full range of thermal input power levels and rotor speeds to generate an overall performance map. The converter unit will serve as the centerpiece of a Nuclear Electric Propulsion Testbed at Glenn. Future potential uses for the Testbed include high voltage electrical controller development, integrated electric thruster testing and advanced radiator demonstration testing to help guide high power Brayton technology development for Nuclear Electric Propulsion (NEP).

Launch Vehicle Flight Report - Nasa Project Apollo Little Joe 2 Qualification Test Vehicle 12-50-1

NASA Technical Reports Server (NTRS)

1963-01-01

The Little Joe II Qualification Test Vehicle, Model 12-50-1, was launched from Army Launch Area 3 {ALA-3) at White Sands Missile Range, New Mexico, on 28 August 1963. This was the first launch of this class of boosters. The Little Joe II Launch Vehicle was designed as a test vehicle for boosting payloads into flight. For the Apollo Program, its mission is to serve as a launch vehicle for flight testing of the Apollo spacecraft. Accomplishment of this mission requires that the vehicle be capable of boosting the Apollo payload to parameters ranging from high dynamic pressures at low altitude to very high altitude flight. The fixed-fin 12-50 version was designed to accomplish the low-altitude parameter. The 12-51 version incorporates an attitude control system to accomplish the high altitude mission. This launch was designed to demonstrate the Little Joe II capability of meeting the high dynamic pressure parameter for the Apollo Program. For this test, a boiler-plate version of the Apollo capsule, service module and escape tower were attached to the launch vehicle to simulate weight, center of gravity and aerodynamic shape of the Apollo configuration. No attempt was made to separate the payload in flight. The test was conducted in compliance with Project Apollo Flight Mission Directive for QTV-1, NASA-MSC, dated 3 June 1963, under authority of NASA Contract NAS 9-492,

SHARP Demonstration Flight: Video Broadcast System for Research in Intelligent Flight Characterization and Control

NASA Technical Reports Server (NTRS)

Kitts, Christopher

2001-01-01

The NASA Ames Research Center (Thermal Protection Materials and Systems Branch) is investigating new ceramic materials for the thermal protection of atmospheric entry vehicles. An incremental approach to proving the capabilities of these materials calls for a lifting entry flight test of a sharp leading edge component on the proposed SHARP (Slender Hypervelocity Aerothermodynamic Research Probe) vehicle. This flight test will establish the aerothermal performance constraint under real lifting entry conditions. NASA Ames has been developing the SHARP test flight with SSDL (responsible for the SHARP S I vehicle avionics), Montana State University (responsible for the SHARP S I vehicle airframe), the Wickman Spacecraft and Propulsion Company (responsible for the sounding rocket and launch operations), and with the SCU Intelligent Robotics Program, The SCU team was added well after the rest of the development team had formed. The SCU role was to assist with the development of a real-time video broadcast system which would relay onboard flight video to a communication groundstation. The SCU team would also assist with general vehicle preparation as well as flight operations. At the time of the submission of the original SCU proposal, a test flight in Wyoming was originally targeted for September 2000. This date was moved several times into the Fall of 2000. It was then postponed until the Spring of 2001, and later pushed into late Summer 2001. To date, the flight has still not taken place. These project delays resulted in SCU requesting several no-cost extensions to the project. Based on the most recent conversations with the project technical lead, Paul Kolodjiez, the current plan is for the overall SHARP team to assemble what exists of the vehicle, to document the system, and to 'mothball' the vehicle in anticipation of future flight and funding opportunities.

Design of the ARES Mars Airplane and Mission Architecture

NASA Technical Reports Server (NTRS)

Braun, Robert D.; Wright, Henry S.; Croom, Mark A.; Levine, Joel S.; Spencer, David A.

2006-01-01

Significant technology advances have enabled planetary aircraft to be considered as viable science platforms. Such systems fill a unique planetary science measurement gap, that of regional-scale, near-surface observation, while providing a fresh perspective for potential discovery. Recent efforts have produced mature mission and flight system concepts, ready for flight project implementation. This paper summarizes the development of a Mars airplane mission architecture that balances science, implementation risk and cost. Airplane mission performance, flight system design and technology maturation are described. The design, analysis and testing completed demonstrates the readiness of this science platform for use in a Mars flight project.

Historical Contributions to Vertical Flight at the NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Hodges, William T.; Gorton, Susan A.; Jackson, Karen E.

2016-01-01

The NASA Langley Research Center has had a long and distinguished history in powered lift technology development. This research has formed the foundation of knowledge for the powered lift community worldwide. From aerodynamics to structures, aeromechanics, powered lift, acoustics, materials, stability & control, structural dynamics and human factors, Langley has made significant contributions to the advancement of vertical lift technologies. This research has encompassed basic phenomenological studies through subscale laboratory testing, analytical tool development, applied demonstrations and full scale flight-testing. Since the dedication of Langley in 1920, it has contributed to the understanding, design, analysis, and flight test development of experimental and production V/STOL configurations. This paper will chronicle significant areas of research through the decades from 1920 to 2015 with historical photographs and references.

Flight demonstration of laser diode initiated ordnance

NASA Technical Reports Server (NTRS)

Boucher, Craig J.; Schulze, Norman R.

1995-01-01

A program has been initiated by NASA Headquarters to validate laser initiated ordnance in flight applications. The primary program goal is to bring together a team of government and industry members to develop a laser initiated ordnance system having the test and analysis pedigree to be flown on launch vehicles. The culmination of this effort was a flight of the Pegasus launch vehicle which had two fin rockets initiated by this laser system. In addition, a laser initiated ordnance squib was fired into a pressure bomb during thrusting flight. The complete ordnance system comprising a laser diode firing unit, fiber optic cable assembly, laser initiated detonator, and laser initiated squib was designed and built by The Ensign Bickford Company. The hardware was tested to the requirements of the Pegasus launch vehicle and integrated into the vehicle by The Ensign Bickford Company and the Orbital Sciences Corporation. Discussions include initial program concept, contract implementation, team member responsibilities, analysis results, vehicle integration, safing architecture, ordnance interfaces, mission timeline and telemetry data. A complete system description, summary of the analyses, the qualification test results, and the results of flight are included.

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

NASA Technical Reports Server (NTRS)

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

2001-01-01

The focus of the NASA / Marshall Space Flight Center (MSFC) Advanced Reusable Technologies (ART) project is to advance and develop Rocket-Based Combined-Cycle (RBCC) technologies. The ART project began in 1996 as part of the Advanced Space Transportation Program (ASTP). The project is composed of several activities including RBCC engine ground testing, tool development, vehicle / mission studies, and component testing / development. The major contractors involved in the ART project are Aerojet and Rocketdyne. A large database of RBCC ground test data was generated for the air-augmented rocket (AAR), ramjet, scramjet, and ascent rocket modes of operation for both the Aerojet and Rocketdyne concepts. Transition between consecutive modes was also demonstrated as well as trajectory simulation. The Rocketdyne freejet tests were conducted at GASL in the Flight Acceleration Simulation Test (FAST) facility. During a single test, the FAST facility is capable of simulating both the enthalpy and aerodynamic conditions over a range of Mach numbers in a flight trajectory. Aerojet performed freejet testing in the Pebble Bed facility at GASL as well as direct-connect testing at GASL. Aerojet also performed sea-level static (SLS) testing at the Aerojet A-Zone facility in Sacramento, CA. Several flight-type flowpath components were developed under the ART project. Aerojet designed and fabricated ceramic scramjet injectors. The structural design of the injectors will be tested in a simulated scramjet environment where thermal effects and performance will be assessed. Rocketdyne will be replacing the cooled combustor in the A5 rig with a flight-weight combustor that is near completion. Aerojet's formed duct panel is currently being fabricated and will be tested in the SLS rig in Aerojet's A-Zone facility. Aerojet has already successfully tested a cooled cowl panel in the same facility. In addition to MSFC, other NASA centers have contributed to the ART project as well. Inlet testing and parametrics were performed at NASA / Glenn Research Center (GRC) and NASA / Langley Research Center (LaRC) for both the Aerojet and Rocketdyne concepts. LaRC conducted an Air-Breathing Launch Vehicle (ABLV) study for several vehicle concepts with RBCC propulsion systems. LaRC is also performing a CFD analysis of the ramjet mode for both flowpaths based on GASL test conditions. A study was performed in 1999 to investigate the feasibility of performing an RBCC flight test on the NASA / Dryden Flight Research Center (DFRC) SR-71 aircraft. Academia involvement in the ART project includes parametric RBCC flowpath testing by Pennsylvania State University (PSU). In addition to thrust and wall static pressure measurements, PSU is also using laser diagnostics to analyze the flowfield in the test rig. MSFC is performing CFD analysis of the PSU rig at select test conditions for model baseline and validation. Also, Georgia Institute of Technology (GT) conducted a vision vehicle study using the Aerojet RBCC concept. Overall, the ART project has been very successful in advancing RBCC technology. Along the way, several major milestones were achieved and "firsts" accomplished. For example, under the ART project, the first dynamic trajectory simulation testing was performed and the Rocketdyne engine A5 logged over one hour of accumulated test time. The next logical step is to develop and demonstrate a flight-weight RBCC engine system.

Ares I-X: First Flight of a New Generation

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Askins, Bruce R.

2010-01-01

The Ares I-X suborbital development flight test demonstrated NASA s ability to design, develop, launch and control a new human-rated launch vehicle (Figure 14). This hands-on missions experience will provide the agency with necessary skills and insights regardless of the future direction of space exploration. The Ares I-X team, having executed a successful launch, will now focus on analyzing the flight data and extracting lessons learned that will be used to support the development of future vehicles.

Flight experience with manually controlled unconventional aircraft motions

NASA Technical Reports Server (NTRS)

Barfield, A. F.

1978-01-01

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

Advanced Concept

NASA Image and Video Library

2002-01-01

An artist's rendering of the air-breathing, hypersonic X-43B, the third and largest of NASA's Hyper-X series flight demonstrators, which could fly later this decade. Revolutionizing the way we gain access to space is NASA's primary goal for the Hypersonic Investment Area, managed for NASA by the Advanced Space Transportation Program at the Marshall Space Flight Center in Huntsville, Alabama. The Hypersonic Investment area, which includes leading-edge partners in industry and academia, will support future generation reusable vehicles and improved access to space. These technology demonstrators, intended for flight testing by decade's end, are expected to yield a new generation of vehicles that routinely fly about 100,000 feet above Earth's surface and reach sustained speeds in excess of Mach 5 (3,750 mph), the point at which "supersonic" flight becomes "hypersonic" flight. The flight demonstrators, the Hyper-X series, will be powered by air-breathing rocket or turbine-based engines, and ram/scramjets. Air-breathing engines, known as combined-cycle systems, achieve their efficiency gains over rocket systems by getting their oxygen for combustion from the atmosphere, as opposed to a rocket that must carry its oxygen. Once a hypersonic vehicle has accelerated to more than twice the speed of sound, the turbine or rockets are turned off, and the engine relies solely on oxygen in the atmosphere to burn fuel. When the vehicle has accelerated to more than 10 to 15 times the speed of sound, the engine converts to a conventional rocket-powered system to propel the craft into orbit or sustain it to suborbital flight speed. NASA's series of hypersonic flight demonstrators includes three air-breathing vehicles: the X-43A, X-43B and X-43C.

Ares I-X Flight Test - The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2008-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will eventually send humans to the Moon, Mars, and beyond. As the countdown to this first Ares mission continues, personnel from across the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. This paper will discuss the hardware and programmatic progress of the Ares I-X mission. Like the Apollo program, the Ares launch vehicles will rely upon extensive ground, flight, and orbital testing before sending the Orion crew exploration vehicle into space with humans on board. The first flight of Ares I, designated Ares I-X, will be a suborbital development flight test. Ares I-X gives NASA its first opportunity to gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future operational flights; and demonstrate the first stage recovery system. NASA also will begin modifying the launch infrastructure and fine-tuning ground and mission operations, as the agency makes the transition from the Space Shuttle to the Ares/Orion system.

Heat Flux and Wall Temperature Estimates for the NASA Langley HIFiRE Direct Connect Rig

NASA Technical Reports Server (NTRS)

Cuda, Vincent, Jr.; Hass, Neal E.

2010-01-01

An objective of the Hypersonic International Flight Research Experimentation (HIFiRE) Program Flight 2 is to provide validation data for high enthalpy scramjet prediction tools through a single flight test and accompanying ground tests of the HIFiRE Direct Connect Rig (HDCR) tested in the NASA LaRC Arc Heated Scramjet Test Facility (AHSTF). The HDCR is a full-scale, copper heat sink structure designed to simulate the isolator entrance conditions and isolator, pilot, and combustor section of the HIFiRE flight test experiment flowpath and is fully instrumented to assess combustion performance over a range of operating conditions simulating flight from Mach 5.5 to 8.5 and for various fueling schemes. As part of the instrumentation package, temperature and heat flux sensors were provided along the flowpath surface and also imbedded in the structure. The purpose of this paper is to demonstrate that the surface heat flux and wall temperature of the Zirconia coated copper wall can be obtained with a water-cooled heat flux gage and a sub-surface temperature measurement. An algorithm was developed which used these two measurements to reconstruct the surface conditions along the flowpath. Determinations of the surface conditions of the Zirconia coating were conducted for a variety of conditions.

Test Program for Stirling Radioisotope Generator Hardware at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Lewandowski, Edward J.; Bolotin, Gary S.; Oriti, Salvatore M.

2015-01-01

Stirling-based energy conversion technology has demonstrated the potential of high efficiency and low mass power systems for future space missions. This capability is beneficial, if not essential, to making certain deep space missions possible. Significant progress was made developing the Advanced Stirling Radioisotope Generator (ASRG), a 140-W radioisotope power system. A variety of flight-like hardware, including Stirling convertors, controllers, and housings, was designed and built under the ASRG flight development project. To support future Stirling-based power system development NASA has proposals that, if funded, will allow this hardware to go on test at the NASA Glenn Research Center. While future flight hardware may not be identical to the hardware developed under the ASRG flight development project, many components will likely be similar, and system architectures may have heritage to ASRG. Thus, the importance of testing the ASRG hardware to the development of future Stirling-based power systems cannot be understated. This proposed testing will include performance testing, extended operation to establish an extensive reliability database, and characterization testing to quantify subsystem and system performance and better understand system interfaces. This paper details this proposed test program for Stirling radioisotope generator hardware at NASA Glenn. It explains the rationale behind the proposed tests and how these tests will meet the stated objectives.

Test Program for Stirling Radioisotope Generator Hardware at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Lewandowski, Edward J.; Bolotin, Gary S.; Oriti, Salvatore M.

2014-01-01

Stirling-based energy conversion technology has demonstrated the potential of high efficiency and low mass power systems for future space missions. This capability is beneficial, if not essential, to making certain deep space missions possible. Significant progress was made developing the Advanced Stirling Radioisotope Generator (ASRG), a 140-watt radioisotope power system. A variety of flight-like hardware, including Stirling convertors, controllers, and housings, was designed and built under the ASRG flight development project. To support future Stirling-based power system development NASA has proposals that, if funded, will allow this hardware to go on test at the NASA Glenn Research Center (GRC). While future flight hardware may not be identical to the hardware developed under the ASRG flight development project, many components will likely be similar, and system architectures may have heritage to ASRG. Thus the importance of testing the ASRG hardware to the development of future Stirling-based power systems cannot be understated. This proposed testing will include performance testing, extended operation to establish an extensive reliability database, and characterization testing to quantify subsystem and system performance and better understand system interfaces. This paper details this proposed test program for Stirling radioisotope generator hardware at NASA GRC. It explains the rationale behind the proposed tests and how these tests will meet the stated objectives.

FLASH fly-by-light flight control demonstration results overview

NASA Astrophysics Data System (ADS)

Halski, Don J.

1996-10-01

The Fly-By-Light Advanced Systems Hardware (FLASH) program developed Fly-By-Light (FBL) and Power-By-Wire (PBW) technologies for military and commercial aircraft. FLASH consists of three tasks. Task 1 developed the fiber optic cable, connectors, testers and installation and maintenance procedures. Task 3 developed advanced smart, rotary thin wing and electro-hydrostatic (EHA) actuators. Task 2, which is the subject of this paper,l focused on integration of fiber optic sensors and data buses with cable plant components from Task 1 and actuators from Task 3 into centralized and distributed flight control systems. Both open loop and piloted hardware-in-the-loop demonstrations were conducted with centralized and distributed flight control architectures incorporating the AS-1773A optical bus, active hand controllers, optical sensors, optimal flight control laws in high speed 32-bit processors, and neural networks for EHA monitoring and fault diagnosis. This paper overviews the systems level testing conducted under the FLASH Flight Control task. Preliminary results are summarized. Companion papers provide additional information.

Superfluid helium on orbit transfer (SHOOT)

NASA Technical Reports Server (NTRS)

Dipirro, Michael J.

1987-01-01

A number of space flight experiments and entire facilities require superfluid helium as a coolant. Among these are the Space Infrared Telescope Facility (SIRTF), the Large Deployable Reflector (LDR), the Advanced X-ray Astrophysics Facility (AXAF), the Particle Astrophysics Magnet Facility (PAMF or Astromag), and perhaps even a future Hubble Space Telescope (HST) instrument. Because these systems are required to have long operational lifetimes, a means to replenish the liquid helium, which is exhausted in the cooling process, is required. The most efficient method of replenishment is to refill the helium dewars on orbit with superfluid helium (liquid helium below 2.17 Kelvin). To develop and prove the technology required for this liquid helium refill, a program of ground and flight testing was begun. The flight demonstration is baselined as a two flight program. The first, described in this paper, will prove the concepts involved at both the component and system level. The second flight will demonstrate active astronaut involvement and semi-automated operation. The current target date for the first launch is early 1991.

General Aviation Interior Noise. Part 2; In-Flight Source/Verification

NASA Technical Reports Server (NTRS)

Unruh, James F.; Till, Paul D.; Palumbo, Daniel L. (Technical Monitor)

2002-01-01

The technical approach made use of the Cessna Model 182E aircraft used in the previous effort as a test bed for noise control application. The present phase of the project reports on flight test results during application of various passive noise treatments in an attempt to verify the noise sources and paths for the aircraft. The data presented establishes the level of interior noise control that can be expected for various passive noise control applications within the aircraft cabin. Subsequent testing will address specific testing to demonstrate the technology available to meet a specified level of noise control by application of passive and/or active noise control technology.

Expanded operational capabilities of the Langley Mach 7 Scramjet test facility

NASA Technical Reports Server (NTRS)

Thomas, S. R.; Guy, R. W.

1983-01-01

An experimental research program conducted to expand the operational capabilities of the NASA Langley Mach 7 Scramjet Test Facility is described. Previous scramjet testing in this facility was limited to a single simulated flight condition of Mach 6.9 at an altitude of 115,300 ft. The arc heater research demonstrates the potential of the facility for scramjet testing at simulated flight conditions from Mach 4 (at altitudes from 77,000 to 114,000 ft) to Mach 7 (at latitudes from 108,000 to 149,000 ft). Arc heater electrical characteristics, operational problems, measurements of nitrogen oxide contaminants, and total-temperature profiles are discussed.