Mission Control Center (MCC) System Specification for the Shuttle Orbital Flight Test (OFT) Timeframe

NASA Technical Reports Server (NTRS)

1976-01-01

System specifications to be used by the mission control center (MCC) for the shuttle orbital flight test (OFT) time frame were described. The three support systems discussed are the communication interface system (CIS), the data computation complex (DCC), and the display and control system (DCS), all of which may interfere with, and share processing facilities with other applications processing supporting current MCC programs. The MCC shall provide centralized control of the space shuttle OFT from launch through orbital flight, entry, and landing until the Orbiter comes to a stop on the runway. This control shall include the functions of vehicle management in the area of hardware configuration (verification), flight planning, communication and instrumentation configuration management, trajectory, software and consumables, payloads management, flight safety, and verification of test conditions/environment.

14 CFR 91.1067 - Initial and recurrent flight attendant crewmember testing requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... recurrent flight attendant crewmember testing requirements. No program manager or owner may use a flight... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Initial and recurrent flight attendant crewmember testing requirements. 91.1067 Section 91.1067 Aeronautics and Space FEDERAL AVIATION...

14 CFR 91.1067 - Initial and recurrent flight attendant crewmember testing requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... recurrent flight attendant crewmember testing requirements. No program manager or owner may use a flight... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Initial and recurrent flight attendant crewmember testing requirements. 91.1067 Section 91.1067 Aeronautics and Space FEDERAL AVIATION...

14 CFR 91.1067 - Initial and recurrent flight attendant crewmember testing requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... recurrent flight attendant crewmember testing requirements. No program manager or owner may use a flight... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Initial and recurrent flight attendant crewmember testing requirements. 91.1067 Section 91.1067 Aeronautics and Space FEDERAL AVIATION...

Test and evaluation of a multifunction keyboard and a dedicated keyboard for control of a flight management computer

NASA Technical Reports Server (NTRS)

Crane, J. M.; Boucek, G. P., Jr.; Smith, W. D.

1986-01-01

A flight management computer (FMC) control display unit (CDU) test was conducted to compare two types of input devices: a fixed legend (dedicated) keyboard and a programmable legend (multifunction) keyboard. The task used for comparison was operation of the flight management computer for the Boeing 737-300. The same tasks were performed by twelve pilots on the FMC control display unit configured with a programmable legend keyboard and with the currently used B737-300 dedicated keyboard. Flight simulator work activity levels and input task complexity were varied during each pilot session. Half of the points tested were previously familiar with the B737-300 dedicated keyboard CDU and half had no prior experience with it. The data collected included simulator flight parameters, keystroke time and sequences, and pilot questionnaire responses. A timeline analysis was also used for evaluation of the two keyboard concepts.

Development and test results of a flight management algorithm for fuel conservative descents in a time-based metered traffic environment

NASA Technical Reports Server (NTRS)

Knox, C. E.; Cannon, D. G.

1980-01-01

A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.

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.

Final Environmental Assessment for Low-Level Flight Testing, Evaluation, and Training, Edwards Air Force Base

DTIC Science & Technology

2005-05-01

4. TITLE AND SUBTITLE Final Environmental Assessment for Low-Level Flight Testing, Evaluation, and Training, Edwards Air Force Base 5a. CONTRACT...NAME(S) AND ADDRESS(ES) Air Force Flight Test Center,Environmental Management Directorate,Edwards AFB,CA,93524 8. PERFORMING ORGANIZATION REPORT...DISTRIBUTION/AVAILABILITY STATEMENT Approved for public release; distribution unlimited 13. SUPPLEMENTARY NOTES 14. ABSTRACT The U.S. Air Force Flight Test

Planning fuel-conservative descents with or without time constraints using a small programmable calculator: Algorithm development and flight test results

NASA Technical Reports Server (NTRS)

Knox, C. E.

1983-01-01

A simplified flight-management descent algorithm, programmed on a small programmable calculator, was developed and flight tested. It was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The algorithm may also be used for planning fuel-conservative descents when time is not a consideration. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard temperature effects. The flight-management descent algorithm is described. The results of flight tests flown with a T-39A (Sabreliner) airplane are presented.

GRC-2010-C-05148

NASA Image and Video Library

2006-11-08

Communications, Navigation, and Network Reconfigurable Test-bed (CoNNeCT) Flight Hardware Compatibility Test Sets - Glenn Research Center and Networks Integration Management Office (NIMO) Testing for the Tracking and Data Relay Satellite System (TDRSS) - Goddard Space Flight Center Testing

GRC-2010-C-05136

NASA Image and Video Library

2006-11-16

Communications, Navigation, and Network Reconfigurable Test-bed (CoNNeCT) Flight Hardware Compatibility Test Sets - Glenn Research Center and Networks Integration Management Office (NIMO) Testing for the Tracking and Data Relay Satellite System (TDRSS) - Goddard Space Flight Center Testing

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.

KSC-2009-5954

NASA Image and Video Library

2009-10-28

CAPE CANAVERAL, Fla. - At NASA's Kennedy Space Center in Florida, a post-launch news conference is held in the Press Site auditorium following the successful launch of the Ares I-X test rocket at 11:30 a.m. EDT Oct. 28. Smiling, from left, are Doug Cooke, associate administrator for NASA's Exploration Systems Mission Directorate; Jeff Hanley, Constellation Program manager; Bob Ess, mission manager for the Ares I-X flight test; and Edward Mango, launch director for the Ares I-X flight test. For more information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5955

NASA Image and Video Library

2009-10-28

CAPE CANAVERAL, Fla. - At NASA's Kennedy Space Center in Florida, Constellation Program Manager Jeff Hanley addresses a post-launch news conference in the Press Site auditorium following the successful launch of the Ares I-X test rocket at 11:30 a.m. EDT Oct. 28. From left, are, Doug Cooke, associate administrator for NASA's Exploration Systems Mission Directorate; Hanley; Bob Ess, mission manager for the Ares I-X flight test; and Edward Mango, launch director for the Ares I-X flight test. For more information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

Recommended Changes to Interval Management to Achieve Operational Implementation

NASA Technical Reports Server (NTRS)

Baxley, Brian; Swieringa, Kurt; Roper, Roy; Hubbs, Clay; Goess, Paul; Shay, Richard

2017-01-01

A 19-day flight test of an Interval Management (IM) avionics prototype was conducted in Washington State using three aircraft to precisely achieve and maintain a spacing interval behind the preceding aircraft. NASA contracted with Boeing, Honeywell, and United Airlines to build this prototype, and then worked closely with them, the FAA, and other industry partners to test this prototype in flight. Four different IM operation types were investigated during this test in the en route, arrival, and final approach phases of flight. Many of the IM operations met or exceeded the design goals established prior to the test. However, there were issues discovered throughout the flight test, including the rate and magnitude of IM commanded speed changes and the difference between expected and actual aircraft deceleration rates.

Air-to-air radar flight testing

NASA Astrophysics Data System (ADS)

Scott, Randall E.

1988-06-01

This volume in the AGARD Flight Test Techniques Series describes flight test techniques, flight test instrumentation, ground simulation, data reduction and analysis methods used to determine the performance characteristics of a modern air-to-air (a/a) radar system. Following a general coverage of specification requirements, test plans, support requirements, development and operational testing, and management information systems, the report goes into more detailed flight test techniques covering a/a radar capabilities of: detection, manual acquisition, automatic acquisition, tracking a single target, and detection and tracking of multiple targets. There follows a section on additional flight test considerations such as electromagnetic compatibility, electronic countermeasures, displays and controls, degraded and backup modes, radome effects, environmental considerations, and use of testbeds. Other sections cover ground simulation, flight test instrumentation, and data reduction and analysis. The final sections deal with reporting and a discussion of considerations for the future and how they may affect radar flight testing.

Managing Risk to Ensure a Successful Cassini/Huygens Saturn Orbit Insertion (SOI)

NASA Technical Reports Server (NTRS)

Witkowski, Mona M.; Huh, Shin M.; Burt, John B.; Webster, Julie L.

2004-01-01

I. Design: a) S/C designed to be largely single fault tolerant; b) Operate in flight demonstrated envelope, with margin; and c) Strict compliance with requirements & flight rules. II. Test: a) Baseline, fault & stress testing using flight system testbeds (H/W & S/W); b) In-flight checkout & demos to remove first time events. III. Failure Analysis: a) Critical event driven fault tree analysis; b) Risk mitigation & development of contingencies. IV) Residual Risks: a) Accepted pre-launch waivers to Single Point Failures; b) Unavoidable risks (e.g. natural disaster). V) Mission Assurance: a) Strict process for characterization of variances (ISAs, PFRs & Waivers; b) Full time Mission Assurance Manager reports to Program Manager: 1) Independent assessment of compliance with institutional standards; 2) Oversight & risk assessment of ISAs, PFRs & Waivers etc.; and 3) Risk Management Process facilitator.

Knowledge-based system for flight information management. Thesis

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.

1990-01-01

The use of knowledge-based system (KBS) architectures to manage information on the primary flight display (PFD) of commercial aircraft is described. The PFD information management strategy used tailored the information on the PFD to the tasks the pilot performed. The KBS design and implementation of the task-tailored PFD information management application is described. The knowledge acquisition and subsequent system design of a flight-phase-detection KBS is also described. The flight-phase output of this KBS was used as input to the task-tailored PFD information management KBS. The implementation and integration of this KBS with existing aircraft systems and the other KBS is described. The flight tests are examined of both KBS's, collectively called the Task-Tailored Flight Information Manager (TTFIM), which verified their implementation and integration, and validated the software engineering advantages of the KBS approach in an operational environment.

Orion Launch Abort System Jettison Motor Performance During Exploration Flight Test 1

NASA Technical Reports Server (NTRS)

McCauley, Rachel J.; Davidson, John B.; Winski, Richard G.

2015-01-01

This paper presents 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 performing Orion nominal flight mission critical objectives. 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. 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. Selected Launch Abort System flight test data is presented and discussed in the paper. Through flight test data, Launch Abort System performance trends have been derived that will prove valuable to future flights as well as the manned space program.

KSC-2009-5956

NASA Image and Video Library

2009-10-28

CAPE CANAVERAL, Fla. - At NASA's Kennedy Space Center in Florida, a post-launch news conference is held in the Press Site auditorium following the successful launch of the Ares I-X test rocket at 11:30 a.m. EDT Oct. 28. Sharing a lighter moment are, from left, Doug Cooke, associate administrator for NASA's Exploration Systems Mission Directorate; Jeff Hanley, Constellation Program manager; Bob Ess, mission manager for the Ares I-X flight test; and Edward Mango, launch director for the Ares I-X flight test. For more information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5862

NASA Image and Video Library

2009-10-23

CAPE CANAVERAL, Fla. – In the Press Site auditorium at NASA's Kennedy Space Center in Florida, Bob Ess, NASA's mission manager for the Ares I-X flight test, participates in a news conference following the conclusion of the flight test readiness review, or FTRR, for the Ares I-X test rocket. During the meeting, senior NASA and contractor managers assessed the risks associated with the test and determined the rocket, support systems and procedures are ready for launch. The Ares I-X launch date was announced after the FTRR and is officially set for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Jack Pfaller

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.

Probing Aircraft Flight Test Hazard Mitigation for the Alternative Fuel Effects on Contrails & Cruise Emissions (ACCESS) Research Team

NASA Technical Reports Server (NTRS)

Kelly, Michael J.

2013-01-01

The Alternative Fuel Effects on Contrails & Cruise Emissions (ACCESS) Project Integration Manager requested in July 2012 that the NASA Engineering and Safety Center (NESC) form a team to independently assess aircraft structural failure hazards associated with the ACCESS experiment and to identify potential flight test hazard mitigations to ensure flight safety. The ACCESS Project Integration Manager subsequently requested that the assessment scope be focused predominantly on structural failure risks to the aircraft empennage raft empennage.

Digital Fly-By-Wire Flight Control Validation Experience

NASA Technical Reports Server (NTRS)

Szalai, K. J.; Jarvis, C. R.; Krier, G. E.; Megna, V. A.; Brock, L. D.; Odonnell, R. N.

1978-01-01

The experience gained in digital fly-by-wire technology through a flight test program being conducted by the NASA Dryden Flight Research Center in an F-8C aircraft is described. The system requirements are outlined, along with the requirements for flight qualification. The system is described, including the hardware components, the aircraft installation, and the system operation. The flight qualification experience is emphasized. The qualification process included the theoretical validation of the basic design, laboratory testing of the hardware and software elements, systems level testing, and flight testing. The most productive testing was performed on an iron bird aircraft, which used the actual electronic and hydraulic hardware and a simulation of the F-8 characteristics to provide the flight environment. The iron bird was used for sensor and system redundancy management testing, failure modes and effects testing, and stress testing in many cases with the pilot in the loop. The flight test program confirmed the quality of the validation process by achieving 50 flights without a known undetected failure and with no false alarms.

Test results of flight guidance for fuel conservative descents in a time-based metered air traffic environment. [terminal configured vehicle

NASA Technical Reports Server (NTRS)

Knox, C. E.; Person, L. H., Jr.

1981-01-01

The NASA developed, implemented, and flight tested a flight management algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control. This algorithm provides a 3D path with time control (4D) for the TCV B-737 airplane to make an idle-thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms are described and flight test results are presented.

Flight Deck Interval Management Flight Test Final Report

NASA Technical Reports Server (NTRS)

Tulder, Paul V.

2017-01-01

This document provides a summary of the avionics design, implementation, and evaluation activities conducted for the ATD-1 Avionics Phase 2. The flight test data collection and a subset of the analysis results are described. This report also documents lessons learned, conclusions, and recommendations to guide further development efforts.

Space Shuttle Program Orbiter Approach and Landing Test

NASA Technical Reports Server (NTRS)

1977-01-01

The orbiter approach and landing test (ALT) reports are published to provide senior NASA management with timely information on ALT program plans and accomplishments. The ALT reports will be comprised of this pre-ALT report, ALT pre-flight memoranda, and an ALT post-flight report following each flight. The purpose of this pre-ALT report is to provide an overview of the ALT program, describing the flight vehicles involved and summarizing the planned flights.

TRENDS: The aeronautical post-test database management system

NASA Technical Reports Server (NTRS)

Bjorkman, W. S.; Bondi, M. J.

1990-01-01

TRENDS, an engineering-test database operating system developed by NASA to support rotorcraft flight tests, is described. Capabilities and characteristics of the system are presented, with examples of its use in recalling and analyzing rotorcraft flight-test data from a TRENDS database. The importance of system user-friendliness in gaining users' acceptance is stressed, as is the importance of integrating supporting narrative data with numerical data in engineering-test databases. Considerations relevant to the creation and maintenance of flight-test database are discussed and TRENDS' solutions to database management problems are described. Requirements, constraints, and other considerations which led to the system's configuration are discussed and some of the lessons learned during TRENDS' development are presented. Potential applications of TRENDS to a wide range of aeronautical and other engineering tests are identified.

Asset Analysis and Operational Concepts for Separation Assurance Flight Testing at Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Costa, Guillermo J.; Arteaga, Ricardo A.

2011-01-01

A preliminary survey of existing separation assurance and collision avoidance advancements, technologies, and efforts has been conducted in order to develop a concept of operations for flight testing autonomous separation assurance at Dryden Flight Research Center. This effort was part of the Unmanned Aerial Systems in the National Airspace System project. The survey focused primarily on separation assurance projects validated through flight testing (including lessons learned), however current forays into the field were also examined. Comparisons between current Dryden flight and range assets were conducted using House of Quality matrices in order to allow project management to make determinations regarding asset utilization for future flight tests. This was conducted in order to establish a body of knowledge of the current collision avoidance landscape, and thus focus Dryden s efforts more effectively towards the providing of assets and test ranges for future flight testing within this research field.

KSC-2009-5953

NASA Image and Video Library

2009-10-28

CAPE CANAVERAL, Fla. - At NASA's Kennedy Space Center in Florida, members of the news media attend a post-launch news conference in the Press Site auditorium following the successful launch of the Ares I-X test rocket at 11:30 a.m. EDT Oct. 28. Onstage, from left, are moderator George Diller, NASA Public Affairs officer; Doug Cooke, associate administrator for NASA's Exploration Systems Mission Directorate; Jeff Hanley, Constellation Program manager; Bob Ess, mission manager for the Ares I-X flight test; and Edward Mango, launch director for the Ares I-X flight test. For more information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

Career Profile: Flight Operations Engineer (Airborne Science) Matthew Berry

NASA Image and Video Library

2014-11-05

Operations engineers at NASA's Armstrong Flight Research Center help to advance science, technology, aeronautics, and space exploration by managing operational aspects of a flight research project. They serve as the governing authority on airworthiness related to the modification, operation, or maintenance of specialized research or support aircraft so those aircraft can be flown safely without jeopardizing the pilots, persons on the ground or the flight test project. With extensive aircraft modifications often required to support new research and technology development efforts, operations engineers are key leaders from technical concept to flight to ensure flight safety and mission success. Other responsibilities of an operations engineer include configuration management, performing systems design and integration, system safety analysis, coordinating flight readiness activities, and providing real-time flight support. This video highlights the responsibilities and daily activities of NASA Armstrong operations engineer Matthew Berry during the preparation and execution of flight tests in support of aeronautics research. http://www.nasa.gov/centers/armstrong/home/ http://www.nasa.gov/

Career Profile: Flight Operations Engineer (Aeronautics) Brian Griffin

NASA Image and Video Library

2014-10-17

Operations engineers at NASA's Armstrong Flight Research Center help to advance science, technology, aeronautics, and space exploration by managing operational aspects of a flight research project. They serve as the governing authority on airworthiness related to the modification, operation, or maintenance of specialized research or support aircraft so those aircraft can be flown safely without jeopardizing the pilots, persons on the ground or the flight test project. With extensive aircraft modifications often required to support new research and technology development efforts, operations engineers are key leaders from technical concept to flight to ensure flight safety and mission success. Other responsibilities of an operations engineer include configuration management, performing systems design and integration, system safety analysis, coordinating flight readiness activities, and providing real-time flight support. This video highlights the responsibilities and daily activities of NASA Armstrong operations engineer Brian Griffin during the preparation and execution of flight tests in support of aeronautics research. http://www.nasa.gov/centers/armstrong/home/ http://www.nasa.gov/

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Engineer Joey Mercer reviews flight paths using the UAS traffic management research platform UTM coordinator app to verify and validate flight paths.

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Engineers Priya Venkatesan and Joey Mercer review flight paths using the UAS traffic management research platform at flight operations mission control at NASA’s UTM TCL2 test.

Systems Engineering Management Plan NASA Traffic Aware Planner Integration Into P-180 Airborne Test-Bed

NASA Technical Reports Server (NTRS)

Maris, John

2015-01-01

NASA's Traffic Aware Planner (TAP) is a cockpit decision support tool that provides aircrew with vertical and lateral flight-path optimizations with the intent of achieving significant fuel and time savings, while automatically avoiding traffic, weather, and restricted airspace conflicts. A key step towards the maturation and deployment of TAP concerned its operational evaluation in a representative flight environment. This Systems Engineering Management Plan (SEMP) addresses the test-vehicle design, systems integration, and flight-test planning for the first TAP operational flight evaluations, which were successfully completed in November 2013. The trial outcomes are documented in the Traffic Aware Planner (TAP) flight evaluation paper presented at the 14th AIAA Aviation Technology, Integration, and Operations Conference, Atlanta, GA. (AIAA-2014-2166, Maris, J. M., Haynes, M. A., Wing, D. J., Burke, K. A., Henderson, J., & Woods, S. E., 2014).

Propulsion Control and Health Management (PCHM) Technology for Flight Test on the C-17 T-1 Aircraft

NASA Technical Reports Server (NTRS)

Simon, Donald L.; Garg, Sanjay; Venti, Michael

2004-01-01

The C-I 7 T-l Globemaster III is an Air Force flight research vehicle located at Edwards Air Force Base. NASA Dryden and the C-17 System Program Office have entered into a Memorandum of Agreement to permit NASA the use of the C-I 7 T-I to conduct flight research on a mutually coordinated schedule. The C-17 Propulsion Control and Health Management (PCHM) Working Group was formed in order to foster discussion and coordinate planning amongst the various government agencies conducting PCHM research with a potential need for flight testing, and to communicate to the PCHM community the capabilities of the C-17 T-l aircraft to support such flight testing. This paper documents the output of this Working Group, including a summary of the candidate PCHM technologies identified and their associated benefits relative to NASA goals and objectives.

Storage Information Management System (SIMS) Spaceflight Hardware Warehousing at Goddard Space Flight Center

NASA Technical Reports Server (NTRS)

Kubicko, Richard M.; Bingham, Lindy

1995-01-01

Goddard Space Flight Center (GSFC) on site and leased warehouses contain thousands of items of ground support equipment (GSE) and flight hardware including spacecraft, scaffolding, computer racks, stands, holding fixtures, test equipment, spares, etc. The control of these warehouses, and the management, accountability, and control of the items within them, is accomplished by the Logistics Management Division. To facilitate this management and tracking effort, the Logistics and Transportation Management Branch, is developing a system to provide warehouse personnel, property owners, and managers with storage and inventory information. This paper will describe that PC-based system and address how it will improve GSFC warehouse and storage management.

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.

Ensuring Success of Adaptive Control Research Through Project Lifecycle Risk Mitigation

NASA Technical Reports Server (NTRS)

Pavlock, Kate M.

2011-01-01

Lessons Learne: 1. Design-out unnecessary risk to prevent excessive mitigation management during flight. 2. Consider iterative checkouts to confirm or improve human factor characteristics. 3. Consider the total flight test profile to uncover unanticipated human-algorithm interactions. 4. Consider test card cadence as a metric to assess test readiness. 5. Full-scale flight test is critical to development, maturation, and acceptance of adaptive control laws for operational use.

Descent advisor preliminary field test

NASA Technical Reports Server (NTRS)

Green, Steven M.; Vivona, Robert A.; Sanford, Beverly

1995-01-01

A field test of the Descent Advisor (DA) automation tool was conducted at the Denver Air Route Traffic Control Center in September 1994. DA is being developed to assist Center controllers in the efficient management and control of arrival traffic. DA generates advisories, based on trajectory predictions, to achieve accurate meter-fix arrival times in a fuel efficient manner while assisting the controller with the prediction and resolution of potential conflicts. The test objectives were to evaluate the accuracy of DA trajectory predictions for conventional- and flight-management-system-equipped jet transports, to identify significant sources of trajectory prediction error, and to investigate procedural and training issues (both air and ground) associated with DA operations. Various commercial aircraft (97 flights total) and a Boeing 737-100 research aircraft participated in the test. Preliminary results from the primary test set of 24 commercial flights indicate a mean DA arrival time prediction error of 2.4 sec late with a standard deviation of 13.1 sec. This paper describes the field test and presents preliminary results for the commercial flights.

Hypersonic Research Vehicle (HRV) real-time flight test support feasibility and requirements study. Part 2: Remote computation support for flight systems functions

NASA Technical Reports Server (NTRS)

Rediess, Herman A.; Hewett, M. D.

1991-01-01

The requirements are assessed for the use of remote computation to support HRV flight testing. First, remote computational requirements were developed to support functions that will eventually be performed onboard operational vehicles of this type. These functions which either cannot be performed onboard in the time frame of initial HRV flight test programs because the technology of airborne computers will not be sufficiently advanced to support the computational loads required, or it is not desirable to perform the functions onboard in the flight test program for other reasons. Second, remote computational support either required or highly desirable to conduct flight testing itself was addressed. The use is proposed of an Automated Flight Management System which is described in conceptual detail. Third, autonomous operations is discussed and finally, unmanned operations.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test. From left are: Rachel Kraft, NASA Public Affairs, Bill Hill, NASA deputy associate administrator for Exploration Systems Development, Mark Geyer, NASA Orion Program manager, Bryan Austin, Lockheed Martin mission manager, Jeremy Graeber, Operations Integration Branch of Ground Systems Development and Operations at Kennedy, and Ron Fortson, United Launch Alliance director of Mission Management. Mike Sarafin, NASA's lead flight director, participated by video from the Johnson Space Center. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Post Flight Analysis Of SHEFEX I: Shock Tunnel Testing And Related CFD Analysis

NASA Astrophysics Data System (ADS)

Schramm, Jan Martinez; Barth, Tarik; Wagner, Alexander; Hannemann, Klaus

2011-05-01

The SHarp Edge Flight EXperiment (SHEFEX) program of the German Aerospace Center (DLR) is primarily focused on the investigation of the potential to utilise improved shapes for space vehicles by considering sharp edges and facetted surfaces. One goal is to set up a sky based test facility to gain knowledge of the physics of hypersonic flow, complemented by numerical analysis and ground based testing. Further, the series of SHEFEX flight experiments is an excellent test bed for new technological concepts and flight instrumentation, and it is a source of motivation for young scientist and engineers providing an excellent school for future space-program engineers and managers. After the successful first SHEFEX flight in October 2005, a second flight is scheduled for September 2011 and additional flights are planned for 2015 ff. With the SHEFEX-I flight and the subsequent numerical and experimental post flight analysis, DLR could for the first time close the loop between the three major disciplines of aerothermodynamic research namely CFD, ground based testing and flight.

Apollo experience report: Safety activities

NASA Technical Reports Server (NTRS)

Rice, C. N.

1975-01-01

A description is given of the flight safety experiences gained during the Apollo Program and safety, from the viewpoint of program management, engineering, mission planning, and ground test operations was discussed. Emphasis is placed on the methods used to identify the risks involved in flight and in certain ground test operations. In addition, there are discussions on the management and engineering activities used to eliminate or reduce these risks.

Ares I-X Thermal Model Correlation and Lessons Learned

NASA Technical Reports Server (NTRS)

Amundsen, Ruth M.

2010-01-01

The Ares I-X vehicle launched and flew successfully on October 28, 2009. This paper will describe the correlation of the vehicle thermal model to both ground testing and flight data. A main purpose of the vehicle model and ground testing was to ensure that the avionics within the vehicle were held within their thermal limits prior to launch and during flight. The correlation of the avionics box temperatures will be shown. Also, the lessons learned in the thermal discipline during the modeling, test, correlation to test, and flight of the Ares I-X flight test vehicle will be described. Lessons learned will cover thermal modeling, as well as management of the thermal discipline, thermal team, and thermal-related actions in design, testing, and flight.

Planning fuel-conservative descents with or without time constraints using a small programmable calculator: algorithm development and flight test results

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

Knox, C.E.

A simplified flight-management descent algorithm, programmed on a small programmable calculator, was developed and flight tested. It was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The algorithm may also be used for planning fuel-conservative descents when time is not a consideration. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard temperature effects. The flight-management descent algorithm is described. The results of flight testsmore » flown with a T-39A (Sabreliner) airplane are presented.« less

French Flight Test Program LEA Status

DTIC Science & Technology

2010-09-01

RTO-EN-AVT-185 17 - 1 French Flight Test Program LEA Status Francois FALEMPIN MBDA France 1 avenue Reaumur Le Plessis Robinson FRANCE ...TITLE AND SUBTITLE French Flight Test Program LEA Status 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) 5d. PROJECT ...Bouchez, Nicolas Gascoin, Measurement for fuel reforming for scramjet thermal management: status of COMPARER project - AIAA-2009-7373. French

Novel, Post-Stall, Thrust-Vectored F-15 RPVs: Laboratory and Flight Tests

DTIC Science & Technology

1990-04-24

Flight Tests Program Manager : Douglas Bowers 1ST-Year Report Principal Investigator: Benjamin 6al-Or April 24, 1990 DTIC.LECTE AUG201990 i/ E...constructed. The geometry, dimensions and preliminary wind-tunnel test data for such a design are provided In Appendix A. If funded, such a 3rd...Preliminary Calibration Flight Test Data Obtained from the Onboard Computer ........ 33 Talless, PST-RaNPAS, Roll-Yaw-Pitch, Thrust-Vectored, PST F-15 (Cf. ADp

Hubble Space Telescope nickel-hydrogen battery testing: An update

NASA Technical Reports Server (NTRS)

Whitt, Thomas H.; Brewer, Jeffrey C.

1995-01-01

The Marshall Space Flight Center (MSFC) began testing the HST Ni-H2 Six Battery Test and the 'Flight Spare Battery' Tests approximately one year before the launch of the HST. These tests are operated and reported on by the MSFC, but are managed and funded by Goddard Space Flight Center in direct support of the HST program. The HST Ni-H2 batteries are built from Eagle Picher RNH-90-3 cells. The HST EPS (electrical power system) is a direct energy transfer power system. The HST Ni-H2 Six Battery Test is a breadboard of the HST EPS. The batteries in the test are composed of test module cells and packaged into three battery modules identical to the flight modules. This test is the HST EPS testbed. The 'Flight Spare Battery' Test is a simulation of one of the six battery channels on the HST. The cells in the test are from the flight spare lot of cells, which are the same lot of cells that three of the six HST flight batteries are made from. This test is the battery life test for the HST program.

ASTAR Flight Test: Overview and Spacing Results

NASA Technical Reports Server (NTRS)

Roper, Roy D.; Koch, Michael R.

2016-01-01

The purpose of the NASA Langley Airborne Spacing for Terminal Arrival Routes (ASTAR) research aboard the Boeing ecoDemonstrator aircraft was to demonstrate the use of NASA's ASTAR algorithm using contemporary tools of the Federal Aviation Administration's Next Generation Air Transportation System (NEXTGEN). EcoDemonstrator is a Boeing test program which utilizes advanced experimental equipment to accelerate the science of aerospace and environmentally friendly technologies. The ASTAR Flight Test provided a proof-of-concept flight demonstration that exercised an algorithmic-based application in an actual aircraft. The test aircraft conducted Interval Management operations to provide time-based spacing off a target aircraft in non-simulator wind conditions. Work was conducted as a joint effort between NASA and Boeing to integrate ASTAR in a Boeing supplied B787 test aircraft while using a T-38 aircraft as the target. This demonstration was also used to identify operational risks to future flight trials for the NASA Air Traffic Management Technology Demonstration expected in 2017.

Probing Aircraft Flight Test Hazard Mitigation for the Alternative Fuel Effects on Contrails and Cruise Emissions (ACCESS) Research Team . Volume 2; Appendices

NASA Technical Reports Server (NTRS)

Kelly, Michael J.

2013-01-01

The Alternative Fuel Effects on Contrails and Cruise Emissions (ACCESS) Project Integration Manager requested in July 2012 that the NASA Engineering and Safety Center (NESC) form a team to independently assess aircraft structural failure hazards associated with the ACCESS experiment and to identify potential flight test hazard mitigations to ensure flight safety. The ACCESS Project Integration Manager subsequently requested that the assessment scope be focused predominantly on structural failure risks to the aircraft empennage (horizontal and vertical tail). This report contains the Appendices to Volume I.

KSC-2009-1800

NASA Image and Video Library

2009-02-20

CAPE CANAVERAL, Fla. – Mike Curie (far left), with NASA Public Affairs, moderates the flight readiness review news conference for space shuttle Discovery's STS-119 mission. On the panel are (from left) Associate Administrator for Space Operations Bill Gerstenmaier, Space Shuttle Program Manager John Shannon and Space Shuttle Launch Director Mike Leinbach. During a thorough review of Discovery's readiness for flight, NASA managers decided Feb. 20 more data and possible testing are required before proceeding to launch. Engineering teams have been working to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. A new launch date has not been determined. NASA managers decided Feb. 20 more data and possible testing are required before proceeding to launch. Engineering teams have been working to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. A new launch date has not been determined. Photo credit: NASA/Glenn Benson

ARES I-X Launch Prep

NASA Image and Video Library

2009-10-26

Mission managers, from left, NASA Constellation Program manager Jeff Hanley, Ares I-X Launch Director Ed Mango, Ares I-X mission manager Bob Ess, Ground Operations Manager Philip "Pepper" Phillips, review the latest data in Firing Room One of the Launch Control Center (LCC) at the Kennedy Space Center during the launch countdown of the Ares I-X rocket in Cape Canaveral, Fla., Tuesday, Oct. 27, 2009. The flight test of Ares I-X will provide NASA with an early opportunity to test and prove flight characteristics, hardware, facilities and ground operations associated with the Ares I. Photo Credit: (NASA/Bill Ingalls)

Automation of On-Board Flightpath Management

NASA Technical Reports Server (NTRS)

Erzberger, H.

1981-01-01

The status of concepts and techniques for the design of onboard flight path management systems is reviewed. Such systems are designed to increase flight efficiency and safety by automating the optimization of flight procedures onboard aircraft. After a brief review of the origins and functions of such systems, two complementary methods are described for attacking the key design problem, namely, the synthesis of efficient trajectories. One method optimizes en route, the other optimizes terminal area flight; both methods are rooted in optimal control theory. Simulation and flight test results are reviewed to illustrate the potential of these systems for fuel and cost savings.

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.

Space shuttle low cost/risk avionics study

NASA Technical Reports Server (NTRS)

1971-01-01

All work breakdown structure elements containing any avionics related effort were examined for pricing the life cycle costs. The analytical, testing, and integration efforts are included for the basic onboard avionics and electrical power systems. The design and procurement of special test equipment and maintenance and repair equipment are considered. Program management associated with these efforts is described. Flight test spares and labor and materials associated with the operations and maintenance of the avionics systems throughout the horizontal flight test are examined. It was determined that cost savings can be achieved by using existing hardware, maximizing orbiter-booster commonality, specifying new equipments to MIL quality standards, basing redundancy on cost effective analysis, minimizing software complexity and reducing cross strapping and computer-managed functions, utilizing compilers and floating point computers, and evolving the design as dictated by the horizontal flight test schedules.

An Analysis of the Speed Commands from an Interval Management Algorithm during the ATD-1 Flight Test

NASA Technical Reports Server (NTRS)

Watters, Christine; Wilson, Sara R.; Swieringa, Kurt A.

2017-01-01

NASA's first Air Traffic Management Technology Demonstration (ATD-1) successfully completed a nineteen-day flight test under a NASA contract with Boeing, with Honeywell and United Airlines as sub-contractors. An Interval Management (IM) avionics prototype was built based on international 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. This paper describes the speed behavior of the IM avionics prototype, focusing on the speed command rate and the number of speed increases.

Post-Flight Analysis of the Guidance, Navigation, and Control Performance During Orion Exploration Flight Test 1

NASA Technical Reports Server (NTRS)

Barth, Andrew; Mamich, Harvey; Hoelscher, Brian

2015-01-01

The first test flight of the Orion Multi-Purpose Crew Vehicle presented additional challenges for guidance, navigation and control as compared to a typical re-entry from the International Space Station or other Low Earth Orbit. An elevated re-entry velocity and steeper flight path angle were chosen to achieve aero-thermal flight test objectives. New IMU's, a GPS receiver, and baro altimeters were flight qualified to provide the redundant navigation needed for human space flight. The guidance and control systems must manage the vehicle lift vector in order to deliver the vehicle to a precision, coastal, water landing, while operating within aerodynamic load, reaction control system, and propellant constraints. Extensive pre-flight six degree-of-freedom analysis was performed that showed mission success for the nominal mission as well as in the presence of sensor and effector failures. Post-flight reconstruction analysis of the test flight is presented in this paper to show whether that all performance metrics were met and establish how well the pre-flight analysis predicted the in-flight performance.

A Cost Prediction Model for Electronic Systems Flight Test Costs.

DTIC Science & Technology

1983-09-01

development. It was found that a significant cost estimating relationship (CER) exists between costs and the characteristics of the flight test design. Using...University In Partial Fulfillment of the Requirements for the Degree of Master of Science in Systems Management By C ., Thomas 3. DuPre’, BS Accession...SYSTEMS MANAGEMENT DATE: 28 September 1983 COMMITTEE CHA. ICEAfER it TABLE OF CONTENTS Page LIST OF TABLES ......................... vi LIST OF FIGURES

SSME component assembly and life management expert system

NASA Technical Reports Server (NTRS)

Ali, M.; Dietz, W. E.; Ferber, H. J.

1989-01-01

The space shuttle utilizes several rocket engine systems, all of which must function with a high degree of reliability for successful mission completion. The space shuttle main engine (SSME) is by far the most complex of the rocket engine systems and is designed to be reusable. The reusability of spacecraft systems introduces many problems related to testing, reliability, and logistics. Components must be assembled from parts inventories in a manner which will most effectively utilize the available parts. Assembly must be scheduled to efficiently utilize available assembly benches while still maintaining flight schedules. Assembled components must be assigned to as many contiguous flights as possible, to minimize component changes. Each component must undergo a rigorous testing program prior to flight. In addition, testing and assembly of flight engines and components must be done in conjunction with the assembly and testing of developmental engines and components. The development, testing, manufacture, and flight assignments of the engine fleet involves the satisfaction of many logistical and operational requirements, subject to many constraints. The purpose of the SSME Component Assembly and Life Management Expert System (CALMES) is to assist the engine assembly and scheduling process, and to insure that these activities utilize available resources as efficiently as possible.

Descent Advisor Preliminary Field Test

NASA Technical Reports Server (NTRS)

Green, Steven M.; Vivona, Robert A.; Sanford, Beverly

1995-01-01

A field test of the Descent Advisor (DA) automation tool was conducted at the Denver Air Route Traffic Control Center in September 1994. DA is being developed to assist Center controllers in the efficient management and control of arrival traffic. DA generates advisories, based on trajectory predictions, to achieve accurate meter-fix arrival times in a fuel efficient manner while assisting the controller with the prediction and resolution of potential conflicts. The test objectives were: (1) to evaluate the accuracy of DA trajectory predictions for conventional and flight-management system equipped jet transports, (2) to identify significant sources of trajectory prediction error, and (3) to investigate procedural and training issues (both air and ground) associated with DA operations. Various commercial aircraft (97 flights total) and a Boeing 737-100 research aircraft participated in the test. Preliminary results from the primary test set of 24 commercial flights indicate a mean DA arrival time prediction error of 2.4 seconds late with a standard deviation of 13.1 seconds. This paper describes the field test and presents preliminary results for the commercial flights.

KSC-2013-2917

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media, from left are Scott Wilson, manager of Orion Production Operations at Kennedy Larry Price, Lockheed Martin deputy program manager for Orion Tom Erdman, from Marshall Space Flight Center’s Kennedy resident office Jules Schneider, Lockheed Martin manager of Orion Production Operations and Jeremy Parsons, chief of the GSDO Operations Integration Office at Kennedy. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

Flight Test Hazard Planning Near the Speed of Light

NASA Technical Reports Server (NTRS)

Henwood, Bart; Huete, Rod

2007-01-01

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

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. Also participating in the news conference are Bill Hill, NASA deputy associate administrator for Exploration Systems Development, left, and Bryan Austin, Lockheed Martin mission manager. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Senator Doug Jones (D-AL) Tour of MSFC Facilities

NASA Image and Video Library

2018-02-22

Senator Doug Jones (D-AL.) and wife, Louise, tour Marshall Space Flight facilities. Steve Doering, manager, Stages Element, Space Launch System (SLS) program at MSFC, views the test stand 4693 where key SLS structural elements will be subjected to stress testing simulating space flight.

Applying Ada to Beech Starship avionics

NASA Technical Reports Server (NTRS)

Funk, David W.

1986-01-01

As Ada solidified in its development, it became evident that it offered advantages for avionics systems because of it support for modern software engineering principles and real time applications. An Ada programming support environment was developed for two major avionics subsystems in the Beech Starship. The two subsystems include electronic flight instrument displays and the flight management computer system. Both of these systems use multiple Intel 80186 microprocessors. The flight management computer provides flight planning, navigation displays, primary flight display of checklists and other pilot advisory information. Together these systems represent nearly 80,000 lines of Ada source code and to date approximately 30 man years of effort. The Beech Starship avionics systems are in flight testing.

Shuttle OFT medical report: Summary of medical results from STS-1, STS-2, STS-3, and STS-4

NASA Technical Reports Server (NTRS)

Pool, S. L. (Editor); Johnson, P. C., Jr. (Editor); Mason, J. A. (Editor)

1983-01-01

The medical operations for the orbital test flights which includes a review of the health of the crews before, during, and immediately after the four shuttle orbital flights are reported. Health evaluation, health stabilization program, medical training, medical "kit" carried in flight, tests and countermeasures for space motion sickness, cardiovascular, biochemistry and endocrinology results, hematology and immunology analyses, medical microbiology, food and nutrition, potable water, Shuttle toxicology, radiological health, and cabin acoustical noise are reviewed. Information on environmental effects of Shuttle launch and landing, medical information management, and management, planning, and implementation of the medical program are included.

Integration of energy management concepts into the flight deck

NASA Technical Reports Server (NTRS)

Morello, S. A.

1981-01-01

The rapid rise of fuel costs has become a major concern of the commercial aviation industry, and it has become mandatory to seek means by which to conserve fuel. A research program was initiated in 1979 to investigate the integration of fuel-conservative energy/flight management computations and information into today's and tomorrow's flight deck. One completed effort within this program has been the development and flight testing of a fuel-efficient, time-based metering descent algorithm in a research cockpit environment. Research flights have demonstrated that time guidance and control in the cockpit was acceptable to both pilots and ATC controllers. Proper descent planning and energy management can save fuel for the individual aircraft as well as the fleet by helping to maintain a regularized flow into the terminal area.

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.

Flight Test Evaluation of an Unmanned Aircraft System Traffic Management (UTM) Concept for Multiple Beyond-Visual-Line-of-Sight (BVLOS) Operations

NASA Technical Reports Server (NTRS)

Johnson, Marcus; Jung, Jaewoo; Rios, Joseph; Mercer, Joey; Homola, Jeffrey; Prevot, Thomas; Mulfinger, Daniel; Kopardekar, Parimal

2017-01-01

This study evaluates a traffic management concept designed to enable simultaneous operations of multiple small unmanned aircraft systems (UAS) in the national airspace system (NAS). A five-day flight-test activity is described that examined the feasibility of operating multiple UAS beyond visual line of sight (BVLOS) of their respective operators in the same airspace. Over the five-day campaign, three groups of five flight crews operated a total of eleven different aircraft. Each group participated in four flight scenarios involving five simultaneous missions. Each vehicle was operated BVLOS up to 1.5 miles from the pilot in command. Findings and recommendations are presented to support the feasibility and safety of routine BVLOS operations for small UAS.

Flight Test Evaluation of an Unmanned Aircraft System Traffic Management (UTM) Concept for Multiple Beyond-Visual-Line-of-Sight Operations

NASA Technical Reports Server (NTRS)

Johnson, Marcus; Jung, Jaewoo; Rios, Joseph; Mercer, Joey; Homola, Jeffrey; Prevot, Thomas; Mulfinger, Daniel; Kopardekar, Parimal

2017-01-01

This study evaluates a traffic management concept designed to enable simultaneous operations of multiple small unmanned aircraft systems (UAS) in the national airspace system (NAS). A five-day flight-test activity is described that examined the feasibility of operating multiple UAS beyond visual line of sight (BVLOS) of their respective operators in the same airspace. Over the five-day campaign, three groups of five flight crews operated a total of eleven different aircraft. Each group participated in four flight scenarios involving five simultaneous missions. Each vehicle was operated BVLOS up to 1.5 miles from the pilot in command. Findings and recommendations are presented to support the feasibility and safety of routine BVLOS operations for small UAS.

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.

ARES I-X Launch Prep

NASA Image and Video Library

2009-10-26

Mission managers, from left, NASA Ares I-X Assistant Launch Director Pete Nickolenko, Ground Operations Manager Philip "Pepper" Phillips, Ares I-X Launch Director Ed Mango, and Constellation Program manager Jeff Hanley review the latest weather radar from Firing Room One of the Launch Control Center (LCC) at the Kennedy Space Center during the launch countdown of the Ares I-X rocket in Cape Canaveral, Fla., Tuesday, Oct. 27, 2009. The flight test of Ares I-X will provide NASA with an early opportunity to test and prove flight characteristics, hardware, facilities and ground operations associated with the Ares I. Photo Credit: (NASA/Bill Ingalls)

Unmanned Aircraft Systems Traffic Management (UTM): Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Homola, Jeffrey; Owens, Brandon

2017-01-01

This is a presentation for a Cisco Internet of Things (IoT) Systems Engineering Virtual Training (SEVT) event. The presentation provides an overview of the UTM concept, architecture, flight test events, and lessons learned. Networking hardware used in support of flight tests is also described.

Advanced Space Transportation Program (ASTP)

NASA Image and Video Library

2003-07-01

NASA's X-37 Approach and Landing Test Vehicle is installed is a structural facility at Boeing's Huntington Beach, California plant. Tests, completed in July, were conducted to verify the structural integrity of the vehicle in preparation for atmospheric flight tests. Atmospheric flight tests of the Approach and Landing Test Vehicle are scheduled for 2004 and flight tests of the Orbital Vehicle are scheduled for 2006. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. It's experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000.00 per pound. The X-37 program is managed by the Marshall Space Flight Center and built by the Boeing Company.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Jeremy Graeber, Orion Recovery Director in Ground Systems Development and Operations at Kennedy. Also participating in the news conference are Bryan Austin, Lockheed Martin mission manager, left, and Ron Fortson, United Launch Alliance director of Mission Management. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. Also participating in the news conference are Bryan Austin, Lockheed Martin mission manager, center, and Jeremy Graeber, Orion Recovery Director in Ground Systems Development and Operations at Kennedy. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Airborne Systems Technology Application to the Windshear Threat

NASA Technical Reports Server (NTRS)

Arbuckle, P. Douglas; Lewis, Michael S.; Hinton, David A.

1996-01-01

The general approach and products of the NASA/FAA Airborne Windshear Program conducted by NASA Langley Research Center are summarized, with references provided for the major technical contributions. During this period, NASA conducted 2 years of flight testing to characterize forward-looking sensor performance. The NASA/FAA Airborne Windshear Program was divided into three main elements: Hazard Characterization, Sensor Technology, and Flight Management Systems. Simulation models developed under the Hazard Characterization element are correlated with flight test data. Flight test results comparing the performance and characteristics of the various Sensor Technologies (microwave radar, lidar, and infrared) are presented. Most of the activities in the Flight Management Systems element were conducted in simulation. Simulation results from a study evaluating windshear crew procedures and displays for forward-looking sensor-equipped airplanes are discussed. NASA Langley researchers participated heavily in the FAA process of generating certification guidelines for predictive windshear detection systems. NASA participants felt that more valuable technology products were generated by the program because of this interaction. NASA involvement in the process and the resulting impact on products and technology transfer are discussed in this paper.

Pilot/Vehicle display development from simulation to flight

NASA Technical Reports Server (NTRS)

Dare, Alan R.; Burley, James R., II

1992-01-01

The Pilot Vehicle Interface Group, Cockpit Technology Branch, Flight Management Division, at the NASA Langley Research Center is developing display concepts for air combat in the next generation of highly maneuverable aircraft. The High-Alpha Technology Program, under which the research is being done, is involved in flight tests of many new control and display concepts on the High-Alpha Research Vehicle, a highly modified F-18 aircraft. In order to support display concept development through flight testing, a software/hardware system is being developed which will support each phase of the project with little or no software modifications, thus saving thousands of manhours in software development time. Simulation experiments are in progress now and flight tests are slated to begin in FY1994.

KSC-2013-2925

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media is Larry Price, Lockheed Martin deputy program manager for Orion. In the background, from left are Scott Wilson, manager of Orion Production Operations at Kennedy Jeremy Parsons, chief of the GSDO Operations Integration Office at Kennedy Tom Erdman, from Marshall Space Flight Center’s Kennedy resident office and Jules Schneider, Lockheed Martin manager of Orion Production Operations. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

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.

Flight Test Evaluation of an Unmanned Aircraft System Traffic Management (UTM) Concept for Multiple Beyond-Visual-Line-of-Sight (BVLOS) Operations

NASA Technical Reports Server (NTRS)

Johnson, Marcus; Jung, Jaewoo; Rios, Joseph; Mercer, Joey; Homola, Jeffrey; Prevot, Thomas; Mulfinger, Daniel; Kopardekar, Parimal

2017-01-01

Many applications of small Unmanned Aircraft System (UAS) have been envisioned. These include surveillance of key assets such as pipelines, rail, or electric wires, deliveries, search and rescue, traffic monitoring, videography, and precision agriculture. These operations are likely to occur in the same airspace in the presence of many static and dynamic constraints such as airports, and high wind areas. Therefore, operations of small UAS need to be managed to ensure safety and operation efficiency is maintained. NASA has advanced a concept for UAS Traffic Management (UTM) and has initiated a research effort to refine that concept and develop operational and system requirements. A UTM research platform is in development and flight test activities to evaluate core functions and key assumptions focusing exclusively on UAS operations in different environments are underway. This seminar will present lessons learned from a recent flight test focused on enabling operations of multiple UAS in lower-risk environments within and beyond visual line of sight (BVLOS).

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.

Career Profile: Flight Operations Engineer (Airborne Science) Robert Rivera

NASA Image and Video Library

2015-05-14

Operations engineers at NASA's Armstrong Flight Research Center help to advance science, technology, aeronautics, and space exploration by managing operational aspects of a flight research project. They serve as the governing authority on airworthiness related to the modification, operation, or maintenance of specialized research or support aircraft so those aircraft can be flown safely without jeopardizing the pilots, persons on the ground or the flight test project. With extensive aircraft modifications often required to support new research and technology development efforts, operations engineers are key leaders from technical concept to flight to ensure flight safety and mission success. Other responsibilities of an operations engineer include configuration management, performing systems design and integration, system safety analysis, coordinating flight readiness activities, and providing real-time flight support. This video highlights the responsibilities and daily activities of NASA Armstrong operations engineer Robert Rivera during the preparation and execution of the Global Hawk airborne missions under NASA's Science Mission Directorate.

Linear Aerospike SR-71 Experiment (LASRE) dumps water after first in-flight cold flow test

NASA Image and Video Library

1998-03-04

The NASA SR-71A successfully completed its first cold flow flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California on March 4, 1998. During a cold flow flight, gaseous helium and liquid nitrogen are cycled through the linear aerospike engine to check the engine's plumbing system for leaks and to check the engine operating characterisitics. Cold-flow tests must be accomplished successfully before firing the rocket engine experiment in flight. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards at 12:13 p.m. PST. "I think all in all we had a good mission today," Dryden LASRE Project Manager Dave Lux said. Flight crew member Bob Meyer agreed, saying the crew "thought it was a really good flight." Dryden Research Pilot Ed Schneider piloted the SR-71 during the mission. Lockheed Martin LASRE Project Manager Carl Meade added, "We are extremely pleased with today's results. This will help pave the way for the first in-flight engine data-collection flight of the LASRE."

Annual report to the NASA Administrator by the Aerospace Safety Advisory Panel on the space shuttle program. Part 1: Observations and conclusions

NASA Technical Reports Server (NTRS)

1977-01-01

The panel reviewed the following areas of major significance for the Approach and Landing Test program: mission planning and crew training, flight-readiness of the Carrier Aircraft and the Orbiter, including its flight control and avionics system, facilities, and communications and ground support equipment. The management system for risk assessment was investigated. The Orbital Flight Test Program was also reviewed. Observations and recommendations are presented.

SILHIL Replication of Electric Aircraft Powertrain Dynamics and Inner-Loop Control for V&V of System Health Management Routines

NASA Technical Reports Server (NTRS)

Bole, Brian; Teubert, Christopher Allen; Cuong Chi, Quach; Hogge, Edward; Vazquez, Sixto; Goebel, Kai; George, Vachtsevanos

2013-01-01

Software-in-the-loop and Hardware-in-the-loop testing of failure prognostics and decision making tools for aircraft systems will facilitate more comprehensive and cost-effective testing than what is practical to conduct with flight tests. A framework is described for the offline recreation of dynamic loads on simulated or physical aircraft powertrain components based on a real-time simulation of airframe dynamics running on a flight simulator, an inner-loop flight control policy executed by either an autopilot routine or a human pilot, and a supervisory fault management control policy. The creation of an offline framework for verifying and validating supervisory failure prognostics and decision making routines is described for the example of battery charge depletion failure scenarios onboard a prototype electric unmanned aerial vehicle.

Flight and Integrated Vehicle Testing: Laying the Groundwork for the Next Generation of Space Exploration Launch Vehicles

NASA Technical Reports Server (NTRS)

Taylor, J. L.; Cockrell, C. E.

2009-01-01

Integrated vehicle testing will be critical to ensuring proper vehicle integration of the Ares I crew launch vehicle and Ares V cargo launch vehicle. The Ares Projects, based at Marshall Space Flight Center in Alabama, created the Flight and Integrated Test Office (FITO) as a separate team to ensure that testing is an integral part of the vehicle development process. As its name indicates, FITO is responsible for managing flight testing for the Ares vehicles. FITO personnel are well on the way toward assembling and flying the first flight test vehicle of Ares I, the Ares I-X. This suborbital development flight will evaluate the performance of Ares I from liftoff to first stage separation, testing flight control algorithms, vehicle roll control, separation and recovery systems, and ground operations. Ares I-X is now scheduled to fly in summer 2009. The follow-on flight, Ares I-Y, will test a full five-segment first stage booster and will include cryogenic propellants in the upper stage, an upper stage engine simulator, and an active launch abort system. The following flight, Orion 1, will be the first flight of an active upper stage and upper stage engine, as well as the first uncrewed flight of an Orion spacecraft into orbit. The Ares Projects are using an incremental buildup of flight capabilities prior to the first operational crewed flight of Ares I and the Orion crew exploration vehicle in 2015. In addition to flight testing, the FITO team will be responsible for conducting hardware, software, and ground vibration tests of the integrated launch vehicle. These efforts will include verifying hardware, software, and ground handling interfaces. Through flight and integrated testing, the Ares Projects will identify and mitigate risks early as the United States prepares to take its next giant leaps to the Moon and beyond.

Product assurance policies and procedures for flight dynamics software development

NASA Technical Reports Server (NTRS)

Perry, Sandra; Jordan, Leon; Decker, William; Page, Gerald; Mcgarry, Frank E.; Valett, Jon

1987-01-01

The product assurance policies and procedures necessary to support flight dynamics software development projects for Goddard Space Flight Center are presented. The quality assurance and configuration management methods and tools for each phase of the software development life cycles are described, from requirements analysis through acceptance testing; maintenance and operation are not addressed.

Development of a Free-Flight Simulation Infrastructure

NASA Technical Reports Server (NTRS)

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

1999-01-01

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

Equivalence Testing as a Tool for Fatigue Risk Management in Aviation.

PubMed

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

2018-04-01

Many civilian aviation regulators favor evidence-based strategies that go beyond hours-of-service approaches for managing fatigue risk. Several countries now allow operations to be flown outside of flight and duty hour limitations, provided airlines demonstrate an alternative method of compliance that yields safety levels "at least equivalent to" the prescriptive regulations. Here we discuss equivalence testing in occupational fatigue risk management. We present suggested ratios/margins of practical equivalence when comparing operations inside and outside of prescriptive regulations for two common aviation safety performance indicators: total in-flight sleep duration and psychomotor vigilance task reaction speed. Suggested levels of practical equivalence, based on expertise coupled with evidence from field and laboratory studies, are ≤ 30 min in-flight sleep and ± 15% of reference response speed. Equivalence testing is illustrated in analyses of a within-subjects field study during an out-and-back long-range trip. During both sectors of their trip, 41 pilots were monitored via actigraphy, sleep diary, and top of descent psychomotor vigilance task. Pilots were assigned to take rest breaks in a standard lie-flat bunk on one sector and in a bunk tapered 9 from hip to foot on the other sector. Total in-flight sleep duration (134 ± 53 vs. 135 ± 55 min) and mean reaction speed at top of descent (3.94 ± 0.58 vs. 3.77 ± 0.58) were equivalent after rest in the full vs. tapered bunk. Equivalence testing is a complimentary statistical approach to difference testing when comparing levels of fatigue and performance in occupational settings and can be applied in transportation policy decision making.Wu LJ, Gander PH, van den Berg M, Signal TL. Equivalence testing as a tool for fatigue risk management in aviation. Aerosp Med Hum Perform. 2018; 89(4):383-388.

Managing Risk for Thermal Vacuum Testing of the International Space Station Radiators

NASA Technical Reports Server (NTRS)

Carek, Jerry A.; Beach, Duane E.; Remp, Kerry L.

2000-01-01

The International Space Station (ISS) is designed with large deployable radiator panels that are used to reject waste heat from the habitation modules. Qualification testing of the Heat Rejection System (HRS) radiators was performed using qualification hardware only. As a result of those tests, over 30 design changes were made to the actual flight hardware. Consequently, a system level test of the flight hardware was needed to validate its performance in the final configuration. A full thermal vacuum test was performed on the flight hardware in order to demonstrate its ability to deploy on-orbit. Since there is an increased level of risk associated with testing flight hardware, because of cost and schedule limitations, special risk mitigation procedures were developed and implemented for the test program, This paper introduces the Continuous Risk Management process that was utilized for the ISS HRS test program. Testing was performed in the Space Power Facility at the NASA Glenn Research Center, Plum Brook Station located in Sandusky, Ohio. The radiator system was installed in the 100-foot diameter by 122-foot tall vacuum chamber on a special deployment track. Radiator deployments were performed at several thermal conditions similar to those expected on-orbit using both the primary deployment mechanism and the back-up deployment mechanism. The tests were highly successful and were completed without incident.

Flight Systems Integration and Test

NASA Technical Reports Server (NTRS)

Wright, Michael R.

2011-01-01

Topics to be Covered in this presentation are: (1) Integration and Test (I&T) Planning (2) Integration and Test Flows (3) Overview of Typical Mission I&T (4) Supporting Elements (5) Lessons-Learned and Helpful Hints (6) I&T Mishaps and Failures (7) The Lighter Side of I&T and (8) Small-Group Activity. This presentation highlights a typical NASA "in-house" I&T program (1) For flight systems that are developed by NASA at a space flight center (like GSFC) (2) Requirements well-defined: qualification/acceptance, documentation, configuration management. (3) Factors: precedents, human flight, risk-aversion ("failure-phobia"), taxpayer dollars, jobs and (4) Some differences among NASA centers, but generally a resource-intensive process

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.

KSC-07pd0921

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- After a test flight of the Starfighter F-104, Jim Ball, KSC Spaceport Development manager, addresses the media. Behind him are Pilot Rick Svetkoff; Al Wassel, a representative from the FAA Office of Commercial Space; and Bill Parsons, director of Kennedy Space Center. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

NASA UAS Traffic Management National Campaign Operations across Six UAS Test Sites

NASA Technical Reports Server (NTRS)

Rios, Joseph; Mulfinger, Daniel; Homola, Jeff; Venkatesan, Priya

2016-01-01

NASA's Unmanned Aircraft Systems Traffic Management research aims to develop policies, procedures, requirements, and other artifacts to inform the implementation of a future system that enables small drones to access the low altitude airspace. In this endeavor, NASA conducted a geographically diverse flight test in conjunction with the FAA's six unmanned aircraft systems Test Sites. A control center at NASA Ames Research Center autonomously managed the airspace for all participants in eight states as they flew operations (both real and simulated). The system allowed for common situational awareness across all stakeholders, kept traffic procedurally separated, offered messages to inform the participants of activity relevant to their operations. Over the 3- hour test, 102 flight operations connected to the central research platform with 17 different vehicle types and 8 distinct software client implementations while seamlessly interacting with simulated traffic.

Crane Cell Testing Support of Nasa/goddard Space Flight Center: an Update

NASA Technical Reports Server (NTRS)

Strawn, Mike; David, Jerry; Rao, Gopalakrishna M.

2001-01-01

The objective of this paper is to verify the quality and reliability of aerospace battery cells and batteries for NASA flight programs, disseminate the data - to develop a plan for in-orbit battery management - to design a cell/battery for future NASA spacecraft and establish a cell test data base for rechargeable cell/batteries.

ARES I-X Launch

NASA Image and Video Library

2009-10-27

NASA Ares I-X mission managers watch as NASA's Ares I-X rocket launches from pad 39b at the Kennedy Space Center in Cape Canaveral, Fla., Wednesday, Oct. 28, 2009. The flight test will provide NASA with an early opportunity to test and prove flight characteristics, hardware, facilities and ground operations associated with the Ares I. Photo Credit: (NASA/Bill Ingalls)

Advanced Space Transportation Program (ASTP)

NASA Image and Video Library

2003-07-01

NASA's X-37 Approach and Landing Test Vehicle is installed is a structural facility at Boeing's Huntington Beach, California plant, where technicians make adjustments to composite panels. Tests, completed in July, were conducted to verify the structural integrity of the vehicle in preparation for atmospheric flight tests. Atmospheric flight tests of the Approach and Landing Test Vehicle are scheduled for 2004 and flight tests of the Orbital Vehicle are scheduled for 2006. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. It's experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000.00 per pound. The X-37 program is managed by the Marshall Space Flight Center and built by the Boeing Company.

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.

Managing Complexity in the MSL/Curiosity Entry, Descent, and Landing Flight Software and Avionics Verification and Validation Campaign

NASA Technical Reports Server (NTRS)

Stehura, Aaron; Rozek, Matthew

2013-01-01

The complexity of the Mars Science Laboratory (MSL) mission presented the Entry, Descent, and Landing systems engineering team with many challenges in its Verification and Validation (V&V) campaign. This paper describes some of the logistical hurdles related to managing a complex set of requirements, test venues, test objectives, and analysis products in the implementation of a specific portion of the overall V&V program to test the interaction of flight software with the MSL avionics suite. Application-specific solutions to these problems are presented herein, which can be generalized to other space missions and to similar formidable systems engineering problems.

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.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Bryan Austin, Lockheed Martin mission manager. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

KSC-2009-2211

NASA Image and Video Library

2009-03-19

CAPE CANAVERAL, Fla. – The booster segments for the Ares I-X test rocket were delivered to NASA's Kennedy Space Center in Florida by the Florida East Coast Railroad and the NASA Railroad. Accompanying the train on its route from Jacksonville, Fla., were NASA and ATK officials. Standing here, from left, are ATK Ares I Flight Tests Program Director Joe Oliva, ATK Ares I-X Florida Program Manager Russ Page, NASA Ares Program Manager Steve Cook, ATK Deputy Site Director in Florida Ted Shaffner, NASA KSC Ares I-X Deputy Mission Manager Jon Cowart, ATK Vice President of Space Launch Propulson Cary Ralston, ATK Ares I First Stage program Director Fred Brasfield, ATK Vice President Space Launch Systems Charlie Precourt, ATK Ares I Flight Tests Deputy Program Director Kathy Philpot, NASA Marshall Space Flight Center Reusable Solid Rocket Booster Integration Lead Roy Worthy, ATK Florida Site Director Bob Herman, NASA Res First Stage Project Manager Alex Priskos and NASA KSC Shuttle Launch Director Mike Leinbach. The four reusable motor segments and the nozzle exit cone, manufactured by the Ares I first-stage prime contractor Alliant Techsystems Inc., or ATK, departed Utah March 12 on the seven-day, cross-country trip to Florida. The segments will be delivered to the Rotation, Processing and Surge Facility for final processing and integration. The booster used for the Ares I-X launch is being modified by adding new forward structures and a fifth segment simulator. The motor is the final hardware needed for the rocket's upcoming test flight this summer. The stacking operations are scheduled to begin in the Vehicle Assembly Building in April. Photo credit: NASA/Kim Shiflett

Operational Overview for UAS Integration in the NAS Project Flight Test Series 3

NASA Technical Reports Server (NTRS)

Valkov, Steffi B.; Sternberg, Daniel; Marston, Michael

2017-01-01

The National Aeronautics and Space Administration Unmanned Aircraft Systems Integration in the National Airspace System Project has conducted a series of flight tests intended to support the reduction of barriers that prevent unmanned aircraft from flying without the required waivers from the Federal Aviation Administration. The 2015 Flight Test Series 3, supported two separate test configurations. The first configuration investigated the timing of Detect and Avoid alerting thresholds using a radar equipped unmanned vehicle and multiple live intruders flown at varying encounter geometries. The second configuration included a surrogate unmanned vehicle (flown from a ground control station, with a safety pilot on board) flying a mission in a virtual air traffic control airspace sector using research pilot displays and Detect and Avoid advisories to maintain separation from live and virtual aircraft. The test was conducted over an eight-week span within the R-2508 Special Use Airspace. Over 200 encounters were flown for the first configuration, and although the second configuration was cancelled after three data collection flights, Flight Test 3 proved to be invaluable for the purposes of planning, managing, and execution of this type of integrated flight test.

Software Considerations for Subscale Flight Testing of Experimental Control Laws

NASA Technical Reports Server (NTRS)

Murch, Austin M.; Cox, David E.; Cunningham, Kevin

2009-01-01

The NASA AirSTAR system has been designed to address the challenges associated with safe and efficient subscale flight testing of research control laws in adverse flight conditions. In this paper, software elements of this system are described, with an emphasis on components which allow for rapid prototyping and deployment of aircraft control laws. Through model-based design and automatic coding a common code-base is used for desktop analysis, piloted simulation and real-time flight control. The flight control system provides the ability to rapidly integrate and test multiple research control laws and to emulate component or sensor failures. Integrated integrity monitoring systems provide aircraft structural load protection, isolate the system from control algorithm failures, and monitor the health of telemetry streams. Finally, issues associated with software configuration management and code modularity are briefly discussed.

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.

Testing Strategies and Methodologies for the Max Launch Abort System

NASA Technical Reports Server (NTRS)

Schaible, Dawn M.; Yuchnovicz, Daniel E.

2011-01-01

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

Full-Scaled Advanced Systems Testbed: Ensuring Success of Adaptive Control Research Through Project Lifecycle Risk Mitigation

NASA Technical Reports Server (NTRS)

Pavlock, Kate M.

2011-01-01

The National Aeronautics and Space Administration's Dryden Flight Research Center completed flight testing of adaptive controls research on the Full-Scale Advance Systems Testbed (FAST) in January of 2011. The research addressed technical challenges involved with reducing risk in an increasingly complex and dynamic national airspace. Specific challenges lie with the development of validated, multidisciplinary, integrated aircraft control design tools and techniques to enable safe flight in the presence of adverse conditions such as structural damage, control surface failures, or aerodynamic upsets. The testbed is an F-18 aircraft serving as a full-scale vehicle to test and validate adaptive flight control research and lends a significant confidence to the development, maturation, and acceptance process of incorporating adaptive control laws into follow-on research and the operational environment. The experimental systems integrated into FAST were designed to allow for flexible yet safe flight test evaluation and validation of modern adaptive control technologies and revolve around two major hardware upgrades: the modification of Production Support Flight Control Computers (PSFCC) and integration of two, fourth-generation Airborne Research Test Systems (ARTS). Post-hardware integration verification and validation provided the foundation for safe flight test of Nonlinear Dynamic Inversion and Model Reference Aircraft Control adaptive control law experiments. To ensure success of flight in terms of cost, schedule, and test results, emphasis on risk management was incorporated into early stages of design and flight test planning and continued through the execution of each flight test mission. Specific consideration was made to incorporate safety features within the hardware and software to alleviate user demands as well as into test processes and training to reduce human factor impacts to safe and successful flight test. This paper describes the research configuration, experiment functionality, overall risk mitigation, flight test approach and results, and lessons learned of adaptive controls research of the Full-Scale Advanced Systems Testbed.

Integrated testing and verification system for research flight software

NASA Technical Reports Server (NTRS)

Taylor, R. N.

1979-01-01

The MUST (Multipurpose User-oriented Software Technology) program is being developed to cut the cost of producing research flight software through a system of software support tools. An integrated verification and testing capability was designed as part of MUST. Documentation, verification and test options are provided with special attention on real-time, multiprocessing issues. The needs of the entire software production cycle were considered, with effective management and reduced lifecycle costs as foremost goals.

Project management techniques for highly integrated programs

NASA Technical Reports Server (NTRS)

Stewart, J. F.; Bauer, C. A.

1983-01-01

The management and control of a representative, highly integrated high-technology project, in the X-29A aircraft flight test project is addressed. The X-29A research aircraft required the development and integration of eight distinct technologies in one aircraft. The project management system developed for the X-29A flight test program focuses on the dynamic interactions and the the intercommunication among components of the system. The insights gained from the new conceptual framework permitted subordination of departments to more functional units of decisionmaking, information processing, and communication networks. These processes were used to develop a project management system for the X-29A around the information flows that minimized the effects inherent in sampled-data systems and exploited the closed-loop multivariable nature of highly integrated projects.

System-Level Testing of the Advanced Stirling Radioisotope Generator Engineering Hardware

NASA Technical Reports Server (NTRS)

Chan, Jack; Wiser, Jack; Brown, Greg; Florin, Dominic; Oriti, Salvatore M.

2014-01-01

To support future NASA deep space missions, a radioisotope power system utilizing Stirling power conversion technology was under development. This development effort was performed under the joint sponsorship of the Department of Energy and NASA, until its termination at the end of 2013 due to budget constraints. The higher conversion efficiency of the Stirling cycle compared with that of the Radioisotope Thermoelectric Generators (RTGs) used in previous missions (Viking, Pioneer, Voyager, Galileo, Ulysses, Cassini, Pluto New Horizons and Mars Science Laboratory) offers the advantage of a four-fold reduction in Pu-238 fuel, thereby extending its limited domestic supply. As part of closeout activities, system-level testing of flight-like Advanced Stirling Convertors (ASCs) with a flight-like ASC Controller Unit (ACU) was performed in February 2014. This hardware is the most representative of the flight design tested to date. The test fully demonstrates the following ACU and system functionality: system startup; ASC control and operation at nominal and worst-case operating conditions; power rectification; DC output power management throughout nominal and out-of-range host voltage levels; ACU fault management, and system command / telemetry via MIL-STD 1553 bus. This testing shows the viability of such a system for future deep space missions and bolsters confidence in the maturity of the flight design.

Melvin Burke, Ike Gillam, Fitz Fulton, and Deke Slayton give the Space Shuttle Columbia a humorous sendoff before it's ferry flight back to KSC in Florida

NASA Image and Video Library

1981-04-28

After completing it's first orbital mission with a landing at Edwards Air Force Base on April 14, 1981, Space Shuttle Columbia received a humorous sendoff before it's ferry flight atop a modified 747 back to the Kennedy Space Center in Florida. Holding the sign are, left to right: Melvin Burke, DFRC Orbital Flight Test (OFT) Program Manager; Isaac 'Ike' Gillam, DFRC Center Director; Fitzhugh 'Fitz' L. Fulton Jr., NASA DFRC 747 SCA Pilot; and Donald K. 'Deke' Slayton, JSC OFT Project Manager.

Evaluation of Fast-Time Wake Vortex Models using Wake Encounter Flight Test Data

NASA Technical Reports Server (NTRS)

Ahmad, Nashat N.; VanValkenburg, Randal L.; Bowles, Roland L.; Limon Duparcmeur, Fanny M.; Gloudesman, Thijs; van Lochem, Sander; Ras, Eelco

2014-01-01

This paper describes a methodology for the integration and evaluation of fast-time wake models with flight data. The National Aeronautics and Space Administration conducted detailed flight tests in 1995 and 1997 under the Aircraft Vortex Spacing System Program to characterize wake vortex decay and wake encounter dynamics. In this study, data collected during Flight 705 were used to evaluate NASA's fast-time wake transport and decay models. Deterministic and Monte-Carlo simulations were conducted to define wake hazard bounds behind the wake generator. The methodology described in this paper can be used for further validation of fast-time wake models using en-route flight data, and for determining wake turbulence constraints in the design of air traffic management concepts.

Vehicle System Management Modeling in UML for Ares I

NASA Technical Reports Server (NTRS)

Pearson, Newton W.; Biehn, Bradley A.; Curry, Tristan D.; Martinez, Mario R.

2011-01-01

The Spacecraft & Vehicle Systems Department of Marshall Space Flight Center is responsible for modeling the Vehicle System Management for the Ares I vehicle which was a part of the now canceled Constellation Program. An approach to generating the requirements for the Vehicle System Management was to use the Unified Modeling Language technique to build and test a model that would fulfill the Vehicle System Management requirements. UML has been used on past projects (flight software) in the design phase of the effort but this was the first attempt to use the UML technique from a top down requirements perspective.

Annual Report to the NASA Administrator by the Aerospace Safety Advisory Panel on the Space Shuttle Program. Part 2: Summary of Information Developed in the Panel's Fact-Finding Activities

NASA Technical Reports Server (NTRS)

1977-01-01

The panel focused its attention on those areas that are considered most significant for flight success and safety. Elements required for the Approach and Landing Test Program, the Orbital Flight Test Program, and those management systems and their implementation which directly affect safety, reliability, and quality control, were investigated. Ground facilities and the training programs for the ground and flight crews were studied. Of special interest was the orbiter thermal protection subsystems.

The extension of the thermal-vacuum test optimization program to multiple flights

NASA Technical Reports Server (NTRS)

Williams, R. E.; Byrd, J.

1981-01-01

The thermal vacuum test optimization model developed to provide an approach to the optimization of a test program based on prediction of flight performance with a single flight option in mind is extended to consider reflight as in space shuttle missions. The concept of 'utility', developed under the name of 'availability', is used to follow performance through the various options encountered when the capabilities of reflight and retrievability of space shuttle are available. Also, a 'lost value' model is modified to produce a measure of the probability of a mission's success, achieving a desired utility using a minimal cost test strategy. The resulting matrix of probabilities and their associated costs provides a means for project management to evaluate various test and reflight strategies.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Ron Fortson, United Launch Alliance director of Mission Management. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Interval Management: Development and Implementation of an Airborne Spacing Concept

NASA Technical Reports Server (NTRS)

Barmore, Bryan E.; Penhallegon, William J.; Weitz, Lesley A.; Bone, Randall S.; Levitt, Ian; Flores Kriegsfeld, Julia A.; Arbuckle, Doug; Johnson, William C.

2016-01-01

Interval Management is a suite of ADS-B-enabled applications that allows the air traffic controller to instruct a flight crew to achieve and maintain a desired spacing relative to another aircraft. The flight crew, assisted by automation, manages the speed of their aircraft to deliver more precise inter-aircraft spacing than is otherwise possible, which increases traffic throughput at the same or higher levels of safety. Interval Management has evolved from a long history of research and is now seen as a core NextGen capability. With avionics standards recently published, completion of an Investment Analysis Readiness Decision by the FAA, and multiple flight tests planned, Interval Management will soon be part of everyday use in the National Airspace System. Second generation, Advanced Interval Management capabilities are being planned to provide a wider range of operations and improved performance and benefits. This paper briefly reviews the evolution of Interval Management and describes current development and deployment plans. It also reviews concepts under development as the next generation of applications.

Orion Launch Abort System Performance During Exploration Flight Test 1

NASA Technical Reports Server (NTRS)

McCauley, Rachel; Davidson, John; Gonzalez, Guillo

2015-01-01

The Orion Launch Abort System Office is taking part in flight testing to enable certification that the system is capable of delivering the astronauts aboard the Orion Crew Module to a safe environment during both nominal and abort conditions. Orion is a NASA program, Exploration Flight Test 1 is managed and led by the Orion prime contractor, Lockheed Martin, and launched on a United Launch Alliance Delta IV Heavy rocket. Although the Launch Abort System Office has tested the critical systems to the Launch Abort System jettison event on the ground, the launch environment cannot be replicated completely on Earth. During Exploration Flight Test 1, the Launch Abort System was 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. Exploration Flight Test 1 was successfully flown on December 5, 2014 from Cape Canaveral Air Force Station's Space Launch Complex 37. This was the first flight test of the Launch Abort System preforming Orion nominal flight mission critical objectives. The abort motor and attitude control motors were inert for Exploration Flight Test 1, since the mission did not require abort capabilities. Exploration Flight Test 1 provides critical data that 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 Exploration Flight Test 1 separation event occurred at six minutes and twenty seconds after liftoff. The separation of the Launch Abort System jettison occurs once Orion is safely through the most dynamic portion of the launch. This paper will present a brief overview of the objectives of the Launch Abort System during a nominal Orion flight. Secondly, the paper will present the performance of the Launch Abort System at it fulfilled those objectives. 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.

Putting Patience to the Test

NASA Technical Reports Server (NTRS)

Morgan, Ray

2004-01-01

A project manager recounts his decisions before and during the aftermath of the crash of a full-size flying model of Quetzalcoatlus northropi. The unstable pterodactyl crashed without harming anyone, although it caused a local power outage. The manager summarizes lessons learned about flight testing prototypes, including the effects of impatience.

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.

Man-rated flight software for the F-8 DFBW program

NASA Technical Reports Server (NTRS)

Bairnsfather, R. R.

1975-01-01

The design, implementation, and verification of the flight control software used in the F-8 DFBW program are discussed. Since the DFBW utilizes an Apollo computer and hardware, the procedures, controls, and basic management techniques employed are based on those developed for the Apollo software system. Program Assembly Control, simulator configuration control, erasable-memory load generation, change procedures and anomaly reporting are discussed. The primary verification tools--the all-digital simulator, the hybrid simulator, and the Iron Bird simulator--are described, as well as the program test plans and their implementation on the various simulators. Failure-effects analysis and the creation of special failure-generating software for testing purposes are described. The quality of the end product is evidenced by the F-8 DFBW flight test program in which 42 flights, totaling 58 hours of flight time, were successfully made without any DFCS inflight software, or hardware, failures.

Online Learning Flight Control for Intelligent Flight Control Systems (IFCS)

NASA Technical Reports Server (NTRS)

Niewoehner, Kevin R.; Carter, John (Technical Monitor)

2001-01-01

The research accomplishments for the cooperative agreement 'Online Learning Flight Control for Intelligent Flight Control Systems (IFCS)' include the following: (1) previous IFC program data collection and analysis; (2) IFC program support site (configured IFC systems support network, configured Tornado/VxWorks OS development system, made Configuration and Documentation Management Systems Internet accessible); (3) Airborne Research Test Systems (ARTS) II Hardware (developed hardware requirements specification, developing environmental testing requirements, hardware design, and hardware design development); (4) ARTS II software development laboratory unit (procurement of lab style hardware, configured lab style hardware, and designed interface module equivalent to ARTS II faceplate); (5) program support documentation (developed software development plan, configuration management plan, and software verification and validation plan); (6) LWR algorithm analysis (performed timing and profiling on algorithm); (7) pre-trained neural network analysis; (8) Dynamic Cell Structures (DCS) Neural Network Analysis (performing timing and profiling on algorithm); and (9) conducted technical interchange and quarterly meetings to define IFC research goals.

Design and Testing of a Low Noise Flight Guidance Concept

NASA Technical Reports Server (NTRS)

Williams, David H.; Oseguera-Lohr, Rosa M.; Lewis, Elliot T.

2004-01-01

A flight guidance concept was developed to assist in flying continuous descent approach (CDA) procedures designed to lower the noise under the flight path of jet transport aircraft during arrival operations at an airport. The guidance consists of a trajectory prediction algorithm that was tuned to produce a high-efficiency, low noise flight profile with accompanying autopilot and flight display elements needed by the flight control system and pilot to fly the approach. A key component of the flight guidance was a real-time display of energy error relative to the predicted flight path. The guidance was integrated with the conventional Flight Management System (FMS) guidance of a modern jet transport airplane and tested in a high fidelity flight simulation. A charted arrival procedure, which allowed flying conventional arrivals, CDA arrivals with standard guidance, and CDA arrivals with the new low noise guidance, was developed to assist in the testing and evaluation of the low noise guidance concept. Results of the simulation testing showed the low noise guidance was easy to use by airline pilot test subjects and effective in achieving the desired noise reduction. Noise under the flight path was reduced by at least 2 decibels in Sound Exposure Level (SEL) at distances from about 3 nautical miles out to about 17.5 nautical miles from the runway, with a peak reduction of 8.5 decibels at about 10.5 nautical miles. Fuel consumption was also reduced by about 17% for the LNG conditions compared to baseline runs for the same flight distance. Pilot acceptance and understanding of the guidance was quite high with favorable comments and ratings received from all test subjects.

The development of an airborne information management system for flight test

NASA Technical Reports Server (NTRS)

Bever, Glenn A.

1992-01-01

An airborne information management system is being developed at the NASA Dryden Flight Research Facility. This system will improve the state of the art in management data acquisition on-board research aircraft. The design centers around highly distributable, high-speed microprocessors that allow data compression, digital filtering, and real-time analysis. This paper describes the areas of applicability, approach to developing the system, potential for trouble areas, and reasons for this development activity. System architecture (including the salient points of what makes it unique), design philosophy, and tradeoff issues are also discussed.

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.

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

NASA Technical Reports Server (NTRS)

Oneill-Rood, Nora; Glover, Richard D.

1990-01-01

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

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.

Lessons Learned in Building the Ares Projects

NASA Technical Reports Server (NTRS)

Sumrall, John Phil

2010-01-01

Since being established in 2005, the Ares Projects at Marshall Space Flight Center have been making steady progress designing, building, testing, and flying the next generation of exploration launch vehicles. Ares is committed to rebuilding crucial capabilities from the Apollo era that made the first human flights to the Moon possible, as well as incorporating the latest in computer technology and changes in management philosophy. One example of an Apollo-era practice has been giving NASA overall authority over vehicle integration activities, giving civil service engineers hands-on experience in developing rocket hardware. This knowledge and experience help make the agency a "smart buyer" of products and services. More modern practices have been added to the management tool belt to improve efficiency, cost effectiveness, and institutional knowledge, including knowledge management/capture to gain better insight into design and decision making; earned value management, where Ares won a NASA award for its practice and implementation; designing for operability; and Lean Six Sigma applications to identify and eliminate wasted time and effort. While it is important to learn technical lessons like how to fly and control unique rockets like the Ares I-X flight test vehicle, the Ares management team also has been learning important lessons about how to manage large, long-term projects.

Analytical redundancy management mechanization and flight data analysis for the F-8 digital fly-by-wire aircraft flight control sensors

NASA Technical Reports Server (NTRS)

Deckert, J. C.

1983-01-01

The details are presented of an onboard digital computer algorithm designed to reliably detect and isolate the first failure in a duplex set of flight control sensors aboard the NASA F-8 digital fly-by-wire aircraft. The algorithm's successful flight test program is summarized, and specific examples are presented of algorithm behavior in response to software-induced signal faults, both with and without aircraft parameter modeling errors.

Design and Development of a 200-kW Turbo-Electric Distributed Propulsion Testbed

NASA Technical Reports Server (NTRS)

Papathakis, Kurt V.; Kloesel, Kurt J.; Lin, Yohan; Clarke, Sean; Ediger, Jacob J.; Ginn, Starr

2016-01-01

The National Aeronautics and Space Administration (NASA) Armstrong Flight Research Center (AFRC) (Edwards, California) is developing a Hybrid-Electric Integrated Systems Testbed (HEIST) Testbed as part of the HEIST Project, to study power management and transition complexities, modular architectures, and flight control laws for turbo-electric distributed propulsion technologies using representative hardware and piloted simulations. Capabilities are being developed to assess the flight readiness of hybrid electric and distributed electric vehicle architectures. Additionally, NASA will leverage experience gained and assets developed from HEIST to assist in flight-test proposal development, flight-test vehicle design, and evaluation of hybrid electric and distributed electric concept vehicles for flight safety. The HEIST test equipment will include three trailers supporting a distributed electric propulsion wing, a battery system and turbogenerator, dynamometers, and supporting power and communication infrastructure, all connected to the AFRC Core simulation. Plans call for 18 high performance electric motors that will be powered by batteries and the turbogenerator, and commanded by a piloted simulation. Flight control algorithms will be developed on the turbo-electric distributed propulsion system.

Role of premission testing in the National Missile Defense system

NASA Astrophysics Data System (ADS)

Tillman, Janice V.; Atkinson, Beverly

2001-09-01

The purpose of the National Missile Defense (NMD) system is to provide detection, discrimination, engagement, interception, and negation of ballistic missile attacks targeted at the United States (U.S.), including Alaska and Hawaii. This capability is achieved through the integration of weapons, sensors, and a battle management, command, control and communications (BMC3) system. The NMD mission includes surveillance, warning, cueing, and engagement of threat objects prior to potential impact on U.S. targets. The NMD Acquisition Strategy encompasses an integrated test program using Integrated Ground Tests (IGTs), Integrated Flight Tests (IFTs), Risk Reduction Flights (RRFs), Pre Mission Tests (PMTs), Command and Control (C2) Simulations, and other Specialty Tests. The IGTs utilize software-in-the-loop/hardware-in-the-loop (SWIL / HWIL) and digital simulations. The IFTs are conducted with targets launched from Vandenberg Air Force Base (VAFB) and interceptors launched from Kwajalein Missile Range (KMR). The RRFs evaluate NMD BMC3 and NMD sensor functional performance and integration by leveraging planned Peacekeeper and Minuteman III operational test flights and other opportunities without employing the NMD interceptor. The PMTs are nondestructive System-level tests representing the use of NMD Element Test Assets in their IFT configuration and are conducted to reduce risks in achieving the IFT objectives. Specifically, PMTs are used to reduce integration, interface, and performance risks associated with Flight Tests to ensure that as much as possible, the System is tested without expending a target or an interceptor. This paper examines several critical test planning and analysis functions as they relate to the NMD Integrated Flight Test program and, in particular, to Pre-Mission Testing. Topics to be discussed include: - Flight-test program planning; - Pre-Test Integration activities; and - Test Execution, Analysis, and Post-Flight Reconstruction.

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.

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.

Shuttle waste management system design improvements and flight evaluation

NASA Technical Reports Server (NTRS)

Winkler, H. Eugene; Goodman, Jerry R.; Murray, Robert W.; Mcintosh, Mathew E.

1986-01-01

The Space Shuttle waste management system has undergone a variety of design changes to improve performance and man-machine interface. These design improvements have resulted in more reliable operation and hygienic usage. Design enhancements include individual urinals, increased urine collection airflows, increased solids storage capacity, easier access to personal hygiene items, and additional wet trash stowage. The development and flight evaluation of these improvements are described herein. The Space Shuttle Orbiter has proved to be an invaluable test bed for development and in-flight evaluation of life support and habitability concepts which involve transport or separation of solids, liquids, and gases in a zero-g environment.

Two Dual Ion Spectrometer Flight Units of the Fast Plasma Instrument Suite (FPI) for the Magnetospheric Multiscale Mission (MMS)

NASA Technical Reports Server (NTRS)

Adams, Mitzi

2014-01-01

Two Dual Ion Spectrometer flight units of the Fast Plasma Instrument Suite (FPI) for the Magnetospheric Multiscale Mission (MMS) have returned to MSFC for flight testing. Anticipated to begin on June 30, tests will ensue in the Low Energy Electron and Ion Facility of the Heliophysics and Planetary Science Office (ZP13), managed by Dr. Victoria Coffey of the Natural Environments Branch of the Engineering Directorate (EV44). The MMS mission consists of four identical spacecraft, whose purpose is to study magnetic reconnection in the boundary regions of Earth's magnetosphere.

Three axis electronic flight motion simulator real time control system design and implementation

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

Gao, Zhiyuan; Miao, Zhonghua, E-mail: zhonghua-miao@163.com; Wang, Xiaohua

2014-12-15

A three axis electronic flight motion simulator is reported in this paper including the modelling, the controller design as well as the hardware implementation. This flight motion simulator could be used for inertial navigation test and high precision inertial navigation system with good dynamic and static performances. A real time control system is designed, several control system implementation problems were solved including time unification with parallel port interrupt, high speed finding-zero method of rotary inductosyn, zero-crossing management with continuous rotary, etc. Tests were carried out to show the effectiveness of the proposed real time control system.

Three axis electronic flight motion simulator real time control system design and implementation.

PubMed

Gao, Zhiyuan; Miao, Zhonghua; Wang, Xuyong; Wang, Xiaohua

2014-12-01

A three axis electronic flight motion simulator is reported in this paper including the modelling, the controller design as well as the hardware implementation. This flight motion simulator could be used for inertial navigation test and high precision inertial navigation system with good dynamic and static performances. A real time control system is designed, several control system implementation problems were solved including time unification with parallel port interrupt, high speed finding-zero method of rotary inductosyn, zero-crossing management with continuous rotary, etc. Tests were carried out to show the effectiveness of the proposed real time control system.

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.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Bill Hill, NASA deputy associate administrator for Exploration Systems Development. Mark Geyer, NASA Orion Program manager, is on the right. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

MD-11 PCA - Research flight team photo

NASA Technical Reports Server (NTRS)

1995-01-01

On Aug. 30, 1995, a the McDonnell Douglas MD-11 transport aircraft landed equipped with a computer-assisted engine control system that has the potential to increase flight safety. In landings at NASA Dryden Flight Research Center, Edwards, California, on August 29 and 30, the aircraft demonstrated software used in the aircraft's flight control computer that essentially landed the MD-11 without a need for the pilot to manipulate the flight controls significantly. In partnership with McDonnell Douglas Aerospace (MDA), with Pratt & Whitney and Honeywell helping to design the software, NASA developed this propulsion-controlled aircraft (PCA) system following a series of incidents in which hydraulic failures resulted in the loss of flight controls. This new system enables a pilot to operate and land the aircraft safely when its normal, hydraulically-activated control surfaces are disabled. This August 29, 1995, photo shows the MD-11 team. Back row, left to right: Tim Dingen, MDA pilot; John Miller, MD-11 Chief pilot (MDA); Wayne Anselmo, MD-11 Flight Test Engineer (MDA); Gordon Fullerton, PCA Project pilot; Bill Burcham, PCA Chief Engineer; Rudey Duran, PCA Controls Engineer (MDA); John Feather, PCA Controls Engineer (MDA); Daryl Townsend, Crew Chief; Henry Hernandez, aircraft mechanic; Bob Baron, PCA Project Manager; Don Hermann, aircraft mechanic; Jerry Cousins, aircraft mechanic; Eric Petersen, PCA Manager (Honeywell); Trindel Maine, PCA Data Engineer; Jeff Kahler, PCA Software Engineer (Honeywell); Steve Goldthorpe, PCA Controls Engineer (MDA). Front row, left to right: Teresa Hass, Senior Project Management Analyst; Hollie Allingham (Aguilera), Senior Project Management Analyst; Taher Zeglum, PCA Data Engineer (MDA); Drew Pappas, PCA Project Manager (MDA); John Burken, PCA Control Engineer.

The effects of expressivity and flight task on cockpit communication and resource management

NASA Technical Reports Server (NTRS)

Jensen, R. S.

1986-01-01

The results of an investigation to develop a methodology for evaluating crew communication behavior on the flight deck and a flight simulator experiment to test the effects of crew member expressivity, as measured by the Personal Attributes Questionnarie, and flight task on crew communication and flight performance are discussed. A methodology for coding and assessing flight crew communication behavior as well as a model for predicting that behavior is advanced. Although not enough crews were found to provide valid statistical tests, the results of the study tend to indicate that crews in which the captain has high expressivity perform better than those whose captain is low in expressivity. There appears to be a strong interaction between captains and first officers along the level of command dimension of communication. The PAQ appears to identify those pilots who offer disagreements and inititate new subjects for discussion.

Flight testing the Digital Electronic Engine Control (DEEC) A unique management experience

NASA Technical Reports Server (NTRS)

Putnam, T. W.; Burcham, F. W., Jr.; Kock, B. M.

1983-01-01

The concept for the DEEC had its origin in the early 1970s. At that time it was recognized that the F100 engine performance, operability, reliability, and cost could be substantially improved by replacing the original mechanical/supervisory electronic control system with a full-authority digital control system. By 1978, the engine manufacturer had designed and initiated the procurement of flight-qualified control system hardware. As a precursor to an integrated controls program, a flight evaluation of the DEEC system on the F-15 aircraft was proposed. Questions regarding the management of the DEEC flight evaluation program are discussed along with the program elements, the technical results of the F-15 evaluation, and the impact of the flight evaluation on after-burning turbofan controls technology and its use in and application to military aircraft. The lessons learned through the conduct of the program are discussed.

Experimentation for the Maturation of Deep Space Cryogenic Refueling Technologies

NASA Technical Reports Server (NTRS)

Chato, David J.

2008-01-01

This report describes the results of the "Experimentation for the Maturation of Deep Space Cryogenic Refueling Technology" study. This study identifies cryogenic fluid management technologies that require low-gravity flight experiments bring technology readiness levels to 5 to 6; examines many possible flight experiment options; and develops near-term low-cost flight experiment concepts to mature the core technologies. A total of 25 white papers were prepared by members of the project team in the course of this study. The full text of each white paper is included and 89 relevant references are cited. The team reviewed the white papers that provided information on new or active concepts of experiments to pursue and assessed them on the basis of technical need, cost, return on investment, and flight platform. Based on on this assessment the "Centaur Test Bed for Cryogenic Fluid Management" was rated the highest. "Computational Opportunities for Cryogenics for Cryogenic and Low-g Fluid Systems" was ranked second, based on its high scores in state of the art and return on investment, even though scores in cost and time were second to last. "Flight Development Test Objective Approach for In-space Propulsion Elements" was ranked third.

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.

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.

THE BUREAU OF AERONAUTICS RESEARCH AND DEVELOPMENT PROGRAM FOR WATER-BASED AIRCRAFT,

DTIC Science & Technology

WATER BASED AIRCRAFT, BUDGETS), RESEARCH MANAGEMENT, FLIGHT TESTING, WIND TUNNEL MODELS, TABLES(DATA), AIRCRAFT, TEST VEHICLES, HYDRODYNAMICS, PIERS, FLOATING DOCKS, LOADS(FORCES), WATER , STABILITY, SPRAYS, NAVAL AIRCRAFT.

Flight and Integrated Testing: Blazing the Trail for the Ares Launch Vehicles

NASA Technical Reports Server (NTRS)

Taylor, James L.; Cockrell, Charlie; Robinson, Kimberly; Tuma, Margaret L.; Flynn, Kevin C.; Briscoe, Jeri M.

2007-01-01

It has been 30 years since the United States last designed and built a human-rated launch vehicle. The National Aeronautics and Space Administration (NASA) has marshaled unique resources from the government and private sectors that will carry the next generation of astronauts into space safer and more efficiently than ever and send them to the Moon to develop a permanent outpost. NASA's Flight and Integrated Test Office (FITO) located at Marshall Space Flight Center and the Ares I-X Mission Management Office have primary responsibility for developing and conducting critical ground and flight tests for the Ares I and Ares V launch vehicles. These tests will draw upon Saturn and the Space Shuttle experiences, which taught the value of using sound systems engineering practices, while also applying aerospace best practices such as "test as you fly" and other lessons learned. FITO will use a variety of methods to reduce the technical, schedule, and cost risks of flying humans safely aboard a launch vehicle.

Managers Handbook for Software Development

NASA Technical Reports Server (NTRS)

Agresti, W.; Mcgarry, F.; Card, D.; Page, J.; Church, V.; Werking, R.

1984-01-01

Methods and aids for the management of software development projects are presented. The recommendations are based on analyses and experiences with flight dynamics software development. The management aspects of organizing the project, producing a development plan, estimation costs, scheduling, staffing, preparing deliverable documents, using management tools, monitoring the project, conducting reviews, auditing, testing, and certifying are described.

14 CFR 91.1041 - Aircraft proving and validation tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Aircraft proving and validation tests. 91... Ownership Operations Program Management § 91.1041 Aircraft proving and validation tests. (a) No program... tests. However, pilot flight training may be conducted during the proving tests. (d) Validation testing...

14 CFR 91.1041 - Aircraft proving and validation tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Aircraft proving and validation tests. 91... Ownership Operations Program Management § 91.1041 Aircraft proving and validation tests. (a) No program... tests. However, pilot flight training may be conducted during the proving tests. (d) Validation testing...

14 CFR 91.1041 - Aircraft proving and validation tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Aircraft proving and validation tests. 91... Ownership Operations Program Management § 91.1041 Aircraft proving and validation tests. (a) No program... tests. However, pilot flight training may be conducted during the proving tests. (d) Validation testing...

14 CFR 91.1041 - Aircraft proving and validation tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Aircraft proving and validation tests. 91... Ownership Operations Program Management § 91.1041 Aircraft proving and validation tests. (a) No program... tests. However, pilot flight training may be conducted during the proving tests. (d) Validation testing...

14 CFR 91.1041 - Aircraft proving and validation tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Aircraft proving and validation tests. 91... Ownership Operations Program Management § 91.1041 Aircraft proving and validation tests. (a) No program... tests. However, pilot flight training may be conducted during the proving tests. (d) Validation testing...

Nickel-Hydrogen Cell Testing Experience, NASA/Goddard Space Flight Center

NASA Technical Reports Server (NTRS)

Rao, Gopalakrishna M.

1999-01-01

The objectives of the project were to test the Nickel-Hydrogen Cell to: (1) verify the Aerospace Cell Flight Worthiness, (2) Elucidate the Aerospace Cell Thermal Behavior, (3) Develop the Aerospace Battery Assembly Design(s) and In-orbit Battery Management plan(s) and (4) Understand the Aerospace Cell Failure Mechanism. The tests included the LEO and GEO Life cycle tests, Calorimetric Analysis, Destructive Physical analysis, and special tests. Charts show the Mission Profile Cycling Data, Stress Cycling Data. The test data complies with the mission requirements, validating the flight worthiness of batteries. The nominal stress and mission profile cycling performance test shows the charge voltage as high as 1.60V and recharge ratio greater than 1.05. It is apparent that the electrochemical signatures alone do not provide conclusive proof for Nickel precharge. The researchers recommend a gas and positive plate analyses for further confirmation.

International Space Station Bacteria Filter Element Post-Flight Testing and Service Life Prediction

NASA Technical Reports Server (NTRS)

Perry, J. L.; von Jouanne, R. G.; Turner, E. H.

2003-01-01

The International Space Station uses high efficiency particulate air (HEPA) filters to remove particulate matter from the cabin atmosphere. Known as Bacteria Filter Elements (BFEs), there are 13 elements deployed on board the ISS's U.S. Segment. The pre-flight service life prediction of 1 year for the BFEs is based upon performance engineering analysis of data collected during developmental testing that used a synthetic dust challenge. While this challenge is considered reasonable and conservative from a design perspective, an understanding of the actual filter loading is required to best manage the critical ISS Program resources. Thus testing was conducted on BFEs returned from the ISS to refine the service life prediction. Results from this testing and implications to ISS resource management are discussed. Recommendations for realizing significant savings to the ISS Program are presented.

Hardware Specific Integration Strategy for Impedance-Based Structural Health Monitoring of Aerospace Systems

NASA Technical Reports Server (NTRS)

Owen, Robert B.; Gyekenyesi, Andrew L.; Inman, Daniel J.; Ha, Dong S.

2011-01-01

The Integrated Vehicle Health Management (IVHM) Project, sponsored by NASA's Aeronautics Research Mission Directorate, is conducting research to advance the state of highly integrated and complex flight-critical health management technologies and systems. An effective IVHM system requires Structural Health Monitoring (SHM). The impedance method is one such SHM technique for detection and monitoring complex structures for damage. This position paper on the impedance method presents the current state of the art, future directions, applications and possible flight test demonstrations.

Fuel cell system with sodium borohydride as hydrogen source for unmanned aerial vehicles

NASA Astrophysics Data System (ADS)

Kim, Kyunghwan; Kim, Taegyu; Lee, Kiseong; Kwon, Sejin

In this study, we design and fabricate a fuel cell system for application as a power source in unmanned aerial vehicles (UAVs). The fuel cell system consists of a fuel cell stack, hydrogen generator, and hybrid power management system. PEMFC stack with an output power of 100 W is prepared and tested to decide the efficient operating conditions; the stack must be operated in the dead-end mode with purge in order to ensure prolonged stack performance. A hydrogen generator is fabricated to supply gaseous hydrogen to the stack. Sodium borohydride (NaBH 4) is used as the hydrogen source in the present study. Co/Al 2O 3 catalyst is prepared for the hydrolysis of the alkaline NaBH 4 solution at room temperature. The fabricated Co catalyst is comparable to the Ru catalyst. The UAV consumes more power in the takeoff mode than in the cruising mode. A hybrid power management system using an auxiliary battery is developed and evaluated for efficient energy management. Hybrid power from both the fuel cell and battery powers takeoff and turning flight operations, while the fuel cell supplies steady power during the cruising flight. The capabilities of the fuel-cell UAVs for long endurance flights are validated by successful flight tests.

Performance Evaluation of Speech Recognition Systems as a Next-Generation Pilot-Vehicle Interface Technology

NASA Technical Reports Server (NTRS)

Arthur, Jarvis J., III; Shelton, Kevin J.; Prinzel, Lawrence J., III; Bailey, Randall E.

2016-01-01

During the flight trials known as Gulfstream-V Synthetic Vision Systems Integrated Technology Evaluation (GV-SITE), a Speech Recognition System (SRS) was used by the evaluation pilots. The SRS system was intended to be an intuitive interface for display control (rather than knobs, buttons, etc.). This paper describes the performance of the current "state of the art" Speech Recognition System (SRS). The commercially available technology was evaluated as an application for possible inclusion in commercial aircraft flight decks as a crew-to-vehicle interface. Specifically, the technology is to be used as an interface from aircrew to the onboard displays, controls, and flight management tasks. A flight test of a SRS as well as a laboratory test was conducted.

Pre-X Experimental Re-Entry Lifting Body: Design of Flight Test Experiments for Critical Aerothermal Phenomena

DTIC Science & Technology

2007-06-01

the CNES proposal to perform in-flight experimentation mainly on reusable thermal protections, aero-thermo-dynamics and guidance to secure the second...the vehicle. A preliminary in-flight experimentation and measurement plan has been assessed defining the main objectives in terms of reusable Thermal ...Energy Management THEFA Thermographie Face Arrière TPS Thermal Protection System VKI Von Karman Institute WRT With Respect To WTT Wind

Cryogenic fluid management experiment

NASA Technical Reports Server (NTRS)

Eberhardt, R. N.; Bailey, W. J.; Fester, D. A.

1981-01-01

The cryogenic fluid management experiment (CFME), designed to characterize subcritical liquid hydrogen storage and expulsion in the low-q space environment, is discussed. The experiment utilizes a fine mesh screen fluid management device to accomplish gas-free liquid expulsion and a thermodynamic vent system to intercept heat leak and control tank pressure. The experiment design evolved from a single flight prototype to provision for a multimission (up to 7) capability. A detailed design of the CFME, a dynamic test article, and dedicated ground support equipment were generated. All materials and parts were identified, and components were selected and specifications prepared. Long lead titanium pressurant spheres and the flight tape recorder and ground reproduce unit were procured. Experiment integration with the shuttle orbiter, Spacelab, and KSC ground operations was coordinated with the appropriate NASA centers, and experiment interfaces were defined. Phase 1 ground and flight safety reviews were conducted. Costs were estimated for fabrication and assembly of the CFME, which will become the storage and supply tank for a cryogenic fluid management facility to investigate fluid management in space.

Feasibility of using a knowledge-based system concept for in-flight primary flight display research

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.

1991-01-01

A study was conducted to determine the feasibility of using knowledge-based systems architectures for inflight research of primary flight display information management issues. The feasibility relied on the ability to integrate knowledge-based systems with existing onboard aircraft systems. And, given the hardware and software platforms available, the feasibility also depended on the ability to use interpreted LISP software with the real time operation of the primary flight display. In addition to evaluating these feasibility issues, the study determined whether the software engineering advantages of knowledge-based systems found for this application in the earlier workstation study extended to the inflight research environment. To study these issues, two integrated knowledge-based systems were designed to control the primary flight display according to pre-existing specifications of an ongoing primary flight display information management research effort. These two systems were implemented to assess the feasibility and software engineering issues listed. Flight test results were successful in showing the feasibility of using knowledge-based systems inflight with actual aircraft data.

KSC-2014-4387

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test. From left are: Rachel Kraft, NASA Public Affairs, Bill Hill, NASA deputy associate administrator for Exploration Systems Development, Mark Geyer, NASA Orion Program manager, Bryan Austin, Lockheed Martin mission manager, Jeremy Graeber, Operations Integration Branch of Ground Systems Development and Operations at Kennedy, and Ron Fortson, United Launch Alliance director of Mission Management. Mike Sarafin, NASA's lead flight director, participated by video from the Johnson Space Center. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

KSC-2014-4386

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test. From left are: Rachel Kraft, NASA Public Affairs, Bill Hill, NASA deputy associate administrator for Exploration Systems Development, Mark Geyer, NASA Orion Program manager, Bryan Austin, Lockheed Martin mission manager, Jeremy Graeber, Operations Integration Branch of Ground Systems Development and Operations at Kennedy, and Ron Fortson, United Launch Alliance director of Mission Management. Mike Sarafin, NASA's lead flight director, participated by video from the Johnson Space Center. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

X-wing fly-by-wire vehicle management system

NASA Technical Reports Server (NTRS)

Fischer, Jr., William C. (Inventor)

1990-01-01

A complete, computer based, vehicle management system (VMS) for X-Wing aircraft using digital fly-by-wire technology controlling many subsystems and providing functions beyond the classical aircraft flight control system. The vehicle management system receives input signals from a multiplicity of sensors and provides commands to a large number of actuators controlling many subsystems. The VMS includes--segregating flight critical and mission critical factors and providing a greater level of back-up or redundancy for the former; centralizing the computation of functions utilized by several subsystems (e.g. air data, rotor speed, etc.); integrating the control of the flight control functions, the compressor control, the rotor conversion control, vibration alleviation by higher harmonic control, engine power anticipation and self-test, all in the same flight control computer (FCC) hardware units. The VMS uses equivalent redundancy techniques to attain quadruple equivalency levels; includes alternate modes of operation and recovery means to back-up any functions which fail; and uses back-up control software for software redundancy.

We Don't Need Any Stinking AFSRB!

NASA Technical Reports Server (NTRS)

Henwood, Barton

2008-01-01

Flight Test supports four needs: a) Management approval to proceed; b) Establish a record of accountability; c) Inject expert insight into the risk management process; and d) Mitigate the human factors vulnerabilities associated with small group teaming and project ownership.

STS-114: Discovery Return to Flight: Langley Engineers Analysis Briefing

NASA Technical Reports Server (NTRS)

2005-01-01

This video features a briefing on NASA Langley Research Center (LaRC) contributions to the Space Shuttle fleet's Return to Flight (RTF). The briefing is split into two sections, which LaRC Shuttle Project Manager Robert Barnes and Deputy Manager Harry Belvin deliver in the form of a viewgraph presentation. Barnes speaks about LaRC contributions to the STS-114 mission of Space Shuttle Discovery, and Belvin speaks about LaRC contributions to subsequent Shuttle missions. In both sections of the briefing, LaRC contributions are in the following areas: External Tank (ET), Orbiter, Systems Integration, and Corrosion/Aging. The managers discuss nondestructive and destructive tests performed on ET foam, wing leading edge reinforced carbon-carbon (RCC) composites, on-orbit tile repair, aerothermodynamic simulation of reentry effects, Mission Management Team (MMT) support, and landing gear tests. The managers briefly answer questions from reporters, and the video concludes with several short video segments about LaRC contributions to the RTF effort.

Flight-Tested Prototype of BEAM Software

NASA Technical Reports Server (NTRS)

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

2006-01-01

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

Incorporating Data Link Messaging into a Multi-function Display for General Aviation Aircraft

NASA Technical Reports Server (NTRS)

Adams, Catherine A.; Murdoch, Jennifer L.

2006-01-01

One objective of the Small Aircraft Transportation System (SATS) Project is to increase the capacity and utilization of small non-towered, non-radar equipped airports by transferring traffic management activities to an automated system and separation responsibilities to general aviation (GA) pilots. This paper describes the development of a research multi-function display (MFD) to support the interaction between pilots and an automated Airport Management Module (AMM). Preliminary results of simulation and flight tests indicate that adding the responsibility of monitoring other traffic for self-separation does not increase pilots subjective workload levels. Pilots preferred using the enhanced MFD to execute flight procedures, reporting improved situation awareness over conventional instrument flight rules (IFR) procedures.

KSC-2014-4669

NASA Image and Video Library

2014-12-03

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer. On the right, Mike Sarafin, Orion flight director, participated via video from the Johnson Space Center. For more information, visit www.nasa.gov/orion. Photo credit: NASA/Frankie Martin

Autonomous mission management for UAVs using soar intelligent agents

NASA Astrophysics Data System (ADS)

Gunetti, Paolo; Thompson, Haydn; Dodd, Tony

2013-05-01

State-of-the-art unmanned aerial vehicles (UAVs) are typically able to autonomously execute a pre-planned mission. However, UAVs usually fly in a very dynamic environment which requires dynamic changes to the flight plan; this mission management activity is usually tasked to human supervision. Within this article, a software system that autonomously accomplishes the mission management task for a UAV will be proposed. The system is based on a set of theoretical concepts which allow the description of a flight plan and implemented using a combination of Soar intelligent agents and traditional control techniques. The system is capable of automatically generating and then executing an entire flight plan after being assigned a set of objectives. This article thoroughly describes all system components and then presents the results of tests that were executed using a realistic simulation environment.

Apollo experience report: Very high frequency ranging system

NASA Technical Reports Server (NTRS)

Panter, W. C.; Shores, P. W.

1972-01-01

The history of the Apollo very-high-frequency ranging system development program is presented from the program-planning stage through the final-test and flight-evaluation stages. Block diagrams of the equipment are presented, and a description of the theory of operation is outlined. A sample of the distribution of errors measured in the aircraft-flight test program is included. The report is concluded with guidelines or recommendations for the management of development programs having the same general constraints.

An automated calibration laboratory - Requirements and design approach

NASA Technical Reports Server (NTRS)

O'Neil-Rood, Nora; Glover, Richard D.

1990-01-01

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

KSC-2013-2880

NASA Image and Video Library

2013-06-20

CAPE CANAVERAL, Fla. – Representatives from the European Space Agency, or ESA, toured the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida. From the left, are Nico Dettman, ESA Space Transportation Department director Bernardo Patti, ESA manager of International Space Station Operations Philippe Deloo, ESA European Service Module study manager and Mark Geyer, Orion Production Operations manager. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

Programs for Testing an SSME-Monitoring System

NASA Technical Reports Server (NTRS)

Lang, Andre; Cecil, Jimmie; Heusinger, Ralph; Freestone, Kathleen; Blue, Lisa; Wilkerson, DeLisa; McMahon, Leigh Anne; Hall, Richard B.; Varnavas, Kosta; Smith, Keary;

Program Manager: Journal of the Defense Systems Management College. Volume 16, Number 3, May-June 1987

DTIC Science & Technology

1987-06-01

redress a growingstrategic imbalance and provide an en- test pilots conducted a rigorous flight test during capability to penetrate Soviet program...ment career path for rated officers vidual rotates through assignments in ( pilots and navigators) is different from engineering, test and evaluation...pain. Acquiring the B-1B, or any other weapon system for that matter, entails developing, testing ard producing new technology. In any high-tech en

CDRA-4EU Testing in Support of ISS

NASA Technical Reports Server (NTRS)

Peters, Warren; Stanley, Christine; Knox, Jim

2016-01-01

NASA's Marshall Space Flight Center (MSFC) recently conducted tests on two desiccant beds of the four-bed molecular sieve carbon dioxide removal assembly (CDRA) returned from the International Space Station (ISS). MSFC had previously characterized the relationship between CDRA-4EU inlet conditions and the dewpoint at the desiccant bed exit and between the compressor and accumulator that make up the Carbon Dioxide Management Assembly (CDMA). MSFC installed the flight desiccant beds into the existing Exploration Test Chamber (E-chamber) using a suite of instrumentation not available on orbit to investigate the orbital performance of the desiccant beds. Test objectives, facility design and test results are presented.

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.

KSC-2014-3784

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – During a ceremony inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, Jules Schneider, Lockheed Martin Orion Production Operations manager, holds the key to symbolically turn over the Orion spacecraft for Exploration Flight Test-1 to Ground Operations. Waiting to accept the key is Blake Hale, Lockheed Martin Ground Operations manager. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-3785

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – During a ceremony inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, Jules Schneider, at right, Lockheed Martin Orion Production Operations manager, presents the key to symbolically turn over the Orion spacecraft for Exploration Flight Test-1 to Ground Operations. Accepting the key is Blake Hale, Lockheed Martin Ground Operations manager. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-3783

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – Inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, Jules Schneider, at right, Lockheed Martin Orion Production Operations manager, speaks to NASA and Lockheed Martin workers during a ceremony to turn over the Orion spacecraft for Exploration Flight Test-1 to Ground Operations. At left is Blake Hale, Lockheed Martin Ground Operations manager. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-3786

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – Inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, Jules Schneider, at right, Lockheed Martin Orion Production Operations manager, shakes hands with Blake Hale, Lockheed Martin Ground Operations manager, during a ceremony to officially turn over the Orion spacecraft for Exploration Flight Test-1 to Lockheed Martin Ground Operations. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

Influence of Per3 genotypes on circadian rhythmicity in flight cadets after militarized management.

PubMed

An, Huai-Jie; Zhou, Chang-Xi; Geng, Peiliang; Xu, Hong-Tao; Shi, Chenghe; Zhao, Xiao-Hang; Qian, Yang-Ming

2014-01-01

The purpose of this study was to explore the effect of PERIOD3 (PER3) genotypes on circadian rhythmicity in flight cadets after militarized management. We performed a preliminary study in 146 newly enrolled male flight cadets. Venous blood samples were collected, and genotyping of PER3 (4/5) was determined by using PCR. The morningness-eveningness questionnaire (MEQ) survey was given to flight cadets upon enrollment and after militarized management for 24 months respectively. Comparison of frequency distribution of PER3 genotypes between cases and controls (120 well-matched civilians) was performed using the X(2) test. We also compared the circadian rhythmicity upon enrollment and 24 months after enrollment in flight cadets, and analyzed the connection of changes in circadian clock with PER3 genotypes. The frequency distribution of PER3 genotypes in flight cadets was not significantly different from that in controls subjects. MEQ survey results showed chronotype within flight cadet group varied widely at the two time-points: the moderately morning type (50%) and the neither type (41.1%) upon enrollment; the neither type (76.7%) and the moderately morning type (21.2%) 24 months after enrollment. The circadian rhythm of individuals with the PER3 (5/5) genotype showed no significant difference before and after 24 months of militarized management, whereas notable changes were found in individuals with the PER3 (4/4) genotype (n=116, X(2) =37.26, P < 0.001). In conclusion, we provide some evidence that circadian rhythm of flight cadets with the PER3 (5) allele are less likely to be affected compared to those with the PER3 (4) allele.

Fault Management Practice: A Roadmap for Improvement

NASA Technical Reports Server (NTRS)

Fesq, Lorraine M.; Oberhettinger, David

2010-01-01

Autonomous fault management (FM) is critical for deep space and planetary missions where the limited communication opportunities may prevent timely intervention by ground control. Evidence of pervasive architecture, design, and verification/validation problems with NASA FM engineering has been revealed both during technical reviews of spaceflight missions and in flight. These problems include FM design changes required late in the life-cycle, insufficient project insight into the extent of FM testing required, unexpected test results that require resolution, spacecraft operational limitations because certain functions were not tested, and in-flight anomalies and mission failures attributable to fault management. A recent NASA initiative has characterized the FM state-of-practice throughout the spacecraft development community and identified common NASA, DoD, and commercial concerns that can be addressed in the near term through the development of a FM Practitioner's Handbook and the formation of a FM Working Group. Initial efforts will focus on standardizing FM terminology, establishing engineering processes and tools, and training.

Onset of Oviposition Triggers Abrupt Reduction in Migratory Flight Behavior and Flight Muscle in the Female Beet Webworm, Loxostege sticticalis

PubMed Central

Cheng, Yunxia; Luo, Lizhi; Sappington, Thomas W.; Jiang, Xingfu; Zhang, Lei; Frolov, Andrei N.

2016-01-01

Flight and reproduction are usually considered as two life history traits that compete for resources in a migratory insect. The beet webworm, Loxostege sticticalis L., manages the costs of migratory flight and reproduction through a trade-off in timing of these two life history traits, where migratory behavior occurs during the preoviposition period. To gain insight into how migratory flight and reproduction are coordinated in the female beet webworm, we conducted experiments beginning at the end of the preoviposition period. We used flight mills to test whether flight performance and supportive flight musculature and fuel are affected by the number of eggs oviposited, or by the age of mated and unmated females after onset of oviposition by the former. The results showed that flight distance, flight velocity, flight duration, and flight muscle mass decreased abruptly at the onset of oviposition, compared to that of virgin females of the same age which did not change over the next 7 d. These results indicate that onset of oviposition triggers a decrease in flight performance and capacity in female beet webworms, as a way of actively managing reallocation of resources away from migratory flight and into egg production. In addition to the abrupt switch, there was a gradual, linear decline in flight performance, flight muscle mass, and flight fuel relative to the number of eggs oviposited. The histolysis of flight muscle and decrease of triglyceride content indicate a progressive degradation in the ability of adults to perform additional migratory flights after onset of oviposition. Although the results show that substantial, albeit reduced, long-duration flights remain possible after oviposition begins, additional long-distance migratory flights probably are not launched after the initiation of oviposition. PMID:27893835

Onset of Oviposition Triggers Abrupt Reduction in Migratory Flight Behavior and Flight Muscle in the Female Beet Webworm, Loxostege sticticalis.

PubMed

Cheng, Yunxia; Luo, Lizhi; Sappington, Thomas W; Jiang, Xingfu; Zhang, Lei; Frolov, Andrei N

2016-01-01

Flight and reproduction are usually considered as two life history traits that compete for resources in a migratory insect. The beet webworm, Loxostege sticticalis L., manages the costs of migratory flight and reproduction through a trade-off in timing of these two life history traits, where migratory behavior occurs during the preoviposition period. To gain insight into how migratory flight and reproduction are coordinated in the female beet webworm, we conducted experiments beginning at the end of the preoviposition period. We used flight mills to test whether flight performance and supportive flight musculature and fuel are affected by the number of eggs oviposited, or by the age of mated and unmated females after onset of oviposition by the former. The results showed that flight distance, flight velocity, flight duration, and flight muscle mass decreased abruptly at the onset of oviposition, compared to that of virgin females of the same age which did not change over the next 7 d. These results indicate that onset of oviposition triggers a decrease in flight performance and capacity in female beet webworms, as a way of actively managing reallocation of resources away from migratory flight and into egg production. In addition to the abrupt switch, there was a gradual, linear decline in flight performance, flight muscle mass, and flight fuel relative to the number of eggs oviposited. The histolysis of flight muscle and decrease of triglyceride content indicate a progressive degradation in the ability of adults to perform additional migratory flights after onset of oviposition. Although the results show that substantial, albeit reduced, long-duration flights remain possible after oviposition begins, additional long-distance migratory flights probably are not launched after the initiation of oviposition.

Spaceflight Ground Support Equipment Reliability & System Safety Data

NASA Technical Reports Server (NTRS)

Fernandez, Rene; Riddlebaugh, Jeffrey; Brinkman, John; Wilkinson, Myron

2012-01-01

Presented were Reliability Analysis, consisting primarily of Failure Modes and Effects Analysis (FMEA), and System Safety Analysis, consisting of Preliminary Hazards Analysis (PHA), performed to ensure that the CoNNeCT (Communications, Navigation, and Networking re- Configurable Testbed) Flight System was safely and reliably operated during its Assembly, Integration and Test (AI&T) phase. A tailored approach to the NASA Ground Support Equipment (GSE) standard, NASA-STD-5005C, involving the application of the appropriate Requirements, S&MA discipline expertise, and a Configuration Management system (to retain a record of the analysis and documentation) were presented. Presented were System Block Diagrams of selected GSE and the corresponding FMEA, as well as the PHAs. Also discussed are the specific examples of the FMEAs and PHAs being used during the AI&T phase to drive modifications to the GSE (via "redlining" of test procedures, and the placement of warning stickers to protect the flight hardware) before being interfaced to the Flight System. These modifications were necessary because failure modes and hazards were identified during the analysis that had not been properly mitigated. Strict Configuration Management was applied to changes (whether due to upgrades or expired calibrations) in the GSE by revisiting the FMEAs and PHAs to reflect the latest System Block Diagrams and Bill Of Material. The CoNNeCT flight system has been successfully assembled, integrated, tested, and shipped to the launch site without incident. This demonstrates that the steps taken to safeguard the flight system when it was interfaced to the various GSE were successful.

A Vehicle Management End-to-End Testing and Analysis Platform for Validation of Mission and Fault Management Algorithms to Reduce Risk for NASA's Space Launch System

NASA Technical Reports Server (NTRS)

Trevino, Luis; Patterson, Jonathan; Teare, David; Johnson, Stephen

2015-01-01

The engineering development of the new Space Launch System (SLS) launch vehicle requires cross discipline teams with extensive knowledge of launch vehicle subsystems, information theory, and autonomous algorithms dealing with all operations from pre-launch through on orbit operations. The characteristics of these spacecraft systems must be matched with the autonomous algorithm monitoring and mitigation capabilities for accurate control and response to abnormal conditions throughout all vehicle mission flight phases, including precipitating safing actions and crew aborts. This presents a large and complex system engineering challenge, which is being addressed in part by focusing on the specific subsystems involved in the handling of off-nominal mission and fault tolerance with response management. Using traditional model based system and software engineering design principles from the Unified Modeling Language (UML) and Systems Modeling Language (SysML), the Mission and Fault Management (M&FM) algorithms for the vehicle are crafted and vetted in specialized Integrated Development Teams (IDTs) composed of multiple development disciplines such as Systems Engineering (SE), Flight Software (FSW), Safety and Mission Assurance (S&MA) and the major subsystems and vehicle elements such as Main Propulsion Systems (MPS), boosters, avionics, Guidance, Navigation, and Control (GNC), Thrust Vector Control (TVC), and liquid engines. These model based algorithms and their development lifecycle from inception through Flight Software certification are an important focus of this development effort to further insure reliable detection and response to off-nominal vehicle states during all phases of vehicle operation from pre-launch through end of flight. NASA formed a dedicated M&FM team for addressing fault management early in the development lifecycle for the SLS initiative. As part of the development of the M&FM capabilities, this team has developed a dedicated testbed that integrates specific M&FM algorithms, specialized nominal and off-nominal test cases, and vendor-supplied physics-based launch vehicle subsystem models. Additionally, the team has developed processes for implementing and validating these algorithms for concept validation and risk reduction for the SLS program. The flexibility of the Vehicle Management End-to-end Testbed (VMET) enables thorough testing of the M&FM algorithms by providing configurable suites of both nominal and off-nominal test cases to validate the developed algorithms utilizing actual subsystem models such as MPS. The intent of VMET is to validate the M&FM algorithms and substantiate them with performance baselines for each of the target vehicle subsystems in an independent platform exterior to the flight software development infrastructure and its related testing entities. In any software development process there is inherent risk in the interpretation and implementation of concepts into software through requirements and test cases into flight software compounded with potential human errors throughout the development lifecycle. Risk reduction is addressed by the M&FM analysis group working with other organizations such as S&MA, Structures and Environments, GNC, Orion, the Crew Office, Flight Operations, and Ground Operations by assessing performance of the M&FM algorithms in terms of their ability to reduce Loss of Mission and Loss of Crew probabilities. In addition, through state machine and diagnostic modeling, analysis efforts investigate a broader suite of failure effects and associated detection and responses that can be tested in VMET to ensure that failures can be detected, and confirm that responses do not create additional risks or cause undesired states through interactive dynamic effects with other algorithms and systems. VMET further contributes to risk reduction by prototyping and exercising the M&FM algorithms early in their implementation and without any inherent hindrances such as meeting FSW processor scheduling constraints due to their target platform - ARINC 653 partitioned OS, resource limitations, and other factors related to integration with other subsystems not directly involved with M&FM such as telemetry packing and processing. The baseline plan for use of VMET encompasses testing the original M&FM algorithms coded in the same C++ language and state machine architectural concepts as that used by Flight Software. This enables the development of performance standards and test cases to characterize the M&FM algorithms and sets a benchmark from which to measure the effectiveness of M&FM algorithms performance in the FSW development and test processes.

ARES I-X Launch

NASA Image and Video Library

2009-10-27

NASA Ares I-X Launch Director Ed Mango, 3rd from left, along with other mission managers watches the launch of the Ares I-X rocket from Firing Room One of the Launch Control Center (LCC) at the Kennedy Space Center in Cape Canaveral, Fla., Wednesday, Oct. 28, 2009. The flight test of Ares I-X will provide NASA with an early opportunity to test and prove flight characteristics, hardware, facilities and ground operations associated with the Ares I. Photo Credit: (NASA/Bill Ingalls)

KSC-2012-1572

NASA Image and Video Library

2012-03-01

Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, unpacks the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The tiles are being manufactured and inspected in Kennedy's Thermal Protection System Facility. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1588

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, explains the properties of the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1598

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, explains the properties of the thermal barriers that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

Configuring the Orion Guidance, Navigation, and Control Flight Software for Automated Sequencing

NASA Technical Reports Server (NTRS)

Odegard, Ryan G.; Siliwinski, Tomasz K.; King, Ellis T.; Hart, Jeremy J.

2010-01-01

The Orion Crew Exploration Vehicle is being designed with greater automation capabilities than any other crewed spacecraft in NASA s history. The Guidance, Navigation, and Control (GN&C) flight software architecture is designed to provide a flexible and evolvable framework that accommodates increasing levels of automation over time. Within the GN&C flight software, a data-driven approach is used to configure software. This approach allows data reconfiguration and updates to automated sequences without requiring recompilation of the software. Because of the great dependency of the automation and the flight software on the configuration data, the data management is a vital component of the processes for software certification, mission design, and flight operations. To enable the automated sequencing and data configuration of the GN&C subsystem on Orion, a desktop database configuration tool has been developed. The database tool allows the specification of the GN&C activity sequences, the automated transitions in the software, and the corresponding parameter reconfigurations. These aspects of the GN&C automation on Orion are all coordinated via data management, and the database tool provides the ability to test the automation capabilities during the development of the GN&C software. In addition to providing the infrastructure to manage the GN&C automation, the database tool has been designed with capabilities to import and export artifacts for simulation analysis and documentation purposes. Furthermore, the database configuration tool, currently used to manage simulation data, is envisioned to evolve into a mission planning tool for generating and testing GN&C software sequences and configurations. A key enabler of the GN&C automation design, the database tool allows both the creation and maintenance of the data artifacts, as well as serving the critical role of helping to manage, visualize, and understand the data-driven parameters both during software development and throughout the life of the Orion project.

Developing a fatigue questionnaire for Chinese civil aviation pilots.

PubMed

Dai, Jing; Luo, Min; Hu, Wendong; Ma, Jin; Wen, Zhihong

2018-03-23

To assess the fatigue risk is an important challenge in improving flight safety in aviation industry. The aim of this study was to develop a comprehensive fatigue risk management indicators system and a fatigue questionnaire for Chinese civil aviation pilots. Participants included 74 (all males) civil aviation pilots. They finished the questionnaire in 20 minutes before a flight mission. The estimation of internal consistency with Cronbach's α and Student's t test as well as Pearson's correlation analysis were the main statistical methods. The results revealed that the fatigue questionnaire had acceptable internal consistency reliability and construct validity; there were significant differences on fatigue scores between international and domestic flight pilots. And some international flight pilots, who had taken medications as a sleep aid, had worse sleep quality than those had not. The long-endurance flight across time zones caused significant differences in circadian rhythm. The fatigue questionnaire can be used to measure Chinese civil aviation pilots' fatigue, which provided a reference for fatigue risk management system to civil aviation pilots.

Stress Analysis and Testing at the Marshall Space Flight Center to Study Cause and Corrective Action of Space Shuttle External Tank Stringer Failures

NASA Technical Reports Server (NTRS)

Wingate, Robert J.

2012-01-01

After the launch scrub of Space Shuttle mission STS-133 on November 5, 2010, large cracks were discovered in two of the External Tank intertank stringers. The NASA Marshall Space Flight Center, as managing center for the External Tank Project, coordinated the ensuing failure investigation and repair activities with several organizations, including the manufacturer, Lockheed Martin. To support the investigation, the Marshall Space Flight Center formed an ad-hoc stress analysis team to complement the efforts of Lockheed Martin. The team undertook six major efforts to analyze or test the structural behavior of the stringers. Extensive finite element modeling was performed to characterize the local stresses in the stringers near the region of failure. Data from a full-scale tanking test and from several subcomponent static load tests were used to confirm the analytical conclusions. The analysis and test activities of the team are summarized. The root cause of the stringer failures and the flight readiness rationale for the repairs that were implemented are discussed.

An investigation into pilot and system response to critical in-flight events, volume 1

NASA Technical Reports Server (NTRS)

Rockwell, T. H.; Giffin, W. C.

1981-01-01

The scope of a critical in-flight event (CIFE) with emphasis on pilot management of available resources is described. Detailed scenarios for both full mission simulation and written testing of pilot responses to CIFE's, and statistical relationships among pilot characteristics and observed responses are developed. A model developed to described pilot response to CIFE and an analysis of professional fight crews compliance with specified operating procedures and the relationships with in-flight errors are included.

The mariner 9 power subsystem design and flight performance

NASA Technical Reports Server (NTRS)

Josephs, R. H.

1973-01-01

The design and flight performance of the Mariner Mars 1971 power subsystem are presented. Mariner 9 was the first spacecraft to orbit another planet, and some of the power management techniques employed to support an orbital mission far from earth with marginal sunlight for its photovoltaic-battery power source are described. The performance of its nickel-cadmium battery during repetitive sun occultation phases of the mission, and the results of unique tests in flight to assess the performance capability of its solar array are reported.

Ames Engineering Directorate

NASA Technical Reports Server (NTRS)

Phillips, Veronica J.

2017-01-01

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

Crane Cell Testing Support of NASA/Goddard Space Flight Center: An Update

NASA Technical Reports Server (NTRS)

Strawn, Mike; David, Jerry; Rao, Gopalakrishna M.

2001-01-01

The objectives presented in this viewgraph presentation include: 1) Verify the quality and reliability of aerospace battery cells and batteries for NASA flight programs; 2) Disseminate the data to develop a plan for in-orbit battery management and to design a cell/battery for future NASA spacecraft; and 3) Establish a cell test data base for rechargeable cell/batteries. In summary: quality EPT Ni-H2, EPT Super NiCd and SAFT NiCd cells have been demonstrated for aerospace applications; the data has been provided to NASA Centers and other agencies for their use and application; developed plan and used in NASA in-orbit battery management. Database on rechargeable cell/batteries is now available for customer use.

Spacelab - From early integration to first flight. I

NASA Astrophysics Data System (ADS)

Thirkettle, A.; di Mauro, F.; Stephens, R.

1984-05-01

Spacelab is a series of flight elements that can be assembled together in different configurations. The laboratory is designed to accommodate many payloads with totally different characteristics. Two models were built: one was tested functionally, integrated into an Engineering Model and delivered to NASA. The other was used for subsystem testing. The Spacelab system consists of several functional elements within the Module, Igloo and Pallet structures: an Electric Power Distribution Subsystem, a Command and Data Management Subsystem, Software, Caution-and-Warning Subsystem and an Environmental Control Subsystem. The Engineering Model tests were conducted in Europe from April 1978 through October 1980, delivery of the laboratory to JFK Space Center, Florida was in December 1980, and the first flight was made in November 1983 on Space Shuttle STS-9.

Situational Awareness Issues in the Implementation of Datalink: Shared Situational Awareness in the Joint Flight Deck-ATC Aviation System

NASA Technical Reports Server (NTRS)

Hansman, Robert John, Jr.

1999-01-01

MIT has investigated Situational Awareness issues relating to the implementation of Datalink in the Air Traffic Control environment for a number of years under this grant activity. This work has investigated: 1) The Effect of "Party Line" Information. 2) The Effect of Datalink-Enabled Automated Flight Management Systems (FMS) on Flight Crew Situational Awareness. 3) The Effect of Cockpit Display of Traffic Information (CDTI) on Situational Awareness During Close Parallel Approaches. 4) Analysis of Flight Path Management Functions in Current and Future ATM Environments. 5) Human Performance Models in Advanced ATC Automation: Flight Crew and Air Traffic Controllers. 6) CDTI of Datalink-Based Intent Information in Advanced ATC Environments. 7) Shared Situational Awareness between the Flight Deck and ATC in Datalink-Enabled Environments. 8) Analysis of Pilot and Controller Shared SA Requirements & Issues. 9) Development of Robust Scenario Generation and Distributed Simulation Techniques for Flight Deck ATC Simulation. 10) Methods of Testing Situation Awareness Using Testable Response Techniques. The work is detailed in specific technical reports that are listed in the following bibliography, and are attached as an appendix to the master final technical report.

Earth Observing System/Advanced Microwave Sounding Unit-A (EOS/AMSU-A) software management plan

NASA Technical Reports Server (NTRS)

Schwantje, Robert

1994-01-01

This document defines the responsibilites for the management of the like-cycle development of the flight software installed in the AMSU-A instruments, and the ground support software used in the test and integration of the AMSU-A instruments.

KSC-2013-2883

NASA Image and Video Library

2013-06-20

CAPE CANAVERAL, Fla. – Representatives from the European Space Agency, or ESA, toured the Operations and Checkout Building high bay and viewed the Orion crew module at NASA’s Kennedy Space Center in Florida. From the left, are Philippe Deloo, ESA European Service Module Study manager Kathleen Schubert, NASA crew and service module deputy manager Bernardo Patti, ESA manager of International Space Station Operations Mark Geyer, NASA Orion program manager and Ari Blum, NASA export administrator at Johnson Space Center in Houston. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

Definition of ground test for Large Space Structure (LSS) control verification

NASA Technical Reports Server (NTRS)

Waites, H. B.; Doane, G. B., III; Tollison, D. K.

1984-01-01

An overview for the definition of a ground test for the verification of Large Space Structure (LSS) control is given. The definition contains information on the description of the LSS ground verification experiment, the project management scheme, the design, development, fabrication and checkout of the subsystems, the systems engineering and integration, the hardware subsystems, the software, and a summary which includes future LSS ground test plans. Upon completion of these items, NASA/Marshall Space Flight Center will have an LSS ground test facility which will provide sufficient data on dynamics and control verification of LSS so that LSS flight system operations can be reasonably ensured.

M2-F3 with test pilot John A. Manke

NASA Image and Video Library

1972-12-20

NASA research pilot John A. Manke is seen here in front of the M2-F3 Lifting Body. Manke was hired by NASA on May 25, 1962, as a flight research engineer. He was later assigned to the pilot's office and flew various support aircraft including the F-104, F5D, F-111 and C-47. After leaving the Marine Corps in 1960, Manke worked for Honeywell Corporation as a test engineer for two years before coming to NASA. He was project pilot on the X-24B and also flew the HL-10, M2-F3, and X-24A lifting bodies. John made the first supersonic flight of a lifting body and the first landing of a lifting body on a hard surface runway. Manke served as Director of the Flight Operations and Support Directorate at the Dryden Flight Research Center prior to its integration with Ames Research Center in October 1981. After this date John was named to head the joint Ames-Dryden Directorate of Flight Operations. He also served as site manager of the NASA Ames-Dryden Flight Research Facility. John is a member of the Society of Experimental Test Pilots. He retired on April 27, 1984.

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.

ATD-1 Avionics Phase 2: Post-Flight Data Analysis Report

NASA Technical Reports Server (NTRS)

Scharl, Julien

2017-01-01

This report aims to satisfy Air Traffic Management Technology Demonstration - 1 (ATD-1) Statement of Work (SOW) 3.6.19 and serves as the delivery mechanism for the analysis described in Annex C of the Flight Test Plan. The report describes the data collected and derived as well as the analysis methodology and associated results extracted from the data set collected during the ATD-1 Flight Test. All analyses described in the SOW were performed and are covered in this report except for the analysis of Final Approach Speed and its effect on performance. This analysis was de-prioritized and, at the time of this report, is not considered feasible in the schedule and costs remaining.

Multicore Considerations for Legacy Flight Software Migration

NASA Technical Reports Server (NTRS)

Vines, Kenneth; Day, Len

2013-01-01

In this paper we will discuss potential benefits and pitfalls when considering a migration from an existing single core code base to a multicore processor implementation. The results of this study present options that should be considered before migrating fault managers, device handlers and tasks with time-constrained requirements to a multicore flight software environment. Possible future multicore test bed demonstrations are also discussed.

Space Station Environmental Control and Life Support System Test Facility at Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Springer, Darlene

1989-01-01

Different aspects of Space Station Environmental Control and Life Support System (ECLSS) testing are currently taking place at Marshall Space Flight Center (MSFC). Unique to this testing is the variety of test areas and the fact that all are located in one building. The north high bay of building 4755, the Core Module Integration Facility (CMIF), contains the following test areas: the Subsystem Test Area, the Comparative Test Area, the Process Material Management System (PMMS), the Core Module Simulator (CMS), the End-use Equipment Facility (EEF), and the Pre-development Operational System Test (POST) Area. This paper addresses the facility that supports these test areas and briefly describes the testing in each area. Future plans for the building and Space Station module configurations will also be discussed.

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.

AFRC2016-0133-05

NASA Image and Video Library

2016-05-03

Charlie Lundquist, NASA Orion deputy program manager, right, presents an American flag flown aboard the Orion capsule during the Exploration Flight Test-1 mission to Armstrong Deputy Director Patrick Stoliker.

Manager's handbook for software development, revision 1

NASA Technical Reports Server (NTRS)

1990-01-01

Methods and aids for the management of software development projects are presented. The recommendations are based on analyses and experiences of the Software Engineering Laboratory (SEL) with flight dynamics software development. The management aspects of the following subjects are described: organizing the project, producing a development plan, estimating costs, scheduling, staffing, preparing deliverable documents, using management tools, monitoring the project, conducting reviews, auditing, testing, and certifying.

Learning Lessons from the X-37 Project

NASA Technical Reports Server (NTRS)

Turner, Susan; Spanyer, Karen

2005-01-01

The X-37 was planned as an automated vehicle capable of flight-testing new aerospace technologies in combined environments that are beyond the capability of existing ground or flight platforms. Flight demonstration with the X-37 architecture and configuration in relevant environments was planned to reduce the risk of developing launch vehicle technologies for sustainable, affordable exploration and other aerospace applications. Current plans are for the X-37 Approach and Landing Test Vehicle (ALTV) to be atmospheric tested in 2005 from Scaled Composite s White Knight carrier aircraft at up to 40,000 feet over California's Mojave Spaceport, with landing and turnaround maintenance performed. The Flight Operations Control Center will conduct the mission, using a streamlined operations concept. Taxi-tow and captive-carry tests will be conducted prior to the atmospheric-test series. Sponsored by the Defense Advanced Research Projects Agency (DARPA) with NASA participation, technical objectives are to: (1) mature Computed Air Data System/Remote Pressure Sensor technology, (2) manage energy during Terminal Area Energy Management/Heading Alignment Cone maneuvers, and (3) validate the aerodatabase. The X-37 Project began in 1999 under a cooperative agreement as an element of NASA's Future X Program and transitioned to a NASA Research Announcement under the Space Launch Initiative. In mid-2004, NASA transferred ownership to DARPA, with its heritage of performing high-risk, high-payoff research and development (R&D). NASA contributes technical expertise, including risk analysis and system integration. The Boeing Company is the prime contractor, with nationwide suppliers. This partnership exemplifies the synergy attainable when NASA Centers, other Government agencies, and industry work together toward a common goal - contributing to the knowledge base for U.S. exploration and other aerospace endeavors. The X-37 team represents a range of space transportation disciplines - from engineering to management. Some members have been with the project since its inception. All have gained priceless experience during the design, manufacturing, and testing of the ALTV, as well as through developing advanced orbital flight technologies, such as state-of-the-art Thermal Protection Systems and hot structures. Throughout this process, the X-37 Project team captures lessons that are directly applicable to other such efforts. The upcoming ALTV flights offer another dimension of data and first-hand experience that will prove invaluable to those designing new generations of reusable spacecraft. And ongoing technology developments will expand the aerospace knowledge base. Delivering prototype hardware is always a risky proposition. During the course of this effort, the X-37 team has experienced many challenging opportunities, delivering significant accomplishments and learning numerous lessons in the process. The ability to manage the risk landscape is key to overcoming obstacles, especially technical hurdles that are encountered in progressing hardware from design to flight. The approach to managing risk under this partnership is evolving but, in general, the team allocates resources to reduce the likelihood of severe-consequence risks, thus maximizing mission success and ensuring that the X-37 Project delivers value to its stakeholders. As the team sharpens its focus on operations, it continues to contribute knowledge to those who would undertake high-risk, high-payoff R&D and provides valuable experience to implement the Vision for Space Exploration.

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

NASA Technical Reports Server (NTRS)

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

1985-01-01

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

M2-F1 in flight

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here under tow by an unseen C-47 at the NASA Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The low-cost vehicle was the first piloted lifting body to be test flown. The lifting-body concept originated in the mid-1950s at the National Advisory Committee for Aeronautics' Ames Aeronautical Laboratory, Mountain View California. By February 1962, a series of possible shapes had been developed, and R. Dale Reed was working to gain support for a research vehicle. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting-body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight research vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Incorporating data link messaging into a multi-function display to support the Small Aircraft Transportation System (SATS) and the self-separation of general aviation aircraft.

PubMed

Adams, Catherine A; Murdoch, Jennifer L; Consiglio, Maria C; Williams, Daniel M

2007-07-01

One objective of the Small Aircraft Transportation System (SATS) Project is to increase the capacity and utilization of small non-towered, non-radar equipped airports by transferring traffic management activities to an automated system and separation responsibilities to general aviation (GA) pilots. This paper describes the development of a research multi-function display (MFD) to support the interaction between pilots and an automated Airport Management Module (AMM). Preliminary results of simulation and flight tests indicate that adding the responsibility of monitoring other traffic for self-separation does not increase pilots' subjective workload levels. Pilots preferred using the enhanced MFD to execute flight procedures, reporting improved situation awareness (SA) over conventional instrument flight rules (IFR) procedures.

Relational Information Management Data-Base System

NASA Technical Reports Server (NTRS)

Storaasli, O. O.; Erickson, W. J.; Gray, F. P.; Comfort, D. L.; Wahlstrom, S. O.; Von Limbach, G.

1985-01-01

DBMS with several features particularly useful to scientists and engineers. RIM5 interfaced with any application program written in language capable of Calling FORTRAN routines. Applications include data management for Space Shuttle Columbia tiles, aircraft flight tests, high-pressure piping, atmospheric chemistry, census, university registration, CAD/CAM Geometry, and civil-engineering dam construction.

Apollo lunar orbital sciences program alpha and X-ray spectrometers

NASA Technical Reports Server (NTRS)

1972-01-01

The development of the alpha and X-ray spectrometers which were used on the Apollo 15 and 16 flights is discussed. Specific subjects presented are: (1) lunar program management, (2) scientific and technical approach, (3) major test programs, (4) reliability, quality assurance, and safety, and (5) subcontract management.

How differential deflection of the inboard and outboard leading-edge flaps affected the handling qua

NASA Technical Reports Server (NTRS)

2002-01-01

How differential deflection of the inboard and outboard leading-edge flaps affected the handling qualities of this modified F/A-18A was evaluated during the first check flight in the Active Aeroelastic Wing program at NASA's Dryden Flight Research Center. The Active Aeroelastic Wing program at NASA's Dryden Flight Research Center seeks to determine the advantages of twisting flexible wings for primary maneuvering roll control at transonic and supersonic speeds, with traditional control surfaces such as ailerons and leading-edge flaps used to aerodynamically induce the twist. From flight test and simulation data, the program intends to develop structural modeling techniques and tools to help design lighter, more flexible high aspect-ratio wings for future high-performance aircraft, which could translate to more economical operation or greater payload capability. AAW flight tests began in November, 2002 with checkout and parameter-identification flights. Based on data obtained during the first flight series, new flight control software will be developed and a second series of research flights will then evaluate the AAW concept in a real-world environment. The program uses wings that were modified to the flexibility of the original pre-production F-18 wing. Other modifications include a new actuator to operate the outboard leading edge flap over a greater range and rate, and a research flight control system to host the aeroelastic wing control laws. The Active Aeroelastic Wing Program is jointly funded and managed by the Air Force Research Laboratory and NASA Dryden Flight Research Center, with Boeing's Phantom Works as prime contractor for wing modifications and flight control software development. The F/A-18A aircraft was provided by the Naval Aviation Systems Test Team and modified for its research role by NASA Dryden technicians.

X-43C Flight Demonstrator Project Overview

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

The X-43C Flight Demonstrator Project is a joint NASA-USAF hypersonic propulsion technology flight demonstration project that will expand the hypersonic flight envelope for air-breathing engines. The Project will demonstrate sustained accelerating flight through three flights 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 will 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 off the coast of California over water 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 (approximately 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavy-weight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 (approximately 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 the background for NASA's current hypersonic flight demonstration efforts.

1998 IEEE Aerospace Conference. Proceedings.

NASA Astrophysics Data System (ADS)

The following topics were covered: science frontiers and aerospace; flight systems technologies; spacecraft attitude determination and control; space power systems; smart structures and dynamics; military avionics; electronic packaging; MEMS; hyperspectral remote sensing for GVP; space laser technology; pointing, control, tracking and stabilization technologies; payload support technologies; protection technologies; 21st century space mission management and design; aircraft flight testing; aerospace test and evaluation; small satellites and enabling technologies; systems design optimisation; advanced launch vehicles; GPS applications and technologies; antennas and radar; software and systems engineering; scalable systems; communications; target tracking applications; remote sensing; advanced sensors; and optoelectronics.

Space Shuttle Projects

NASA Image and Video Library

1978-03-01

A liquid hydrogen tank of the Shuttle's external tank (ET) is installed into the S-1C Test Stand for a structural test at the Marshall Space Flight Center. At 154-feet long and more than 27-feet in diameter, the ET is the largest component of the Space Shuttle, the structural backbone of the entire Shuttle system, and is the only part of the vehicle that is not reusable. The ET is manufactured at the Michoud Assembly Facility near New Orleans, Louisiana, by the Martin Marietta Corporation under management of the Marshall Space Flight Center.

KSC-2012-1573

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, unloads the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The tiles are being manufactured and inspected in Kennedy's Thermal Protection System Facility. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

International Space Station Environmental Control and Life Support System Acceptance Testing for the Pressurized Mating Adapters

NASA Technical Reports Server (NTRS)

Williams, David E.

2008-01-01

The International Space Station (ISS) Pressurized Mating Adapters (PMAs) Environmental Control and Life Support (ECLS) System is comprised of three subsystems: Atmosphere Control and Supply (ACS), Temperature and Humidity Control (THC), and Water Recovery and Management (WRM). PMAs 1 and 2 flew to ISS on Flight 2A and Pressurized Mating Adapter (PMA) 3 flew to ISS on Flight 3A. This paper provides a summary of the PMAs ECLS design and a detailed discussion of the ISS ECLS Acceptance Testing methodologies utilized for the PMAs.

Experimental control requirements for life sciences

NASA Technical Reports Server (NTRS)

Berry, W. E.; Sharp, J. C.

1978-01-01

The Life Sciences dedicated Spacelab will enable scientists to test hypotheses in various disciplines. Building upon experience gained in mission simulations, orbital flight test experiments, and the first three Spacelab missions, NASA will be able to progressively develop the engineering and management capabilities necessary for the first Life Sciences Spacelab. Development of experiments for these missions will require implementation of life-support systems not previously flown in space. Plant growth chambers, animal holding facilities, aquatic specimen life-support systems, and centrifuge-mounted specimen holding units are examples of systems currently being designed and fabricated for flight.

KSC-2014-3791

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – During a ceremony inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, the Orion spacecraft for Exploration Flight Test-1 was officially turned over to Lockheed Martin Ground Operations from Orion Assembly, Integration and Production. Holding the key during the turn over, are Jules Schneider, at left, Lockheed Martin Orion Production Operations manager, and Blake Hale, Lockheed Martin Ground Operations manager. Behind them are members of the Brevard Police and Fire Pipes and Drums. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-3790

NASA Image and Video Library

2014-09-10

CAPE CANAVERAL, Fla. – During a ceremony inside the Neil Armstrong Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, the Orion spacecraft for Exploration Flight Test-1 was officially turned over to Lockheed Martin Ground Operations from Orion Assembly, Integration and Production. Shaking hands during the turn over, are Jules Schneider, at left, Lockheed Martin Orion Production Operations manager, and Blake Hale, Lockheed Martin Ground Operations manager. Behind them are members of the Brevard Police and Fire Pipes and Drums. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida in December to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

STS-3 medical report

NASA Technical Reports Server (NTRS)

Pool, S. L. (Editor); Johnson, P. C., Jr. (Editor); Mason, J. A. (Editor)

1982-01-01

The medical operations report for STS-3, which includes a review of the health of the crew before, during, and immediately after the third Shuttle orbital flight is presented. Areas reviewed include: health evaluation, medical debriefing of crewmembers, health stabilization program, medical training, medical 'kit' carried in flight, tests and countermeasures for space motion sickness, cardiovascular profile, biochemistry and endocrinology results, hematology and immunology analyses, medical microbiology, food and nutrition, potable water, shuttle toxicology, radiological health, and cabin acoustic noise. Environmental effects of shuttle launch and landing medical information management, and management, planning, and implementation of the medical program are also dicussed.

A knowledge-based system design/information tool for aircraft flight control systems

NASA Technical Reports Server (NTRS)

Mackall, Dale A.; Allen, James G.

1991-01-01

Research aircraft have become increasingly dependent on advanced electronic control systems to accomplish program goals. These aircraft are integrating multiple disciplines to improve performance and satisfy research objective. This integration is being accomplished through electronic control systems. Systems design methods and information management have become essential to program success. The primary objective of the system design/information tool for aircraft flight control is to help transfer flight control system design knowledge to the flight test community. By providing all of the design information and covering multiple disciplines in a structured, graphical manner, flight control systems can more easily be understood by the test engineers. This will provide the engineers with the information needed to thoroughly ground test the system and thereby reduce the likelihood of serious design errors surfacing in flight. The secondary object is to apply structured design techniques to all of the design domains. By using the techniques in the top level system design down through the detailed hardware and software designs, it is hoped that fewer design anomalies will result. The flight test experiences are reviewed of three highly complex, integrated aircraft programs: the X-29 forward swept wing; the advanced fighter technology integration (AFTI) F-16; and the highly maneuverable aircraft technology (HiMAT) program. Significant operating technologies, and the design errors which cause them, is examined to help identify what functions a system design/informatin tool should provide to assist designers in avoiding errors.

Routine and Recurring Small Transient and New Test Missions Environmental Assessment

DTIC Science & Technology

2008-04-01

AFB and National Aeronautics and Space Administration Dryden Flight Research Center ( NASA DFRC) remains constant. Some government personnel would be...hazardous materials, hazardous waste, and solid waste originating from AFFTC and NASA DFRC flight operation are managed, used, and disposed of within...the geographic boundaries of Edwards AFB. Edwards AFB, including NASA DFRC, uses a wide variety of hazardous materials in support of research

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (OA148), volume 5

NASA Technical Reports Server (NTRS)

Hawthorne, P. J.

1976-01-01

Data obtained in wind tunnel test OA148 are presented. The objectives of the test series were to: (1) obtain pressure distributions, forces and moments over the vehicle 5 orbiter in the thermal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes.

KSC-2009-1996

NASA Image and Video Library

2009-03-09

CAPE CANAVERAL, Fla. – Media were invited to a showing of the Ares I-X simulator rocket segments at NASA's Kennedy Space Center in Florida. Here, Bob Ess and Jon Cowart discuss the flight test objectives of the Ares I-X targeted for launch in July 2009. Ess is manager of the Ares I-X project. Cowart is Ares I-X deputy mission manager. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I, part of the Constellation Program to return men to the moon and beyond. Ares I is the essential core of a safe, reliable, cost-effective space transportation system that eventually will carry crewed missions back to the moon, on to Mars and out into the solar system. Photo credit: NASA/Jack Pfaller

Learning Lessons from the X-37 Project

NASA Technical Reports Server (NTRS)

Turner, Susan; Spanyer, Karen

2005-01-01

The X-37 was planned as an automated vehicle capable of flight-testing new aerospace technologies in combined environments that are beyond the capability of existing ground or flight platforms. Flight demonstration with the X-37 architecture and configuration in relevant environments was planned to reduce the risk of developing launch vehicle technologies for sustainable, affordable exploration and other aerospace applications. Current plans are for the X-37 Approach and Landing Test Vehicle (ALTV) to be atmospheric tested in 2005 from Scaled Composite's White Knight carrier aircraft at up to 40,000 feet over California's Mojave Spaceport, with and turnaround maintenance performed. The fight Operations Control Center will conduct the mission, using a streamlined operations concept. Taxi-tow and captive-carry tests will be conducted prior to the atmospheric-test series. Sponsored by the Defense Advanced Research Projects Agency (DARPA) with NASA participation, technical objectives are to: (1) mature Computed Air Data System/Remote Pressure Sensor technology, (2) manage energy during Terminal Area Energy Management/Heading Alignment Cone maneuvers, and (3) validate the aerodatabase. The X-37 Project began in 1999 under a cooperative agreement as an element of NASA's Future X Program and transitioned to a NASA Research Announcement under the Space Launch Initiative. In mid-2004, NASA transferred ownership to DARPA, with its heritage of performing high-risk, high-payoff research and development. NASA contributes technical expertise, including risk analysis and system integration. The Boeing Company is the prime contractor, with nationwide suppliers. This recent partnership exemplifies the synergy attainable when NASA Centers, other Government agencies, and industry work together toward a common goal - contributing to the knowledge base for U.S. exploration and other aerospace endeavors. The X-37 team represents a range of space transportation disciplines - from engineering to management. Some members have been with the project since its inception. All have gained priceless experience during the design, manufacturing, and testing of the ALTV, as well as through developing advanced orbital flight technologies, such as state-of-the-art Thermal Protection Systems and hot structures. Throughout this process, the X-37 Project team captures lessons that are directly applicable to other such efforts. The upcoming ALTV flights offer another dimension of data and first-hand experience that will prove invaluable to those designing new generations of reusable spacecraft. And ongoing technology developments will expand the aerospace knowledge base. Delivering prototype hardware is always a risky proposition. During the course of the X-37 effort, the team has experienced many challenging opportunities, delivering significant accomplishments and learning numerous lessons in the process. The ability to manage the risk landscape is key to overcoming obstacles, especially technical hurdles that are encountered in progressing hardware from design to flight. The approach to managing risk under this partnership is evolving but, in general, the team allocates resources to reduce the likelihood of severe-consequence risks, thus maximizing mission success and ensuring that the X-37 Project delivers value to its stakeholders. As the team sharpens its focus on operations, it continues to contribute knowledge to those who would undertake high-risk, high-payoff research and development and provides valuable experience to implement the exploration vision.

Wranglers steadied the X-40A at NASA's Dryden Flight Research Center, Edwards, California, March 14, 2001, as the experimental craft was carried to 15,000 feet for an unpiloted glide flight

NASA Image and Video Library

2001-03-14

Wranglers steadied the X-40A at NASA's Dryden Flight Research Center, Edwards, California, March 14, 2001, as the experimental craft was carried to 15,000 feet for an unpiloted glide flight. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A will undergo 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.

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet on March 14, 2001

NASA Image and Video Library

2001-03-14

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet on March 14, 2001. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A will undergo 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.

LH2 on-orbit storage tank support trunnion design and verification

NASA Technical Reports Server (NTRS)

Bailey, W. J.; Fester, D. A.; Toth, J. M., Jr.

1985-01-01

A detailed fatigue analysis was conducted to provide verification of the trunnion design in the reusable Cryogenic Fluid Management Facility for Shuttle flights and to assess the performance capability of the trunnion E-glass/S-glass epoxy composite material. Basic material property data at ambient and liquid hydrogen temperatures support the adequacy of the epoxy composite for seven-mission requirement. Testing of trunnions fabricated to the flight design has verified adequate strength and fatigue properties of the design to meet the requirements of seven Shuttle flights.

Apollo experience report: Flight anomaly resolution

NASA Technical Reports Server (NTRS)

Lobb, J. D.

1975-01-01

The identification of flight anomalies, the determination of their causes, and the approaches taken for corrective action are described. Interrelationships of the broad range of disciplines involved with the complex systems and the team concept employed to ensure timely and accurate resolution of anomalies are discussed. The documentation techniques and the techniques for management of anomaly resolution are included. Examples of specific anomalies are presented in the original form of their progressive documentation. Flight anomaly resolution functioned as a part of the real-time mission support and postflight testing, and results were included in the postflight documentation.

Real-Time Dynamic Modeling - Data Information Requirements and Flight Test Results

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Smith, Mark S.

2008-01-01

Practical aspects of identifying dynamic models for aircraft in real time were studied. Topics include formulation of an equation-error method in the frequency domain to estimate non-dimensional stability and control derivatives in real time, data information content for accurate modeling results, and data information management techniques such as data forgetting, incorporating prior information, and optimized excitation. Real-time dynamic modeling was applied to simulation data and flight test data from a modified F-15B fighter aircraft, and to operational flight data from a subscale jet transport aircraft. Estimated parameter standard errors and comparisons with results from a batch output-error method in the time domain were used to demonstrate the accuracy of the identified real-time models.

Real-Time Dynamic Modeling - Data Information Requirements and Flight Test Results

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Smith, Mark S.

2010-01-01

Practical aspects of identifying dynamic models for aircraft in real time were studied. Topics include formulation of an equation-error method in the frequency domain to estimate non-dimensional stability and control derivatives in real time, data information content for accurate modeling results, and data information management techniques such as data forgetting, incorporating prior information, and optimized excitation. Real-time dynamic modeling was applied to simulation data and flight test data from a modified F-15B fighter aircraft, and to operational flight data from a subscale jet transport aircraft. Estimated parameter standard errors, prediction cases, and comparisons with results from a batch output-error method in the time domain were used to demonstrate the accuracy of the identified real-time models.

Testing of Environmental Satellite Bus-Instrument Interfaces Using Engineering Models

NASA Technical Reports Server (NTRS)

Gagnier, Don; Hayner, Rick; Roza, Michael; Nosek, Thomas; Razzaghi, Andrea

2004-01-01

This paper discusses the formulation and execution of a laboratory test of the electrical interfaces between multiple atmospheric science instruments and the spacecraft bus that carries them. The testing, performed in 2002, used engineering models of the instruments that will be flown on the Aura s p a c m and of the Aura spacecraft bus electronics. Aura is one of NASA's Earth Observing System @OS) Program missions managed by the Goddard Space Flight Center. The test was designed to evaluate the complex interfaces in the spacecraft and instrument command and data handling (C&DH) subsystems prior to integration of the complete flight instruments on the spacecraft. A problem discovered during (and not before) the flight hardware integration phase can cause significant cost and schedule impacts. The testing successfully surfaced problems and led to their resolution before the full-up integration phase, saving significant cost and schedule time. This approach could be used on future environmental satellite programs involving multiple, complex scientific instruments being integrated onto a bus.

The Airborne Research Instrumentation Testing Opportunity (ARISTO)

NASA Astrophysics Data System (ADS)

Wolff, C.; Romashkin, P.; Lussier, L.; Baeuerle, B.; Stith, J. L.

2016-12-01

In 2015 the National Science Foundation (NSF) began a program to sponsor an annual flight campaign on one of its research aircraft (the C-130 and GV) operated by the National Center for Atmospheric Research (NCAR). The aircraft are managed by the Research Aviation Facility (RAF), which is part of the Earth Observing Laboratory (EOL) and responsible for planning and executing the campaigns. The purpose of this program, known as the Airborne Research Instrumentation Testing Opportunity or ARISTO, is to provide regular flight test opportunities for newly developed or highly modified instruments as part of their development effort. The NSF community has expressed a strong desire for regularly scheduled flight-testing programs to be able to test instrumentation, data systems, inlets, and software. ARISTO allows this testing in a low-pressure environment where any issues or problems will not affect the scientific goals of a large-scale field campaign. For this reason it is also a good experience for students who may be learning about the operation of an instrument or have not had previous exposure to a field project. They are also able to contribute to flight planning exercises and gain experience in acting as an instrument scientist during the program. A goal of the program is to incorporate students into the project operations to prepare the next generation of airborne researchers. ARISTO is conducted at the Research Aviation Facility at Rocky Mountain Metropolitan Airport in Broomfield, Colorado. The flight campaign consists of 20 flight hours, spread over three weeks. Flights are planned to allow the ARISTO participants to successfully test their instruments based on requirements they described in the initial application. Due to the limited hours most flights are focused in and around Colorado, though some have gone as far as Oklahoma and the Pacific Northwest to find the right conditions to meet testing requirements. Two ARISTO campaigns were successfully completed in 2015 and 2016, and a summary of these projects will be presented. Preparations for the 2017 campaign are underway, with flights scheduled to take place in February and March. The next ARISTO campaign is likely to occur in the summer of 2018, and details on the schedule and how to apply will be discussed.

Models of Human Information Requirements: "When Reasonable Aiding Systems Disagree"

NASA Technical Reports Server (NTRS)

Corker, Kevin; Pisanich, Gregory; Shafto, Michael (Technical Monitor)

1994-01-01

Aircraft flight management and Air Traffic Control (ATC) automation are under development to maximize the economy of flight and to increase the capacity of the terminal area airspace while maintaining levels of flight safety equal to or better than current system performance. These goals are being realized by the introduction of flight management automation aiding and operations support systems on the flight deck and by new developments of ATC aiding systems that seek to optimize scheduling of aircraft while potentially reducing required separation and accounting for weather and wake vortex turbulence. Aiding systems on both the flight deck and the ground operate through algorithmic functions on models of the aircraft and of the airspace. These models may differ from each other as a result of variations in their models of the immediate environment. The resultant flight operations or ATC commands may differ in their response requirements (e.g. different preferred descent speeds or descent initiation points). The human operators in the system must then interact with the automation to reconcile differences and resolve conflicts. We have developed a model of human performance including cognitive functions (decision-making, rule-based reasoning, procedural interruption recovery and forgetting) that supports analysis of the information requirements for resolution of flight aiding and ATC conflicts. The model represents multiple individuals in the flight crew and in ATC. The model is supported in simulation on a Silicon Graphics' workstation using Allegro Lisp. Design guidelines for aviation automation aiding systems have been developed using the model's specification of information and team procedural requirements. Empirical data on flight deck operations from full-mission flight simulation are provided to support the model's predictions. The paper describes the model, its development and implementation, the simulation test of the model predictions, and the empirical validation process. The model and its supporting data provide a generalizable tool that is being expanded to include air/ground compatibility and ATC crew interactions in air traffic management.

Fluid Acquisition and Resupply Experiments on Space Shuttle Flights STS-53 and STS-57

NASA Technical Reports Server (NTRS)

Dominick, S. M.; Tegart, J. R.; Driscoll, S. L.; Sledd, J. D.; Hastings, L. J.

2011-01-01

The Fluid Acquisition and Resupply Experiment (FARE) program, managed by the Marshall Space Flight Center Space Propulsion Branch with Martin Marietta Civil Space and Communications as the contractor, consisted of two flights designated FARE I and FARE II. FARE I flew in December 1992 on STS-53 with a screen channel liquid acquisition device (LAD) and FARE II flew in June 1993 on STS-57 with a vane-type LAD. Thus, the FARE I and II flights represent the two basic LAD categories usually considered for in-space fluid management. Although both LAD types have been used extensively, the usefulness of the on-orbit data has been constrained by the lack of experimentation beyond predicted performance limits, including both propellant fill and expulsion. Therefore, the FARE tests were designed to obtain data that would satisfy two primary objectives: (1) Demonstrate the performance of the two types of LADs, screen channel and vane, and (2) support the anchoring of analytical models. Both flights were considered highly successful in meeting these two primary objectives.

Planning fuel-conservative descents in an airline environmental using a small programmable calculator: Algorithm development and flight test results

NASA Technical Reports Server (NTRS)

Knox, C. E.; Vicroy, D. D.; Simmon, D. A.

1985-01-01

A simple, airborne, flight-management descent algorithm was developed and programmed into a small programmable calculator. The algorithm may be operated in either a time mode or speed mode. The time mode was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The speed model was designed for planning fuel-conservative descents when time is not a consideration. The descent path for both modes was calculated for a constant with considerations given for the descent Mach/airspeed schedule, gross weight, wind, wind gradient, and nonstandard temperature effects. Flight tests, using the algorithm on the programmable calculator, showed that the open-loop guidance could be useful to airline flight crews for planning and executing fuel-conservative descents.

Planning fuel-conservative descents in an airline environmental using a small programmable calculator: algorithm development and flight test results

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

Knox, C.E.; Vicroy, D.D.; Simmon, D.A.

A simple, airborne, flight-management descent algorithm was developed and programmed into a small programmable calculator. The algorithm may be operated in either a time mode or speed mode. The time mode was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The speed model was designed for planning fuel-conservative descents when time is not a consideration. The descent path for both modes was calculated for a constant with considerations given for the descent Mach/airspeed schedule, gross weight, wind, wind gradient, andmore » nonstandard temperature effects. Flight tests, using the algorithm on the programmable calculator, showed that the open-loop guidance could be useful to airline flight crews for planning and executing fuel-conservative descents.« less

Research pilot Mark Pestana

NASA Image and Video Library

2001-04-16

Mark Pestana is a research pilot and project manager at the NASA Dryden Flight Research Center, Edwards, Calif. He is a pilot for the Beech B200 King Air, the T-34C and the Predator B. He flies the F-18 Hornet as a co-pilot and flight test engineer. Pestana has accumulated more than 4,000 hours of military and civilian flight experience. He was also a flight engineer on the NASA DC-8 flying laboratory. Pestana was the project manager and pilot for the Hi–rate Wireless Airborne Network Demonstration flown on the NASA B200 research aircraft. He flew B200 research missions for the X-38 Space Integrated Inertial Navigation Global Positioning System experiment. Pestana also participated in several deployments of the DC-8, including Earth science expeditions ranging from hurricane research over the Caribbean Sea to ozone studies over the North Pole, atmospheric chemistry over the South Pacific, rain forest health in Central America, Rocky Mountain ice pack assessment, and volcanic and tectonic activity around the Pacific Rim. He came to Dryden as a DC-8 mission manager in June 1998 from NASA Johnson Space Center, Houston, where he served as the Earth and Space Science discipline manager for the International Space Station Program at Johnson. Pestana also served as a flight crew operations engineer in the Astronaut Office, developing the controls, displays, tools, crew accommodations and procedures for on-orbit assembly, test, and checkout of the International Space Station. He led the analysis and technical negotiations for modification of the Russian Soyuz spacecraft as an emergency crew return vehicle for space station crews. He joined the U.S. Air Force Reserve in 1991 and held various positions as a research and development engineer, intelligence analyst, and Delta II launch vehicle systems engineer. He retired from the U.S. Air Force Reserve with the rank of colonel in 2005. Prior to 1990, Pestana was on active duty with the U.S. Air Force as the director of mi

Comparison of Controller and Flight Deck Algorithm Performance During Interval Management with Dynamic Arrival Trees (STARS)

NASA Technical Reports Server (NTRS)

Battiste, Vernol; Lawton, George; Lachter, Joel; Brandt, Summer; Koteskey, Robert; Dao, Arik-Quang; Kraut, Josh; Ligda, Sarah; Johnson, Walter W.

2012-01-01

Managing the interval between arrival aircraft is a major part of the en route and TRACON controller s job. In an effort to reduce controller workload and low altitude vectoring, algorithms have been developed to allow pilots to take responsibility for, achieve and maintain proper spacing. Additionally, algorithms have been developed to create dynamic weather-free arrival routes in the presence of convective weather. In a recent study we examined an algorithm to handle dynamic re-routing in the presence of convective weather and two distinct spacing algorithms. The spacing algorithms originated from different core algorithms; both were enhanced with trajectory intent data for the study. These two algorithms were used simultaneously in a human-in-the-loop (HITL) simulation where pilots performed weather-impacted arrival operations into Louisville International Airport while also performing interval management (IM) on some trials. The controllers retained responsibility for separation and for managing the en route airspace and some trials managing IM. The goal was a stress test of dynamic arrival algorithms with ground and airborne spacing concepts. The flight deck spacing algorithms or controller managed spacing not only had to be robust to the dynamic nature of aircraft re-routing around weather but also had to be compatible with two alternative algorithms for achieving the spacing goal. Flight deck interval management spacing in this simulation provided a clear reduction in controller workload relative to when controllers were responsible for spacing the aircraft. At the same time, spacing was much less variable with the flight deck automated spacing. Even though the approaches taken by the two spacing algorithms to achieve the interval management goals were slightly different they seem to be simpatico in achieving the interval management goal of 130 sec by the TRACON boundary.

2nd Generation QUATARA Flight Computer Project

NASA Technical Reports Server (NTRS)

Falker, Jay; Keys, Andrew; Fraticelli, Jose Molina; Capo-Iugo, Pedro; Peeples, Steven

2015-01-01

Single core flight computer boards have been designed, developed, and tested (DD&T) to be flown in small satellites for the last few years. In this project, a prototype flight computer will be designed as a distributed multi-core system containing four microprocessors running code in parallel. This flight computer will be capable of performing multiple computationally intensive tasks such as processing digital and/or analog data, controlling actuator systems, managing cameras, operating robotic manipulators and transmitting/receiving from/to a ground station. In addition, this flight computer will be designed to be fault tolerant by creating both a robust physical hardware connection and by using a software voting scheme to determine the processor's performance. This voting scheme will leverage on the work done for the Space Launch System (SLS) flight software. The prototype flight computer will be constructed with Commercial Off-The-Shelf (COTS) components which are estimated to survive for two years in a low-Earth orbit.

NASA Public Affairs and NUANCE Lab News Conference at Reno-Stead Airport.

NASA Image and Video Library

2016-10-19

News Conference following the test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. Joseph Rios, NASA Ames Aerospace Engineer and UTM Technical Lead, describes the purpose of the test and flight scenarios.

Flight deck benefits of integrated data link communication

NASA Technical Reports Server (NTRS)

Waller, Marvin C.

1992-01-01

A fixed-base, piloted simulation study was conducted to determine the operational benefits that result when air traffic control (ATC) instructions are transmitted to the deck of a transport aircraft over a digital data link. The ATC instructions include altitude, airspeed, heading, radio frequency, and route assignment data. The interface between the flight deck and the data link was integrated with other subsystems of the airplane to facilitate data management. Data from the ATC instructions were distributed to the flight guidance and control system, the navigation system, and an automatically tuned communication radio. The co-pilot initiated the automation-assisted data distribution process. Digital communications and automated data distribution were compared with conventional voice radio communication and manual input of data into other subsystems of the simulated aircraft. Less time was required in the combined communication and data management process when data link ATC communication was integrated with the other subsystems. The test subjects, commercial airline pilots, provided favorable evaluations of both the digital communication and data management processes.

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Precision Hawk pilot readies Lancaster Mark 3 UAS for test flight.

Crew Resource Management: An Introductory Handbook

DTIC Science & Technology

1992-08-01

the training carefully and deliberately. Some organizations have tried out new training programs on test groups, then asked for input. They have then...illustrates. ACCIDENT SUMMARY - About 1815 Pacific Standard the flight attendants ample time to prepare for the emergency, Time on December 28,1978...airport for one hour while the 8. AT 1802:44, the flight engineer advised, "We got about flightcrew coped with a landing gear malfunction ani prepared

1401414

NASA Image and Video Library

2014-10-07

NIKI WERKHEISER - 3D PRINTING ZERO-G PROJECT MANAGER, DISCUSSES 3D PRINTING TECHNOLOGY WITH DR. ELLEN OCHOA.1401414 THE ISS NOW HAS A 3D PRINTER, WHICH THE TECHNOLOGY WAS TESTED AT THE MARSHALL SPACE FLIGHT CENTER

M2-F1 in flight

NASA Technical Reports Server (NTRS)

1965-01-01

The M2-F1 Lifting Body is seen here under tow, high above Rogers Dry Lake near the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. R. Dale Reed effectively advocated the project with the support of NASA research pilot Milt Thompson. Together, they gained the support of Flight Research Center Director Paul Bikle. After a six-month feasibility study, Bikle gave approval in the fall of 1962 for the M2-F1 to be built. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight research vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

KSC-2013-2918

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media is Scott Wilson, manager of Orion Production Operations at Kennedy. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

OSIRIS-REx Visible And Infrared Spectrometer - OVIRS

NASA Technical Reports Server (NTRS)

Hair, Jason

2016-01-01

Goddard Space Flight Center: Overall Instrument Responsibility; Instrument Scientist and Deputy Instrument Scientist; Management Systems Engineering; Mechanical Hardware; Harness Assemblies; SIDECAR Assembly Code; OVIRS Integration and Environmental Qualification; OVIRS Performance Testing, Calibration and Characterization.

Space Shuttle Project

NASA Image and Video Library

1981-01-01

A Space Shuttle Main Engine undergoes test-firing at the National Space Technology Laboratories (now the Sternis Space Center) in Mississippi. The Marshall Space Flight Center had management responsibility of Space Shuttle propulsion elements, including the Main Engines.

KSC-2013-2884

NASA Image and Video Library

2013-06-20

CAPE CANAVERAL, Fla. – Representatives from the European Space Agency, or ESA, toured the Operations and Checkout Building high bay and viewed the Orion crew module at NASA’s Kennedy Space Center in Florida. Among the group were Nico Dettman, ESA Space Transportation Department director Bernardo Patti, ESA International Space Station Operations manager and Philippe Deloo, ESA European Service Module Study manager. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

KSC-2014-4396

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. Also participating in the news conference are Bill Hill, NASA deputy associate administrator for Exploration Systems Development, left, and Bryan Austin, Lockheed Martin mission manager. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

Air Traffic Management Technology Demostration: 1 Research and Procedural Testing of Routes

NASA Technical Reports Server (NTRS)

Wilson, Sara R.; Kibler, Jennifer L.; Hubbs, Clay E.; Smail, James W.

2015-01-01

NASA's Air Traffic Management Technology Demonstration-1 (ATD-1) will operationally demonstrate the feasibility of efficient arrival operations combining ground-based and airborne NASA technologies. The ATD-1 integrated system consists of the Traffic Management Advisor with Terminal Metering which generates precise time-based schedules to the runway and merge points; Controller Managed Spacing decision support tools which provide controllers with speed advisories and other information needed to meet the schedule; and Flight deck-based Interval Management avionics and procedures which allow flight crews to adjust their speed to achieve precise relative spacing. Initial studies identified air-ground challenges related to the integration of these three scheduling and spacing technologies, and NASA's airborne spacing algorithm was modified to address some of these challenges. The Research and Procedural Testing of Routes human-in-the-loop experiment was then conducted to assess the performance of the new spacing algorithm. The results of this experiment indicate that the algorithm performed as designed, and the pilot participants found the airborne spacing concept, air-ground procedures, and crew interface to be acceptable. However, the researchers concluded that the data revealed issues with the frequency of speed changes and speed reversals.

A knowledge-based system design/information tool for aircraft flight control systems

NASA Technical Reports Server (NTRS)

Mackall, Dale A.; Allen, James G.

1989-01-01

Research aircraft have become increasingly dependent on advanced control systems to accomplish program goals. These aircraft are integrating multiple disciplines to improve performance and satisfy research objectives. This integration is being accomplished through electronic control systems. Because of the number of systems involved and the variety of engineering disciplines, systems design methods and information management have become essential to program success. The primary objective of the system design/information tool for aircraft flight control system is to help transfer flight control system design knowledge to the flight test community. By providing all of the design information and covering multiple disciplines in a structured, graphical manner, flight control systems can more easily be understood by the test engineers. This will provide the engineers with the information needed to thoroughly ground test the system and thereby reduce the likelihood of serious design errors surfacing in flight. The secondary objective is to apply structured design techniques to all of the design domains. By using the techniques in the top level system design down through the detailed hardware and software designs, it is hoped that fewer design anomalies will result. The flight test experiences of three highly complex, integrated aircraft programs are reviewed: the X-29 forward-swept wing, the advanced fighter technology integration (AFTI) F-16, and the highly maneuverable aircraft technology (HiMAT) program. Significant operating anomalies and the design errors which cause them, are examined to help identify what functions a system design/information tool should provide to assist designers in avoiding errors.

Frank Batteas

NASA Technical Reports Server (NTRS)

1999-01-01

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135 and C-18 aircraft. In addition, he was project manager and research pilot for aurora borealis studies on the Airborne Ionospheric Observatory. Batteas earned a bachelor of science degree in nuclear engineering from Rensselaer Polytechnic Institute, Troy, N.Y., in 1977 and was awarded master of science degrees in systems management from the University of Southern California in 1980 and in mechanical engineering from California State University Fresno in 1991.

International Space Station ECLSS Technical Task Agreement Summary Report

NASA Technical Reports Server (NTRS)

Ray, C. D. (Compiler); Salyer, B. H. (Compiler)

1999-01-01

This Technical Memorandum provides a summary of current work accomplished under Technical Task Agreement (TTA) by the Marshall Space Flight Center (MSFC) regarding the International Space Station (ISS) Environmental Control and Life Support System (ECLSS). Current activities include ECLSS component design and development, computer model development, subsystem/integrated system testing, life testing, and general test support provided to the ISS program. Under ECLSS design, MSFC was responsible for the six major ECLSS functions, specifications and standard, component design and development, and was the architectural control agent for the ISS ECLSS. MSFC was responsible for ECLSS analytical model development. In-house subsystem and system level analysis and testing were conducted in support of the design process, including testing air revitalization, water reclamation and management hardware, and certain nonregenerative systems. The activities described herein were approved in task agreements between MSFC and NASA Headquarters Space Station Program Management Office and their prime contractor for the ISS, Boeing. These MSFC activities are in line to the designing, development, testing, and flight of ECLSS equipment planned by Boeing. MSFC's unique capabilities for performing integrated systems testing and analyses, and its ability to perform some tasks cheaper and faster to support ISS program needs, are the basis for the TTA activities.

KSC-2012-1574

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, put the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule in a Keith thermal automation oven. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1586

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, removes the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule from a Keith thermal automation oven. Inside, the tiles were baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1577

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, removes the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule from a Keith thermal automation oven. Inside, the tiles were baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

Skylab

NASA Image and Video Library

1972-01-01

This set of photographs details Skylab's Human Vestibular Function experiment (M131). This experiment was a set of medical studies designed to determine the effect of long-duration space missions on astronauts' coordination abilities. This experiment tested the astronauts susceptibility to motion sickness in the Skylab environment, acquired data fundamental to an understanding of the functions of human gravity reception under prolonged absence of gravity, and tested for changes in the sensitivity of the semicircular canals. Data from this experiment was collected before, during, and after flight. The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

Man-rated flight software for the F-8 DFBW program

NASA Technical Reports Server (NTRS)

Bairnsfather, R. R.

1976-01-01

The design, implementation, and verification of the flight control software used in the F-8 DFBW program are discussed. Since the DFBW utilizes an Apollo computer and hardware, the procedures, controls, and basic management techniques employed are based on those developed for the Apollo software system. Program assembly control, simulator configuration control, erasable-memory load generation, change procedures and anomaly reporting are discussed. The primary verification tools are described, as well as the program test plans and their implementation on the various simulators. Failure effects analysis and the creation of special failure generating software for testing purposes are described.

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

NASA Technical Reports Server (NTRS)

Dubon, Lydia P.

2006-01-01

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

Commercial Crew Astronauts Visit Kennedy on This Week @NASA – August 12, 2016

NASA Image and Video Library

2016-08-12

Two of the NASA astronauts training for the first flight tests for the agency’s Commercial Crew Program visited with employees during an Aug. 11 event at Kennedy Space Center. Astronauts Eric Boe and Suni Williams, alongside Commercial Crew Program Manager Kathy Lueders, responded to questions during a panel discussion, moderated by Kennedy Director Robert Cabana. NASA has contracted with Boeing and SpaceX to develop crew transportation systems and provide crew transportation services to and from the International Space Station. The agency will select the commercial crew astronauts from the group that includes Boe, Williams, Bob Behnken and Doug Hurley The first flight tests are targeted for next year. Also, Air Quality Flight over California Wildfire, CYGNSS Media Day, Putting NASA Earth Science to Work, and more!

The flight planning - flight management connection

NASA Technical Reports Server (NTRS)

Sorensen, J. A.

1984-01-01

Airborne flight management systems are currently being implemented to minimize direct operating costs when flying over a fixed route between a given city pair. Inherent in the design of these systems is that the horizontal flight path and wind and temperature models be defined and input into the airborne computer before flight. The wind/temperature model and horizontal path are products of the flight planning process. Flight planning consists of generating 3-D reference trajectories through a forecast wind field subject to certain ATC and transport operator constraints. The interrelationships between flight management and flight planning are reviewed, and the steps taken during the flight planning process are summarized.

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.

KSC-2014-3813

NASA Image and Video Library

2014-09-11

CAPE CANAVERAL, Fla. – Preparations are underway at the Neil Armstrong Operations and Checkout Building at NASA's Kennedy Space Center in Florida for the move of the Orion spacecraft for Exploration Flight Test-1 out of the high bay doors. Inside the high bay from left, are Jules Schneider, Lockheed Martin senior manager, and Kennedy Center Director Bob Cabana. The spacecraft will be transported to the Payload Hazardous Servicing Facility where it will be fueled ahead of its December flight test. 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 atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

Variable Gravity Effects on the Cooling Performance of a Single Phase Confined Spray

NASA Technical Reports Server (NTRS)

Michalak, Travis; Yerkes, Kirk; Baysinger, Karri; McQuillen, John

2005-01-01

The objective of this paper is to discuss the testing of a spray cooling experiment designed to be flown on NASA's KC-135 Reduced Gravity Testing Platform. Spray cooling is an example of a thermal management technique that may be utilized in high flux heat acquisition and high thermal energy transport concepts. Many researchers have investigated the utility of spray cooling for the thermal management of devices generating high heat fluxes. However, there has been little research addressing the physics and ultimate performance of spray cooling in a variable gravity environment. An experimental package, consisting of a spray chamber coupled to a fluid delivery loop system, was fabricated for variable gravity flight tests. The spray chamber contains two opposing nozzles spraying on target Indium Tin Oxide (ITO) heaters. These heaters are mounted on glass pedestals, which are part of a sump system to remove unconstrained liquid from the test chamber. Liquid is collected in the sumps and returned to the fluid delivery loop. Thermocouples mounted in and around the pedestals are used to determine both the heat loss through the underside of the IT0 heater and the heat extracted by the spray. A series of flight tests were carried out aboard the KC-135, utilizing the ability of the aircraft to produce various gravity conditions. During the flight tests, for a fixed flow rate, heat input was varied at 20, 30, 50, and 80W with variable gravities of 0.01, 0.16, 0.36, and 1.8g. Flight test data was compared to terrestrial baseline data in addition to analytical and numerical solutions to evaluate the heat transfer in the heater and support structure . There were significant differences observed in the spray cooling performance as a result of variable gravity conditions and heat inputs. In general, the Nussult number at the heater surface was found to increase with decreasing gravity conditions for heat loads greater than 30W.

M2-F1 in flight being towed by a C-47

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here being towed behind a C-47 at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. In this rear view, the M2-F1 is flying above and to one side of the C-47. This was done to avoid wake turbulence from the towplane. Lacking wings, the M2-F1 used an unusual configuration for its control surfaces. It had two rudders on the fins, two elevons (called 'elephant ears') mounted on the outsides of the fins, and two body flaps on the upper rear fuselage. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus on Take-off for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Landing Following Maiden Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus First Flight - May 24, 1996

NASA Technical Reports Server (NTRS)

1996-01-01

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

Design and Development of a Flight Route Modification, Logging, and Communication Network

NASA Technical Reports Server (NTRS)

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

2016-01-01

There is an overwhelming desire to create and enhance communication mechanisms between entities that operate within the National Airspace System. Furthermore, airlines are always extremely interested in increasing the efficiency of their flights. An innovative system prototype was developed and tested that improves collaborative decision making without modifying existing infrastructure or operational procedures within the current Air Traffic Management System. This system enables collaboration between flight crew and airline dispatchers to share and assess optimized flight routes through an Internet connection. Using a sophisticated medium-fidelity flight simulation environment, a rapid-prototyping development, and a unified modeling language, the software was designed to ensure reliability and scalability for future growth and applications. Ensuring safety and security were primary design goals, therefore the software does not interact or interfere with major flight control or safety systems. The system prototype demonstrated an unprecedented use of in-flight Internet to facilitate effective communication with Airline Operations Centers, which may contribute to increased flight efficiency for airlines.

KSC facilities status and planned management operations. [for Shuttle launches

NASA Technical Reports Server (NTRS)

Gray, R. H.; Omalley, T. J.

1979-01-01

A status report is presented on facilities and planned operations at the Kennedy Space Center with reference to Space Shuttle launch activities. The facilities are essentially complete, with all new construction and modifications to existing buildings almost finished. Some activity is still in progress at Pad A and on the Mobile Launcher due to changes in requirements but is not expected to affect the launch schedule. The installation and testing of the ground checkout equipment that will be used to test the flight hardware is now in operation. The Launch Processing System is currently supporting the development of the applications software that will perform the testing of this flight hardware.

UAS Related Activities at NASA's Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Bauer, Jeffrey E.

2009-01-01

NASA s Dryden Flight Research Center is completing its refurbishment and initial flights of one the pre-production Global Hawk aircraft it received from the U.S. Air Force. NASA Dryden has an agreement with the Global Hawk s manufacturer, Northrop Grumman, to partner in the refurbishment and flight operations of the vehicles. The National Oceanic and Atmospheric Administration (NOAA) has also partnered on the project and is assisting NASA with project management and pilot responsibilities for the aircraft. NASA and NOAA will be using the Global Hawks to conduct earth science research. The earth science community is increasing utilizing UAS of all sizes and capabilities to collect important data on a variety of issues including important global climate change issues. To pursue the data collection needs of the science community there is a growing demand for international collaboration with respect to operating UAS in global airspace. Operations of NASA s Ikhana aircraft continued this past year. The Ikhana is a modified Predator B UAS. A UAS dedicated to research at NASA Dryden is the X-48B blended wing body research aircraft. Flight tests with the 500- pound, remotely piloted test vehicle are now in a block 4 phase involving parameter identification and maneuvers to research the limits of the engine in stall situations. NASA s participation in the blended wing body research effort is focused on fundamental, advanced flight dynamics and structural design concepts within the Subsonic Fixed Wing project, part of the Fundamental Aeronautics program managed through NASA s Aeronautics Research Mission Directorate. Potential benefits of the aircraft include increased volume for carrying capacity, efficient aerodynamics for reduced fuel burn and possibly significant reductions in noise due to propulsion integration options. NASA Dryden continues to support the UAS industry by facilitating access to three specially designated test areas on Edwards Air Force Base for the development of small UAS.

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

NASA Technical Reports Server (NTRS)

1971-01-01

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

An environmental testing facility for Space Station Freedom power management and distribution hardware

NASA Technical Reports Server (NTRS)

Jackola, Arthur S.; Hartjen, Gary L.

1992-01-01

The plans for a new test facility, including new environmental test systems, which are presently under construction, and the major environmental Test Support Equipment (TSE) used therein are addressed. This all-new Rocketdyne facility will perform space simulation environmental tests on Power Management and Distribution (PMAD) hardware to Space Station Freedom (SSF) at the Engineering Model, Qualification Model, and Flight Model levels of fidelity. Testing will include Random Vibration in three axes - Thermal Vacuum, Thermal Cycling and Thermal Burn-in - as well as numerous electrical functional tests. The facility is designed to support a relatively high throughput of hardware under test, while maintaining the high standards required for a man-rated space program.

Integrated Traffic Flow Management Decision Making

NASA Technical Reports Server (NTRS)

Grabbe, Shon R.; Sridhar, Banavar; Mukherjee, Avijit

2009-01-01

A generalized approach is proposed to support integrated traffic flow management decision making studies at both the U.S. national and regional levels. It can consider tradeoffs between alternative optimization and heuristic based models, strategic versus tactical flight controls, and system versus fleet preferences. Preliminary testing was accomplished by implementing thirteen unique traffic flow management models, which included all of the key components of the system and conducting 85, six-hour fast-time simulation experiments. These experiments considered variations in the strategic planning look-ahead times, the replanning intervals, and the types of traffic flow management control strategies. Initial testing indicates that longer strategic planning look-ahead times and re-planning intervals result in steadily decreasing levels of sector congestion for a fixed delay level. This applies when accurate estimates of the air traffic demand, airport capacities and airspace capacities are available. In general, the distribution of the delays amongst the users was found to be most equitable when scheduling flights using a heuristic scheduling algorithm, such as ration-by-distance. On the other hand, equity was the worst when using scheduling algorithms that took into account the number of seats aboard each flight. Though the scheduling algorithms were effective at alleviating sector congestion, the tactical rerouting algorithm was the primary control for avoiding en route weather hazards. Finally, the modeled levels of sector congestion, the number of weather incursions, and the total system delays, were found to be in fair agreement with the values that were operationally observed on both good and bad weather days.

M2-F1 in flight on tow line

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here under tow at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The wingless, lifting-body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The M2-F1 project had limited goals. They were to show that a piloted lifting body could be built, that it could not only fly but be controlled in flight, and that it could make a successful landing. While the M2-F1 did prove the concept, with a wooden fuselage and fixed landing gear, it was far from an operational spacecraft. The next step in the lifting-body development was to build a heavyweight, rocket-powered vehicle that was more like an operational lifting body, albeit one without the thermal protection system that would be needed for reentry into the atmosphere from space at near-orbital speeds. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Electronic Handbooks Simplify Process Management

NASA Technical Reports Server (NTRS)

2012-01-01

Getting a multitude of people to work together to manage processes across many organizations for example, flight projects, research, technologies, or data centers and others is not an easy task. Just ask Dr. Barry E. Jacobs, a research computer scientist at Goddard Space Flight Center. He helped NASA develop a process management solution that provided documenting tools for process developers and participants to help them quickly learn, adapt, test, and teach their views. Some of these tools included editable files for subprocess descriptions, document descriptions, role guidelines, manager worksheets, and references. First utilized for NASA's Headquarters Directives Management process, the approach led to the invention of a concept called the Electronic Handbook (EHB). This EHB concept was successfully applied to NASA's Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) programs, among other NASA programs. Several Federal agencies showed interest in the concept, so Jacobs and his team visited these agencies to show them how their specific processes could be managed by the methodology, as well as to create mockup versions of the EHBs.

Use of ILTV Control Laws for LaNCETS Flight Research

NASA Technical Reports Server (NTRS)

Moua, Cheng

2010-01-01

A report discusses the Lift and Nozzle Change Effects on Tail Shock (LaNCETS) test to investigate the effects of lift distribution and nozzle-area ratio changes on tail shock strength of an F-15 aircraft. Specific research objectives are to obtain inflight shock strength for multiple combinations of nozzle-area ratio and lift distribution; compare results with preflight prediction tools; and update predictive tools with flight results. The objectives from a stability and control perspective are to ensure adequate aircraft stability for the changes in lift distribution and plume shape, and ensure manageable transient from engaging and disengaging the ILTV research control laws. In order to change the lift distribution and plume shape of the F-15 aircraft, a decade-old Inner Loop Thrust Vectoring (ILTV) research control law was used. Flight envelope expansion was performed for the test configuration and flight conditions prior to the probing test points. The approach for achieving the research objectives was to utilize the unique capabilities of NASA's NF-15B-837 aircraft to allow the adjustment of the nozzle-area ratio and/or canard positions by engaging the ILTV research control laws. The ILTV control laws provide the ability to add trim command biases to canard positions, nozzle area ratios, and thrust vectoring through the use of datasets. Datasets consist of programmed test inputs (PTIs) that define trims to change the nozzle-area ratio and/or canard positions. The trims are applied as increments to the normally commanded positions. A LaNCETS non-linear, six-degrees-of-freedom simulation capable of realtime pilot-in-the-loop, hardware-in-the-loop, and non-real-time batch support was developed and validated. Prior to first flight, extensive simulation analyses were performed to show adequate stability margins with the changes in lift distribution and plume shape. Additionally, engagement/disengagement transient analysis was also performed to show manageable transients.

Model-Based GN and C Simulation and Flight Software Development for Orion Missions beyond LEO

NASA Technical Reports Server (NTRS)

Odegard, Ryan; Milenkovic, Zoran; Henry, Joel; Buttacoli, Michael

2014-01-01

For Orion missions beyond low Earth orbit (LEO), the Guidance, Navigation, and Control (GN&C) system is being developed using a model-based approach for simulation and flight software. Lessons learned from the development of GN&C algorithms and flight software for the Orion Exploration Flight Test One (EFT-1) vehicle have been applied to the development of further capabilities for Orion GN&C beyond EFT-1. Continuing the use of a Model-Based Development (MBD) approach with the Matlab®/Simulink® tool suite, the process for GN&C development and analysis has been largely improved. Furthermore, a model-based simulation environment in Simulink, rather than an external C-based simulation, greatly eases the process for development of flight algorithms. The benefits seen by employing lessons learned from EFT-1 are described, as well as the approach for implementing additional MBD techniques. Also detailed are the key enablers for improvements to the MBD process, including enhanced configuration management techniques for model-based software systems, automated code and artifact generation, and automated testing and integration.

Air traffic management evaluation tool

NASA Technical Reports Server (NTRS)

Sridhar, Banavar (Inventor); Chatterji, Gano Broto (Inventor); Schipper, John F. (Inventor); Bilimoria, Karl D. (Inventor); Grabbe, Shon (Inventor); Sheth, Kapil S. (Inventor)

2012-01-01

Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry. The invention provides for aircraft dynamics effects, such as wind effects at each altitude, altitude changes, airspeed changes and aircraft turns to provide predictions of aircraft trajectory (and, optionally, aircraft fuel use). A second system provides several aviation applications using the first system. Several classes of potential incidents are analyzed and averted, by appropriate change en route of one or more parameters in the flight plan configuration, as provided by a conflict detection and resolution module and/or traffic flow management modules. These applications include conflict detection and resolution, miles-in trail or minutes-in-trail aircraft separation, flight arrival management, flight re-routing, weather prediction and analysis and interpolation of weather variables based upon sparse measurements. The invention combines these features to provide an aircraft monitoring system and an aircraft user system that interact and negotiate changes with each other.

Nectar resource limitation affects butterfly flight performance and metabolism differently in intensive and extensive agricultural landscapes.

PubMed

Lebeau, Julie; Wesselingh, Renate A; Van Dyck, Hans

2016-05-11

Flight is an essential biological ability of many insects, but is energetically costly. Environments under rapid human-induced change are characterized by habitat fragmentation and may impose constraints on the energy income budget of organisms. This may, in turn, affect locomotor performance and willingness to fly. We tested flight performance and metabolic rates in meadow brown butterflies (Maniola jurtina) of two contrasted agricultural landscapes: intensively managed, nectar-poor (IL) versus extensively managed, nectar-rich landscapes (EL). Young female adults were submitted to four nectar treatments (i.e. nectar quality and quantity) in outdoor flight cages. IL individuals had better flight capacities in a flight mill and had lower resting metabolic rates (RMR) than EL individuals, except under the severest treatment. Under this treatment, RMR increased in IL individuals, but decreased in EL individuals; flight performance was maintained by IL individuals, but dropped by a factor 2.5 in EL individuals. IL individuals had more canalized (i.e. less plastic) responses relative to the nectar treatments than EL individuals. Our results show significant intraspecific variation in the locomotor and metabolic response of a butterfly to different energy income regimes relative to the landscape of origin. Ecophysiological studies help to improve our mechanistic understanding of the eco-evolutionary impact of anthropogenic environments on rare and widespread species. © 2016 The Author(s).

Nectar resource limitation affects butterfly flight performance and metabolism differently in intensive and extensive agricultural landscapes

PubMed Central

Lebeau, Julie; Wesselingh, Renate A.; Van Dyck, Hans

2016-01-01

Flight is an essential biological ability of many insects, but is energetically costly. Environments under rapid human-induced change are characterized by habitat fragmentation and may impose constraints on the energy income budget of organisms. This may, in turn, affect locomotor performance and willingness to fly. We tested flight performance and metabolic rates in meadow brown butterflies (Maniola jurtina) of two contrasted agricultural landscapes: intensively managed, nectar-poor (IL) versus extensively managed, nectar-rich landscapes (EL). Young female adults were submitted to four nectar treatments (i.e. nectar quality and quantity) in outdoor flight cages. IL individuals had better flight capacities in a flight mill and had lower resting metabolic rates (RMR) than EL individuals, except under the severest treatment. Under this treatment, RMR increased in IL individuals, but decreased in EL individuals; flight performance was maintained by IL individuals, but dropped by a factor 2.5 in EL individuals. IL individuals had more canalized (i.e. less plastic) responses relative to the nectar treatments than EL individuals. Our results show significant intraspecific variation in the locomotor and metabolic response of a butterfly to different energy income regimes relative to the landscape of origin. Ecophysiological studies help to improve our mechanistic understanding of the eco-evolutionary impact of anthropogenic environments on rare and widespread species. PMID:27147100

NASA's Space Launch System: Momentum Builds Towards First Launch

NASA Technical Reports Server (NTRS)

May, Todd; Lyles, Garry

2014-01-01

NASA's Space Launch System (SLS) is gaining momentum programmatically and technically toward the first launch of a new exploration-class heavy lift launch vehicle for international exploration and science initiatives. The SLS comprises an architecture that begins with a vehicle capable of launching 70 metric tons (t) into low Earth orbit. Its first mission will be the launch of the Orion Multi-Purpose Crew Vehicle (MPCV) on its first autonomous flight beyond the Moon and back. SLS will also launch the first Orion crewed flight in 2021. SLS can evolve to a 130-t lift capability and serve as a baseline for numerous robotic and human missions ranging from a Mars sample return to delivering the first astronauts to explore another planet. Managed by NASA's Marshall Space Flight Center, the SLS Program formally transitioned from the formulation phase to implementation with the successful completion of the rigorous Key Decision Point C review in 2014. At KDP-C, the Agency Planning Management Council determines the readiness of a program to go to the next life-cycle phase and makes technical, cost, and schedule commitments to its external stakeholders. As a result, the Agency authorized the Program to move forward to Critical Design Review, scheduled for 2015, and a launch readiness date of November 2018. Every SLS element is currently in testing or test preparations. The Program shipped its first flight hardware in 2014 in preparation for Orion's Exploration Flight Test-1 (EFT-1) launch on a Delta IV Heavy rocket in December, a significant first step toward human journeys into deep space. Accomplishments during 2014 included manufacture of Core Stage test articles and preparations for qualification testing the Solid Rocket Boosters and the RS-25 Core Stage engines. SLS was conceived with the goals of safety, affordability, and sustainability, while also providing unprecedented capability for human exploration and scientific discovery beyond Earth orbit. In an environment of economic challenges, the nationwide SLS team continues to meet ambitious budget and schedule targets through the studied use of hardware, infrastructure, and workforce investments the United States has already made in the last half century, while selectively using new technologies for design, manufacturing, and testing, as well as streamlined management approaches that have increased decision velocity and reduced associated costs. This paper will summarize recent SLS Program technical accomplishments, as well as the challenges and opportunities ahead for the most powerful and capable launch vehicle in history.

M2-F1 in flight during low-speed car tow

NASA Technical Reports Server (NTRS)

1963-01-01

The M2-F1 shown in flight during a low-speed car tow runs across the lakebed. Such tests allowed about two minutes to test the vehicle's handling in flight. NASA Flight Research Center (later redesignated the Dryden Flight Research Center) personnel conducted as many as 8 to 14 ground-tow flights in a single day either to test the vehicle in preparation for air tows or to train pilots to fly the vehicle before they undertook air tows. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Theseus Take-off from Rogers Dry Lake

NASA Technical Reports Server (NTRS)

1996-01-01

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

KSC-2014-2962

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Members of the media listen as NASA Administrator Charlie Bolden marks the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, during a visit to the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Kennedy Director Bob Cabana. To his left are Cleon Lacefield, Lockheed Martin Orion Program manager, and Mark Geyer, NASA Orion Program manager. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. 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 from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

Wearable Technology

NASA Technical Reports Server (NTRS)

Watson, Amanda

2013-01-01

Wearable technology projects, to be useful, in the future, must be seamlessly integrated with the Flight Deck of the Future (F.F). The lab contains mockups of space vehicle cockpits, habitat living quarters, and workstations equipped with novel user interfaces. The Flight Deck of the Future is one element of the Integrated Power, Avionics, and Software (IPAS) facility, which, to a large extent, manages the F.F network and data systems. To date, integration with the Flight Deck of the Future has been limited by a lack of tools and understanding of the Flight Deck of the Future data handling systems. To remedy this problem it will be necessary to learn how data is managed in the Flight Deck of the Future and to develop tools or interfaces that enable easy integration of WEAR Lab and EV3 products into the Flight Deck of the Future mockups. This capability is critical to future prototype integration, evaluation, and demonstration. This will provide the ability for WEAR Lab products, EV3 human interface prototypes, and technologies from other JSC organizations to be evaluated and tested while in the Flight Deck of the Future. All WEAR Lab products must be integrated with the interface that will connect them to the Flight Deck of the Future. The WEAR Lab products will primarily be programmed in Arduino. Arduino will be used for the development of wearable controls and a tactile communication garment. Arduino will also be used in creating wearable methane detection and warning system.

Improving Flight Software Module Validation Efforts : a Modular, Extendable Testbed Software Framework

NASA Technical Reports Server (NTRS)

Lange, R. Connor

2012-01-01

Ever since Explorer-1, the United States' first Earth satellite, was developed and launched in 1958, JPL has developed many more spacecraft, including landers and orbiters. While these spacecraft vary greatly in their missions, capabilities,and destination, they all have something in common. All of the components of these spacecraft had to be comprehensively tested. While thorough testing is important to mitigate risk, it is also a very expensive and time consuming process. Thankfully,since virtually all of the software testing procedures for SMAP are computer controlled, these procedures can be automated. Most people testing SMAP flight software (FSW) would only need to write tests that exercise specific requirements and then check the filtered results to verify everything occurred as planned. This gives developers the ability to automatically launch tests on the testbed, distill the resulting logs into only the important information, generate validation documentation, and then deliver the documentation to management. With many of the steps in FSW testing automated, developers can use their limited time more effectively and can validate SMAP FSW modules quicker and test them more rigorously. As a result of the various benefits of automating much of the testing process, management is considering this automated tools use in future FSW validation efforts.

14 CFR Appendix E to Part 60 - Qualification Performance Standards for Quality Management Systems for Flight Simulation Training...

Code of Federal Regulations, 2010 CFR

2010-01-01

... Quality Management Systems for Flight Simulation Training Devices E Appendix E to Part 60 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRMEN FLIGHT SIMULATION...—Qualification Performance Standards for Quality Management Systems for Flight Simulation Training Devices Begin...

Design of a Multi-mode Flight Deck Decision Support System for Airborne Conflict Management

NASA Technical Reports Server (NTRS)

Barhydt, Richard; Krishnamurthy, Karthik

2004-01-01

NASA Langley has developed a multi-mode decision support system for pilots operating in a Distributed Air-Ground Traffic Management (DAG-TM) environment. An Autonomous Operations Planner (AOP) assists pilots in performing separation assurance functions, including conflict detection, prevention, and resolution. Ongoing AOP design has been based on a comprehensive human factors analysis and evaluation results from previous human-in-the-loop experiments with airline pilot test subjects. AOP considers complex flight mode interactions and provides flight guidance to pilots consistent with the current aircraft control state. Pilots communicate goals to AOP by setting system preferences and actively probing potential trajectories for conflicts. To minimize training requirements and improve operational use, AOP design leverages existing alerting philosophies, displays, and crew interfaces common on commercial aircraft. Future work will consider trajectory prediction uncertainties, integration with the TCAS collision avoidance system, and will incorporate enhancements based on an upcoming air-ground coordination experiment.

A study of two-phase flow in a reduced gravity environment

NASA Technical Reports Server (NTRS)

Hill, D.; Downing, Robert S.

1987-01-01

A test loop was designed and fabricated for observing and measuring pressure drops of two-phase flow in reduced gravity. The portable flow test loop was then tested aboard the NASA-JSC KC135 reduced gravity aircraft. The test loop employed the Sundstrand Two-Phase Thermal Management System (TPTMS) concept which was specially fitted with a clear two-phase return line and condenser cover for flow observation. A two-phase (liquid/vapor) mixture was produced by pumping nearly saturated liquid through an evaporator and adding heat via electric heaters. The quality of the two-phase flow was varied by changing the evaporator heat load. The test loop was operated on the ground before and after the KC135 flight tests to create a one-gravity data base. The ground testing included all the test points run during the reduced gravity testing. Two days of reduced gravity tests aboard the KC135 were performed. During the flight tests, reduced-gravity, one-gravity, and nearly two-gravity accelerations were experienced. Data was taken during the entire flight which provided flow regime and pressure drop data for the three operating conditions. The test results show that two-phase pressure drops and flow regimes can be accurately predicted in zero-gravity.

14 CFR Appendix E to Part 60 - Qualification Performance Standards for Quality Management Systems for Flight Simulation Training...

Code of Federal Regulations, 2011 CFR

2011-01-01

... conducted more frequently if warranted. End QPS Requirements Begin Information g. An example of a segment..., scheduling and conducting tests or inspections, functional preflight checks) but retain the responsibility... following: (a) A maintenance facility that provides suitable FSTD hardware and software tests and...

14 CFR Appendix E to Part 60 - Qualification Performance Standards for Quality Management Systems for Flight Simulation Training...

Code of Federal Regulations, 2013 CFR

2013-01-01

... conducted more frequently if warranted. End QPS Requirements Begin Information g. An example of a segment..., scheduling and conducting tests or inspections, functional preflight checks) but retain the responsibility... following: (a) A maintenance facility that provides suitable FSTD hardware and software tests and...

Two Phase Technology Development Initiatives

NASA Technical Reports Server (NTRS)

Didion, Jeffrey R.

1999-01-01

Three promising thermal technology development initiatives, vapor compression thermal control system, electronics cooling, and electrohydrodynamics applications are outlined herein. These technologies will provide thermal engineers with additional tools to meet the thermal challenges presented by increased power densities and reduced architectural options that will be available in future spacecraft. Goddard Space Flight Center and the University of Maryland are fabricating and testing a 'proto- flight' vapor compression based thermal control system for the Ultra Long Duration Balloon (ULDB) Program. The vapor compression system will be capable of transporting approximately 400 W of heat while providing a temperature lift of 60C. The system is constructed of 'commercial off-the-shelf' hardware that is modified to meet the unique environmental requirements of the ULDB. A demonstration flight is planned for 1999 or early 2000. Goddard Space Flight Center has embarked upon a multi-discipline effort to address a number of design issues regarding spacecraft electronics. The program addressed the high priority design issues concerning the total mass of standard spacecraft electronics enclosures and the impact of design changes on thermal performance. This presentation reviews the pertinent results of the Lightweight Electronics Enclosure Program. Electronics cooling is a growing challenge to thermal engineers due to increasing power densities and spacecraft architecture. The space-flight qualification program and preliminary results of thermal performance tests of copper-water heat pipes are presented. Electrohydrodynamics (EHD) is an emerging technology that uses the secondary forces that result from the application of an electric field to a flowing fluid to enhance heat transfer and manage fluid flow. A brief review of current EHD capabilities regarding heat transfer enhancement of commercial heat exchangers and capillary pumped loops is presented. Goddard Space Flight Center research efforts applying this technique to fluid management and fluid pumping are discussed.

Western Aeronautical Test Range

NASA Technical Reports Server (NTRS)

Sakahara, Robert D.

2008-01-01

NASA's Western Aeronautical Test Range (WATR) is a network of facilities used to support aeronautical research, science missions, exploration system concepts, and space operations. The WATR resides at NASA's Dryden Flight Research Center located at Edwards Air Force Base, California. The WATR is a part of NASA's Corporate Management of Aeronautical Facilities and funded by the Strategic Capability Asset Program (SCAP). It is managed by the Aeronautics Test Program (ATP) of the Aeronautics Research Mission Directorate (ARMD) to provide the right facility at the right time. NASA is a tenant on Edwards Air Force Base and has an agreement with the Air Force Flight Test Center to use the land and airspace controlled by the Department of Defense (DoD). The topics include: 1) The WATR supports a variety of vehicles; 2) Dryden shares airspace with the AFFTC; 3) Restricted airspace, corridors, and special use areas are available for experimental aircraft; 4) WATR Products and Services; 5) WATR Support Configuration; 6) Telemetry Tracking; 7) Time Space Positioning; 8) Video; 9) Voice Communication; 10) Mobile Operations Facilities; 11) Data Processing; 12) Mission Control Center; 13) Real-Time Data Analysis; and 14) Range Safety.

Automation of the space station core module power management and distribution system

NASA Technical Reports Server (NTRS)

Weeks, David J.

1988-01-01

Under the Advanced Development Program for Space Station, Marshall Space Flight Center has been developing advanced automation applications for the Power Management and Distribution (PMAD) system inside the Space Station modules for the past three years. The Space Station Module Power Management and Distribution System (SSM/PMAD) test bed features three artificial intelligence (AI) systems coupled with conventional automation software functioning in an autonomous or closed-loop fashion. The AI systems in the test bed include a baseline scheduler/dynamic rescheduler (LES), a load shedding management system (LPLMS), and a fault recovery and management expert system (FRAMES). This test bed will be part of the NASA Systems Autonomy Demonstration for 1990 featuring cooperating expert systems in various Space Station subsystem test beds. It is concluded that advanced automation technology involving AI approaches is sufficiently mature to begin applying the technology to current and planned spacecraft applications including the Space Station.

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.

Report to the administrator by the NASA Aerospace Safety Advisory Panel on the Skylab program. Volume 1: Summary report. [systems management evaluation and design analysis

NASA Technical Reports Server (NTRS)

1973-01-01

Contractor and NASA technical management for the development and manufacture of the Skylab modules is reviewed with emphasis on the following management controls: configuration and interface management; vendor control; and quality control of workmanship. A review of the modified two-stage Saturn V launch vehicle which focused on modifications to accommodate the Skylab payload; resolution of prior flight anomalies; and changes in personnel and management systems is presented along with an evaluation of the possible age-life and storage problems for the Saturn 1-B launch vehicle. The NASA program management's visibility and control of contractor operations, systems engineering and integration, the review process for the evaluation of design and flight hardware, and the planning process for mission operations are investigated. It is concluded that the technical management system for development and fabrication of the modules, spacecraft, and launch vehicles, the process of design and hardware acceptance reviews, and the risk assessment activities are satisfactory. It is indicated that checkout activity, integrated testing, and preparations for and execution of mission operation require management attention.

Feasibility of a Networked Air Traffic Infrastructure Validation Environment for Advanced NextGen Concepts

NASA Technical Reports Server (NTRS)

McCormack, Michael J.; Gibson, Alec K.; Dennis, Noah E.; Underwood, Matthew C.; Miller,Lana B.; Ballin, Mark G.

2013-01-01

Abstract-Next Generation Air Transportation System (NextGen) applications reliant upon aircraft data links such as Automatic Dependent Surveillance-Broadcast (ADS-B) offer a sweeping modernization of the National Airspace System (NAS), but the aviation stakeholder community has not yet established a positive business case for equipage and message content standards remain in flux. It is necessary to transition promising Air Traffic Management (ATM) Concepts of Operations (ConOps) from simulation environments to full-scale flight tests in order to validate user benefits and solidify message standards. However, flight tests are prohibitively expensive and message standards for Commercial-off-the-Shelf (COTS) systems cannot support many advanced ConOps. It is therefore proposed to simulate future aircraft surveillance and communications equipage and employ an existing commercial data link to exchange data during dedicated flight tests. This capability, referred to as the Networked Air Traffic Infrastructure Validation Environment (NATIVE), would emulate aircraft data links such as ADS-B using in-flight Internet and easily-installed test equipment. By utilizing low-cost equipment that is easy to install and certify for testing, advanced ATM ConOps can be validated, message content standards can be solidified, and new standards can be established through full-scale flight trials without necessary or expensive equipage or extensive flight test preparation. This paper presents results of a feasibility study of the NATIVE concept. To determine requirements, six NATIVE design configurations were developed for two NASA ConOps that rely on ADS-B. The performance characteristics of three existing in-flight Internet services were investigated to determine whether performance is adequate to support the concept. Next, a study of requisite hardware and software was conducted to examine whether and how the NATIVE concept might be realized. Finally, to determine a business case, economic factors were evaluated and a preliminary cost-benefit analysis was performed.

14 CFR 91.1067 - Initial and recurrent flight attendant crewmember testing requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... emergency; (d) Briefing of passengers; (e) Location and operation of portable fire extinguishers and other... person to move rapidly to an exit in an emergency as prescribed by the program manager's operations...

14 CFR 91.1067 - Initial and recurrent flight attendant crewmember testing requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... emergency; (d) Briefing of passengers; (e) Location and operation of portable fire extinguishers and other... person to move rapidly to an exit in an emergency as prescribed by the program manager's operations...

KSC-2015-1020

NASA Image and Video Library

2015-01-06

CAPE CANAVERAL, Fla. -- NASA Administrator Charlie Bolden, third from right, looked over the agency's Orion spacecraft this morning for the first time since it returned to Kennedy Space Center following the successful Orion flight test on Dec. 5. At far right is Jules Schneider, Lockheed Martin manager. Standing near Bolden is Paul Cooper, a Lockheed Martin manager. At far left is Kennedy Space Center Associate Director Kelvin Manning. Bearing the marks of a spacecraft that has returned to Earth through a searing plunge into the atmosphere, Orion is perched on a pedestal inside the Launch Abort System Facility at Kennedy where it is going through post-mission processing. Although the spacecraft Bolden looked over did not fly with a crew aboard during the flight test, Orion is designed to carry astronauts into deep space in the future setting NASA and the nation firmly on the journey to Mars. Photo credit: NASA/Cory Huston

KSC-2013-2882

NASA Image and Video Library

2013-06-20

CAPE CANAVERAL, Fla. – Representatives from the European Space Agency, or ESA, toured the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida. Pointing at thermal protection system tiles is Jules Schneider, Lockheed Martin senior manager. At right, in the blue suit, is Bernardo Patti, ESA manager of International Space Station Operations. Standing next to Patti is Nico Dettman, ESA Space Transportation Department director. 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. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

Space station dynamics, attitude control and momentum management

NASA Technical Reports Server (NTRS)

Sunkel, John W.; Singh, Ramen P.; Vengopal, Ravi

1989-01-01

The Space Station Attitude Control System software test-bed provides a rigorous environment for the design, development and functional verification of GN and C algorithms and software. The approach taken for the simulation of the vehicle dynamics and environmental models using a computationally efficient algorithm is discussed. The simulation includes capabilities for docking/berthing dynamics, prescribed motion dynamics associated with the Mobile Remote Manipulator System (MRMS) and microgravity disturbances. The vehicle dynamics module interfaces with the test-bed through the central Communicator facility which is in turn driven by the Station Control Simulator (SCS) Executive. The Communicator addresses issues such as the interface between the discrete flight software and the continuous vehicle dynamics, and multi-programming aspects such as the complex flow of control in real-time programs. Combined with the flight software and redundancy management modules, the facility provides a flexible, user-oriented simulation platform.

KSC-2014-4395

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. Also participating in the news conference are Bryan Austin, Lockheed Martin mission manager, center, and Jeremy Graeber, Orion Recovery Director in Ground Systems Development and Operations at Kennedy. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

KSC-2014-4393

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Jeremy Graeber, Orion Recovery Director in Ground Systems Development and Operations at Kennedy. Also participating in the news conference are Bryan Austin, Lockheed Martin mission manager, left, and Ron Fortson, United Launch Alliance director of Mission Management. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

A flight test design for studying airborne applications of air to ground duplex data link communications

NASA Technical Reports Server (NTRS)

Scanlon, Charles H.

1988-01-01

The Automatic En Route Air Traffic Control (AERA) and the Advanced Automated System (AAS) of the NAS plan, call for utilization of data links for such items as computer generated flight clearances, enroute minimum safe altitude warnings, sector probes, out of conformance check, automated flight services, and flow management of advisories. A major technical challenge remaining is the integration, flight testing, and validation of data link equipment and procedures in the aircraft cockpit. The flight test organizational chart, was designed to have the airplane side of data link experiments implemented in the NASA Langley Research Center (LaRC) experimental Boeing 737 airplane. This design would enable investigations into implementation of data link equipment and pilot interface, operations, and procedures. The illustrated ground system consists of a work station with links to a national weather database and a data link transceiver system. The data link transceiver system could be a Mode-S transponder, ACARS, AVSAT, or another type of radio system such as the military type HF data link. The airborne system was designed so that a data link transceiver, workstation, and touch panel could be interfaced with an input output processor to the aircraft system bus and thus have communications access to other digital airplane systems.

KSC-2014-2500

NASA Image and Video Library

2014-05-11

CAPE CANAVERAL, Fla. – San Diego Padres fans talk to Doug Lenhardt, Kennedy Space Center's Exploration Flight Test-1, or EFT-1, mission integration manager outside Petco Field in San Diego, California. NASA's Orion boilerplate test vehicle is on display. The boilerplate test vehicle is being prepared for an Exploration Flight Test-1, or EFT-1, pre-transportation test. The Ground Systems Development and Operations Program will run the test at the U.S. Naval Base San Diego to simulate retrieval and transportation procedures for Orion after it splashes down in the ocean and is retrieved for return to land and ground transportation back to Kennedy Space Center in Florida. 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/Kim Shiflett

Advanced Transport Operating System (ATOPS) Flight Management/Flight Controls (FM/FC) software description

NASA Technical Reports Server (NTRS)

Wolverton, David A.; Dickson, Richard W.; Clinedinst, Winston C.; Slominski, Christopher J.

1993-01-01

The flight software developed for the Flight Management/Flight Controls (FM/FC) MicroVAX computer used on the Transport Systems Research Vehicle for Advanced Transport Operating Systems (ATOPS) research is described. The FM/FC software computes navigation position estimates, guidance commands, and those commands issued to the control surfaces to direct the aircraft in flight. Various modes of flight are provided for, ranging from computer assisted manual modes to fully automatic modes including automatic landing. A high-level system overview as well as a description of each software module comprising the system is provided. Digital systems diagrams are included for each major flight control component and selected flight management functions.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

NASA Glenn Research Center Support of the ASRG Project

NASA Technical Reports Server (NTRS)

Wilson, Scott D.; Wong, Wayne A.

2014-01-01

A high efficiency radioisotope power system is being developed for long-duration NASA space science missions. The U.S. Department of Energy (DOE) managed a flight contract with Lockheed Martin Space Systems Company (LMSSC) to build Advanced Stirling Radioisotope Generators (ASRGs), with support from NASA Glenn Research Center (GRC). Sunpower Inc. held two parallel contracts to produce Advanced Stirling Convertors (ASCs), one with DOELockheed Martin to produce ASC-F flight units, and one with GRC for the production of ASC-E3 engineering unit pathfinders that are built to the flight design. In support of those contracts, GRC provided testing, materials expertise, government furnished equipment, inspections, and related data products to DOELockheed Martin and Sunpower. The technical support includes material evaluations, component tests, convertor characterization, and technology transfer. Material evaluations and component tests have been performed on various ASC components in order to assess potential life-limiting mechanisms and provide data for reliability models. Convertor level tests have been used to characterize performance under operating conditions that are representative of various mission conditions. Technology transfers enhanced contractor capabilities for specialized production processes and tests. Despite termination of flight ASRG contract, NASA continues to develop the high efficiency ASC conversion technology under the ASC-E3 contract. This paper describes key government furnished services performed for ASRG and future tests used to provide data for ongoing reliability assessments.

A Vehicle Management End-to-End Testing and Analysis Platform for Validation of Mission and Fault Management Algorithms to Reduce Risk for NASAs Space Launch System

NASA Technical Reports Server (NTRS)

Trevino, Luis; Johnson, Stephen B.; Patterson, Jonathan; Teare, David

2015-01-01

The engineering development of the National Aeronautics and Space Administration's (NASA) new Space Launch System (SLS) requires cross discipline teams with extensive knowledge of launch vehicle subsystems, information theory, and autonomous algorithms dealing with all operations from pre-launch through on orbit operations. The nominal and off-nominal characteristics of SLS's elements and subsystems must be understood and matched with the autonomous algorithm monitoring and mitigation capabilities for accurate control and response to abnormal conditions throughout all vehicle mission flight phases, including precipitating safing actions and crew aborts. This presents a large and complex systems engineering challenge, which is being addressed in part by focusing on the specific subsystems involved in the handling of off-nominal mission and fault tolerance with response management. Using traditional model-based system and software engineering design principles from the Unified Modeling Language (UML) and Systems Modeling Language (SysML), the Mission and Fault Management (M&FM) algorithms for the vehicle are crafted and vetted in Integrated Development Teams (IDTs) composed of multiple development disciplines such as Systems Engineering (SE), Flight Software (FSW), Safety and Mission Assurance (S&MA) and the major subsystems and vehicle elements such as Main Propulsion Systems (MPS), boosters, avionics, Guidance, Navigation, and Control (GNC), Thrust Vector Control (TVC), and liquid engines. These model-based algorithms and their development lifecycle from inception through FSW certification are an important focus of SLS's development effort to further ensure reliable detection and response to off-nominal vehicle states during all phases of vehicle operation from pre-launch through end of flight. To test and validate these M&FM algorithms a dedicated test-bed was developed for full Vehicle Management End-to-End Testing (VMET). For addressing fault management (FM) early in the development lifecycle for the SLS program, NASA formed the M&FM team as part of the Integrated Systems Health Management and Automation Branch under the Spacecraft Vehicle Systems Department at the Marshall Space Flight Center (MSFC). To support the development of the FM algorithms, the VMET developed by the M&FM team provides the ability to integrate the algorithms, perform test cases, and integrate vendor-supplied physics-based launch vehicle (LV) subsystem models. Additionally, the team has developed processes for implementing and validating the M&FM algorithms for concept validation and risk reduction. The flexibility of the VMET capabilities enables thorough testing of the M&FM algorithms by providing configurable suites of both nominal and off-nominal test cases to validate the developed algorithms utilizing actual subsystem models such as MPS, GNC, and others. One of the principal functions of VMET is to validate the M&FM algorithms and substantiate them with performance baselines for each of the target vehicle subsystems in an independent platform exterior to the flight software test and validation processes. In any software development process there is inherent risk in the interpretation and implementation of concepts from requirements and test cases into flight software compounded with potential human errors throughout the development and regression testing lifecycle. Risk reduction is addressed by the M&FM group but in particular by the Analysis Team working with other organizations such as S&MA, Structures and Environments, GNC, Orion, Crew Office, Flight Operations, and Ground Operations by assessing performance of the M&FM algorithms in terms of their ability to reduce Loss of Mission (LOM) and Loss of Crew (LOC) probabilities. In addition, through state machine and diagnostic modeling, analysis efforts investigate a broader suite of failure effects and associated detection and responses to be tested in VMET to ensure reliable failure detection, and confirm responses do not create additional risks or cause undesired states through interactive dynamic effects with other algorithms and systems. VMET further contributes to risk reduction by prototyping and exercising the M&FM algorithms early in their implementation and without any inherent hindrances such as meeting FSW processor scheduling constraints due to their target platform - the ARINC 6535-partitioned Operating System, resource limitations, and other factors related to integration with other subsystems not directly involved with M&FM such as telemetry packing and processing. The baseline plan for use of VMET encompasses testing the original M&FM algorithms coded in the same C++ language and state machine architectural concepts as that used by FSW. This enables the development of performance standards and test cases to characterize the M&FM algorithms and sets a benchmark from which to measure their effectiveness and performance in the exterior FSW development and test processes. This paper is outlined in a systematic fashion analogous to a lifecycle process flow for engineering development of algorithms into software and testing. Section I describes the NASA SLS M&FM context, presenting the current infrastructure, leading principles, methods, and participants. Section II defines the testing philosophy of the M&FM algorithms as related to VMET followed by section III, which presents the modeling methods of the algorithms to be tested and validated in VMET. Its details are then further presented in section IV followed by Section V presenting integration, test status, and state analysis. Finally, section VI addresses the summary and forward directions followed by the appendices presenting relevant information on terminology and documentation.

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.

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

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2010-01-01

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

Ares I-X Flight Test - On the Fast Track to the Future

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Robinson, Kimberly F.

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 send humans to the Moon and beyond. Personnel from the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. Ares I-X will be a suborbital development flight test that will 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 flights; and demonstrate the first stage recovery system. NASA also will modify the launch infrastructure and ground and mission operations. The Ares I-X Flight Test Vehicle (FTV) will incorporate flight and mockup hardware similar in mass and weight to the operational vehicle. It will be powered by a four-segment Solid Rocket Booster (SRB), which is currently in Shuttle inventory, and will include a fifth spacer segment and new forward structures to make the booster approximately the same size and weight as the five-segment SRB. The Ares I-X flight profile will closely approximate the flight conditions that the Ares I will experience through Mach 4.5, up to approximately130,OOO feet and through maximum dynamic pressure ("Max Q") of approximately 800 pounds per square foot. Data from the Ares I-X flight will support the Ares I Critical Design Review (CDR), scheduled for 2010. Work continues on Ares I-X design and hardware fabrication. All of the individual elements are undergoing CDRs, followed by an integrated vehicle CDR in March 2008. The various hardware elements are on schedule to begin deliveries to Kennedy Space Center (KSC) in early September 2008.

Skylab

NASA Image and Video Library

1970-01-01

This 1970 photograph shows the Rotating Litter Chair, a major component of Skylab's Human Vestibular Function experiment (M131). The experiment was a set of medical studies designed to determine the effect of long-duration space missions on astronauts' coordination abilities. The M131 experiment tested the astronauts susceptibility to motion sickness in the Skylab environment, acquired data fundamental to an understanding of the functions of human gravity reception under prolonged absence of gravity, and tested for changes in the sensitivity of the semicircular canals. Data from this experiment was collected before, during, and after flight. The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

The Hitchhiker's Guide to I&T

NASA Technical Reports Server (NTRS)

Wright, Michael R.

1999-01-01

With over two dozen missions since the first in 1986, the Hitchhiker project has a reputation for providing quick-reaction, low-cost flight services for Shuttle Small Payloads Project (SSPP) customers. Despite the successes, several potential improvements in customer payload integration and test (I&T) deserve consideration. This paper presents suggestions to Hitchhiker customers on how to help make the I&T process run smoother. Included are: customer requirements and interface definition, pre-integration test and evaluation, configuration management, I&T overview and planning, problem mitigation, and organizational communication. In this era of limited flight opportunities and new ISO-based requirements, issues such as these have become more important than ever.

A High Power Density Power System Electronics for NASA's Lunar Reconnaissance Orbiter

NASA Technical Reports Server (NTRS)

Hernandez-Pellerano, A.; Stone, R.; Travis, J.; Kercheval, B.; Alkire, G.; Ter-Minassian, V.

2009-01-01

A high power density, modular and state-of-the-art Power System Electronics (PSE) has been developed for the Lunar Reconnaissance Orbiter (LRO) mission. This paper addresses the hardware architecture and performance, the power handling capabilities, and the fabrication technology. The PSE was developed by NASA s Goddard Space Flight Center (GSFC) and is the central location for power handling and distribution of the LRO spacecraft. The PSE packaging design manages and distributes 2200W of solar array input power in a volume less than a cubic foot. The PSE architecture incorporates reliable standard internal and external communication buses, solid state circuit breakers and LiIon battery charge management. Although a single string design, the PSE achieves high reliability by elegantly implementing functional redundancy and internal fault detection and correction. The PSE has been environmentally tested and delivered to the LRO spacecraft for the flight Integration and Test. This modular design is scheduled to flight in early 2009 on board the LRO and Lunar Crater Observation and Sensing Satellite (LCROSS) spacecrafts and is the baseline architecture for future NASA missions such as Global Precipitation Measurement (GPM) and Magnetospheric MultiScale (MMS).

Proof-of-Concept of a Networked Validation Environment for Distributed Air/Ground NextGen Concepts

NASA Technical Reports Server (NTRS)

Grisham, James; Larson, Natalie; Nelson, Justin; Reed, Joshua; Suggs, Marvin; Underwood, Matthew; Papelis, Yiannis; Ballin, Mark G.

2013-01-01

The National Airspace System (NAS) must be improved to increase capacity, reduce flight delays, and minimize environmental impacts of air travel. NASA has been tasked with aiding the Federal Aviation Administration (FAA) in NAS modernization. Automatic Dependent Surveillance-Broadcast (ADS-B) is an enabling technology that is fundamental to realization of the Next Generation Air Transportation System (NextGen). Despite the 2020 FAA mandate requiring ADS-B Out equipage, airspace users are lacking incentives to equip with the requisite ADS-B avionics. A need exists to validate in flight tests advanced concepts of operation (ConOps) that rely on ADS-B and other data links without requiring costly equipage. A potential solution is presented in this paper. It is possible to emulate future data link capabilities using the existing in-flight Internet and reduced-cost test equipment. To establish proof-of-concept, a high-fidelity traffic operations simulation was modified to include a module that simulated Internet transmission of ADS-B messages. An advanced NASA ConOp, Flight Deck Interval Management (FIM), was used to evaluate technical feasibility. A preliminary assessment of the effects of latency and dropout rate on FIM was performed. Flight hardware that would be used by proposed test environment was connected to the simulation so that data transfer from aircraft systems to test equipment could be verified. The results indicate that the FIM ConOp, and therefore, many other advanced ConOps with equal or lesser response characteristics and data requirements, can be evaluated in flight using the proposed concept.

Space Shuttle Projects

NASA Image and Video Library

1978-05-01

This photograph shows a liquid oxygen tank for the Shuttle External Tank (ET) during a hydroelastic modal survey test at the Marshall Space Flight Center. The ET provides liquid hydrogen and liquid oxygen to the Shuttle's three main engines during the first 8.5 minutes of flight. At 154-feet long and more than 27-feet in diameter, the ET is the largest component of the Space Shuttle, the structural backbone of the entire Shuttle system, and is the only part of the vehicle that is not reusable. The ET is manufactured at the Michoud Assembly Facility near New Orleans, Louisiana, by the Martin Marietta Corporation under management of the Marshall Space Flight Center.

Airborne Precision Spacing: A Trajectory-based Approach to Improve Terminal Area Operations

NASA Technical Reports Server (NTRS)

Barmore, Bryan

2006-01-01

Airborne Precision Spacing has been developed by the National Aeronautics and Space Administration (NASA) over the past seven years as an attempt to benefit from the capabilities of the flight deck to precisely space their aircraft relative to another aircraft. This development has leveraged decades of work on improving terminal area operations, especially the arrival phase. With APS operations, the air traffic controller instructs the participating aircraft to achieve an assigned inter-arrival spacing interval at the runway threshold, relative to another aircraft. The flight crew then uses airborne automation to manage the aircraft s speed to achieve the goal. The spacing tool is designed to keep the speed within acceptable operational limits, promote system-wide stability, and meet the assigned goal. This reallocation of tasks with the controller issuing strategic goals and the flight crew managing the tactical achievement of those goals has been shown to be feasible through simulation and flight test. A precision of plus or minus 2-3 seconds is generally achievable. Simulations of long strings of arriving traffic show no signs of instabilities or compression waves. Subject pilots have rated the workload to be similar to current-day operations and eye-tracking data substantiate this result. This paper will present a high-level review of research results over the past seven years from a variety of tests and experiments. The results will focus on the precision and accuracy achievable, flow stability and some major sources of uncertainty. The paper also includes a summary of the flight crew s procedures and interface and a brief concept overview.

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.

Managing the Mars Science Laboratory Thermal Vacuum Test for Safety and Success

NASA Technical Reports Server (NTRS)

Evans, Jordan P.

2010-01-01

The Mars Science Laboratory is a NASA/JPL mission to send the next generation of rover to Mars. Originally slated for launch in 2009, development problems led to a delay in the project until the next launch opportunity in 2011. Amidst the delay process, the Launch/Cruise Solar Thermal Vacuum Test was undertaken as risk reduction for the project. With varying maturity and capabilities of the flight and ground systems, undertaking the test in a safe manner presented many challenges. This paper describes the technical and management challenges and the actions undertaken that led to the ultimate safe and successful execution of the test.

Flight manager and check-airman training

NASA Technical Reports Server (NTRS)

Carroll, J. E.

1980-01-01

An analysis of industry incidents, accidents, and related human factors research is given. The need to develop more effective resource management training for the flight deck crewmembers is discussed with specific emphasis on flight manager and check-airman training.

Linear Aerospike SR-71 Experiment (LASRE) dumps water after first in-flight cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

The NASA SR-71A successfully completed its first cold flow flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California on March 4, 1998. During a cold flow flight, gaseous helium and liquid nitrogen are cycled through the linear aerospike engine to check the engine's plumbing system for leaks and to check the engine operating characterisitics. Cold-flow tests must be accomplished successfully before firing the rocket engine experiment in flight. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards at 12:13 p.m. PST. 'I think all in all we had a good mission today,' Dryden LASRE Project Manager Dave Lux said. Flight crew member Bob Meyer agreed, saying the crew 'thought it was a really good flight.' Dryden Research Pilot Ed Schneider piloted the SR-71 during the mission. Lockheed Martin LASRE Project Manager Carl Meade added, 'We are extremely pleased with today's results. This will help pave the way for the first in-flight engine data-collection flight of the LASRE.' The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Design and analysis of advanced flight planning concepts

NASA Technical Reports Server (NTRS)

Sorensen, John A.

1987-01-01

The objectives of this continuing effort are to develop and evaluate new algorithms and advanced concepts for flight management and flight planning. This includes the minimization of fuel or direct operating costs, the integration of the airborne flight management and ground-based flight planning processes, and the enhancement of future traffic management systems design. Flight management (FMS) concepts are for on-board profile computation and steering of transport aircraft in the vertical plane between a city pair and along a given horizontal path. Flight planning (FPS) concepts are for the pre-flight ground based computation of the three-dimensional reference trajectory that connects the city pair and specifies the horizontal path, fuel load, and weather profiles for initializing the FMS. As part of these objectives, a new computer program called EFPLAN has been developed and utilized to study advanced flight planning concepts. EFPLAN represents an experimental version of an FPS. It has been developed to generate reference flight plans compatible as input to an FMS and to provide various options for flight planning research. This report describes EFPLAN and the associated research conducted in its development.

NASA program decisions using reliability analysis.

NASA Technical Reports Server (NTRS)

Steinberg, A.

1972-01-01

NASA made use of the analytical outputs of reliability people to make management decisions on the Apollo program. Such decisions affected the amount of the incentive fees, how much acceptance testing was necessary, how to optimize development testing, whether to approve engineering changes, and certification of flight readiness. Examples of such analysis are discussed and related to programmatic decisions.-

Moon and Mars gravity environment during parabolic flights: a new European approach to prepare for planetary exploration

NASA Astrophysics Data System (ADS)

Pletser, Vladimir; Clervoy, Jean-Fran; Gharib, Thierry; Gai, Frederic; Mora, Christophe; Rosier, Patrice

Aircraft parabolic flights provide repetitively up to 20 seconds of reduced gravity during ballis-tic flight manoeuvres. Parabolic flights are used to conduct short microgravity investigations in Physical and Life Sciences and in Technology, to test instrumentation prior to space flights and to train astronauts before a space mission. The European Space Agency (ESA) has organized since 1984 more than fifty parabolic flight campaigns for microgravity research experiments utilizing six different airplanes. More than 600 experiments were conducted spanning several fields in Physical Sciences and Life Sciences, namely Fluid Physics, Combustion Physics, Ma-terial Sciences, fundamental Physics and Technology tests, Human Physiology, cell and animal Biology, and technical tests of Life Sciences instrumentation. Since 1997, ESA uses the Airbus A300 'Zero G', the largest airplane in the world used for this type of experimental research flight and managed by the French company Novespace, a subsidiary of the French space agency CNES. From 2010 onwards, ESA and Novespace will offer the possibility of flying Martian and Moon parabolas during which reduced gravity levels equivalent to those on the Moon and Mars will be achieved repetitively for periods of more than 20 seconds. Scientists are invited to submit experiment proposals to be conducted at these partial gravity levels. This paper presents the technical capabilities of the Airbus A300 Zero-G aircraft used by ESA to support and conduct investigations at Moon-, Mars-and micro-gravity levels to prepare research and exploration during space flights and future planetary exploration missions. Some Physiology and Technology experiments performed during past ESA campaigns at 0, 1/6 an 1/3 g are presented to show the interest of this unique research tool for microgravity and partial gravity investigations.

14 CFR 91.1061 - Augmented flight crews.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Augmented flight crews. 91.1061 Section 91...) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional Ownership Operations Program Management § 91.1061 Augmented flight crews. (a) No program manager may assign any flight...

14 CFR 91.1061 - Augmented flight crews.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Augmented flight crews. 91.1061 Section 91...) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional Ownership Operations Program Management § 91.1061 Augmented flight crews. (a) No program manager may assign any flight...

Flight of the bumble bee: Buzzes predict pollination services.

PubMed

Miller-Struttmann, Nicole E; Heise, David; Schul, Johannes; Geib, Jennifer C; Galen, Candace

2017-01-01

Multiple interacting factors drive recent declines in wild and managed bees, threatening their pollination services. Widespread and intensive monitoring could lead to more effective management of wild and managed bees. However, tracking their dynamic populations is costly. We tested the effectiveness of an inexpensive, noninvasive and passive acoustic survey technique for monitoring bumble bee behavior and pollination services. First, we assessed the relationship between the first harmonic of the flight buzz (characteristic frequency) and pollinator functional traits that influence pollination success using flight cage experiments and a literature search. We analyzed passive acoustic survey data from three locations on Pennsylvania Mountain, Colorado to estimate bumble bee activity. We developed an algorithm based on Computational Auditory Scene Analysis that identified and quantified the number of buzzes recorded in each location. We then compared visual and acoustic estimates of bumble bee activity. Using pollinator exclusion experiments, we tested the power of buzz density to predict pollination services at the landscape scale for two bumble bee pollinated alpine forbs (Trifolium dasyphyllum and T. parryi). We found that the characteristic frequency was correlated with traits known to affect pollination efficacy, explaining 30-52% of variation in body size and tongue length. Buzz density was highly correlated with visual estimates of bumble bee density (r = 0.97), indicating that acoustic signals are predictive of bumble bee activity. Buzz density predicted seed set in two alpine forbs when bumble bees were permitted access to the flowers, but not when they were excluded from visiting. Our results indicate that acoustic signatures of flight can be deciphered to monitor bee activity and pollination services to bumble bee pollinated plants. We propose that applications of this technique could assist scientists and farmers in rapidly detecting and responding to bee population declines.

Flight of the bumble bee: Buzzes predict pollination services

PubMed Central

Heise, David; Schul, Johannes; Geib, Jennifer C.; Galen, Candace

2017-01-01

Multiple interacting factors drive recent declines in wild and managed bees, threatening their pollination services. Widespread and intensive monitoring could lead to more effective management of wild and managed bees. However, tracking their dynamic populations is costly. We tested the effectiveness of an inexpensive, noninvasive and passive acoustic survey technique for monitoring bumble bee behavior and pollination services. First, we assessed the relationship between the first harmonic of the flight buzz (characteristic frequency) and pollinator functional traits that influence pollination success using flight cage experiments and a literature search. We analyzed passive acoustic survey data from three locations on Pennsylvania Mountain, Colorado to estimate bumble bee activity. We developed an algorithm based on Computational Auditory Scene Analysis that identified and quantified the number of buzzes recorded in each location. We then compared visual and acoustic estimates of bumble bee activity. Using pollinator exclusion experiments, we tested the power of buzz density to predict pollination services at the landscape scale for two bumble bee pollinated alpine forbs (Trifolium dasyphyllum and T. parryi). We found that the characteristic frequency was correlated with traits known to affect pollination efficacy, explaining 30–52% of variation in body size and tongue length. Buzz density was highly correlated with visual estimates of bumble bee density (r = 0.97), indicating that acoustic signals are predictive of bumble bee activity. Buzz density predicted seed set in two alpine forbs when bumble bees were permitted access to the flowers, but not when they were excluded from visiting. Our results indicate that acoustic signatures of flight can be deciphered to monitor bee activity and pollination services to bumble bee pollinated plants. We propose that applications of this technique could assist scientists and farmers in rapidly detecting and responding to bee population declines. PMID:28591213

A Practical Approach to Starting Fission Surface Power Development

NASA Technical Reports Server (NTRS)

Mason, Lee S.

2006-01-01

The Prometheus Power and Propulsion Program has been reformulated to address NASA needs relative to lunar and Mars exploration. Emphasis has switched from the Jupiter Icy Moons Orbiter (JIMO) flight system development to more generalized technology development addressing Fission Surface Power (FSP) and Nuclear Thermal Propulsion (NTP). Current NASA budget priorities and the deferred mission need date for nuclear systems prohibit a fully funded reactor Flight Development Program. However, a modestly funded Advanced Technology Program can and should be conducted to reduce the risk and cost of future flight systems. A potential roadmap for FSP technology development leading to possible flight applications could include three elements: 1) Conceptual Design Studies, 2) Advanced Component Technology, and 3) Non-Nuclear System Testing. The Conceptual Design Studies would expand on recent NASA and DOE analyses while increasing the depth of study in areas of greatest uncertainty such as reactor integration and human-rated shielding. The Advanced Component Technology element would address the major technology risks through development and testing of reactor fuels, structural materials, primary loop components, shielding, power conversion, heat rejection, and power management and distribution (PMAD). The Non-Nuclear System Testing would provide a modular, technology testbed to investigate and resolve system integration issues.

Development of a PPT for the EO-1 Spacecraft

NASA Technical Reports Server (NTRS)

Benson, Scott W.; Arrington, Lynn A.; Hoskins, W. Andrew; Meckel, Nicole J.

2000-01-01

A Pulsed Plasma Thruster (PPT) has been developed for use in a technology demonstration flight experiment on the Earth Observing 1 (EO-1) New Millennium Program mission. The thruster replaces the spacecraft pitch axis momentum wheel for control and momentum management during an experiment of a minimum three-day duration. The EO-1 PPT configuration is a combination of new technology and design heritage from similar systems flown in the 1970's and 1980's. Acceptance testing of the protoflight unit has validated readiness for flight, and integration with the spacecraft, including initial combined testing, has been completed. The thruster provides a range of capability from 90 microN-sec impulse bit at 650 sec specific impulse for 12 W input power, through 860 microN-sec impulse bit at 1400 see specific impulse for 70 W input power. Development of this thruster reinitiates technology research and development and re-establishes an industry base for production of flight hardware. This paper reviews the EO-1 PPT development, including technology selection, design and fabrication, acceptance testing, and initial spacecraft integration and test.

Abort Flight Test Project Overview

NASA Technical Reports Server (NTRS)

Sitz, Joel

2007-01-01

A general overview of the Orion abort flight test is presented. The contents include: 1) Abort Flight Test Project Overview; 2) DFRC Exploration Mission Directorate; 3) Abort Flight Test; 4) Flight Test Configurations; 5) Flight Test Vehicle Engineering Office; 6) DFRC FTA Scope; 7) Flight Test Operations; 8) DFRC Ops Support; 9) Launch Facilities; and 10) Scope of Launch Abort Flight Test

Terminal configured vehicle program: Test facilities guide

NASA Technical Reports Server (NTRS)

1980-01-01

The terminal configured vehicle (TCV) program was established to conduct research and to develop and evaluate aircraft and flight management system technology concepts that will benefit conventional take off and landing operations in the terminal area. Emphasis is placed on the development of operating methods for the highly automated environment anticipated in the future. The program involves analyses, simulation, and flight experiments. Flight experiments are conducted using a modified Boeing 737 airplane equipped with highly flexible display and control equipment and an aft flight deck for research purposes. The experimental systems of the Boeing 737 are described including the flight control computer systems, the navigation/guidance system, the control and command panel, and the electronic display system. The ground based facilities used in the program are described including the visual motion simulator, the fixed base simulator, the verification and validation laboratory, and the radio frequency anechoic facility.

The SERTS-97 Rocket Experiment on Study Activity on the Sun: Flight 36.167-GS on 1997 November 18

NASA Technical Reports Server (NTRS)

Swartz, Marvin; Condor, Charles E.; Davila, Joseph M.; Haas, J. Patrick; Jordan, Stuart D.; Linard, David L.; Miko, Joseph J.; Nash, I. Carol; Novello, Joseph; Payne, Leslie J.;

45th Annual Targets, UAVs and Range Operations Symposium and Exhibition - Tools and Technologies for the Warfighter. Volume 1

DTIC Science & Technology

2007-10-30

Flight Test wmv format Joint Ground Robotics Program, Mr. Duane Gotvald, Deputy Project Manager , PEO GCS Robotic Systems Joint Program 1...Mr. Al Brown, TMO Deputy Director, PMITTS, PEO STRI 1. Targets Management Office wmv format Strength through Industry & Technology National...Ferguson, RCN, NDHQ 10:20AM DTRMC, OSD Strategic Plan Jerry Christensen, DOT&E 10:40 Target Management Initiative Ken McCormick, DOT&E 11:10AM

Left seat command or leadership flight, leadership training and research at North Central Airlines

NASA Technical Reports Server (NTRS)

Foster, G. C.; Garvey, M. C.

1980-01-01

The need for flight leadership training for flight deck crewmembers is addressed. A management grid is also described which provides a quantitative management language against which any number of management behaviors can be measured.

The First Flight Decision for New Human Spacecraft Vehicles - A General Approach

NASA Technical Reports Server (NTRS)

Schaible, Dawn M.; Sumrall, John Phillip

2011-01-01

Determining when it is safe to fly a crew on a launch vehicle/spacecraft for the first time, especially when the test flight is a part of the overall system certification process, has long been a challenge for program decision makers. The decision on first flight is ultimately the judgment of the program and agency management in conjunction with the design and operations team. To aid in this decision process, a NASA team undertook the task to develop a generic framework for evaluating whether any given program or commercial provider has sufficiently complete and balanced plans in place to allow crewmembers to safely fly on human spaceflight systems for the first time. It was the team s goal to establish a generic framework that could easily be applied to any new system, although the system design and intended mission would require specific assessment. Historical data shows that there are multiple approaches that have been successful in first flight with crew. These approaches have always been tailored to the specific system design, mission objectives, and launch environment. Because specific approaches may vary significantly between different system designs and situations, prescriptive instructions or thorough checklists cannot be provided ahead of time. There are, however, certain general approaches that should be applied in thinking through the decision for first flight. This paper addresses some of the most important factors to consider when developing a new system or evaluating an existing system for whether or not it is safe to fly humans to/from space. In the simplest terms, it is time to fly crew for the first time when it is safe to do so and the benefit of the crewed flight is greater than the residual risk. This is rarely a straight-forward decision. The paper describes the need for experience, sound judgment, close involvement of the technical and management teams, and established decision processes. In addition, the underlying level of confidence the manager has in making the decision will also be discussed. By applying the outlined thought processes and approaches to a specific design, test program and mission objectives, a project team will be better able to focus the debate and discussion on critical areas for consideration and added scrutiny -- allowing decision makers to adequately address the first crewed flight decision.

Virtual Satellite

NASA Technical Reports Server (NTRS)

Hammrs, Stephan R.

2008-01-01

Virtual Satellite (VirtualSat) is a computer program that creates an environment that facilitates the development, verification, and validation of flight software for a single spacecraft or for multiple spacecraft flying in formation. In this environment, enhanced functionality and autonomy of navigation, guidance, and control systems of a spacecraft are provided by a virtual satellite that is, a computational model that simulates the dynamic behavior of the spacecraft. Within this environment, it is possible to execute any associated software, the development of which could benefit from knowledge of, and possible interaction (typically, exchange of data) with, the virtual satellite. Examples of associated software include programs for simulating spacecraft power and thermal- management systems. This environment is independent of the flight hardware that will eventually host the flight software, making it possible to develop the software simultaneously with, or even before, the hardware is delivered. Optionally, by use of interfaces included in VirtualSat, hardware can be used instead of simulated. The flight software, coded in the C or C++ programming language, is compilable and loadable into VirtualSat without any special modifications. Thus, VirtualSat can serve as a relatively inexpensive software test-bed for development test, integration, and post-launch maintenance of spacecraft flight software.

Theseus Assembly Sequence #1

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Assembly Sequence #3

NASA Technical Reports Server (NTRS)

1996-01-01

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

Natural environment application for NASP-X-30 design and mission planning

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Hill, C. K.; Brown, S. C.; Batts, G. W.

1993-01-01

The NASA/MSFC Mission Analysis Program has recently been utilized in various National Aero-Space Plane (NASP) mission and operational planning scenarios. This paper focuses on presenting various atmospheric constraint statistics based on assumed NASP mission phases using established natural environment design, parametric, threshold values. Probabilities of no-go are calculated using atmospheric parameters such as temperature, humidity, density altitude, peak/steady-state winds, cloud cover/ceiling, thunderstorms, and precipitation. The program although developed to evaluate test or operational missions after flight constraints have been established, can provide valuable information in the design phase of the NASP X-30 program. Inputting the design values as flight constraints the Mission Analysis Program returns the probability of no-go, or launch delay, by hour by month. This output tells the X-30 program manager whether the design values are stringent enough to meet his required test flight schedules.

State Estimation of Main Rotor Flap and Lead-Lag Using Accelerometers and Laser Transducers on the RASCAL UH-60 Helicopter

NASA Technical Reports Server (NTRS)

Fletcher, Jay W.; Chen, Robert T. N.; Strasilla, Eric; Aiken, Edwin W. (Technical Monitor)

1995-01-01

Modern rotorcraft flight control system designs which promise to yield high vehicle response bandwidth and good gust rejection can benefit from the use of rotor-state feedbacks. The measurement of main rotor blade motions is also desirable to validate and improve rotorcraft simulation models, to identify high-order linear flight dynamics models, to provide rotor system health monitoring; during flight test, and to provide for correlation with acoustic measurements from wind tunnel and flight tests. However, few attempts have been made to instrument a flight vehicle in this manner, and no previous system has had the robustness and accuracy required for these diverse applications. A rotor blade motion measurement and estimation system has been developed by NASA and the U.S. Army for use on the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) helicopter. RASCAL is a UH-60 Blackhawk which is being modified at Ames Research Center in a phased development program for use in flight dynamics and controls, navigation, airspace management, and rotorcraft human factors research. The aircraft will feature a full-authority, digital, fly-by-wire research flight control system; a coupled ring laser gyro, differential GPS based navigation system; a stereoscopic color wide field of view helmet, mounted display; programmable panel mounted displays; and advanced navigation sensors. The rotor blade motion system is currently installed for data acquisition only, but will be integrated with the research flight control system when it is installed later this year.

KSC-2014-4761

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency leaders spoke to members of the news media about the successful Orion Flight Test. From left are: Bill Gerstenmaier, NASA associate administrator for Human Exploration and Operations, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, and NASA astronaut Rex Walheim. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

Ares I-X Flight Test--The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Robinson, Kimberly F.

2008-01-01

In less than one year, 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 send humans to the Moon and beyond. Personnel from the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for a 2009 launch. Ares I-X will be a suborbital development flight test that will 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 flights; and demonstrate the first stage recovery system. NASA also will modify the launch infrastructure and ground and mission operations. The Ares I-X Flight Test Vehicle (FTV) will incorporate flight and mockup hardware similar in mass and weight to the operational vehicle. It will be powered by a four-segment Solid Rocket Booster (SRB), which is currently in Shuttle inventory, and will include a fifth spacer segment and new forward structures to make the booster approximately the same size and weight as the five-segment SRB. The Ares I-X flight profile will closely approximate the flight conditions that the Ares I will experience through Mach 4.5, up to approximately 130,000 feet (39,600 meters (m)) and through maximum dynamic pressure ('Max Q') of approximately 800 pounds per square foot (38.3 kilopascals (kPa)). Data from the Ares I-X flight will support the Ares I Critical Design Review (CDR), scheduled for 2010. Work continues on Ares I-X design and hardware fabrication. All of the individual elements are undergoing CDRs, followed by a two-part integrated vehicle CDR in March and July 2008. The various hardware elements are on schedule to begin deliveries to Kennedy Space Center (KSC) in early September 2008. Ares I-X is the first step in the long journey to the Moon and farther destinations. This suborbital test will be NASA's first flight of a new human-rated launch vehicle in more than a generation. This promises to be an exciting time for NASA and the nation, as we reach for new goals in space exploration. A visual presentation is included.

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

NASA Technical Reports Server (NTRS)

Scholl, R. E. (Editor)

1979-01-01

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

Electrically Driven Thermal Management: Flight Validation, Experiment Development, Future Technologies

NASA Technical Reports Server (NTRS)

Didion, Jeffrey R.

2018-01-01

Electrically Driven Thermal Management is an active research and technology development initiative incorporating ISS technology flight demonstrations (STP-H5), development of Microgravity Science Glovebox (MSG) flight experiment, and laboratory-based investigations of electrically based thermal management techniques. The program targets integrated thermal management for future generations of RF electronics and power electronic devices. This presentation reviews four program elements: i.) results from the Electrohydrodynamic (EHD) Long Term Flight Demonstration launched in February 2017 ii.) development of the Electrically Driven Liquid Film Boiling Experiment iii.) two University based research efforts iv.) development of Oscillating Heat Pipe evaluation at Goddard Space Flight Center.

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.

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (0A148), volume 1

NASA Technical Reports Server (NTRS)

Hawthorne, P. J.

1976-01-01

Data obtained in wind tunnel tests are presented. The objectives of the tests were to: (1) obtain pressure distributions, forces and moments over the vehicle 5 Orbiter in the terminal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes. Testing was conducted over a Mach number range from 0.6 to 1.4 with Reynolds number variations from 4.57 million to 2.74 million per foot. Model angle-of-attack was varied from -4 to 16 degrees and angles of side slip ranged from -8 to 8 degrees.

Integrated System Health Management (ISHM) Technology Demonstration Project Final Report

NASA Technical Reports Server (NTRS)

Mackey, Ryan; Iverson, David; Pisanich, Greg; Toberman, Mike; Hicks, Ken

2006-01-01

Integrated System Health Management (ISHM) is an essential capability that will be required to enable upcoming explorations mission systems such as the Crew Exploration Vehicle (CEV) and Crew Launch Vehicle (CLV), as well as NASA aeronautics missions. However, the lack of flight experience and available test platforms have held back the infusion by NASA Ames Research Center (ARC) and the Jet Propulsion Laboratory (JPL) of ISHM technologies into future space and aeronautical missions. To address this problem, a pioneer project was conceived to use a high-performance aircraft as a low-cost proxy to develop, mature, and verify the effectiveness of candidate ISHM technologies. Given the similarities between spacecraft and aircraft, an F/A-18 currently stationed at Dryden Flight Research Center (DFRC) was chosen as a suitable host platform for the test bed. This report describes how the test bed was conceived, how the technologies were integrated on to the aircraft, and how these technologies were matured during the project. It also describes the lessons learned during the project and a forward path for continued work.

Plan for CELSS test bed project

NASA Technical Reports Server (NTRS)

Knott, W. M.

1986-01-01

The Closed Ecological Life Support Systems (CELSS) testbed project will achieve two major goals: It will develop the knowledge and technology needed to build and test biological or combined biological physiochemical regenerative life support systems. It will fabricate, test, and operate ground based facilities to accomplish proof-of-concent testing and evaluation leading to flight experimentation. The project will combine basic research and applied research/engineering to achieve a phased, integrated development of hardware, systems, and techniques for food and oxygen production, food processing, and waste processing in closed systems. The project will design, fabricate, and operate within three years a botanical production system scaled to a sufficient size to verify oxygen and nutrient load production (carbohydrates, fats, proteins) at a useable level. It will develop within five years a waste management system compatible with the botanical production system and a food processing system that converts available biomass into edible products. It will design, construct, and operate within ten years a ground based candidate CELSS that includes man as an active participant in the system. It will design a flight CELSS module within twelve years and construct and conduct initial flight tests within fifteen years.

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2014 CFR

2014-01-01

... proposed amendment. (2) The Flight Standards District Office that issued the program manager's management... presented, the Flight Standards District Office that issued the program manager's management specifications... Standards District Office that issued the program manager's management specifications issues an amendment of...

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2012 CFR

2012-01-01

... proposed amendment. (2) The Flight Standards District Office that issued the program manager's management... presented, the Flight Standards District Office that issued the program manager's management specifications... Standards District Office that issued the program manager's management specifications issues an amendment of...

Senator Doug Jones (D-AL) Tour of MSFC Facilities

NASA Image and Video Library

2018-02-22

Senator Doug Jones (D-AL.) and wife, Louise, tour Marshall Space Flight facilities. Steve Doering, manager, Stages Element, Space Launch System (SLS) program at MSFC, along with Senator and Mrs. Jones, viewed the MSFC campus from the top of test stand 4693.

Single-Pilot Workload Management in Entry-Level Jets

DTIC Science & Technology

2013-09-01

under Instrument Flight Rules ( IFR ) in a Cessna Citation Mustang ELJ level 5 flight training device at CAMI. Eight of the pilots were Mustang owner...Instrument Landing System IFR ............Instrument Flight Rules IMC ...........Instrument Meteorological Conditions ISA...pilots flew an experimental flight with two legs involving high workload management under Instrument Flight Rules ( IFR ) in a Cessna Citation Mustang

Orion L-1 Press Conference

NASA Image and Video Library

2014-12-03

In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer.

Vibroacoustic Payload Environment Prediction System (VAPEPS): VAPEPS management center remote access guide

NASA Technical Reports Server (NTRS)

Fernandez, J. P.; Mills, D.

1991-01-01

A Vibroacoustic Payload Environment Prediction System (VAPEPS) Management Center was established at the JPL. The center utilizes the VAPEPS software package to manage a data base of Space Shuttle and expendable launch vehicle payload flight and ground test data. Remote terminal access over telephone lines to the computer system, where the program resides, was established to provide the payload community a convenient means of querying the global VAPEPS data base. This guide describes the functions of the VAPEPS Management Center and contains instructions for utilizing the resources of the center.

KSC-2009-1505

NASA Image and Video Library

2009-02-03

CAPE CANAVERAL, Fla. – Mike Curie (left), with NASA Public Affairs, introduces NASA managers following their day-long Flight Readiness Review of space shuttle Discovery for the STS-119 mission. Next to Curie are (from left) William H. Gerstenmaier, associate administrator for Space Operations, John Shannon, Shuttle Program manager, Mike Suffredini, program manager for the International Space Station, and Mike Leinbach, shuttle launch director. NASA managers decided to plan a launch no earlier than Feb. 19, pending additional analysis and particle impact testing associated with a flow control valve in the shuttle's main engine system. Photo credit: NASA/Cory Huston

Study on Spacelab software development and integration concepts

NASA Technical Reports Server (NTRS)

1974-01-01

A study was conducted to define the complexity and magnitude of the Spacelab software challenge. The study was based on current Spacelab program concepts, anticipated flight schedules, and ground operation plans. The study was primarily directed toward identifying and solving problems related to the experiment flight application and tests and checkout software executing in the Spacelab onboard command and data management subsystem (CDMS) computers and electrical ground support equipment (EGSE). The study provides a conceptual base from which it is possible to proceed into the development phase of the Software Test and Integration Laboratory (STIL) and establishes guidelines for the definition of standards which will ensure that the total Spacelab software is understood prior to entering development.

KSC-04PD-2677

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. Before a road test of the Crawler Transporter, United Space Alliance Vice President, Associate Program Manager of Florida Operations, Bill Pickavance (in front), look at the controls of the cab. The Crawler Transporter that will move Space Shuttle Discovery to the launch pad for Return to Flight is taking its first road test following the replacement of all its shoes. The crawlers have 456 shoes, 57 per belt (8 belts in all). Each shoe weighs 2,200 pounds. Cracks appeared in the shoes in recent years, spurring a need for replacement. The new manufacturer, in Duluth, Minn., has improved the design for a safe Return to Flight and use through the balance of the Space Shuttle Program.

KSC-2014-4392

NASA Image and Video Library

2014-11-06

CAPE CANAVERAL, Fla. – In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Bryan Austin, Lockheed Martin mission manager. 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 flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

Advanced Concept

NASA Image and Video Library

2000-06-22

The photograph depicts the X-37 neutral buoyancy simulator mockup at Dryden Flight Research Center. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. Its experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliabiltiy, while reducing launch costs from $10,000 per pound to $1000 per pound. Managed by Marshall Space Flight Center and built by the boeing Company, the X-37 is scheduled to fly two orbital missions in 2002/2003 to test the reusable launch vehicle technologies.

Integrated testing and verification system for research flight software design document

NASA Technical Reports Server (NTRS)

Taylor, R. N.; Merilatt, R. L.; Osterweil, L. J.

1979-01-01

The NASA Langley Research Center is developing the MUST (Multipurpose User-oriented Software Technology) program to cut the cost of producing research flight software through a system of software support tools. The HAL/S language is the primary subject of the design. Boeing Computer Services Company (BCS) has designed an integrated verification and testing capability as part of MUST. Documentation, verification and test options are provided with special attention on real time, multiprocessing issues. The needs of the entire software production cycle have been considered, with effective management and reduced lifecycle costs as foremost goals. Capabilities have been included in the design for static detection of data flow anomalies involving communicating concurrent processes. Some types of ill formed process synchronization and deadlock also are detected statically.

NASA IN-STEP Cryo System Experiment flight test

NASA Astrophysics Data System (ADS)

Russo, S. C.; Sugimura, R. S.

The Cryo System Experiment (CSE), a NASA In-Space Technology Experiments Program (IN-STEP) flight experiment, was flown on Space Shuttle Discovery (STS 63) in February 1995. The experiment was developed by Hughes Aircraft Company to validate in zero- g space a 65 K cryogenic system for focal planes, optics, instruments or other equipment (gamma-ray spectrometers and infrared and submillimetre imaging instruments) that requires continuous cryogenic cooling. The CSE is funded by the NASA Office of Advanced Concepts and Technology's IN-STEP and managed by the Jet Propulsion Laboratory (JPL). The overall goal of the CSE was to validate and characterize the on-orbit performance of the two thermal management technologies that comprise a hybrid cryogenic system. These thermal management technologies consist of (1) a second-generation long-life, low-vibration, Stirling-cycle 65 K cryocooler that was used to cool a simulated thermal energy storage device (TRP) and (2) a diode oxygen heat pipe thermal switch that enables physical separation between a cryogenic refrigerator and a TRP. All CSE experiment objectives and 100% of the experiment success criteria were achieved. The level of confidence provided by this flight experiment is an important NASA and Department of Defense (DoD) milestone prior to multi-year mission commitment. Presented are generic lessons learned from the system integration of cryocoolers for a flight experiment and the recorded zero- g performance of the Stirling cryocooler and the diode oxygen heat pipe.

AN overview of the FLYSAFE datalink solution for the exchange of weather information: supporting aircrew decision making processes.

NASA Astrophysics Data System (ADS)

Mirza, A.; Drouin, A.

2009-09-01

FLYSAFE is an Integrated Project of the 6th framework of the European Commission with the aim to improve flight safety through the development of an avionics solution the Next Generation Integrated Surveillance System (NGISS), which is supported by a ground based network of Weather Information Management Systems (WIMS) and access points in the form of the Ground Weather Processor (GWP). The NGISS provides information to the flight crew on the three major external hazards for aviation: weather, air traffic and terrain. The NGISS has the capability of displaying data about all three hazards on a single display screen, facilitating rapid appreciation of the situation by the flight crew. Weather Information Management Systems (WIMS) were developed to provide the NGISS and the flight crew with weather related information on in-flight icing, thunderstorms and clear-air turbulence. These products are generated on the ground from observations and model forecasts. WIMS will supply relevant information on three different scales: global, regional and local (over airport Terminal Manoeuvring Area). The Ground Weather Processor is a client-server architecture that utilises open source components, which include a geospatial database and web feature services. The GWP stores Weather Objects generated by the WIMS. An aviation user can retrieve on-demand all Weather Objects that intersect the volume of space that is of interest to them. The Weather Objects are fused with in-situ observation data and can be used by the flight management system to propose a route to avoid the hazard. In addition they can be used to display the current hazardous weather to the Flight Crew thereby raising their awareness. Within the FLYSAFE program, around 120 hours of flight trials were performed during February 2008 and August 2008. Two aircraft were involved each with separate objectives: - to assess FLYSAFE's innovative solutions for the data-link, on-board data-fusion and data-display and data-updates during flight; - to evaluate the new weather information management systems (in-flight icing and thunderstorms) using in-situ measurements recorded on-board the test aircraft. In this presentation we will focus on the data link solution to uplink the Weather Objects to the NGISS. As part of the solution, a brief description is given on how grid data created by the WIMS are transformed to Weather Objects; which describe the weather hazard and are formatted using the Geospatial Mark-up Language.

Cryogenic fluid management program flight concept definition

NASA Technical Reports Server (NTRS)

Kroeger, Erich

1987-01-01

The Lewis Research Center's cryogenic fluid management program flight concept definition is presented in viewgraph form. Diagrams are given of the cryogenic fluid management subpallet and its configuration with the Delta launch vehicle. Information is given in outline form on feasibility studies, requirements definition, and flight experiments design.

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2013 CFR

2013-01-01

... management specifications, the following procedure applies: (1) The Flight Standards District Office that... filed within 30 days, the procedures of paragraph (c) of this section apply. (e) If the Flight Standards... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional...

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... management specifications, the following procedure applies: (1) The Flight Standards District Office that... filed within 30 days, the procedures of paragraph (c) of this section apply. (e) If the Flight Standards... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional...

A knowledge-based flight status monitor for real-time application in digital avionics systems

NASA Technical Reports Server (NTRS)

Duke, E. L.; Disbrow, J. D.; Butler, G. F.

1989-01-01

The Dryden Flight Research Facility of the National Aeronautics and Space Administration (NASA) Ames Research Center (Ames-Dryden) is the principal NASA facility for the flight testing and evaluation of new and complex avionics systems. To aid in the interpretation of system health and status data, a knowledge-based flight status monitor was designed. The monitor was designed to use fault indicators from the onboard system which are telemetered to the ground and processed by a rule-based model of the aircraft failure management system to give timely advice and recommendations in the mission control room. One of the important constraints on the flight status monitor is the need to operate in real time, and to pursue this aspect, a joint research activity between NASA Ames-Dryden and the Royal Aerospace Establishment (RAE) on real-time knowledge-based systems was established. Under this agreement, the original LISP knowledge base for the flight status monitor was reimplemented using the intelligent knowledge-based system toolkit, MUSE, which was developed under RAE sponsorship. Details of the flight status monitor and the MUSE implementation are presented.

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Logistics Operations Management Center: Maintenance Support Baseline (LOMC-MSB)

NASA Technical Reports Server (NTRS)

Kurrus, R.; Stump, F.

1995-01-01

The Logistics Operations Management Center Maintenance Support Baseline is defined. A historical record of systems, applied to and deleted from, designs in support of future management and/or technical analysis is provided. All Flight elements, Ground Support Equipment, Facility Systems and Equipment and Test Support Equipment for which LOMC has responsibilities at Kennedy Space Center and other locations are listed. International Space Station Alpha Program documentation is supplemented. The responsibility of the Space Station Launch Site Support Office is established.

Flight Crew Responses to the Interval Management Alternative Clearances (IMAC) Experiment

NASA Technical Reports Server (NTRS)

Baxley, Brian T.; Wilson, Sara R.; Swieringa, Kurt A.; Roper, Roy D.

2016-01-01

Interval Management Alternative Clearances (IMAC) was a human-in-the-loop simulation experiment conducted to explore the efficacy and acceptability of three IM operations: CAPTURE, CROSS, and MAINTAIN. Two weeks of data collection were conducted, with each week using twelve subject pilots and four subject controllers flying ten high-density arrival scenarios into the Denver International Airport. Overall, both the IM operations and procedures were rated very favorably by the flight crew in terms of acceptability, workload, and pilot head down time. However, several critical issues were identified requiring resolution prior to real-world implementation, including the high frequency of IM speed commands, IM speed commands requiring changes to aircraft configuration, and ambiguous IM cockpit displays that did not trigger the intended pilot reaction. The results from this experiment will be used to prepare for a flight test in 2017, and to support the development of an advanced IM concept of operations by the FAA (Federal Aviation Agency) and aviation industry.

Component-Level Electronic-Assembly Repair (CLEAR) System Architecture

NASA Technical Reports Server (NTRS)

Oeftering, Richard C.; Bradish, Martin A.; Juergens, Jeffrey R.; Lewis, Michael J.; Vrnak, Daniel R.

2011-01-01

This document captures the system architecture for a Component-Level Electronic-Assembly Repair (CLEAR) capability needed for electronics maintenance and repair of the Constellation Program (CxP). CLEAR is intended to improve flight system supportability and reduce the mass of spares required to maintain the electronics of human rated spacecraft on long duration missions. By necessity it allows the crew to make repairs that would otherwise be performed by Earth based repair depots. Because of practical knowledge and skill limitations of small spaceflight crews they must be augmented by Earth based support crews and automated repair equipment. This system architecture covers the complete system from ground-user to flight hardware and flight crew and defines an Earth segment and a Space segment. The Earth Segment involves database management, operational planning, and remote equipment programming and validation processes. The Space Segment involves the automated diagnostic, test and repair equipment required for a complete repair process. This document defines three major subsystems including, tele-operations that links the flight hardware to ground support, highly reconfigurable diagnostics and test instruments, and a CLEAR Repair Apparatus that automates the physical repair process.

Solid Rocket Booster (SRB) Flight System Integration at Its Best

NASA Technical Reports Server (NTRS)

Wood, T. David; Kanner, Howard S.; Freeland, Donna M.; Olson, Derek T.

2011-01-01

The Solid Rocket Booster (SRB) element integrates all the subsystems needed for ascent flight, entry, and recovery of the combined Booster and Motor system. These include the structures, avionics, thrust vector control, pyrotechnic, range safety, deceleration, thermal protection, and retrieval systems. This represents the only human-rated, recoverable and refurbishable solid rocket ever developed and flown. Challenges included subsystem integration, thermal environments and severe loads (including water impact), sometimes resulting in hardware attrition. Several of the subsystems evolved during the program through design changes. These included the thermal protection system, range safety system, parachute/recovery system, and others. Because the system was recovered, the SRB was ideal for data and imagery acquisition, which proved essential for understanding loads, environments and system response. The three main parachutes that lower the SRBs to the ocean are the largest parachutes ever designed, and the SRBs are the largest structures ever to be lowered by parachutes. SRB recovery from the ocean was a unique process and represented a significant operational challenge; requiring personnel, facilities, transportation, and ground support equipment. The SRB element achieved reliability via extensive system testing and checkout, redundancy management, and a thorough postflight assessment process. However, the in-flight data and postflight assessment process revealed the hardware was affected much more strongly than originally anticipated. Assembly and integration of the booster subsystems required acceptance testing of reused hardware components for each build. Extensive testing was done to assure hardware functionality at each level of stage integration. Because the booster element is recoverable, subsystems were available for inspection and testing postflight, unique to the Shuttle launch vehicle. Problems were noted and corrective actions were implemented as needed. The postflight assessment process was quite detailed and a significant portion of flight operations. The SRBs provided fully redundant critical systems including thrust vector control, mission critical pyrotechnics, avionics, and parachute recovery system. The design intent was to lift off with full redundancy. On occasion, the redundancy management scheme was needed during flight operations. This paper describes some of the design challenges and technical issues, how the design evolved with time, and key areas where hardware reusability contributed to improved system level understanding.

FLYSAFE, nowcasting of in flight icing supporting aircrew decision making process

NASA Astrophysics Data System (ADS)

Drouin, A.; Le Bot, C.

2009-09-01

FLYSAFE is an Integrated Project of the 6th framework of the European Commission with the aim to improve flight safety through the development of a Next Generation Integrated Surveillance System (NGISS). The NGISS provides information to the flight crew on the three major external hazards for aviation: weather, air traffic and terrain. The NGISS has the capability of displaying data about all three hazards on a single display screen, facilitating rapid pilot appreciation of the situation by the flight crew. Weather Information Management Systems (WIMS) were developed to provide the NGISS and the flight crew with weather related information on in-flight icing, thunderstorms, wake-vortex and clear-air turbulence. These products are generated on the ground from observations and model forecasts. WIMS supply relevant information on three different scales: global, regional and local (over airport Terminal Manoeuvring Area). Within the flysafe program, around 120 hours of flight trials were performed during February 2008 and August 2008. Two aircraft were involved each with separate objectives : - to assess FLYSAFE's innovative solutions for the data-link, on-board data fusion, data-display, and data-updates during flight; - to evaluate the new weather information management systems (in flight icing and thunderstorms) using in-situ measurements recorded on board the test aircraft. In this presentation we will focus on the in-flight icing nowcasting system developed at Météo France in the framework of FLYSAFE: the local ICE WIMS. The local ICE WIMS is based on data fusion. The most relevant information for icing detection is extracted from the numerical weather prediction model, the infra-red and visible satellite imagery and the ground weather radar reflectivities. After a presentation of the local ICE WIMS, we detail the evaluation of the local ICE WIMS performed using the winter and summer flight trial data.

Pan American World Airways flight training: A new direction. Flight operations resource management

NASA Technical Reports Server (NTRS)

Butler, Roy

1987-01-01

The Pan Am Flight Training Department shares the experiences it is having in its attempt to integrate cockpit resource management philosophies into its training programs. A slide-tape presentation on Pan Am's new direction in flight training is presented and briefly discussed.

Incorporating Data Link Features into a Multi-Function Display to Support Self-Separation and Spacing Tasks for General Aviation Pilots

NASA Technical Reports Server (NTRS)

Adams, Catherine A.; Murdoch, Jennifer L.; Consiglio, Maria C.; WIlliams, Daniel M.

2005-01-01

One objective of the Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) project is to increase the capacity and utilization of small non-towered, non-radar equipped airports by transferring traffic management activities to an automated Airport Management Module (AMM) and separation responsibilities to general aviation (GA) pilots. Implementation of this concept required the development of a research Multi-Function Display (MFD) to support the interactive communications between pilots and the AMM. The interface also had to accommodate traffic awareness, self-separation, and spacing tasks through dynamic messaging and symbology for flight path conformance and conflict detection and alerting (CDA). The display served as the mechanism to support the examination of the viability of executing instrument operations designed for SATS designated airports. Results of simulation and flight experiments conducted at the National Aeronautics and Space Administration's (NASA) Langley Research Center indicate that the concept, as facilitated by the research MFD, did not increase pilots subjective workload levels or reduce their situation awareness (SA). Post-test usability assessments revealed that pilots preferred using the enhanced MFD to execute flight procedures, reporting improved SA over conventional instrument flight rules (IFR) procedures.

Fluid handling 2: Surgical applications

NASA Technical Reports Server (NTRS)

Billica, Roger; Young, John; Rushing, Doug; Kizzee, Victor D.

1991-01-01

The methods proposed for managing fluids and particulate debris during minor surgery on Space Station Freedom (SSF) were investigated and demonstrated. A KC-135 parabolic flight test was performed, in which the flight followed the standard 40 parabola profile with 20 to 25 seconds in near-zero gravity in each parabola. The equipment (suction and laminar flow device) was evaluated. While this equipment performed satisfactorily previously in the dental simulation, the purpose of the current flight was to reconfigure the equipment in support of a minor surgical situation in order to evaluate its efficacy and establish clear requirements for the actual flight hardware. To accomplish the study the Health Maintenance Facility medical restraint system was deployed as for surgical use and mannequin suture arm was restrained to its surface. The surgical area was established as for performing minor surgery with standard tray and suture instruments employed.

KSC-2014-4762

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency leaders spoke to members of the news media about the successful Orion Flight Test. From left are: Rachel Kraft, of NASA Public Affairs, Bill Gerstenmaier, NASA associate administrator for Human Exploration and Operations, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, and NASA astronaut Rex Walheim. For more information, visit www.nasa.gov/orion Photo credit: NASA/Kim Shiflett

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (OH/48)

NASA Technical Reports Server (NTRS)

Hawthorne, P. J.

1976-01-01

Data obtained in a wind tunnel test were examined to: (1) obtain pressure distributions, forces and moments over the vehicle 5 Orbiter in the terminal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes. Testing was conducted over a Mach number range from 0.6 to 1.4 with Reynolds number variations from 7.57 x 1 million to 2.74 x 1 million per foot. Model angle of attack was varied from -4 to 16 degrees and angles of sideslip ranged from -8 to 8 degrees.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

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

Materials And Processes Technical Information System (MAPTIS) LDEF materials database

NASA Technical Reports Server (NTRS)

Davis, John M.; Strickland, John W.

1992-01-01

The Materials and Processes Technical Information System (MAPTIS) is a collection of materials data which was computerized and is available to engineers in the aerospace community involved in the design and development of spacecraft and related hardware. Consisting of various database segments, MAPTIS provides the user with information such as material properties, test data derived from tests specifically conducted for qualification of materials for use in space, verification and control, project management, material information, and various administrative requirements. A recent addition to the project management segment consists of materials data derived from the LDEF flight. This tremendous quantity of data consists of both pre-flight and post-flight data in such diverse areas as optical/thermal, mechanical and electrical properties, atomic concentration surface analysis data, as well as general data such as sample placement on the satellite, A-O flux, equivalent sun hours, etc. Each data point is referenced to the primary investigator(s) and the published paper from which the data was taken. The MAPTIS system is envisioned to become the central location for all LDEF materials data. This paper consists of multiple parts, comprising a general overview of the MAPTIS System and the types of data contained within, and the specific LDEF data element and the data contained in that segment.

A predictive model of flight crew performance in automated air traffic control and flight management operations

DOT National Transportation Integrated Search

1995-01-01

Prepared ca. 1995. This paper describes Air-MIDAS, a model of pilot performance in interaction with varied levels of automation in flight management operations. The model was used to predict the performance of a two person flight crew responding to c...

Airborne Management of Traffic Conflicts in Descent With Arrival Constraints

NASA Technical Reports Server (NTRS)

Doble, Nathan A.; Barhydt, Richard; Krishnamurthy, Karthik

2005-01-01

NASA is studying far-term air traffic management concepts that may increase operational efficiency through a redistribution of decisionmaking authority among airborne and ground-based elements of the air transportation system. One component of this research, En Route Free Maneuvering, allows trained pilots of equipped autonomous aircraft to assume responsibility for traffic separation. Ground-based air traffic controllers would continue to separate traffic unequipped for autonomous operations and would issue flow management constraints to all aircraft. To evaluate En Route Free Maneuvering operations, a human-in-the-loop experiment was jointly conducted by the NASA Ames and Langley Research Centers. In this experiment, test subject pilots used desktop flight simulators to resolve conflicts in cruise and descent, and to adhere to air traffic flow constraints issued by test subject controllers. Simulators at NASA Langley were equipped with a prototype Autonomous Operations Planner (AOP) flight deck toolset to assist pilots with conflict management and constraint compliance tasks. Results from the experiment are presented, focusing specifically on operations during the initial descent into the terminal area. Airborne conflict resolution performance in descent, conformance to traffic flow management constraints, and the effects of conflicting traffic on constraint conformance are all presented. Subjective data from subject pilots are also presented, showing perceived levels of workload, safety, and acceptability of autonomous arrival operations. Finally, potential AOP functionality enhancements are discussed along with suggestions to improve arrival procedures.

Society of Flight Test Engineers, Annual Symposium, 21st, Garden Grove, CA, Aug. 6-10, 1990, Proceedings

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

Not Available

1990-01-01

The present conference on flight testing encompasses avionics, flight-testing programs, technologies for flight-test predictions and measurements, testing tools, analysis methods, targeting techniques, and flightline testing. Specific issues addressed include flight testing of a digital terrain-following system, a digital Doppler rate-of-descent indicator, a high-technology testbed, a low-altitude air-refueling flight-test program, techniques for in-flight frequency-response testing for helicopters, limit-cycle oscillation and flight-flutter testing, and the research flight test of a scaled unmanned air vehicle. Also addressed are AV-8B V/STOL performance analysis, incorporating pilot-response time in failure-case testing, the development of pitot static flightline testing, targeting techniques for ground-based hover testing, a low-profilemore » microsensor for aerodynamic pressure measurement, and the use of a variable-capacitance accelerometer for flight-test measurements.« less

Technology Maturation in Preparation for the Cryogenic Propellant Storage and Transfer (CPST) Technology Demonstration Mission (TDM)

NASA Technical Reports Server (NTRS)

Meyer, Michael L.; Doherty, Michael P.; Moder, Jeffrey P.

2014-01-01

In support of its goal to find an innovative path for human space exploration, NASA embarked on the Cryogenic Propellant Storage and Transfer (CPST) Project, a Technology Demonstration Mission (TDM) to test and validate key cryogenic capabilities and technologies required for future exploration elements, opening up the architecture for large in-space cryogenic propulsion stages and propellant depots. Recognizing that key Cryogenic Fluid Management (CFM) technologies anticipated for on-orbit (flight) demonstration would benefit from additional maturation to a readiness level appropriate for infusion into the design of the flight demonstration, the NASA Headquarters Space Technology Mission Directorate (STMD) authorized funding for a one-year technology maturation phase of the CPST project. The strategy, proposed by the CPST Project Manager, focused on maturation through modeling, concept studies, and ground tests of the storage and fluid transfer of CFM technology sub-elements and components that were lower than a Technology Readiness Level (TRL) of 5. A technology maturation plan (TMP) was subsequently approved which described: the CFM technologies selected for maturation, the ground testing approach to be used, quantified success criteria of the technologies, hardware and data deliverables, and a deliverable to provide an assessment of the technology readiness after completion of the test, study or modeling activity. The specific technologies selected were grouped into five major categories: thick multilayer insulation, tank applied active thermal control, cryogenic fluid transfer, propellant gauging, and analytical tool development. Based on the success of the technology maturation efforts, the CPST project was approved to proceed to flight system development.

Understanding Crew Decision-Making in the Presence of Complexity: A Flight Simulation Experiment

NASA Technical Reports Server (NTRS)

Young, Steven D.; Daniels, Taumi S.; Evans, Emory; deHaag, Maarten Uijt; Duan, Pengfei

2013-01-01

Crew decision making and response have long been leading causal and contributing factors associated with aircraft accidents. Further, it is anticipated that future aircraft and operational environments will increase exposure to risks related to these factors if proactive steps are not taken to account for ever-increasing complexity. A flight simulation study was designed to collect data to help in understanding how complexity can, or may, be manifest. More specifically, an experimental apparatus was constructed that allowed for manipulation of information complexity and uncertainty, while also manipulating operational complexity and uncertainty. Through these manipulations, and the aid of experienced airline pilots, several issues have been discovered, related most prominently to the influence of information content, quality, and management. Flight crews were immersed in an environment that included new operational complexities suggested for the future air transportation system as well as new technological complexities (e.g. electronic flight bags, expanded data link services, synthetic and enhanced vision systems, and interval management automation). In addition, a set of off-nominal situations were emulated. These included, for example, adverse weather conditions, traffic deviations, equipment failures, poor data quality, communication errors, and unexpected clearances, or changes to flight plans. Each situation was based on one or more reference events from past accidents or incidents, or on a similar case that had been used in previous developmental tests or studies. Over the course of the study, 10 twopilot airline crews participated, completing over 230 flights. Each flight consisted of an approach beginning at 10,000 ft. Based on the recorded data and pilot and research observations, preliminary results are presented regarding decision-making issues in the presence of the operational and technological complexities encountered during the flights.

M2-F1 mounted in NASA Ames Research Center 40x80 foot wind tunnel

NASA Technical Reports Server (NTRS)

1962-01-01

After the first attempted ground-tow tests of the M2-F1 in March 1963, the vehicle was taken to the Ames Research Center, Mountain View, CA, for wind-tunnel testing. During these tests, Milt Thompson and others were in the M2-F1 to position the control surfaces for each test. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

X-Wing Research Vehicle in Hangar

NASA Technical Reports Server (NTRS)

1987-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

X-Wing Research Vehicle

NASA Technical Reports Server (NTRS)

1986-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on 25 September 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

KSC-2014-2963

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Members of the media listen as NASA Orion Program Manager Mark Geyer marks the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, in the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Kennedy Director Bob Cabana. Partially hidden behind him is NASA Administrator Charlie Bolden. To his left is Cleon Lacefield, Lockheed Martin Orion Program manager, and Rachel Kraft, NASA Public Affairs Officer. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. 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 from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2961

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – NASA Public Affairs Officer Rachel Kraft welcomes members of the media to the Operations and Checkout Building high at NASA's Kennedy Space Center in Florida to mark the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1. To her right are NASA Administrator Charlie Bolden and Kennedy Director Bob Cabana. To her left are Cleon Lacefield, Lockheed Martin Orion Program manager, and Mark Geyer, NASA Orion Program manager. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. 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 from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2964

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Members of the media listen as NASA Orion Program Manager Mark Geyer marks the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, in the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Kennedy Director Bob Cabana. Partially hidden behind him is NASA Administrator Charlie Bolden. To his left is Cleon Lacefield, Lockheed Martin Orion Program manager, and Rachel Kraft, NASA Public Affairs Officer. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. 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 from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

Crew fatigue safety performance indicators for fatigue risk management systems.

PubMed

Gander, Philippa H; Mangie, Jim; Van Den Berg, Margo J; Smith, A Alexander T; Mulrine, Hannah M; Signal, T Leigh

2014-02-01

Implementation of Fatigue Risk Management Systems (FRMS) is gaining momentum; however, agreed safety performance indicators (SPIs) are lacking. This paper proposes an initial set of SPIs based on measures of crewmember sleep, performance, and subjective fatigue and sleepiness, together with methods for interpreting them. Data were included from 133 landing crewmembers on 2 long-range and 3 ultra-long-range trips (4-person crews, 3 airlines, 220 flights). Studies had airline, labor, and regulatory support, and underwent independent ethical review. SPIs evaluated preflight and at top of descent (TOD) were: total sleep in the prior 24 h and time awake at duty start and at TOD (actigraphy); subjective sleepiness (Karolinska Sleepiness Scale) and fatigue (Samn-Perelli scale); and psychomotor vigilance task (PVT) performance. Kruskal-Wallis nonparametric ANOVA with post hoc tests was used to identify significant differences between flights for each SPI. Visual and preliminary quantitative comparisons of SPIs between flights were made using box plots and bar graphs. Statistical analyses identified significant differences between flights across a range of SPls. In an FRMS, crew fatigue SPIs are envisaged as a decision aid alongside operational SPIs, which need to reflect the relevant causes of fatigue in different operations. We advocate comparing multiple SPIs between flights rather than defining safe/unsafe thresholds on individual SPIs. More comprehensive data sets are needed to identify the operational and biological factors contributing to the differences between flights reported here. Global sharing of an agreed core set of SPIs would greatly facilitate implementation and improvement of FRMS.

Enabling efficient vertical takeoff/landing and forward flight of unmanned aerial vehicles: Design and control of tandem wing-tip mounted rotor mechanisms

NASA Astrophysics Data System (ADS)

Mancuso, Peter Timothy

Fixed-wing unmanned aerial vehicles (UAVs) that offer vertical takeoff and landing (VTOL) and forward flight capability suffer from sub-par performance in both flight modes. Achieving the next generation of efficient hybrid aircraft requires innovations in: (i) power management, (ii) efficient structures, and (iii) control methodologies. Existing hybrid UAVs generally utilize one of three transitioning mechanisms: an external power mechanism to tilt the rotor-propulsion pod, separate propulsion units and rotors during hover and forward flight, or tilt body craft (smaller scale). Thus, hybrid concepts require more energy compared to dedicated fixed-wing or rotorcraft UAVs. Moreover, design trade-offs to reinforce the wing structure (typically to accommodate the propulsion systems and enable hover, i.e. tilt-rotor concepts) adversely impacts the aerodynamics, controllability and efficiency of the aircraft in both hover and forward flight modes. The goal of this research is to develop more efficient VTOL/ hover and forward flight UAVs. In doing so, the transition sequence, transition mechanism, and actuator performance are heavily considered. A design and control methodology was implemented to address these issues through a series of computer simulations and prototype benchtop tests to verify the proposed solution. Finally, preliminary field testing with a first-generation prototype was conducted. The methods used in this research offer guidelines and a new dual-arm rotor UAV concept to designing more efficient hybrid UAVs in both hover and forward flight.

NASA Glenn Research Center Support of the Advanced Stirling Radioisotope Generator Project

NASA Technical Reports Server (NTRS)

Wilson, Scott D.; Wong, Wayne A.

2015-01-01

A high-efficiency radioisotope power system was being developed for long-duration NASA space science missions. The U.S. Department of Energy (DOE) managed a flight contract with Lockheed Martin Space Systems Company to build Advanced Stirling Radioisotope Generators (ASRGs), with support from NASA Glenn Research Center. DOE initiated termination of that contract in late 2013, primarily due to budget constraints. Sunpower, Inc., held two parallel contracts to produce Advanced Stirling Convertors (ASCs), one with Lockheed Martin to produce ASC-F flight units, and one with Glenn for the production of ASC-E3 engineering unit "pathfinders" that are built to the flight design. In support of those contracts, Glenn provided testing, materials expertise, Government-furnished equipment, inspection capabilities, and related data products to Lockheed Martin and Sunpower. The technical support included material evaluations, component tests, convertor characterization, and technology transfer. Material evaluations and component tests were performed on various ASC components in order to assess potential life-limiting mechanisms and provide data for reliability models. Convertor level tests were conducted to characterize performance under operating conditions that are representative of various mission conditions. Despite termination of the ASRG flight development contract, NASA continues to recognize the importance of high-efficiency ASC power conversion for Radioisotope Power Systems (RPS) and continues investment in the technology, including the continuation of the ASC-E3 contract. This paper describes key Government support for the ASRG project and future tests to be used to provide data for ongoing reliability assessments.

Reusable launch vehicle development research

NASA Technical Reports Server (NTRS)

1995-01-01

NASA has generated a program approach for a SSTO reusable launch vehicle technology (RLV) development which includes a follow-on to the Ballistic Missile Defense Organization's (BMDO) successful DC-X program, the DC-XA (Advanced). Also, a separate sub-scale flight demonstrator, designated the X-33, will be built and flight tested along with numerous ground based technologies programs. For this to be a successful effort, a balance between technical, schedule, and budgetary risks must be attained. The adoption of BMDO's 'fast track' management practices will be a key element in the eventual success of NASA's effort.

Space Shuttle STS-87 Columbia launch

NASA Technical Reports Server (NTRS)

1997-01-01

Like a rising sun lighting up the afternoon sky, the Space Shuttle Columbia (STS-87) soared from Launch Pad 39B on the fourth flight of the United States Microgravity Payload (USMP-4) and Spartan-201 satellite which were managed by scientists and engineers from the Marshall Space Flight Center. During the 16-day mission, the crew oversaw experiments in microgravity; deployed and retrieved a solar satellite; and tested a new experimental camera, the AERCam Sprint. Two crew members, Dr. Takao Doi and Winston Scott also performed a spacewalk to practice International Space Station maneuvers.

Development of advanced avionics systems applicable to terminal-configured vehicles

NASA Technical Reports Server (NTRS)

Heimbold, R. L.; Lee, H. P.; Leffler, M. F.

1980-01-01

A technique to add the time constraint to the automatic descent feature of the existing L-1011 aircraft Flight Management System (FMS) was developed. Software modifications were incorporated in the FMS computer program and the results checked by lab simulation and on a series of eleven test flights. An arrival time dispersion (2 sigma) of 19 seconds was achieved. The 4 D descent technique can be integrated with the time-based metering method of air traffic control. Substantial reductions in delays at today's busy airports should result.

Adventures in Space Medicine

NASA Technical Reports Server (NTRS)

Billica, Roger D.

1999-01-01

Human space flight experience has demonstrated a variety of hazards and risks to health and performance. In developing ways to help respond to these issues, the field of space medicine has developed a comprehensive program of space flight health risk management that has resulted in positive contributions to medicine and society in general. Examples include accelerated focus on critical health issues such as aging and osteoporosis, and development of new technologies such as non-invasive diagnostic testing for diabetics. The role of health care professionals in human space exploration represents a fulfillment of new adventures and expanding frontiers.

Initial Concept of Operations for Full Management by Trajectory

NASA Technical Reports Server (NTRS)

Fernandes, Alicia D.; Atkins, Steve; Leiden, Ken; Kaler, Curt; Evans, Mark; Bell, Alan; Kilbourne, Todd; Jackson, Michael

2017-01-01

This document describes Management by Trajectory (MBT), a concept for future air traffic management (ATM) in which flights are assigned four-dimensional trajectories (4DTs) through a negotiation process between the Federal Aviation Administration (FAA) and flight operators that respects the flight operator's goals while complying with National Airspace System (NAS) constraints.

Advanced transport operating system software upgrade: Flight management/flight controls software description

NASA Technical Reports Server (NTRS)

Clinedinst, Winston C.; Debure, Kelly R.; Dickson, Richard W.; Heaphy, William J.; Parks, Mark A.; Slominski, Christopher J.; Wolverton, David A.

1988-01-01

The Flight Management/Flight Controls (FM/FC) software for the Norden 2 (PDP-11/70M) computer installed on the NASA 737 aircraft is described. The software computes the navigation position estimates, guidance commands, those commands to be issued to the control surfaces to direct the aircraft in flight based on the modes selected on the Advanced Guidance Control System (AGSC) mode panel, and the flight path selected via the Navigation Control/Display Unit (NCDU).

Spacelab

NASA Image and Video Library

1983-11-01

In this Spacelab-1 mission onboard photograph, astronaut Byron Lichtenberg performs a drop experiment, one of the Vestibular Experiments in Space investigations. The experiment examined spinal reflexes to determine whether they changed in microgravity. In Earth's environment, the otoliths signal the muscles to prepare for jolts associated with falling. During the flight, the normal reflex between the otoliths and the muscles was partially inhibited early in flight, declined further as the flight progressed, and returned to normal immediately after landing, suggesting that the brain ignored or reinterpreted otolith signals during space flight. Crewmembers reported a lack of awareness of position and location of feet, difficulty in maintaining balance, and a perception that falls were more sudden, faster, and harder than similar drops experienced in preflight. Crewmembers experienced illusions as they performed prescribed movement tests. When crew members viewed various targets and then pointed at them while blindfolded, their perception of target location and position of their own limbs was inaccurate in flight compared with similar tests on the ground. The Spacelab-1 was a multidisciplinary mission; that is, investigations were performed in several different fields of scientific research. The overall goal of the mission was to verify Spacelab performance through a variety of scientific experiments. The Spacelab-1 was launched aboard the Space Shuttle Orbiter Columbia for the STS-9 mission on November 28, 1983. The Marshall Space Flight Center had management responsibilities for the mission.

Infrared On-Orbit RCC Inspection With the EVA IR Camera: Development of Flight Hardware From a COTS System

NASA Technical Reports Server (NTRS)

Gazanik, Michael; Johnson, Dave; Kist, Ed; Novak, Frank; Antill, Charles; Haakenson, David; Howell, Patricia; Jenkins, Rusty; Yates, Rusty; Stephan, Ryan;

Pilot In Command: A Feasibility Assessment of Autonomous Flight Management Operations

NASA Technical Reports Server (NTRS)

Wing, David J.; Ballin, Mark G.; Krishnamurthy, Karthik

2004-01-01

Several years of NASA research have produced the air traffic management operational concept of Autonomous Flight Management with high potential for operational feasibility, significant system and user benefits, and safety. Among the chief potential benefits are demand-adaptive or scalable capacity, user flexibility and autonomy that may finally enable truly successful business strategies, and compatibility with current-day operations such that the implementation rate can be driven from within the user community. A concept summary of Autonomous Flight Management is provided, including a description of how these operations would integrate in shared airspace with existing ground-controlled flight operations. The mechanisms enabling the primary benefits are discussed, and key findings of a feasibility assessment of airborne autonomous operations are summarized. Concept characteristics that impact safety are presented, and the potential for initially implementing Autonomous Flight Management is discussed.

Skylab medical experiments altitude test crew observations.

NASA Technical Reports Server (NTRS)

Bobko, K. J.

1973-01-01

The paper deals with the crew's observations during training and the SMEAT 56-day test. Topics covered include the crew's adaptation to the SMEAT environment and medical experiments protocol. Personal observations are made of daily activities surrounding the medical experiments hardware, Skylab clothing, supplementary activities, recreational equipment, food, and waste management. An assessment of these items and their contributions to the Skylab flight program is made.

Cockpit Resource Management (CRM) for part 91 and 135 operations

NASA Technical Reports Server (NTRS)

Krey, Neil C.; Rodgers, Don

1987-01-01

Every flight is characterized by constant change. It is the way each individual crew responds to that change that determines how effectively they will be able to manage their flight deck. The concepts of Flight Deck Management (FDM) is presented. The principles dealt with are applicable to every flight, and the occurrence of change in the conduct of every flight is given. Nothing remains as it is initially perceived. It is then shown how SimuFlite accomplishes training in these concepts. Finally the challenges which are faced as an industry to make FDM more effective are discussed.

77 FR 9628 - Taking and Importing Marine Mammals: Taking Marine Mammals Incidental to Navy's Mission...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-17

..., and post-test monitoring for both sonar events. No stranded or injured marine mammals or sea turtles.... The monitoring included two re-test flights; two flights during the test; and one post-test flight... two pre-test flights; one flight during the test; and one post-test flight. Focal follow behavioral...

Skylab

NASA Image and Video Library

1971-06-01

The Apollo Telescope Mount (ATM) was one of four major components of Skylab that were designed and constructed under the management of the Marshall Space Flight Center (MSFC). In this photograph, an ATM is seen sitting inside the MSFC's Structural Load Test Arnex where the main structural elements were simulated under launch conditions.

Overview of Experimental Capabilities - Supersonics

NASA Technical Reports Server (NTRS)

Banks, Daniel W.

2007-01-01

This viewgraph presentation gives an overview of experimental capabilities applicable to the area of supersonic research. The contents include: 1) EC Objectives; 2) SUP.11: Elements; 3) NRA; 4) Advanced Flight Simulator Flexible Aircraft Simulation Studies; 5) Advanced Flight Simulator Flying Qualities Guideline Development for Flexible Supersonic Transport Aircraft; 6) Advanced Flight Simulator Rigid/Flex Flight Control; 7) Advanced Flight Simulator Rapid Sim Model Exchange; 8) Flight Test Capabilities Advanced In-Flight Infrared (IR) Thermography; 9) Flight Test Capabilities In-Flight Schlieren; 10) Flight Test Capabilities CLIP Flow Calibration; 11) Flight Test Capabilities PFTF Flowfield Survey; 12) Ground Test Capabilities Laser-Induced Thermal Acoustics (LITA); 13) Ground Test Capabilities Doppler Global Velocimetry (DGV); 14) Ground Test Capabilities Doppler Global Velocimetry (DGV); and 15) Ground Test Capabilities EDL Optical Measurement Capability (PIV) for Rigid/Flexible Decelerator Models.

STS-1 landing at Edwards - first orbital mission

NASA Technical Reports Server (NTRS)

1981-01-01

The first flight of a space shuttle into space and back occurred from April 12 to April 14, 1981. After years of testing of the space shuttle Columbia and training the astronauts in simulators, the orbiter lifted off into space on the 12th, boosted by the seven million pounds of thrust supplied by its solid-propellant rockets and liquid-hydrogen engines. The flight, one of four Orbital Flight Tests of Columbia, served as a two-day demonstration of the first reusable, piloted spacecraft's ability to go into orbit and return safely to Earth. Columbia carried as its main payload a Developmental Flight Instrumentation pallet with instruments to record pressures, temperatures, and levels of acceleration at various points on the vehicle during launch, flight, and landing. One of many cameras aboard--a remote television camera--revealed some of the thermal protection tiles had disengaged during launch. As Columbia reentered the atmosphere from space at Mach 24 (24 times the speed of sound) after 36 orbits, aerodynamic heating built up to over 3,000 degrees Fahrenheit, causing some concern during the moments when ionized gases disrupted radio communication. But at 188,000 feet and Mach 10, mission commander John W. Young and pilot Robert L. Crippen reported that the orbiter was performing as expected. After a series of maneuvers to reduce speed, the mission commander and pilot prepared to land. In flight, Young and Crippen tested the spacecraft's on-board systems, fired the orbital maneuvering system for changing orbits, employed the reaction control system for controlling attitude, and opened and closed the payload doors. Columbia was the first reusable, piloted spacecraft, the first piloted lifting-reentry vehicle, and the first piloted spacecraft without a crew escape system. Energy management for the space shuttles was based on previous experience with the X-15 at NASA's Flight Research Center (which had become the Dryden Flight Research Center in 1976). Landing the shuttles without power--and therefore without the weight penalty of an additional engine and fuel--was based on previous experience at the Flight Research Center with piloted lifting bodies that also landed without power, as had the X-15s. Dryden and Edwards Air Force Base (AFB) had also hosted the approach and landing tests of the shuttle prototype Enterprise in 1977 and had tested the computers used for the shuttles' flight control systems in the F-8 Digital Fly-By-Wire aircraft, which also contributed to the solution of a dangerous pilot induced oscillation that occurred on the final approach and landing test. In this clip Young and Crippen fly the orbiter Columbia to a picture-perfect, unpowered landing on the dry lakebed runway 23 at Edwards AFB, CA, after it's first orbital flight, which ended on April 14.

A Multiple Agent Model of Human Performance in Automated Air Traffic Control and Flight Management Operations

NASA Technical Reports Server (NTRS)

Corker, Kevin; Pisanich, Gregory; Condon, Gregory W. (Technical Monitor)

1995-01-01

A predictive model of human operator performance (flight crew and air traffic control (ATC)) has been developed and applied in order to evaluate the impact of automation developments in flight management and air traffic control. The model is used to predict the performance of a two person flight crew and the ATC operators generating and responding to clearances aided by the Center TRACON Automation System (CTAS). The purpose of the modeling is to support evaluation and design of automated aids for flight management and airspace management and to predict required changes in procedure both air and ground in response to advancing automation in both domains. Additional information is contained in the original extended abstract.

Scanning Webb’s Surrogate Eye

NASA Image and Video Library

2017-12-08

Engineer Erin Wilson adds aluminum tape to electrical cables to protect them from the cold during environmental testing of special optical equipment. These tests will verify the alignment of the actual flight instruments that will fly aboard NASA’s James Webb Space Telescope. "Because the flight science instruments detect infrared light, they must be extremely cold to work, and so the environment we test them in must be extremely cold too," Wilson says. Wilson is working in the Space Environment Simulator thermal-vacuum chamber at NASA's Goddard Space Flight Center in Greenbelt, Md. The subject of the testing is the Optical Telescope Element (OTE) Simulator, or OSIM. The hardware seen in the background is the Beam Image Analyzer, which will be used to measure OSIM. It sits above the OSIM, which is under the platform that Wilson is working on. The OSIM is about two stories tall and almost as wide as the whole test chamber. The job of the OSIM is to generate a beam of light just like the one that the real telescope optics will feed into the actual flight science instruments. Because the real flight science instruments will be used to test the real flight telescope, their alignment and performance have to be verified first, using OSIM, and before that can happen, the OSIM has to tested and verified. In space, the telescope optics act as Webb’s eye, and on the ground, the OSIM substitutes for the telescope optics, says Robert Rashford, manager for the OSIM as well as the Integrated Science Instrument Module (ISIM) Electronics Compartment. This hardware is being tested in an environment that mimics the hard vacuum and cold temperatures that Webb will experience in space. After Erin and others were done setting things up in the test chamber, Goddard engineers sealed it up, evacuated all the air and lowered the temperature of the equipment being tested to 42 Kelvin (-384-point-1 Fahrenheit or -231-point-1 Celsius). "It has taken a little over a month to get temperatures cold enough to duplicate the temperatures that Webb will see in operation in space," Rashford says. In the next couple weeks Rashford and the team of Goddard engineers will measure the OSIM with the Beam Image Analyzer. This extremely cold or “cryogenic” optical testing and verification process will likely take 90 days to complete. Laura Betz NASA's Goddard Space Flight Center, Greenbelt, Md. NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

The Comparison Of In-Flight Pitot Static Calibration Method By Using Radio Altimeter As Reference with GPS and Tower Fly By Methods On CN235-100 MPA

NASA Astrophysics Data System (ADS)

Derajat; Hariowibowo, Hindawan

2018-04-01

The new proposed In-Flight Pitot Static Calibration Method has been carried out during Development and Qualification of CN235-100 MPA (Military Patrol Aircraft). This method is expected to reduce flight hours, less human resources required, no additional special equipment, simple analysis calculation and finally by using this method it is expected to automatically minimized operational cost. At The Indonesian Aerospace (IAe) Flight Test Center Division, the development and updating of new flight test technique and data analysis method as specially for flight physics test subject are still continued to be developed as long as it safety for flight and give additional value for the industrial side. More than 30 years, Flight Test Data Engineers at The Flight Test center Division work together with the Air Crew (Test Pilots, Co-Pilots, and Flight Test Engineers) to execute the flight test activity with standard procedure for both the existance or development test techniques and test data analysis. In this paper the approximation of mathematical model, data reduction and flight test technique of The In-Flight Pitot Static Calibration by using Radio Altimeter as reference will be described and the test results had been compared with another methods ie. By using Global Position System (GPS) and the traditional method (Tower Fly By Method) which were used previously during this Flight Test Program (Ref. [10]). The flight test data case are using CN235-100 MPA flight test data during development and Qualification Flight Test Program at Cazaux Airport, France, in June-November 2009 (Ref. [2]).

Flight management research utilizing an oculometer. [pilot scanning behavior during simulated approach and landing

NASA Technical Reports Server (NTRS)

Spady, A. A., Jr.; Kurbjun, M. C.

1978-01-01

This paper presents an overview of the flight management work being conducted using NASA Langley's oculometer system. Tests have been conducted in a Boeing 737 simulator to investigate pilot scan behavior during approach and landing for simulated IFR, VFR, motion versus no motion, standard versus advanced displays, and as a function of various runway patterns and symbology. Results of each of these studies are discussed. For example, results indicate that for the IFR approaches a difference in pilot scan strategy was noted for the manual versus coupled (autopilot) conditions. Also, during the final part of the approach when the pilot looks out-of-the-window he fixates on his aim or impact point on the runway and holds this point until flare initiation.

KSC-2009-1949

NASA Image and Video Library

2009-03-03

CAPE CANAVERAL, Fla. – One of the three thoroughly inspected gaseous hydrogen flow control valves is shown after its arrival at NASA's Kennedy Space Center in Florida. Technicians installed and retested them in space shuttle Discovery. Part of the main propulsion system, the valves channel gaseous hydrogen from the main engines to the external tank. NASA and contractor teams have worked to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. Space Shuttle Program managers decided to replace Discovery's valves with others that have undergone a detailed eddy current inspection. Program managers will review the testing and determine whether to meet on March 6 for the Flight Readiness Review for the STS-119 mission. Launch of Discovery tentatively is targeted for March 12. Photo credit: NASA/Chris Rhodes

KSC-2009-1950

NASA Image and Video Library

2009-03-03

CAPE CANAVERAL, Fla. – On Launch Pad 39A at NASA's Kennedy Space Center in Florida, technicians prepare to install three gaseous hydrogen flow control valves on space shuttle Discovery. The valves were retested after installation. Part of the main propulsion system, the valves channel gaseous hydrogen from the main engines to the external tank. NASA and contractor teams have worked to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. Space Shuttle Program managers decided to replace Discovery's valves with others that have undergone a detailed eddy current inspection. Program managers will review the testing and determine whether to meet on March 6 for the Flight Readiness Review for the STS-119 mission. Launch of Discovery tentatively is targeted for March 12. Photo credit: NASA/Chris Rhodes

KSC-2009-1951

NASA Image and Video Library

2009-03-03

CAPE CANAVERAL, Fla. – On Launch Pad 39A at NASA's Kennedy Space Center in Florida, technicians install three gaseous hydrogen flow control valves on space shuttle Discovery. The valves were retested after installation. Part of the main propulsion system, the valves channel gaseous hydrogen from the main engines to the external tank. NASA and contractor teams have worked to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. Space Shuttle Program managers decided to replace Discovery's valves with others that have undergone a detailed eddy current inspection. Program managers will review the testing and determine whether to meet on March 6 for the Flight Readiness Review for the STS-119 mission. Launch of Discovery tentatively is targeted for March 12. Photo credit: NASA/Chris Rhodes

KSC-2009-1948

NASA Image and Video Library

2009-03-03

CAPE CANAVERAL, Fla. – One of the three thoroughly inspected gaseous hydrogen flow control valves is shown after its arrival at NASA's Kennedy Space Center in Florida. Technicians installed and retested them in space shuttle Discovery. Part of the main propulsion system, the valves channel gaseous hydrogen from the main engines to the external tank. NASA and contractor teams have worked to identify what caused damage to a flow control valve on shuttle Endeavour during its November 2008 flight. Space Shuttle Program managers decided to replace Discovery's valves with others that have undergone a detailed eddy current inspection. Program managers will review the testing and determine whether to meet on March 6 for the Flight Readiness Review for the STS-119 mission. Launch of Discovery tentatively is targeted for March 12. Photo credit: NASA/Chris Rhodes

The Space Station Module Power Management and Distribution automation test bed

NASA Technical Reports Server (NTRS)

Lollar, Louis F.

1991-01-01

The Space Station Module Power Management And Distribution (SSM/PMAD) automation test bed project was begun at NASA/Marshall Space Flight Center (MSFC) in the mid-1980s to develop an autonomous, user-supportive power management and distribution test bed simulating the Space Station Freedom Hab/Lab modules. As the test bed has matured, many new technologies and projects have been added. The author focuses on three primary areas. The first area is the overall accomplishments of the test bed itself. These include a much-improved user interface, a more efficient expert system scheduler, improved communication among the three expert systems, and initial work on adding intermediate levels of autonomy. The second area is the addition of a more realistic power source to the SSM/PMAD test bed; this project is called the Large Autonomous Spacecraft Electrical Power System (LASEPS). The third area is the completion of a virtual link between the SSM/PMAD test bed at MSFC and the Autonomous Power Expert at Lewis Research Center.

X-43A Fluid and Environmental Systems: Ground and Flight Operation and Lessons Learned

NASA Technical Reports Server (NTRS)

Vachon, Michael Jacob; Grindle, Thomas J.; St.John, Clinton W.; Dowdell, David B.

2005-01-01

The X-43A Hyper-X program demonstrated the first successful flights of an airframe integrated scramjet powered hypersonic vehicle. The X-43A vehicles established successive world records for jet-powered vehicles at speeds of Mach 7 and Mach 10. The X-43A vehicle is a subscale version of proposed hypersonic reconnaissance strike aircraft. Scaled down to a length of 12 ft (3.66 m), the lifting body design with high fineness ratio resulted in very small internal space available for fluid systems and their corresponding environmental conditioning systems. Safe testing and operation of the X-43A fluid and environmental systems was critical for mission success, not only for the safety of the flight crew in the NASA B-52B carrier aircraft, but also to maintain the reliability of vehicle systems while exposed to dynamics and hostile conditions encountered during the boost trajectory. The X-43A fluid and environmental systems successfully managed explosive, pyrophoric, inert, and very high pressure gases without incident. This report presents a summary of the checkout and flight validation of the X-43A fluid systems. The testing used for mission assurance is summarized. System performance during captive carry and launch flights is presented. The lessons learned are also discussed.

B-52B-008/DTV (Drop Test Vehicle) configuration 1 (with and without fins) flight test results - captive flight and drop test missions

NASA Technical Reports Server (NTRS)

Quade, D. A.

1978-01-01

The B-52B-008 drop test consisted of one takeoff roll to 60 KCAS, two captive flights to accomplish limited safety of flight flutter and structural demonstration testing, and seven drop test flights. Of the seven drop test missions, one flight was aborted due to the failure of the hook mechanism to release the drop test vehicle (DTV); but the other six flights successfully dropped the DTV.

Analysis of Multi-Flight Common Routes for Traffic Flow Management

NASA Technical Reports Server (NTRS)

Sheth, Kapil; Clymer, Alexis; Morando, Alex; Shih, Fu-Tai

2016-01-01

When severe convective weather requires rerouting aircraft, FAA traffic managers employ severe weather avoidance plans (e.g., Playbook routes, Coded Departure Routes, etc.) These routes provide pilots with safe paths around weather-affected regions, and provide controllers with predictable, and often well-established flight plans. However, they often introduce large deviations to the nominal flight plans, which may not be necessary as weather conditions change. If and when the imposed traffic management initiatives (TMIs) become stale, updated shorter path flight trajectories may be found en route, providing significant time-savings to the affected flights. Multiple Flight Common Routes (MFCR) is a concept that allows multiple flights that are within a specified proximity or region, to receive updated shorter flight plans in an operationally efficient manner. MFCR is believed to provide benefits to the National Airspace System (NAS) by allowing traffic managers to update several flight plans of en route aircraft simultaneously, reducing operational workload within the TMUs of all affected ARTCCs. This paper will explore some aspects of the MFCR concept by analyzing multiple flights that have been selected for rerouting by the NAS Constraint Evaluation and Notification Tool (NASCENT). Various methods of grouping aircraft with common or similar routes will be presented, along with a comparison of the efficacy of these methods.

Management training for cockpit crews at Piedmont flight

NASA Technical Reports Server (NTRS)

Sifford, J. C.

1984-01-01

A brief history of Piedmont Airlines' flight operations is presented. A captain-management seminar conducted regularly by Piedmont is discussed. Piedmont's approach to cockpit resource management (CRM) is reviewed, and the relationship of CRM training to other aspects of flight training is addressed. Future leadership research plans and CRM training is considered along with critical training issues.

Flight assessment of a large supersonic drone aircraft for research use

NASA Technical Reports Server (NTRS)

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

1974-01-01

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

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

The modified X-34, known as A-1A, rests in the background of the Dryden Flight Research Center at Edwards Air Force Base, Calif., while an integrated team of KSC, Dryden Flight Research Center and Orbital Sciences Corporation engineers and technicians bring the X-34 A-1A vehicle closer to test flight readiness. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air- launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

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

NASA Technical Reports Server (NTRS)

Dubon, Lydia P.

2006-01-01

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

The Allocation of Runway Slots by Auction. Volume II. The Airline Management Game and Slot Auction Testing.

DTIC Science & Technology

1980-04-15

schedule their air transportation networks, and learn the performance and financial results through simulation of the resulting traffic flows, costs...players in the role of airline management responsible for airline scheduling and market, fleet and financial planning. The Game Administrator created a...revenues and consequently the financial results for each airline. During this exercise the objective of each airline team was to schedule its flights so

Schedule Analysis Software Saves Time for Project Planners

NASA Technical Reports Server (NTRS)

2015-01-01

Since the early 2000s, a resource management team at Marshall Space Flight Center has developed and improved the Schedule Test and Assessment Tool, a software add-on capable of analyzing, summarizing, and finding logic gaps in project schedules. Companies like Lanham, Maryland-based Vantage Systems Inc. use the tool to manage NASA projects, but it has also been released for free to more than 200 US companies, agencies, and other entities.

Orion Post Scrub Press Conference

NASA Image and Video Library

2014-12-04

In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media about the postponement of the Orion Flight Test launch due to an issue related to fill and drain valves on the Delta IV Heavy rocket. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, NASA's Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, and Dan Collins, United Launch Alliance chief operating officer.

Digital data processing system dynamic loading analysis

NASA Technical Reports Server (NTRS)

Lagas, J. J.; Peterka, J. J.; Tucker, A. E.

1976-01-01

Simulation and analysis of the Space Shuttle Orbiter Digital Data Processing System (DDPS) are reported. The mated flight and postseparation flight phases of the space shuttle's approach and landing test configuration were modeled utilizing the Information Management System Interpretative Model (IMSIM) in a computerized simulation modeling of the ALT hardware, software, and workload. System requirements simulated for the ALT configuration were defined. Sensitivity analyses determined areas of potential data flow problems in DDPS operation. Based on the defined system requirements and the sensitivity analyses, a test design is described for adapting, parameterizing, and executing the IMSIM. Varying load and stress conditions for the model execution are given. The analyses of the computer simulation runs were documented as results, conclusions, and recommendations for DDPS improvements.

KSC-04PD-2676

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. Bill Pickavance (in front), vice president, associate program manager of Florida Operations, United Space Alliance, joins workers Sam Dove, left, and Dan Drake in the cab of the Crawler Transporter before a road test. The Crawler Transporter that will move Space Shuttle Discovery to the launch pad for Return to Flight is taking its first road test following the replacement of all its shoes. The crawlers have 456 shoes, 57 per belt (8 belts in all). Each shoe weighs 2,200 pounds. Cracks appeared in the shoes in recent years, spurring a need for replacement. The new manufacturer, in Duluth, Minn., has improved the design for a safe Return to Flight and use through the balance of the Space Shuttle Program.

SR-71 Ship #1 - Ultraviolet Experiment

NASA Technical Reports Server (NTRS)

1994-01-01

NASA's SR-71 streaks into the twilight on a night/science flight from the Dryden Flight Research Center, Edwards, California. Mounted in the nose of the SR-71 was an ultraviolet video camera aimed skyward to capture images of stars, asteroids and comets. The science portion of the flight is a project of the Jet Propulsion Laboratory, Pasadena, California. Two SR-71 aircraft have been used by NASA as test beds for high-speed and high-altitude aeronautical research. One early research project flown on one of Dryden's SR-71s consisted of a proposal for a series of flights using the SR-71 as a science camera platform for the Jet Propulsion Laboratory (JPL) of the California Institute of Technology, which operates under contract to NASA in much the way that NASA centers do. In March 1993, an upward-looking ultraviolet (UV) video camera placed in the SR-71's nosebay studied a variety of celestial objects in the ultraviolet light spectrum. The SR-71 was proposed as a test bed for the experiment because it is capable of flying at altitudes above 80,000 feet for an extended length of time. Observation of ultraviolet radiation is not possible from the Earth's surface because the atmosphere's ozone layer absorbs UV rays. Study of UV radiation is important because it is known to cause skin cancer with prolonged exposure. UV radiation is also valuable to study from an astronomical perspective. Satellite study of ultraviolet radiation is very expensive. As a result, the South West Research Institute (SWRI) in Texas developed the hypothesis of using a high-flying aircraft such as the SR-71 to conduct UV observations. The SR-71 is capable of flying above 90 percent of the Earth's atmosphere. The flight program was also designed to test the stability of the aircraft as a test bed for UV observation. A joint flight program was developed between the JPL and NASA's Ames-Dryden Flight Research Facility (redesignated the Dryden Flight Research Center, Edwards, California, in 1994) in conjunction with SWRI to test the hypothesis. Dryden modified the nosebay of the SR-71, creating an upward-observing window to carry SWRI's ultraviolet CCD camera so it could make observations. According to Dryden's SR-71 Project Manager Dave Lux, a single flight of the aircraft confirmed the aircraft's capability and stability as a test bed for UV observations. SWRI's principle investigator was Dr. Allen Stern.

M2-F1 ejection seat test at South Edwards

NASA Technical Reports Server (NTRS)

1963-01-01

The M2-F1 was fitted with an ejection seat before the airtow flights began. The project selected the seat used in the T-37 as modified by the Weber Company to use a rocket rather than a ballistic charge for ejection. To test the ejection seat, the Flight Research Center's Dick Klein constructed a plywood mockup of the M2-F1's top deck and canopy. On the first firings, the test was unsuccessful, but on the final test the dummy in the seat landed safely. The M2-F1 ejection seat was later used in the two Lunar Landing Research Vehicles and the three Lunar Landing Training Vehicles. Three of them crashed, but in each case the pilot ejected from the vehicle successfully. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Flight Test Results: CTAS Cruise/Descent Trajectory Prediction Accuracy for En route ATC Advisories

NASA Technical Reports Server (NTRS)

Green, S.; Grace, M.; Williams, D.

1999-01-01

The Center/TRACON Automation System (CTAS), under development at NASA Ames Research Center, is designed to assist controllers with the management and control of air traffic transitioning to/from congested airspace. This paper focuses on the transition from the en route environment, to high-density terminal airspace, under a time-based arrival-metering constraint. Two flight tests were conducted at the Denver Air Route Traffic Control Center (ARTCC) to study trajectory-prediction accuracy, the key to accurate Decision Support Tool advisories such as conflict detection/resolution and fuel-efficient metering conformance. In collaboration with NASA Langley Research Center, these test were part of an overall effort to research systems and procedures for the integration of CTAS and flight management systems (FMS). The Langley Transport Systems Research Vehicle Boeing 737 airplane flew a combined total of 58 cruise-arrival trajectory runs while following CTAS clearance advisories. Actual trajectories of the airplane were compared to CTAS and FMS predictions to measure trajectory-prediction accuracy and identify the primary sources of error for both. The research airplane was used to evaluate several levels of cockpit automation ranging from conventional avionics to a performance-based vertical navigation (VNAV) FMS. Trajectory prediction accuracy was analyzed with respect to both ARTCC radar tracking and GPS-based aircraft measurements. This paper presents detailed results describing the trajectory accuracy and error sources. Although differences were found in both accuracy and error sources, CTAS accuracy was comparable to the FMS in terms of both meter-fix arrival-time performance (in support of metering) and 4D-trajectory prediction (key to conflict prediction). Overall arrival time errors (mean plus standard deviation) were measured to be approximately 24 seconds during the first flight test (23 runs) and 15 seconds during the second flight test (25 runs). The major source of error during these tests was found to be the predicted winds aloft used by CTAS. Position and velocity estimates of the airplane provided to CTAS by the ATC Host radar tracker were found to be a relatively insignificant error source for the trajectory conditions evaluated. Airplane performance modeling errors within CTAS were found to not significantly affect arrival time errors when the constrained descent procedures were used. The most significant effect related to the flight guidance was observed to be the cross-track and turn-overshoot errors associated with conventional VOR guidance. Lateral navigation (LNAV) guidance significantly reduced both the cross-track and turn-overshoot error. Pilot procedures and VNAV guidance were found to significantly reduce the vertical profile errors associated with atmospheric and aircraft performance model errors.

Subject Matter Expert Evaluation of Multi-Flight Common Route Advisories

NASA Technical Reports Server (NTRS)

Bilimoria, Karl; Hayashi, Miwa; Sheth, Kapil S.

2017-01-01

Traffic flow management seeks to balance the demand for National Airspace System (NAS) flight resources, such as airspace and airports, with the available supply. When forecasted weather blocks nominal air traffic routes, traffic managers must re-route affected flights for weather avoidance. Depending on the nature and scope of the weather, traffic managers may use pre-coordinated re-routes such as Playbook Routes or Coded Departure Routes, or may design ad hoc local re-routes. The routes of affected flights are modified accordingly. These weather avoidance routes will, of course, be less efficient than the nominal routes due to increased flight time and fuel burn. In current traffic management operations, the transition into a weather avoidance re-routing initiative is typically implemented more aggressively than the transition out of that initiative after the weather has dissipated or moved away. For example, strategic large-scale Playbook re-routes are sometimes left in place (as initially implemented) for many hours before being lifted entirely when the weather dissipates. There is an opportunity to periodically modify the re-routing plan as weather evolves, thereby attenuating its adverse impact on flight time and fuel consumption; this is called delay recovery. Multi-Flight Common Routes (MFCR) is a NASA-developed operational concept and associated decision support tool for delay recovery, designed to assist traffic managers to efficiently update weather avoidance traffic routes after the original re-routes have become stale due to subsequent evolution of the convective weather system. MFCR groups multiple flights to reduce the number of advisories that the traffic manager needs to evaluate, and also merges these flights on a common route segment to provide an orderly flow of re-routed traffic. The advisory is presented to the appropriate traffic manager who evaluates it and has the option to modify it using MFCRs graphical user interface. If the traffic manager finds the advisory to be operationally appropriate, he or she would coordinate with the Area Supervisor(s) of the sectors that currently control the flights in the advisory. When the traffic manager accepts the MFCR advisory via the user interface, the corresponding flight plan amendments would be sent to the displays of the appropriate sector controllers, using the Airborne Re-Routing (ABRR) capability which is scheduled for nationwide operation in 2017. The sector controllers would then offer this time-saving route modification to the pilots of the affected flights via datalink (or voice), and implement the corresponding flight plan amendment if the pilots accept it. MFCR is implemented as an application in the software environment of the Future Air traffic management Concepts Evaluation Tool (FACET). This paper focuses on an initial subject matter expert (SME) evaluation of MFCR. The evaluation covers MFCRs operational concept, algorithm, and user interface.

Vibroacoustic payload environment prediction system (VAPEPS): Data base management center remote access guide

NASA Technical Reports Server (NTRS)

Thomas, V. C.

1986-01-01

A Vibroacoustic Data Base Management Center has been established at the Jet Propulsion Laboratory (JPL). The center utilizes the Vibroacoustic Payload Environment Prediction System (VAPEPS) software package to manage a data base of shuttle and expendable launch vehicle flight and ground test data. Remote terminal access over telephone lines to a dedicated VAPEPS computer system has been established to provide the payload community a convenient means of querying the global VAPEPS data base. This guide describes the functions of the JPL Data Base Management Center and contains instructions for utilizing the resources of the center.

KSC-2014-4668

NASA Image and Video Library

2014-12-03

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer. For more information, visit www.nasa.gov/orion. Photo credit: NASA/Frankie Martin

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

NASA Technical Reports Server (NTRS)

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

2006-01-01

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

Overturning conclusions of Lévy flight movement patterns by fishing boats and foraging animals.

PubMed

Edwards, Andrew M

2011-06-01

A surprisingly diverse variety of foragers have previously been concluded to exhibit movement patterns known as Lévy flights, a special type of random walk. These foragers range in size from microzooplankton in experiments to fishermen in the Pacific Ocean and the North Sea. The Lévy flight conclusion implies that all the foragers have similar scale-free movement patterns that can be described by a single dimensionless parameter, the exponent micro of a power-law (Pareto) distribution. However, the previous conclusions have been made using methods that have since been shown to be problematic: inaccurate techniques were used to estimate micro, and the power-law distribution was usually assumed to hold without testing any alternative hypotheses. Therefore, I address the open question of whether the previous data still support the Lévy flight hypothesis, and thus determine whether Lévy flights really are so ubiquitous in ecology. I present a comprehensive reanalysis of 17 data sets from seven previous studies for which Lévy flight behavior had been concluded, covering marine, terrestrial, and experimental systems from four continents. I use the modern likelihood and Akaike weights approach to test whether simple alternative models are more supported by the data than Lévy flights. The previously estimated values of the power-law exponent micro do not match those calculated here using the accurate likelihood approach, and almost all of them lie outside of the likelihood-based 95% confidence intervals. Furthermore, the original power-law Lévy flight model is overwhelmingly rejected for 16 out of the 17 data sets when tested against three other simple models. For one data set, the data are consistent with coming from a bounded power-law distribution (a truncated Lévy flight). For three other data sets, an exponential distribution corresponding to a simple Poisson process is suitable. Thus, Lévy flight movement patterns are not the common phenomena that was once thought, and are not suitable for use as ecosystem indicators for fisheries management, as has been proposed.

Free Flight Ground Testing of ADEPT in Advance of the Sounding Rocket One Flight Experiment

NASA Technical Reports Server (NTRS)

Smith, B. P.; Dutta, S.

2017-01-01

The Adaptable Deployable Entry and Placement Technology (ADEPT) project will be conducting the first flight test of ADEPT, titled Sounding Rocket One (SR-1), in just two months. The need for this flight test stems from the fact that ADEPT's supersonic dynamic stability has not yet been characterized. The SR-1 flight test will provide critical data describing the flight mechanics of ADEPT in ballistic flight. These data will feed decision making on future ADEPT mission designs. This presentation will describe the SR-1 scientific data products, possible flight test outcomes, and the implications of those outcomes on future ADEPT development. In addition, this presentation will describe free-flight ground testing performed in advance of the flight test. A subsonic flight dynamics test conducted at the Vertical Spin Tunnel located at NASA Langley Research Center provided subsonic flight dynamics data at high and low altitudes for multiple center of mass (CoM) locations. A ballistic range test at the Hypervelocity Free Flight Aerodynamics Facility (HFFAF) located at NASA Ames Research Center provided supersonic flight dynamics data at low supersonic Mach numbers. Execution and outcomes of these tests will be discussed. Finally, a hypothesized trajectory estimate for the SR-1 flight will be presented.

Combat Agility Management System (CAMS)

NASA Technical Reports Server (NTRS)

Skow, Andrew; Porada, William

1994-01-01

The proper management of energy becomes a complex task in fighter aircraft which have high angle of attack (AOA) capability. Maneuvers at high AOA are accompanied by high bleed rates (velocity decrease), a characteristic that is usually undesirable in a typical combat arena. Eidetics has developed under NASA SBIR Phase 1 and NAVAIR SBIR Phase 2 contracts a system which allows a pilot to more easily and effectively manage the trade-off of energy (airspeed or altitude) for turn rate while not imposing hard limits on the high AOA nose pointing capability that can be so important in certain air combat maneuver situations. This has been accomplished by incorporating a two-stage angle of attack limiter into the flight control laws. The first stage sets a limit on AOA to achieve a limit on the maximum bleed rate (selectable) by limiting AOA to values which are dependent on the aircraft attitude and dynamic pressure (or flight path, velocity, and altitude). The second stage sets an AOA limit near the AOA for C(sub l max). One of the principal benefits of such a system is that it enables a low-experience pilot to become much more proficient at managing his energy. The Phase 2 simulation work is complete, and an exploratory flight test on the F-18 HARV is planned for the Fall of 1994 to demonstrate/validate the concept.

High-Lift Flight Tunnel - Phase II Report. Phase 2 Report

NASA Technical Reports Server (NTRS)

Lofftus, David; Lund, Thomas; Rote, Donald; Bushnell, Dennis M. (Technical Monitor)

2000-01-01

The High-Lift Flight Tunnel (HiLiFT) concept is a revolutionary approach to aerodynamic ground testing. This concept utilizes magnetic levitation and linear motors to propel an aerodynamic model through a tube containing a quiescent test medium. This medium (nitrogen) is cryogenic and pressurized to achieve full flight Reynolds numbers higher than any existing ground test facility world-wide for the range of 0.05 to 0.50 Mach. The results of the Phase II study provide excellent assurance that the HiLiFT concept will provide a valuable low-speed, high Reynolds number ground test facility. The design studies concluded that the HiLiFT facility is feasible to build and operate and the analytical studies revealed no insurmountable difficulties to realizing a practical high Reynolds number ground test facility. It was determined that a national HiLiFT facility, including development, would cost approximately $400M and could be operational by 2013 if fully funded. Study participants included National Aeronautics and Space Administration Langley Research Center as the Program Manager and MSE Technology Applications, Inc., (MSE) of Butte, Montana as the prime contractor and study integrator. MSE#s subcontractors included the University of Texas at Arlington for aerodynamic analyses and the Argonne National Laboratory for magnetic levitation and linear motor technology support.

Commerical Crew Program (CCP) Astronauts Speak To Employees

NASA Image and Video Library

2016-08-11

Astronauts selected to train for the flight tests of NASA’s Commercial Crew Program participated in a panel discussion with employees at NASA’s Kennedy Space Center in Florida. From left, are Kennedy Center Director Bob Cabana, Commercial Crew Program Manager Kathy Lueders, and astronauts Eric Boe and Suni Williams.

Space transportation system flight 2 OSTA-1 scientific payload data management plan

NASA Technical Reports Server (NTRS)

1981-01-01

The Shuttle Imaging Radar-A (SIR-A), Shuttle Multispectral Infrared Radiometer (SMIRR), Future Identification and Location Experiment (FILE), Measurement of Air Pollution from Satellites (MAPS), Ocean Color Experiment (OCE), the Night/Day Optical Survey of Lightning (NOSL), and the Heflex Bioengineering Test (HBT) experiments are described.

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

NASA Technical Reports Server (NTRS)

Seal, D. W.

1989-01-01

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

Rep. Ken Calvert, R-Calif., chairman of the House Subcommittee on Space and Aeronautics, was briefed by X-43A engineer Laurie Grindle during his tour of Dryden

NASA Image and Video Library

2005-06-02

Rep. Ken Calvert, (R-Calif.), chairman of the House Subcommittee on Space and Aeronautics, received an update on the mission of NASA's Dryden Flight Research Center during a visit on June 2, 2005. Rep. Calvert, accompanied by several staff members, was briefed by center management on the Dryden's role as a flight research institution, and then reviewed some of the center's recent, current and upcoming flight research projects during a tour of the facility. During the afternoon, Rep. Calvert received similar briefings on a variety of projects at several aerospace development firms at the Civilian Flight Test Center in Mojave. Rep. Calvert's tour of NASA Dryden was the second in a series of visits to all 10 NASA field centers to better acquaint him with the roles and responsibilities of each center.

Propulsion at the Marshall Space Flight Center - A brief history

NASA Technical Reports Server (NTRS)

Jones, L. W.; Fisher, M. F.; Mccool, A. A.; Mccarty, J. P.

1991-01-01

The history of propulsion development at the NASA Marshall Space Flight Center is summarized, beginning with the development of the propulsion system for the Redstone missile. This course of propulsion development continues through the Jupiter IRBM, the Saturn family of launch vehicles and the engines that powered them, the Centaur upper stage and RL-10 engine, the Reactor In-Flight Test stage and the NERVA nuclear engine. The Space Shuttle Main Engine and Solid Rocket Boosters are covered, as are spacecraft propulsion systems, including the reaction control systems for the High Energy Astronomy Observatory and the Space Station. The paper includes a description of several technology efforts such as those in high pressure turbomachinery, aerospike engines, and the AS203 cyrogenic fluid management flight experiment. These and other propulsion projects are documented, and the scope of activities in support of these efforts at Marshall delineated.

M2-F1 simulator cockpit

NASA Technical Reports Server (NTRS)

1963-01-01

This early simulator of the M2-F1 lifting body was used for pilot training, to test landing techniques before the first ground tow attempts, and to test new control configurations after the first tow attempts and wind-tunnel tests. The M2-F1 simulator was limited in some ways by its analog simulator. It had only limited visual display for the pilot, as well. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

NASA Conducts First RS-25 Rocket Engine Test of 2015

NASA Image and Video Library

2015-01-09

From the Press Release: The new year is off to a hot start for NASA's Space Launch System (SLS). The engine that will drive America's next great rocket to deep space blazed through its first successful test Jan. 9 at the agency's Stennis Space Center near Bay St. Louis, Mississippi. The RS-25, formerly the space shuttle main engine, fired up for 500 seconds on the A-1 test stand at Stennis, providing NASA engineers critical data on the engine controller unit and inlet pressure conditions. This is the first hot fire of an RS-25 engine since the end of space shuttle main engine testing in 2009. Four RS-25 engines will power SLS on future missions, including to an asteroid and Mars. "We’ve made modifications to the RS-25 to meet SLS specifications and will analyze and test a variety of conditions during the hot fire series,” said Steve Wofford, manager of the SLS Liquid Engines Office at NASA's Marshall Space Flight Center in Huntsville, Alabama, where the SLS Program is managed. "The engines for SLS will encounter colder liquid oxygen temperatures than shuttle; greater inlet pressure due to the taller core stage liquid oxygen tank and higher vehicle acceleration; and more nozzle heating due to the four-engine configuration and their position in-plane with the SLS booster exhaust nozzles.” The engine controller unit, the "brain" of the engine, allows communication between the vehicle and the engine, relaying commands to the engine and transmitting data back to the vehicle. The controller also provides closed-loop management of the engine by regulating the thrust and fuel mixture ratio while monitoring the engine's health and status. The new controller will use updated hardware and software configured to operate with the new SLS avionics architecture. "This first hot-fire test of the RS-25 engine represents a significant effort on behalf of Stennis Space Center’s A-1 test team," said Ronald Rigney, RS-25 project manager at Stennis. "Our technicians and engineers have been working diligently to design, modify and activate an extremely complex and capable facility in support of RS-25 engine testing." Testing will resume in April after upgrades are completed on the high pressure industrial water system, which provides cool water for the test facility during a hot fire test. Eight tests, totaling 3,500 seconds, are planned for the current development engine. Another development engine later will undergo 10 tests, totaling 4,500 seconds. The second test series includes the first test of new flight controllers, known as green running. The first flight test of the SLS will feature a configuration for a 70-metric-ton (77-ton) lift capacity and carry an uncrewed Orion spacecraft beyond low-Earth orbit to test the performance of the integrated system. As the SLS is upgraded, it will provide an unprecedented lift capability of 130 metric tons (143 tons) to enable missions even farther into our solar system.

Flight Test Engineering

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen

2013-01-01

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

Cognitive representations of flight-deck information attributes

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.; Jonsson, Jon E.; Rogers, William H.

1994-01-01

A large number of aviation issues are generically being called fligh-deck information management issues, underscoring the need for an organization or classification structure. One objective of this study was to empirically determine how pilots organize flight-deck information attributes and -- based upon that data -- develop a useful taxonomy (in terms of better understanding the problems and directing solutions) for classifying flight-deck information management issues. This study also empirically determined how pilots model the importance of flight-deck information attributes for managing information. The results of this analysis suggest areas in which flight-deck researchers and designers may wish to consider focusing their efforts.

Exploiting Science: Enhancing the Safety Training of Pilots to Reduce the Risk of Bird Strikes

NASA Astrophysics Data System (ADS)

Mendonca, Flavio A. C.

Analysis of bird strikes to aviation in the U.S. from 1990 to 2015 indicate that the successful mitigation efforts at airports, which must be sustained, have reduced incidents with damage and a negative effect-on-flight since 2000. However, such efforts have done little to reduce strikes outside the airport jurisdiction, such as occurred with US Airways Flight 1549 in 2009. There are basically three strategies to mitigate the risk of bird strikes: standards set by aviation authorities, technology, and actions by crewmembers. Pilots play an important role as stakeholders in the prevention of bird strikes, especially outside the airport environment. Thus, safety efforts require enhanced risk management and aeronautical decision-making training for flight crews. The purpose of this study was to determine if a safety training protocol could effectively enhance CFR Part 141 general aviation pilots' knowledge and skills to reduce the risk of bird strikes to aviation. Participants were recruited from the Purdue University professional flight program and from Purdue Aviation. The researcher of this study used a pretest posttest experimental design. Additionally, qualitative data were collected through open-ended questions in the pretest, posttest, and a follow-up survey questionnaire. The participants' pretest and posttest scores were analyzed using parametric and nonparametric tests. Results indicated a significant increase in the posttest scores of the experimental group. An investigation of qualitative data showed that the topic "safety management of bird hazards by pilots" is barely covered during the ground and flight training of pilots. Furthermore, qualitative data suggest a misperception of the safety culture tenets and a poor familiarity with the safety risk management process regarding bird hazards. Finally, the researcher presented recommendations for practice and future research.

Space Launch System Spacecraft and Payload Elements: Progress Toward Crewed Launch and Beyond

NASA Technical Reports Server (NTRS)

Schorr, Andrew A.; Smith, David Alan; Holcomb, Shawn; Hitt, David

2017-01-01

While significant and substantial progress continues to be accomplished toward readying the Space Launch System (SLS) rocket for its first test flight, work is already underway on preparations for the second flight - using an upgraded version of the vehicle - and beyond. Designed to support human missions into deep space, SLS is the most powerful human-rated launch vehicle the United States has ever undertaken, and is one of three programs being managed by the National Aeronautics and Space Administration's (NASA's) Exploration Systems Development division. The Orion spacecraft program is developing a new crew vehicle that will support human missions beyond low Earth orbit (LEO), and the Ground Systems Development and Operations (GSDO) program is transforming Kennedy Space Center (KSC) into a next-generation spaceport capable of supporting not only SLS but also multiple commercial users. Together, these systems will support human exploration missions into the proving ground of cislunar space and ultimately to Mars. For its first flight, SLS will deliver a near-term heavy-lift capability for the nation with its 70-metric-ton (t) Block 1 configuration. Each element of the vehicle now has flight hardware in production in support of the initial flight of the SLS, which will propel Orion around the moon and back. Encompassing hardware qualification, structural testing to validate hardware compliance and analytical modeling, progress is on track to meet the initial targeted launch date. In Utah and Mississippi, booster and engine testing are verifying upgrades made to proven shuttle hardware. At Michoud Assembly Facility (MAF) in Louisiana, the world's largest spacecraft welding tool is producing tanks for the SLS core stage. Providing the Orion crew capsule/launch vehicle interface and in-space propulsion via a cryogenic upper stage, the Spacecraft/Payload Integration and Evolution (SPIE) element serves a key role in achieving SLS goals and objectives. The SPIE element marked a major milestone in 2014 with the first flight of original SLS hardware, the Orion Stage Adapter (OSA) which was used on Exploration Flight Test-1 with a design that will be used again on the first flight of SLS. The element has overseen production of the Interim Cryogenic Propulsion Stage (ICPS), an in-space stage derived from the Delta Cryogenic Second Stage, which was manufactured at United Launch Alliance (ULA) in Decatur, Alabama, prior to being shipped to Florida for flight preparations. Manufacture of the OSA and the Launch Vehicle Stage Adapter (LVSA) took place at the Friction Stir Facility located at Marshall Space Flight Center (MSFC) in Huntsville, Alabama. Marshall is also home to the Integrated Structural Test of the ICPS, LVSA, and OSA, subjecting the stacked components to simulated stresses of launch. The SPIE Element is also overseeing integration of 13 "CubeSat" secondary payloads that will fly on the first flight of SLS, providing access to deep space regions in a way currently not available to the science community. At the same time as this preparation work is taking place toward the first launch of SLS, however, the Space Launch System Program is actively working toward its second launch. For its second flight, SLS will be upgraded to the more-capable Block 1B configuration. While the Block 1 configuration is capable of delivering more than 70 t to LEO, the Block 1B vehicle will increase that capability to 105 t. For that flight, the new configuration introduces two major new elements to the vehicle - an Exploration Upper Stage (EUS) that will be used for both ascent and in-space propulsion, and a Universal Stage Adapter (USA) that serves as a "payload bay" for the rocket, allowing the launch of large exploration systems along with the Orion spacecraft. Already, flight hardware is being prepared for the Block 1B vehicle. Welding is taking place on the second rocket's core stage. Flight hardware production has begun on booster components. An RS-25 engine slated for that flight has been tested. Development work is taking place on the EUS, with contracts in place for both the stage and the RL10 engines which will power it. (The EUS will use four RL10 engines, an increase from one on the ICPS.) For the crew configuration of the Block 1B vehicle, the SLS SPIE element is managing the USA and accompanying Payload Adapter, which will accommodate both large payloads co-manifested with Orion and small-satellite secondary payloads. This co-manifested payload capacity will be instrumental for missions into the proving ground around the moon, where NASA will test new systems and demonstrate new capabilities needed for human exploration farther into deep space.

Space Launch System Spacecraft and Payload Elements: Progress Toward Crewed Launch and Beyond

NASA Technical Reports Server (NTRS)

Schorr, Andrew A.; Creech, Stephen D.

2017-01-01

While significant and substantial progress continues to be accomplished toward readying the Space Launch System (SLS) rocket for its first test flight, work is already also underway on preparations for the second flight - using an upgraded version of the vehicle - and beyond. Designed to support human missions into deep space, Space Launch System (SLS), is the most powerful human-rated launch vehicle the United States has ever undertaken, and is one of three programs being managed by the National Aeronautics and Space Administration's (NASA's) Exploration Systems Development division. The Orion spacecraft program is developing a new crew vehicle that will support human missions beyond low Earth orbit (LEO), and the Ground Systems Development and Operations program is transforming Kennedy Space Center into a next-generation spaceport capable of supporting not only SLS but also multiple commercial users. Together, these systems will support human exploration missions into the proving ground of cislunar space and ultimately to Mars. For its first flight, SLS will deliver a near-term heavy-lift capability for the nation with its 70-metric-ton (t) Block 1 configuration. Each element of the vehicle now has flight hardware in production in support of the initial flight of the SLS, which will propel Orion around the moon and back. Encompassing hardware qualification, structural testing to validate hardware compliance and analytical modeling, progress in on track to meet the initial targeted launch date. In Utah and Mississippi, booster and engine testing are verifying upgrades made to proven shuttle hardware. At Michoud Assembly Facility in Louisiana, the world's largest spacecraft welding tool is producing tanks for the SLS core stage. Providing the Orion crew capsule/launch vehicle interface and in-space propulsion via a cryogenic upper stage, the Spacecraft/Payload Integration and Evolution (SPIE) element serves a key role in achieving SLS goals and objectives. The SPIE element marked a major milestone in 2014 with the first flight of original SLS hardware, the Orion Stage Adapter (OSA) which was used on Exploration Flight Test-1 with a design that will be used again on the first flight of SLS. The element has overseen production of the Interim Cryogenic Propulsion Stage (ICPS), an in-space stage derived from the Delta Cryogenic Second Stage, which was manufactured at United Launch Alliance in Decatur, Alabama, prior to being shipped to Florida for flight preparations. Manufacture of the Orion Stage Adapter and the Launch Vehicle Stage Adapter (LVSA) took place at the Friction Stir Facility located at Marshall Space Flight Center in Huntsville, Alabama. Marshall is also home to the Integrated Structural Test of the ICPS, LVSA, and OSA, subjecting the stacked components to simulated stresses of launch. The SPIE Element is also overseeing integration of 13 "CubeSat" secondary payloads that will fly on the first flight of SLS, providing access to deep space regions in a way currently not available to the science community. At the same time as this preparation work is taking place toward the first launch of SLS, however, the Space Launch System Program is actively working toward its second launch. For its second flight, SLS will be upgraded to the more-capable Block 1B configuration. While the Block 1 configuration is capable of delivering more than 70 metric tons to low Earth orbit, the Block 1B vehicle will increase that capability to 105 t. For that flight, the new configuration introduces two major new elements to the vehicle - an Exploration Upper Stage (EUS) that will be used for both ascent and in-space propulsion, and a Universal Stage Adapter (USA) that serves as a "payload bay" for the rocket, allowing the launch of large exploration systems along with the Orion spacecraft. Already, flight hardware is being prepared for the Block 1B vehicle. Welding is taking place on the second rocket's core stage. Flight hardware production has begun on booster components. An RS-25 engine slated for that flight has been tested. Development work is taking place on the Exploration Upper Stage, with contracts in place for both the stage and the RL10 engines which will power it. (The EUS will use four RL10 engines, an increase from one on the ICPS.) For the crew configuration of the Block 1B vehicle, the SLS SPIE element is managing the USA and accompanying Payload Adapter, which will accommodate both large payloads co-manifested with Orion and small-satellite secondary payloads. This co-manifested payload capacity will be instrumental for missions into the Proving Ground around the moon, where NASA will test new systems and demonstrate new capabilities needed for human exploration farther into deep space.

Theseus Nose and Pod Cones Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Tail Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Engine Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

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

Theseus Assembly Sequence #2

NASA Technical Reports Server (NTRS)

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

Smithrick, John J.; Hall, Stephen W.

1993-01-01

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

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.

41 CFR 102-33.140 - What are Flight Program Standards?

Code of Federal Regulations, 2010 CFR

2010-07-01

... 41 Public Contracts and Property Management 3 2010-07-01 2010-07-01 false What are Flight Program Standards? 102-33.140 Section 102-33.140 Public Contracts and Property Management Federal Property Management Regulations System (Continued) FEDERAL MANAGEMENT REGULATION PERSONAL PROPERTY 33-MANAGEMENT OF...

NEXT Single String Integration Test Results

NASA Technical Reports Server (NTRS)

Soulas, George C.; Patterson, Michael J.; Pinero, Luis; Herman, Daniel A.; Snyder, Steven John

2010-01-01

As a critical part of NASA's Evolutionary Xenon Thruster (NEXT) test validation process, a single string integration test was performed on the NEXT ion propulsion system. The objectives of this test were to verify that an integrated system of major NEXT ion propulsion system elements meets project requirements, to demonstrate that the integrated system is functional across the entire power processor and xenon propellant management system input ranges, and to demonstrate to potential users that the NEXT propulsion system is ready for transition to flight. Propulsion system elements included in this system integration test were an engineering model ion thruster, an engineering model propellant management system, an engineering model power processor unit, and a digital control interface unit simulator that acted as a test console. Project requirements that were verified during this system integration test included individual element requirements ; integrated system requirements, and fault handling. This paper will present the results of these tests, which include: integrated ion propulsion system demonstrations of performance, functionality and fault handling; a thruster re-performance acceptance test to establish baseline performance: a risk-reduction PMS-thruster integration test: and propellant management system calibration checks.