Accurate Modeling of Stability and Control Properties for Fighter Aircraft from CFD

DTIC Science & Technology

2012-03-01

first an aircraft to flight test which is not until late in the design phase where millions if not billions of dollars have already been invested. It...of an aircraft and even late in the design phase there are often large gaps in data due to budget cuts to flight testing and limitations to maneuvers...early in the design cycle has been the source of many costly fixes to fighter aircraft after flight testing begins. Early prediction of these nonlinear

Automated flight test management system

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

X-48B Skyray Takeoff

NASA Image and Video Library

2010-03-19

A joint NASA/Boeing team completed the first phase of flight tests on the unique X-48B Blended Wing Body aircraft at NASA's Dryden Flight Research Center at Edwards, CA. The team completed the 80th and last flight of the project's first phase on March 19, 2010.

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

NASA Technical Reports Server (NTRS)

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

2016-01-01

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

XV-15 Low-Noise Terminal Area Operations Testing

NASA Technical Reports Server (NTRS)

Edwards, B. D.

1998-01-01

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

Artificial intelligence and expert systems in-flight software testing

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

Smart command recognizer (SCR) - For development, test, and implementation of speech commands

NASA Technical Reports Server (NTRS)

Simpson, Carol A.; Bunnell, John W.; Krones, Robert R.

1988-01-01

The SCR, a rapid prototyping system for the development, testing, and implementation of speech commands in a flight simulator or test aircraft, is described. A single unit performs all functions needed during these three phases of system development, while the use of common software and speech command data structure files greatly reduces the preparation time for successive development phases. As a smart peripheral to a simulation or flight host computer, the SCR interprets the pilot's spoken input and passes command codes to the simulation or flight computer.

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

NASA Technical Reports Server (NTRS)

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

2011-01-01

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

Growth-rate periodicity of Streptomyces levoris during space flight

NASA Technical Reports Server (NTRS)

Rogers, T. D.; Brower, M. E.; Taylor, G. R.

1977-01-01

Streptomyces levoris provides a suitable biological test system to investigate the effects of space flight on the rhythms of vegetative and spore phase characteristics of both growth-rate periodicity and culture morphology during the pre-, in-, and post-flight periods of the Apollo-Soyuz Test Project. The objectives of the American participation were to study the effects of space flight on the biorhythms of Streptomyces levoris based on a comparison of the growth-rate periodicity of the vegetative and spore phase within each culture, to examine the possible alteration of spore morphology and development by SEM, and to compare the effects of a 12-hr phase shift on the periodic growth characteristics of this microorganism in cultures which were exchanged during the joint activities of the space flight. No uniform differences in the biorhythm of Streptomyces levoris during space flight were observed. It appears that the single most variable factor related to the experiment was the lack of temperature control for the space-flight specimens.

Cryogenic Two-Phase Flight Experiment: Results overview

NASA Technical Reports Server (NTRS)

Swanson, T.; Buchko, M.; Brennan, P.; Bello, M.; Stoyanof, M.

1995-01-01

This paper focuses on the flight results of the Cryogenic Two-Phase Flight Experiment (CRYOTP), which was a Hitchhiker based experiment that flew on the space shuttle Columbia in March of 1994 (STS-62). CRYOTP tested two new technologies for advanced cryogenic thermal control; the Space Heat Pipe (SHP), which was a constant conductance cryogenic heat pipe, and the Brilliant Eyes Thermal Storage Unit (BETSU), which was a cryogenic phase-change thermal storage device. These two devices were tested independently during the mission. Analysis of the flight data indicated that the SHP was unable to start in either of two attempts, for reasons related to the fluid charge, parasitic heat leaks, and cryocooler capacity. The BETSU test article was successfully operated with more than 250 hours of on-orbit testing including several cooldown cycles and 56 freeze/thaw cycles. Some degradation was observed with the five tactical cryocoolers used as thermal sinks, and one of the cryocoolers failed completely after 331 hours of operation. Post-flight analysis indicated that this problem was most likely due to failure of an electrical controller internal to the unit.

ED14-0338-081

NASA Image and Video Library

2014-11-06

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

Flight capacities of yellow-legged hornet (Vespa velutina nigrithorax, Hymenoptera: Vespidae) workers from an invasive population in Europe.

PubMed

Sauvard, Daniel; Imbault, Vanessa; Darrouzet, Éric

2018-01-01

The invasive yellow-legged hornet, Vespa velutina nigrithorax Lepeletier, 1836 (Hymenoptera: Vespidae), is native to Southeast Asia. It was first detected in France (in the southwest) in 2005. It has since expanded throughout Europe and has caused significant harm to honeybee populations. We must better characterize the hornet's flight capacity to understand the species' success and develop improved control strategies. Here, we carried out a study in which we quantified the flight capacities of V. velutina workers using computerized flight mills. We observed that workers were able to spend around 40% of the daily 7-hour flight tests flying. On average, they flew 10km to 30km during each flight test, although there was a large amount of variation. Workers sampled in early summer had lower flight capacities than workers sampled later in the season. Flight capacity decreased as workers aged. However, in the field, workers probably often die before this decrease becomes significant. During each flight test, workers performed several continuous flight phases of variable length that were separated by rest phases. Based on the length of those continuous flight phases and certain key assumptions, we estimated that V. velutina colony foraging radius is at least 700 m (half that in early summer); however, some workers are able to forage much farther. While these laboratory findings remain to be confirmed by field studies, our results can nonetheless help inform V. velutina biology and control efforts.

Flight capacities of yellow-legged hornet (Vespa velutina nigrithorax, Hymenoptera: Vespidae) workers from an invasive population in Europe

PubMed Central

Imbault, Vanessa; Darrouzet, Éric

2018-01-01

The invasive yellow-legged hornet, Vespa velutina nigrithorax Lepeletier, 1836 (Hymenoptera: Vespidae), is native to Southeast Asia. It was first detected in France (in the southwest) in 2005. It has since expanded throughout Europe and has caused significant harm to honeybee populations. We must better characterize the hornet’s flight capacity to understand the species’ success and develop improved control strategies. Here, we carried out a study in which we quantified the flight capacities of V. velutina workers using computerized flight mills. We observed that workers were able to spend around 40% of the daily 7-hour flight tests flying. On average, they flew 10km to 30km during each flight test, although there was a large amount of variation. Workers sampled in early summer had lower flight capacities than workers sampled later in the season. Flight capacity decreased as workers aged. However, in the field, workers probably often die before this decrease becomes significant. During each flight test, workers performed several continuous flight phases of variable length that were separated by rest phases. Based on the length of those continuous flight phases and certain key assumptions, we estimated that V. velutina colony foraging radius is at least 700 m (half that in early summer); however, some workers are able to forage much farther. While these laboratory findings remain to be confirmed by field studies, our results can nonetheless help inform V. velutina biology and control efforts. PMID:29883467

Evolution of Ada technology in the flight dynamics area: Implementation/testing phase analysis

NASA Technical Reports Server (NTRS)

Quimby, Kelvin L.; Esker, Linda; Miller, John; Smith, Laurie; Stark, Mike; Mcgarry, Frank

1989-01-01

An analysis is presented of the software engineering issues related to the use of Ada for the implementation and system testing phases of four Ada projects developed in the flight dynamics area. These projects reflect an evolving understanding of more effective use of Ada features. In addition, the testing methodology used on these projects has changed substantially from that used on previous FORTRAN projects.

Technology verification phase. Dynamic isotope power system. Final report

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

Halsey, D.G.

1982-03-10

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

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.

Time-temperature-stress capabilities of composite materials for advanced supersonic technology application

NASA Technical Reports Server (NTRS)

Kerr, James R.; Haskins, James F.

1987-01-01

Advanced composites will play a key role in the development of the technology for the design and fabrication of future supersonic vehicles. However, incorporating the material into vehicle usage is contingent on accelerating the demonstration of service capacity and design technology. Because of the added material complexity and lack of extensive data, laboratory replication of the flight service will provide the most rapid method to document the airworthiness of advanced composite systems. Consequently, a laboratory program was conducted to determine the time-temperature-stress capabilities of several high temperature composites. Tests included were thermal aging, environmental aging, fatigue, creep, fracture, tensile, and real-time flight simulation exposure. The program had two phases. The first included all the material property determinations and aging and simulation exposures up through 10,000 hours. The second continued these tests up to 50,000 cumulative hours. This report presents the results of the Phase 1 baseline and 10,000-hr aging and flight simulation studies, the Phase 2 50,000-hr aging studies, and the Phase 2 flight simulation tests, some of which extended to almost 40,000 hours.

Determination of UAV pre-flight Checklist for flight test purpose using qualitative failure analysis

NASA Astrophysics Data System (ADS)

Hendarko; Indriyanto, T.; Syardianto; Maulana, F. A.

2018-05-01

Safety aspects are of paramount importance in flight, especially in flight test phase. Before performing any flight tests of either manned or unmanned aircraft, one should include pre-flight checklists as a required safety document in the flight test plan. This paper reports on the development of a new approach for determination of pre-flight checklists for UAV flight test based on aircraft’s failure analysis. The Lapan’s LSA (Light Surveillance Aircraft) is used as a study case, assuming this aircraft has been transformed into the unmanned version. Failure analysis is performed on LSA using fault tree analysis (FTA) method. Analysis is focused on propulsion system and flight control system, which fail of these systems will lead to catastrophic events. Pre-flight checklist of the UAV is then constructed based on the basic causes obtained from failure analysis.

Space Shuttle stability and control test plan

NASA Technical Reports Server (NTRS)

Cooke, D. R.

1982-01-01

The development of a completely automatic flight test program to test different aspects of the Shuttle flight capability during reentries is described. Data from each flight to date has been employed to devise a sequence of maneuvers which will be keyboard-punched into the Orbiter control system by the astronauts during entry phases of flight. Details of the interaction and cooperation of the Orbiter elevons and bodyflap to provide the vehicle with latitudinal and longitudinal directional control and trim are outlined. Uncertainties predicted for the control of the Orbiter during wind tunnel testing prior to actual flights have been adjusted to actual flight data, leading to the identification of actual flight regimes which need further investigation. Maneuvers scheduled for flights 5-9 are reviewed.

A kinesthetic-tactual display for stall deterrence

NASA Technical Reports Server (NTRS)

Gilson, R. D.; Ventola, R. W.; Fenton, R. E.

1975-01-01

A kinesthetic tactual display may be effectively used as a control aid per previous flight tests. Angle of attack information would be continuously presented to a pilot, via this display, during critical operational phases where stalls are probable. A two phase plan for evaluating this concept is presented. A first development phase would encompass: (1) display fabrication for a conventional control yoke; (2) its installation, together with other necessary instrumentation, in an experimental aircraft; and (3) preliminary flight testing by experienced pilots.

Autonomous Flight Safety System Road Test

NASA Technical Reports Server (NTRS)

Simpson, James C.; Zoemer, Roger D.; Forney, Chris S.

2005-01-01

On February 3, 2005, Kennedy Space Center (KSC) conducted the first Autonomous Flight Safety System (AFSS) test on a moving vehicle -- a van driven around the KSC industrial area. A subset of the Phase III design was used consisting of a single computer, GPS receiver, and UPS antenna. The description and results of this road test are described in this report.AFSS is a joint KSC and Wallops Flight Facility project that is in its third phase of development. AFSS is an independent subsystem intended for use with Expendable Launch Vehicles that uses tracking data from redundant onboard sensors to autonomously make flight termination decisions using software-based rules implemented on redundant flight processors. The goals of this project are to increase capabilities by allowing launches from locations that do not have or cannot afford extensive ground-based range safety assets, to decrease range costs, and to decrease reaction time for special situations.

Development and Evaluation of a Performance Modeling Flight Test Approach Based on Quasi Steady-State Maneuvers

NASA Technical Reports Server (NTRS)

Yechout, T. R.; Braman, K. B.

1984-01-01

The development, implementation and flight test evaluation of a performance modeling technique which required a limited amount of quasisteady state flight test data to predict the overall one g performance characteristics of an aircraft. The concept definition phase of the program include development of: (1) the relationship for defining aerodynamic characteristics from quasi steady state maneuvers; (2) a simplified in flight thrust and airflow prediction technique; (3) a flight test maneuvering sequence which efficiently provided definition of baseline aerodynamic and engine characteristics including power effects on lift and drag; and (4) the algorithms necessary for cruise and flight trajectory predictions. Implementation of the concept include design of the overall flight test data flow, definition of instrumentation system and ground test requirements, development and verification of all applicable software and consolidation of the overall requirements in a flight test plan.

Traveler Phase 1A Joint Review

NASA Technical Reports Server (NTRS)

St. John, Clint; Scofield, Jan; Skoog, Mark; Flock, Alex; Williams, Ethan; Guirguis, Luke; Loudon, Kevin; Sutherland, Jeffrey; Lehmann, Richard; Garland, Michael;

Rehabilitation After International Space Station Flights

NASA Technical Reports Server (NTRS)

Chauvin, S. J.; Shepherd, B. A. S.; Guilliams, M. E.; Taddeo, T.

2003-01-01

Rehabilitating U.S. crew members to preflight status following flights on the Russian Mir Space Station required longer than six months for full functional recovery of some of the seven crew members. Additional exercise hardware has been added on the International Space Station as well as a rehabilitative emphasis on functional fitness/agility and proprioception. The authors will describe and present the results of the rehabilitation program for ISS and evaluate rehabilitative needs for longer missions. Pre- and in-flight programs emphasize strength and aerobic conditioning. One year before launch, crew members are assigned an Astronaut Strength and Conditioning specialist. Crew members are scheduled for 2 hours, 3 days a week, for pre-flight training and 2.5 hours, six days a week, for in-flight training. Crewmembers are tested on functional fitness, agility, isokinetic strength, and submaximal cycle ergometer evaluation before and after flight. The information from these tests is used for exercise prescriptions, comparison, and evaluation of the astronaut and training programs. The rehabilitation program lasts for 45 days and is scheduled for 2 hours during each crew workday. Phase 1 of the rehabilitation program starts on landing day and places emphasis on ambulation, flexibility, and muscle strengthening. Phase 2 adds proprioceptive exercise and cardiovascular conditioning. Phase 3 (the longest phase) focuses on functional development. All programs are tailored specifically for each individual according to their test results, preferred recreational activities, and mission roles and duties. Most crew members reached or exceeded their preflight test values 45 days after flight. Some crew members subjectively indicated the need for a longer rehabilitation period. The current rehabilitation program for returning ISS crew members seems adequate in content but may need to be extended for longer expeditions.

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2013 CFR

2013-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2014 CFR

2014-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2012 CFR

2012-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

Performance seeking control program overview

NASA Technical Reports Server (NTRS)

Orme, John S.

1995-01-01

The Performance Seeking Control (PSC) program evolved from a series of integrated propulsion-flight control research programs flown at NASA Dryden Flight Research Center (DFRC) on an F-15. The first of these was the Digital Electronic Engine Control (DEEC) program and provided digital engine controls suitable for integration. The DEEC and digital electronic flight control system of the NASA F-15 were ideally suited for integrated controls research. The Advanced Engine Control System (ADECS) program proved that integrated engine and aircraft control could improve overall system performance. The objective of the PSC program was to advance the technology for a fully integrated propulsion flight control system. Whereas ADECS provided single variable control for an average engine, PSC controlled multiple propulsion system variables while adapting to the measured engine performance. PSC was developed as a model-based, adaptive control algorithm and included four optimization modes: minimum fuel flow at constant thrust, minimum turbine temperature at constant thrust, maximum thrust, and minimum thrust. Subsonic and supersonic flight testing were conducted at NASA Dryden covering the four PSC optimization modes and over the full throttle range. Flight testing of the PSC algorithm, conducted in a series of five flight test phases, has been concluded at NASA Dryden covering all four of the PSC optimization modes. Over a three year period and five flight test phases 72 research flights were conducted. The primary objective of flight testing was to exercise each PSC optimization mode and quantify the resulting performance improvements.

Aerodynamic Database Development for the Hyper-X Airframe Integrated Scramjet Propulsion Experiments

NASA Technical Reports Server (NTRS)

Engelund, Walter C.; Holland, Scott D.; Cockrell, Charles E., Jr.; Bittner, Robert D.

2000-01-01

This paper provides an overview of the activities associated with the aerodynamic database which is being developed in support of NASA's Hyper-X scramjet flight experiments. Three flight tests are planned as part of the Hyper-X program. Each will utilize a small, nonrecoverable research vehicle with an airframe integrated scramjet propulsion engine. The research vehicles will be individually rocket boosted to the scramjet engine test points at Mach 7 and Mach 10. The research vehicles will then separate from the first stage booster vehicle and the scramjet engine test will be conducted prior to the terminal decent phase of the flight. An overview is provided of the activities associated with the development of the Hyper-X aerodynamic database, including wind tunnel test activities and parallel CFD analysis efforts for all phases of the Hyper-X flight tests. A brief summary of the Hyper-X research vehicle aerodynamic characteristics is provided, including the direct and indirect effects of the airframe integrated scramjet propulsion system operation on the basic airframe stability and control characteristics. Brief comments on the planned post flight data analysis efforts are also included.

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

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

Recent Ground Hold and Rapid Depressurization Testing of Multilayer Systems

NASA Technical Reports Server (NTRS)

Johnson, Wesley L.

2014-01-01

In the development of flight insulation systems for large cryogenic orbital storage (spray on foam and multilayer insulation), testing need include all environments that are experienced during flight. While large efforts have been expended on studying, bounding, and modeling the orbital performance of the insulation systems, little effort has been expended on the ground hold and ascent phases of a mission. Historical cryogenic in-space systems that have flown have been able to ignore these phases of flight due to the insulation system being within a vacuum jacket. In the development phase of the Nuclear Mars Vehicle and the Shuttle Nuclear Vehicle, several insulation systems were evaluated for the full mission cycle. Since that time there had been minimal work on these phases of flight until the Constellation program began investigating cryogenic service modules and long duration upper stages. With the inception of the Cryogenic Propellant Storage and Transfer Technology Demonstration Mission, a specific need was seen for the data and as such, several tests were added to the Cryogenic Boil-off Reduction System liquid hydrogen test matrix to provide more data on a insulation system. Testing was attempted with both gaseous nitrogen (GN2) and gaseous helium (GHe) backfills. The initial tests with nitrogen backfill were not successfully completed due to nitrogen liquefaction and solidification preventing the rapid pumpdown of the vacuum chamber. Subsequent helium backfill tests were successful and showed minimal degradation. The results are compared to the historical data.

Evaluating Trauma Sonography for Operational Use in the Microgravity Environment

NASA Technical Reports Server (NTRS)

Kirkpatrick, Andrew W.; Jones, Jeffrey A.; Sargsyan, Ashot; Hamilton, Douglas; Melton, Shannon; Beck, George; Nicolaou, Savvas; Campbell, Mark; Dulchavsky, Scott

2007-01-01

Sonography is the only medical imaging modality aboard the ISS, and is likely to remain the leading imaging modality in future human space flight programs. While trauma sonography (TS) has been well recognized for terrestrial trauma settings, the technique had to be evaluated for suitability in space flight prior to adopting it as an operational capability. The authors found the following four-phased evaluative approach applicable to this task: 1) identifying standard or novel terrestrial techniques for potential use in space medicine; 2) developing and testing these techniques with suggested modifications on the ground (1g) either in clinical settings or in animal models, as appropriate; 3) evaluating and refining the techniques in parabolic flight (0g); and 4) validating and implementing for clinical use in space. In Phase I of the TS project, expert opinion and literature review suggested TS to be a potential screening tool for trauma in space. In Phase II, animal models were developed and tested in ground studies, and clinical studies were carried out in collaborating trauma centers. In Phase III, animal models were flight-tested in the NASA KC-135 Reduced Gravity Laboratory. Preliminary results of the first three phases demonstrated potential clinical utility of TS in microgravity. Phase IV studies have begun to address crew training issues, on-board imaging protocols, and data transfer procedures necessary to offer the modified TS technique for space use.

SNC’s Dream Chaser Achieves Successful Free Flight at NASA Armstrong

NASA Image and Video Library

2017-11-17

Sierra Nevada Corporation's Dream Chaser® spacecraft underwent a successful free-flight test on November 11, 2017 at NASA’s Armstrong Flight Research Center, Edwards, California. The test verified and validated the performance of the Dream Chaser in the critical final approach and landing phase of flight, meeting expected models for a future return from the International Space Station. The full-scale Dream Chaser test vehicle was lifted to 12,400 feet altitude by a 234-UT Chinook helicopter, released and flew a pre-planned flight path ending with a successful autonomous landing.

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

NASA Technical Reports Server (NTRS)

Dowden, Donald J.; Bessette, Denis E.

1987-01-01

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

Analysis of muscle activity and ankle joint movement during the side-hop test.

PubMed

Yoshida, Masahiro; Taniguchi, Keigo; Katayose, Masaki

2011-08-01

Functional performance tests (FPTs) that consist of movements, such as hopping, landing, and cutting, provide useful measurements. Although some tests have been established for kinematic studies of the knee joint, very few tests have been established for the ankle joint. To use the FPT as a test battery for patients with an ankle sprain, it is necessary to document typical patterns of muscle activation and range of motion (ROM) of the ankle joint during FPTs. Therefore, the purpose of this study was to investigate the pattern of the ROM of the ankle inversion/eversion and the muscle activity of the peroneus longus muscle (PL) and the tibial anterior muscle (TA) in normal subjects during the side-hop test. To emphasize the characteristics of ROM and electromyography (EMG) at each phase, the side-hop tests were divided into 4 phases: lateral-hop contact phase (LC), lateral-hop flight phase (LF), medial hop contact phase (MC), and medial hop flight phase (MF), and the ROM of ankle inversion/eversion, a peak angle of ankle inversion, and Integral EMG (IEMG) of PL and TA compared among 4 phases. Fifteen male subjects with no symptoms of ankle joint problems participated in this research. The ROM of ankle inversion/eversion during the side-hop test was 27 ± 3.8° (mean ± SD), and there was a significant difference in the ROM of ankle inversion/eversion among 4 phases (p < 0.05). The phase in which the widest ROM was presented was the MF. A peak angle of the ankle inversion at MC was significantly greater than at LC and MF (p <0.05). A peak angle of the ankle inversion at LF was significantly greater than at LC and MF. The PL remained contracting with 50-160% of maximal voluntary contraction (MVC). The IEMGs of PL in both the contact phases were significantly greater than in both the flight phases (p < 0.05). In addition, the PL activity at LC was significantly greater than at MC. The TA remained contracting at 50-80% of MVC through the side-hop test. The IEMG of TA at both the contact phases was significantly greater than at 2 flight phases. However, there was no significant difference between LC and MF. Results of this study could be useful as basic data when evaluating the validity of the side-hop test for patients with ankle sprain.

History and Benefits of Engine Level Testing Throughout the Space Shuttle Main Engine Program

NASA Technical Reports Server (NTRS)

VanHooser, Katherine; Kan, Kenneth; Maddux, Lewis; Runkle, Everett

2010-01-01

Rocket engine testing is important throughout a program s life and is essential to the overall success of the program. Space Shuttle Main Engine (SSME) testing can be divided into three phases: development, certification, and operational. Development tests are conducted on the basic design and are used to develop safe start and shutdown transients and to demonstrate mainstage operation. This phase helps form the foundation of the program, demands navigation of a very steep learning curve, and yields results that shape the final engine design. Certification testing involves multiple engine samples and more aggressive test profiles that explore the boundaries of the engine to vehicle interface requirements. The hardware being tested may have evolved slightly from that in the development phase. Operational testing is conducted with mature hardware and includes acceptance testing of flight assets, resolving anomalies that occur in flight, continuing to expand the performance envelope, and implementing design upgrades. This paper will examine these phases of testing and their importance to the SSME program. Examples of tests conducted in each phase will also be presented.

The development of an augmentor wing jet STOL research aircraft (modified C-8A). Volume 2: Analysis of contractor's flight test

NASA Technical Reports Server (NTRS)

Skavdahl, H.; Patterson, D. H.

1972-01-01

The initial flight test phase of the modified C-8A airplane was conducted. The primary objective of the testing was to establish the basic airworthiness of the research vehicle. This included verification of the structural design and evaluation of the aircraft's systems. Only a minimum amount of performance testing was scheduled; this has been used to provide a preliminary indication of the airplane's performance and flight characteristics for future flight planning. The testing included flutter and loads investigations up to the maximum design speed. The operational characteristics of all systems were assessed including hydraulics, environmental control system, air ducts, the vectoring conical nozzles, and the stability augmentation system (SAS). Approaches to stall were made at three primary flap settings: up, 30 deg and 65 deg, but full stalls were not scheduled. Minimum control speeds and maneuver margins were checked. All takeoffs and landings were conventional, and STOL performance was not scheduled during this phase of the evaluation.

Development of rotorcraft interior noise control concepts. Phase 2: Full scale testing, revision 1

NASA Technical Reports Server (NTRS)

Yoerkie, C. A.; Gintoli, P. J.; Moore, J. A.

1986-01-01

The phase 2 effort consisted of a series of ground and flight test measurements to obtain data for validation of the Statistical Energy Analysis (SEA) model. Included in the gound tests were various transfer function measurements between vibratory and acoustic subsystems, vibration and acoustic decay rate measurements, and coherent source measurements. The bulk of these, the vibration transfer functions, were used for SEA model validation, while the others provided information for characterization of damping and reverberation time of the subsystems. The flight test program included measurements of cabin and cockpit sound pressure level, frame and panel vibration level, and vibration levels at the main transmission attachment locations. Comparisons between measured and predicted subsystem excitation levels from both ground and flight testing were evaluated. The ground test data show good correlation with predictions of vibration levels throughout the cabin overhead for all excitations. The flight test results also indicate excellent correlation of inflight sound pressure measurements to sound pressure levels predicted by the SEA model, where the average aircraft speech interference level is predicted within 0.2 dB.

Cassini's Test Methodology for Flight Software Verification and Operations

NASA Technical Reports Server (NTRS)

Wang, Eric; Brown, Jay

2007-01-01

The Cassini spacecraft was launched on 15 October 1997 on a Titan IV-B launch vehicle. The spacecraft is comprised of various subsystems, including the Attitude and Articulation Control Subsystem (AACS). The AACS Flight Software (FSW) and its development has been an ongoing effort, from the design, development and finally operations. As planned, major modifications to certain FSW functions were designed, tested, verified and uploaded during the cruise phase of the mission. Each flight software upload involved extensive verification testing. A standardized FSW testing methodology was used to verify the integrity of the flight software. This paper summarizes the flight software testing methodology used for verifying FSW from pre-launch through the prime mission, with an emphasis on flight experience testing during the first 2.5 years of the prime mission (July 2004 through January 2007).

Development of a test and flight engineering oriented language, phase 3

NASA Technical Reports Server (NTRS)

Kamsler, W. F.; Case, C. W.; Kinney, E. L.; Gyure, J.

1970-01-01

Based on an analysis of previously developed test oriented languages and a study of test language requirements, a high order language was designed to enable test and flight engineers to checkout and operate the proposed space shuttle and other NASA vehicles and experiments. The language is called ALOFT (a language oriented to flight engineering and testing). The language is described, its terminology is compared to similar terms in other test languages, and its features and utilization are discussed. The appendix provides the specifications for ALOFT.

Test Plan for the Technology Maturation of Supersonic Inflatable Aerodynamic Decelerators

NASA Technical Reports Server (NTRS)

Kelly, Jenny R.; Cruz, Juan R.

2009-01-01

Supersonic inflatable aerodynamic decelerators (IADs) are drag devices intended to be deployed at high Mach numbers. In the application considered here they assist in the descent and landing of spacecraft on Mars. Although promising, present IAD technology is not yet sufficiently mature for use in the near future. This paper describes a technology maturation plan for tension cone IADs using subscale test articles to reduce development costs. As envisioned, the proposed test plan includes three phases: wind tunnel tests (subsonic), unpowered high-altitude flight tests (transonic), and powered high-altitude tests (supersonic). This test plan is based on a building block approach in which successful completion of each phase adds to the understanding of the behavior of IADs and reduces the risk of the subsequent, more expensive phases. By properly scaling the IADs, test articles of the same size and nearly the same construction can be used for all three phases. The final phase is a dynamically scaled flight test with IAD deployment at the same Mach number as the full-scale vehicle on Mars. Two full-scale example cases are presented: one for a single-stage system (15 m dia. IAD to subsonic retropropulsion), and another for a two-stage system (10.5 m dia. IAD to subsonic parachute). Using scale factors of 0.333 and 0.476 yield subscale test IADs of 5 m dia. The dynamically scaled powered flight test starts at Mach 4 and an altitude of 33.5 km. Existing balloons and rocket motors are shown to be adequate to meet the required test conditions.

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

NASA Technical Reports Server (NTRS)

Nance, Donald K.; Reed, Darren K.

2011-01-01

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

A Flight Dynamic Model of Aircraft Spinning

DTIC Science & Technology

1990-06-01

r Zaw rate about body axes S Aircraft wing area V Flight path velocity 3 a Angle of attack Sideslip angle 6, Aileron deflection, positive when right...Tests, May/June 1983 PartI. Unpublished data report. 6. MARTIN, C.A. and SECOMB, D.A. ; RAAF BPTA Phase II Wind Tun - nel Tests: Rotary Balance Tests

Advanced Microstrip Antenna Developments : Volume I. Technology Studies for Aircraft Phased Arrays

DOT National Transportation Integrated Search

1981-06-01

Work has continued on improvement of microstrip phased-array antenna technology since the first microstrip phased-array was flight-tested during the FAA 1974-1975 ATS-6 test program. The present development has extended this earlier work in three are...

Life Cycle of a Mission

NASA Technical Reports Server (NTRS)

Bothwell, Mary

2004-01-01

A viewgraph presentation describing the the six phases of a space mission is shown. The contents include: 1) What Does Planning Involve?; 2) Designing the Flight System; 3) Building the Flight System; 4) Testing the Flight System; 5) Flying the Mission; and 6) Analyzing the Data.

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

NASA Technical Reports Server (NTRS)

Chevers, E. S.

1985-01-01

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

Advancing Blade Concept (ABC) Technology Demonstrator

DTIC Science & Technology

1981-04-01

simulated 40-knot full-scale speed were conducted in Phase 0 on the Princeton dynamic model tract (Reference 7). Forward flight tests to a...laterally and longitudinally but also to control the thrust sharing between the rotors are presented in Figure 28. Phase II Tests : This model test phase...were rigged to the required values. Control system linearity and hysteresis tests were conducted to determine

A Status Report on the Parachute Development for NASA's Next Manned Spacecraft

NASA Technical Reports Server (NTRS)

Sinclair, Robert

2008-01-01

NASA has determined that the parachute portion of the Landing System for the Crew Exploration Vehicle (CEV) will be Government Furnished Equipment (GFE). The Earth Landing System has been designated CEV Parachute Assembly System (CPAS). Thus a program team was developed consisting of NASA Johnson Space Center (JSC) and Jacobs Engineering through their Engineering and Science Contract Group (ESCG). Following a rigorous competitive phase, Airborne Systems North America was selected to provide the parachute design, testing and manufacturing role to support this team. The development program has begun with some early flight testing of a Generation 1 parachute system. Future testing will continue to refine the design and complete a qualification phase prior to manned flight of the spacecraft. The program team will also support early spacecraft system testing, including a Pad Abort Flight Test in the Fall of 2008

These two NASA F/A-18 aircraft are flying a test point for the Autonomous Formation Flight project o

NASA Technical Reports Server (NTRS)

2001-01-01

Two NASA F/A-18 aircraft are flying a test point for the Autonomous Formation Flight project over California's Mojave Desert. This second flight phase is mapping the wingtip vortex of the lead aircraft, the Systems Research Aircraft (tail number 847), on the trailing F/A-18 tail number 847. Wingtip vortex is a spiraling wind flowing from the wing during flight. The project is studying the drag and fuel reduction of precision formation flying.

Flight Test Evaluation of the ATD-1 Interval Management Application

NASA Technical Reports Server (NTRS)

Swieringa, Kurt A.; Wilson, Sara R.; Baxley, Brian T.; Roper, Roy D.; Abbott, Terence S.; Levitt, Ian; Scharl, Julien

2017-01-01

Interval Management (IM) is a concept designed to be used by air traffic controllers and flight crews to more efficiently and precisely manage inter-aircraft spacing. Both government and industry have been working together to develop the IM concept and standards for both ground automation and supporting avionics. NASA contracted with Boeing, Honeywell, and United Airlines to build and flight test an avionics prototype based on NASA's spacing algorithm and conduct a flight test. The flight test investigated four different types of IM operations over the course of nineteen days, and included en route, arrival, and final approach phases of flight. This paper examines the spacing accuracy achieved during the flight test and the rate of speed commands provided to the flight crew. Many of the time-based IM operations met or exceeded the operational design goals set out in the standards for the maintain operations and a subset of the achieve operations. Those operations which did not meet the goals were due to issues that are identified and will be further analyzed.

Flight Test Series 3: Flight Test Report

NASA Technical Reports Server (NTRS)

Marston, Mike; Sternberg, Daniel; Valkov, Steffi

2015-01-01

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

An Overview of Flight Test Results for a Formation Flight Autopilot

NASA Technical Reports Server (NTRS)

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

2002-01-01

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

Pyrotechnically Operated Valves for Testing and Flight

NASA Technical Reports Server (NTRS)

Conley, Edgar G.; St.Cyr, William (Technical Monitor)

2002-01-01

Pyrovalves still warrant careful description of their operating characteristics, which is consistent with the NASA mission - to assure that both testing and flight hardware perform with the utmost reliability. So, until the development and qualification of the next generation of remotely controlled valves, in all likelihood based on shape memory alloy technology, pyrovalves will remain ubiquitous in controlling flow systems aloft and will possibly see growing use in ground-based testing facilities. In order to assist NASA in accomplishing this task, we propose a three-phase, three-year testing program. Phase I would set up an experimental facility, a 'test rig' in close cooperation with the staff located at the White Sands Test Facility in Southern New Mexico.

Autonomous Flight Safety System

NASA Technical Reports Server (NTRS)

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

2004-01-01

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

Apollo experience report: The role of flight mission rules in mission preparation and conduct

NASA Technical Reports Server (NTRS)

Keyser, L. W.

1974-01-01

The development of flight mission rules from the mission development phase through the detailed mission-planning phase and through the testing and training phase is analyzed. The procedure for review of the rules and the coordination requirements for mission-rule development are presented. The application of the rules to real-time decision making is outlined, and consideration is given to the benefit of training ground controllers and flightcrews in the methods of determining the best response to a nonnominal in-flight situation for which no action has been preplanned. The Flight Mission Rules document is discussed in terms of the purpose and objective thereof and in terms of the definition, the development, and the use of mission rules.

Development of a test and flight engineering oriented language. Phase 3: Presentation

NASA Technical Reports Server (NTRS)

Kamsler, W. F.; Case, C. W.; Kinney, E. L.; Gyure, J.

1970-01-01

The format material used in an oral presentation of the phase 3 study effort is given. The material includes a description of the language ALOFT and a terminology comparison with other test languages.

Fuel Subsystems Flight Test Handbook

DTIC Science & Technology

1981-12-01

described in Flight and Maintenance Manuals and as it exists in hardware form. These versions may differ significantly in the development phase of a new ...Canter (AFFPTC), Edwards AFB, California. The work was done under the authority of the Study Plan for Development of a Handbook for Aircraft Fuel...10 Position of AFFTC in the Development and 10 Evaluation Process Agencies Involved 11 Multi-Purpose Flight Tests 11 FUEL SYSTEM FUNCTIONS AND

Demonstration of frequency-sweep testing technique using a Bell 214-ST helicopter

NASA Technical Reports Server (NTRS)

Tischler, Mark B.; Fletcher, Jay W.; Diekmann, Vernon L.; Williams, Robert A.; Cason, Randall W.

1987-01-01

A demonstration of frequency-sweep testing using a Bell-214ST single-rotor helicopter was completed in support of the Army's development of an updated MIL-H-8501A, and an LHX (ADS-33) handling-qualities specification. Hover and level-flight (V sub a = 0 knots and V sub a = 90 knots) tests were conducted in 3 flight hours by Army test pilots at the Army Aviation Engineering Flight Activity (AEFA) at Edwards AFB, Calif. Bandwidth and phase-delay parameters were determined from the flight-extracted frequency responses as required by the proposed specifications. Transfer function modeling and verification demonstrates the validity of the frequency-response concept for characterizing closed-loop flight dynamics of single-rotor helicopters -- even in hover. This report documents the frequency-sweep flight-testing technique and data-analysis procedures. Special emphasis is given to piloting and analysis considerations which are important for demonstrating frequency-domain specification compliance.

Ariane flight testing

NASA Astrophysics Data System (ADS)

Vedrenne, M.

1983-11-01

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

Some VTOL head-up display drive-law problems and solutions

NASA Technical Reports Server (NTRS)

Merrick, Vernon K.

1993-01-01

A piloted simulation test was conducted on the Ames Research Center's vertical motion simulator (VMS) in support of the Phase 2A flight test of NASA's V/STOL systems research aircraft (VSRA). During the simulation several problems were found with the head-up display (HUD) symbol drive laws and the flightpath synthesis. These problems and the solutions devised to solve them are described. Most of the resulting HUD drive-law changes were implemented during the simulation and their effectiveness was verified. Subsequently both the HUD symbol drive-law and flightpath-synthesis changes were implemented in the VSRA and tested successfully in the Phase 2A flight tests.

Design and Testing of a Cryogenic Capillary Pumped Loop Flight Experiment

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

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

NASA Astrophysics Data System (ADS)

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

2017-12-01

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

A flight test method for pilot/aircraft analysis

NASA Technical Reports Server (NTRS)

Koehler, R.; Buchacker, E.

1986-01-01

In high precision flight maneuvres a pilot is a part of a closed loop pilot/aircraft system. The assessment of the flying qualities is highly dependent on the closed loop characteristics related to precision maneuvres like approach, landing, air-to-air tracking, air-to-ground tracking, close formation flying and air-to air refueling of the receiver. The object of a research program at DFVLR is the final flight phase of an air to ground mission. In this flight phase the pilot has to align the aircraft with the target, correct small deviations from the target direction and keep the target in his sights for a specific time period. To investigate the dynamic behavior of the pilot-aircraft system a special ground attack flight test technique with a prolonged tracking maneuvres was developed. By changing the targets during the attack the pilot is forced to react continously on aiming errors in his sights. Thus the closed loop pilot/aircraft system is excited over a wide frequency range of interest, the pilot gets more information about mission oriented aircraft dynamics and suitable flight test data for a pilot/aircraft analysis can be generated.

In-Flight Vibration Environment of the NASA F-15B Flight Test Fixture

NASA Technical Reports Server (NTRS)

Corda, Stephen; Franz, Russell J.; Blanton, James N.; Vachon, M. Jake; DeBoer, James B.

2002-01-01

Flight vibration data are analyzed for the NASA F-15B/Flight Test Fixture II test bed. Understanding the in-flight vibration environment benefits design and integration of experiments on the test bed. The power spectral density (PSD) of accelerometer flight data is analyzed to quantify the in-flight vibration environment from a frequency of 15 Hz to 1325 Hz. These accelerometer data are analyzed for typical flight conditions and maneuvers. The vibration data are compared to flight-qualification random vibration test standards. The PSD levels in the lateral axis generally are greater than in the longitudinal and vertical axes and decrease with increasing frequency. At frequencies less than approximately 40 Hz, the highest PSD levels occur during takeoff and landing. Peaks in the PSD data for the test fixture occur at approximately 65, 85, 105-110, 200, 500, and 1000 Hz. The pitch-pulse and 2-g turn maneuvers produce PSD peaks at 115 Hz. For cruise conditions, the PSD level of the 85-Hz peak is greatest for transonic flight at Mach 0.9. From 400 Hz to 1325 Hz, the takeoff phase has the highest random vibration levels. The flight-measured vibration levels generally are substantially lower than the random vibration test curve.

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

NASA Technical Reports Server (NTRS)

Williams-Hayes, Peggy S.

2004-01-01

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

The space station assembly phase: Flight telerobotic servicer feasibility, volume 1

NASA Technical Reports Server (NTRS)

Smith, Jeffrey H.; Gyamfi, Max A.; Volkmer, Kent; Zimmerman, Wayne F.

1987-01-01

The question is addressed which was raised by the Critical Evaluation Task Force (CETF) analysis of the space station: if a Flight Telerobotic Servicer (FTS) of a given technical risk could be built for use during space station assembly, could it save significant extravehicular (EVA) resources. Key issues and trade-offs associated with using an FTS to aid in space station assembly phase tasks such as construction and servicing are identified. A methodology is presented that incorporates assessment of candidate assembly phase tasks, telerobotics performance capabilities, development costs, operational constraints (STS and proximity operations), maintenance, attached payloads, and polar platforms. A discussion of the issues is presented with focus on potential FTS roles: (1) as a research-oriented test bed to learn more about space usage of telerobotics; (2) as a research-based test bed with an experimental demonstration orientation and limited assembly and servicing applications; or (3) as an operational system to augment EVA, to aid the construction of the space station, and to reduce the programmatic (schedule) risk by increasing the flexibility of mission operations. During the course of the study, the baseline configuration was modified into Phase 1 (a station assembled in 12 flights), and Phase 2 (a station assembled over a 30 flight period) configuration.

Neonicotinoids Interfere with Specific Components of Navigation in Honeybees

PubMed Central

Fischer, Johannes; Müller, Teresa; Spatz, Anne-Kathrin; Greggers, Uwe; Grünewald, Bernd; Menzel, Randolf

2014-01-01

Three neonicotinoids, imidacloprid, clothianidin and thiacloprid, agonists of the nicotinic acetylcholine receptor in the central brain of insects, were applied at non-lethal doses in order to test their effects on honeybee navigation. A catch-and-release experimental design was applied in which feeder trained bees were caught when arriving at the feeder, treated with one of the neonicotinoids, and released 1.5 hours later at a remote site. The flight paths of individual bees were tracked with harmonic radar. The initial flight phase controlled by the recently acquired navigation memory (vector memory) was less compromised than the second phase that leads the animal back to the hive (homing flight). The rate of successful return was significantly lower in treated bees, the probability of a correct turn at a salient landscape structure was reduced, and less directed flights during homing flights were performed. Since the homing phase in catch-and-release experiments documents the ability of a foraging honeybee to activate a remote memory acquired during its exploratory orientation flights, we conclude that non-lethal doses of the three neonicotinoids tested either block the retrieval of exploratory navigation memory or alter this form of navigation memory. These findings are discussed in the context of the application of neonicotinoids in plant protection. PMID:24646521

Space Shuttle Orbiter Approach and Landing Test: Final Evaluation Report

NASA Technical Reports Server (NTRS)

1978-01-01

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

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

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

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.

Phase III Simplified Integrated Test (SIT) results - Space Station ECLSS testing

NASA Technical Reports Server (NTRS)

Roberts, Barry C.; Carrasquillo, Robyn L.; Dubiel, Melissa Y.; Ogle, Kathryn Y.; Perry, Jay L.; Whitley, Ken M.

1990-01-01

During 1989, phase III testing of Space Station Freedom Environmental Control and Life Support Systems (ECLSS) began at Marshall Space Flight Center (MSFC) with the Simplified Integrated Test. This test, conducted at the MSFC Core Module Integration Facility (CMIF), was the first time the four baseline air revitalization subsystems were integrated together. This paper details the results and lessons learned from the phase III SIT. Future plans for testing at the MSFC CMIF are also discussed.

Highly integrated digital electronic control: Digital flight control, aircraft model identification, and adaptive engine control

NASA Technical Reports Server (NTRS)

Baer-Riedhart, Jennifer L.; Landy, Robert J.

1987-01-01

The highly integrated digital electronic control (HIDEC) program at NASA Ames Research Center, Dryden Flight Research Facility is a multiphase flight research program to quantify the benefits of promising integrated control systems. McDonnell Aircraft Company is the prime contractor, with United Technologies Pratt and Whitney Aircraft, and Lear Siegler Incorporated as major subcontractors. The NASA F-15A testbed aircraft was modified by the HIDEC program by installing a digital electronic flight control system (DEFCS) and replacing the standard F100 (Arab 3) engines with F100 engine model derivative (EMD) engines equipped with digital electronic engine controls (DEEC), and integrating the DEEC's and DEFCS. The modified aircraft provides the capability for testing many integrated control modes involving the flight controls, engine controls, and inlet controls. This paper focuses on the first two phases of the HIDEC program, which are the digital flight control system/aircraft model identification (DEFCS/AMI) phase and the adaptive engine control system (ADECS) phase.

The Neutron Star Interior Composition Explorer (NICER): Design and Development

NASA Technical Reports Server (NTRS)

Gendreau, Keith C.; Arzoumanian, Zaven; Adkins, Phillip W.; Albert, Cheryl L.; Anders, John F.; Aylward, Andrew T.; Baker, Charles L.; Balsamo, Erin R.; Bamford, William A.; Benegalrao, Suyog S.;

The Neutron star Interior Composition Explorer (NICER): design and development

NASA Astrophysics Data System (ADS)

Gendreau, Keith C.; Arzoumanian, Zaven; Adkins, Phillip W.; Albert, Cheryl L.; Anders, John F.; Aylward, Andrew T.; Baker, Charles L.; Balsamo, Erin R.; Bamford, William A.; Benegalrao, Suyog S.; Berry, Daniel L.; Bhalwani, Shiraz; Black, J. Kevin; Blaurock, Carl; Bronke, Ginger M.; Brown, Gary L.; Budinoff, Jason G.; Cantwell, Jeffrey D.; Cazeau, Thoniel; Chen, Philip T.; Clement, Thomas G.; Colangelo, Andrew T.; Coleman, Jerry S.; Coopersmith, Jonathan D.; Dehaven, William E.; Doty, John P.; Egan, Mark D.; Enoto, Teruaki; Fan, Terry W.; Ferro, Deneen M.; Foster, Richard; Galassi, Nicholas M.; Gallo, Luis D.; Green, Chris M.; Grosh, Dave; Ha, Kong Q.; Hasouneh, Monther A.; Heefner, Kristofer B.; Hestnes, Phyllis; Hoge, Lisa J.; Jacobs, Tawanda M.; Jørgensen, John L.; Kaiser, Michael A.; Kellogg, James W.; Kenyon, Steven J.; Koenecke, Richard G.; Kozon, Robert P.; LaMarr, Beverly; Lambertson, Mike D.; Larson, Anne M.; Lentine, Steven; Lewis, Jesse H.; Lilly, Michael G.; Liu, Kuochia Alice; Malonis, Andrew; Manthripragada, Sridhar S.; Markwardt, Craig B.; Matonak, Bryan D.; Mcginnis, Isaac E.; Miller, Roger L.; Mitchell, Alissa L.; Mitchell, Jason W.; Mohammed, Jelila S.; Monroe, Charles A.; Montt de Garcia, Kristina M.; Mulé, Peter D.; Nagao, Louis T.; Ngo, Son N.; Norris, Eric D.; Norwood, Dwight A.; Novotka, Joseph; Okajima, Takashi; Olsen, Lawrence G.; Onyeachu, Chimaobi O.; Orosco, Henry Y.; Peterson, Jacqualine R.; Pevear, Kristina N.; Pham, Karen K.; Pollard, Sue E.; Pope, John S.; Powers, Daniel F.; Powers, Charles E.; Price, Samuel R.; Prigozhin, Gregory Y.; Ramirez, Julian B.; Reid, Winston J.; Remillard, Ronald A.; Rogstad, Eric M.; Rosecrans, Glenn P.; Rowe, John N.; Sager, Jennifer A.; Sanders, Claude A.; Savadkin, Bruce; Saylor, Maxine R.; Schaeffer, Alexander F.; Schweiss, Nancy S.; Semper, Sean R.; Serlemitsos, Peter J.; Shackelford, Larry V.; Soong, Yang; Struebel, Jonathan; Vezie, Michael L.; Villasenor, Joel S.; Winternitz, Luke B.; Wofford, George I.; Wright, Michael R.; Yang, Mike Y.; Yu, Wayne H.

2016-07-01

During 2014 and 2015, NASA's Neutron star Interior Composition Explorer (NICER) mission proceeded success- fully through Phase C, Design and Development. An X-ray (0.2-12 keV) astrophysics payload destined for the International Space Station, NICER is manifested for launch in early 2017 on the Commercial Resupply Services SpaceX-11 flight. Its scientific objectives are to investigate the internal structure, dynamics, and energetics of neutron stars, the densest objects in the universe. During Phase C, flight components including optics, detectors, the optical bench, pointing actuators, electronics, and others were subjected to environmental testing and integrated to form the flight payload. A custom-built facility was used to co-align and integrate the X-ray "con- centrator" optics and silicon-drift detectors. Ground calibration provided robust performance measures of the optical (at NASA's Goddard Space Flight Center) and detector (at the Massachusetts Institute of Technology) subsystems, while comprehensive functional tests prior to payload-level environmental testing met all instrument performance requirements. We describe here the implementation of NICER's major subsystems, summarize their performance and calibration, and outline the component-level testing that was successfully applied.

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

NASA Technical Reports Server (NTRS)

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

2015-01-01

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

Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project, UAS Control and Non-Payload Communication System Phase-1 Flight Test Results

NASA Technical Reports Server (NTRS)

Griner, James H.

2014-01-01

NASA's UAS Integration in the NAS project, has partnered with Rockwell Collins to develop a concept Control and Non-Payload Communication (CNPC) system prototype radio, operating on recently allocated UAS frequency spectrum bands. This prototype radio is being used to validate initial proposed performance requirements for UAS control communications. This presentation will give an overview of the current status of the prototype radio development, and results from phase 1 flight tests conducted during 2013.

Design and Testing of a Cryogenic Capillary Pumped Loop Flight Experiment

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

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.

Traveling-wave tube reliability estimates, life tests, and space flight experience

NASA Technical Reports Server (NTRS)

Lalli, V. R.; Speck, C. E.

1977-01-01

Infant mortality, useful life, and wearout phase of twt life are considered. The performance of existing developmental tubes, flight experience, and sequential hardware testing are evaluated. The reliability history of twt's in space applications is documented by considering: (1) the generic parts of the tube in light of the manner in which their design and operation affect the ultimate reliability of the device, (2) the flight experience of medium power tubes, and (3) the available life test data for existing space-qualified twt's in addition to those of high power devices.

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.

Transfer of Instrument Training and the Synthetic Flight Training System.

ERIC Educational Resources Information Center

Caro, Paul W.

One phase of an innovative flight training program, its development, and initial administration is described in this paper. The operational suitability test activities related to a determination of the transfer of instrument training value of the Army's Synthetic Flight Training System (SFTS) Device 2B24. Sixteen active Army members of an Officer…

New results in gravity dependent two-phase flow regime mapping

NASA Astrophysics Data System (ADS)

Kurwitz, Cable; Best, Frederick

2002-01-01

Accurate prediction of thermal-hydraulic parameters, such as the spatial gas/liquid orientation or flow regime, is required for implementation of two-phase systems. Although many flow regime transition models exist, accurate determination of both annular and slug regime boundaries is not well defined especially at lower flow rates. Furthermore, models typically indicate the regime as a sharp transition where data may indicate a transition space. Texas A&M has flown in excess of 35 flights aboard the NASA KC-135 aircraft with a unique two-phase package. These flights have produced a significant database of gravity dependent two-phase data including visual observations for flow regime identification. Two-phase flow tests conducted during recent zero-g flights have added to the flow regime database and are shown in this paper with comparisons to selected transition models. .

Extraction-Separation Performance and Dynamic Modeling of Orion Test Vehicles with Adams Simulation: 3rd Edition

NASA Technical Reports Server (NTRS)

Varela, Jose G.; Reddy, Satish; Moeller, Enrique; Anderson, Keith

2017-01-01

NASA's Orion Capsule Parachute Assembly System (CPAS) Project is now in the qualification phase of testing, and the Adams simulation has continued to evolve to model the complex dynamics experienced during the test article extraction and separation phases of flight. The ability to initiate tests near the upper altitude limit of the Orion parachute deployment envelope requires extractions from the aircraft at 35,000 ft-MSL. Engineering development phase testing of the Parachute Test Vehicle (PTV) carried by the Carriage Platform Separation System (CPSS) at altitude resulted in test support equipment hardware failures due to increased energy caused by higher true airspeeds. As a result, hardware modifications became a necessity requiring ground static testing of the textile components to be conducted and a new ground dynamic test of the extraction system to be devised. Force-displacement curves from static tests were incorporated into the Adams simulations, allowing prediction of loads, velocities and margins encountered during both flight and ground dynamic tests. The Adams simulation was then further refined by fine tuning the damping terms to match the peak loads recorded in the ground dynamic tests. The failure observed in flight testing was successfully replicated in ground testing and true safety margins of the textile components were revealed. A multi-loop energy modulator was then incorporated into the system level Adams simulation model and the effect on improving test margins be properly evaluated leading to high confidence ground verification testing of the final design solution.

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

NASA Technical Reports Server (NTRS)

Fast, Peter Alan

2010-01-01

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

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

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

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

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

Real-time open-loop frequency response analysis of flight test data

NASA Technical Reports Server (NTRS)

Bosworth, J. T.; West, J. C.

1986-01-01

A technique has been developed to compare the open-loop frequency response of a flight test aircraft real time with linear analysis predictions. The result is direct feedback to the flight control systems engineer on the validity of predictions and adds confidence for proceeding with envelope expansion. Further, gain and phase margins can be tracked for trends in a manner similar to the techniques used by structural dynamics engineers in tracking structural modal damping.

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.

Flight evaluation of modifications to a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Myers, L. P.; Zeller, J. R.

1983-01-01

The third phase of a flight evaluation of a digital electronic engine control system in an F-15 has recently been completed. It was found that digital electronic engine control software logic changes and augmentor hardware improvements resulted in significant improvements in engine operation. For intermediate to maximum power throttle transients, an increase in altitude capability of up to 8000 ft was found, and for idle to maximum transients, an increase of up to 4000 ft was found. A nozzle instability noted in earlier flight testing was investigated on a test engine at NASA Lewis Research Center, a digital electronic engine control software logic change was developed and evaluated, and no instability occurred in the Phase 3 flight evaluation. The backup control airstart modification was evaluated, and gave an improvement of airstart capability by reducing the minimum airspeed for successful airstarts by 50 to 75 knots.

Thrust Vectoring on the NASA F-18 High Alpha Research Vehicle

NASA Technical Reports Server (NTRS)

Bowers, Albion H.; Pahle, Joseph W.

1996-01-01

Investigations into a multiaxis thrust-vectoring system have been conducted on an F-18 configuration. These investigations include ground-based scale-model tests, ground-based full-scale testing, and flight testing. This thrust-vectoring system has been tested on the NASA F-18 High Alpha Research Vehicle (HARV). The system provides thrust vectoring in pitch and yaw axes. Ground-based subscale test data have been gathered as background to the flight phase of the program. Tests investigated aerodynamic interaction and vane control effectiveness. The ground-based full-scale data were gathered from static engine runs with image analysis to determine relative thrust-vectoring effectiveness. Flight tests have been conducted at the NASA Dryden Flight Research Center. Parameter identification input techniques have been developed. Individual vanes were not directly controlled because of a mixer-predictor function built into the flight control laws. Combined effects of the vanes have been measured in flight and compared to combined effects of the vanes as predicted by the cold-jet test data. Very good agreement has been found in the linearized effectiveness derivatives.

UAS in the NAS Flight Test Series 4 Overview

NASA Technical Reports Server (NTRS)

Murphy, Jim

2016-01-01

Flight Test Series 4 (FT4) provides the researchers with an opportunity to expand on the data collected during the first flight tests. Following Flight Test Series 3, additional scripted encounters with different aircraft performance and sensors will be conducted. FT4 is presently planned for Spring of 2016 to ensure collection of data to support the validation of the final RTCA Phase 1 DAA (Detect and Avoid) Minimum Operational Performance Standards (MOPS). There are three research objectives associated with this goal: Evaluate the performance of the DAA system against cooperative and non-cooperative aircraft encounters Evaluate UAS (Unmanned Aircraft Systems) pilot performance in response to DAA maneuver guidance and alerting with live intruder encounters Evaluate TCAS/DAA (Traffic Alert and Collision Avoidance System/Detect and Avoid) interoperability. This flight test series will focus on only the Scripted Encounters configuration, supporting the collection of data to validate the interoperability of DAA and collision avoidance algorithms.

Replacement of Ablators with Phase-Change Material for Thermal Protection of STS Elements

NASA Technical Reports Server (NTRS)

Kaul, Raj K.; Stuckey, Irvin; Munafo, Paul M. (Technical Monitor)

2002-01-01

As part of the research and development program to develop new Thermal Protection System (TPS) materials for aerospace applications at NASA's Marshall Space Flight Center (MSFC), an experimental study was conducted on a new concept for a non-ablative TPS material. Potential loss of TPS material and ablation by-products from the External Tank (ET) or Solid Rocket Booster (SRB) during Shuttle flight with the related Orbiter tile damage necessitates development of a non-ablative thermal protection system. The new Thermal Management Coating (TMC) consists of phase-change material encapsulated in micro spheres and a two-part resin system to adhere the coating to the structure material. The TMC uses a phase-change material to dissipate the heat produced during supersonic flight rather than an ablative material. This new material absorbs energy as it goes through a phase change during the heating portion of the flight profile and then the energy is slowly released as the phase-change material cools and returns to its solid state inside the micro spheres. The coating was subjected to different test conditions simulating design flight environments at the NASA/MSFC Improved Hot Gas Facility (IHGF) to study its performance.

Free Enterprise: Contributions of the Approach and Landing Test (ALT) Program to the Development of the Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Merlin, Peter W.

2006-01-01

The space shuttle orbiter was the first spacecraft designed with the aerodynamic characteristics and in-atmosphere handling qualities of a conventional airplane. In order to evaluate the orbiter's flight control systems and subsonic handling characteristics, a series of flight tests were undertaken at NASA Dryden Flight Research Center in 1977. A modified Boeing 747 Shuttle Carrier Aircraft carried the Enterprise, a prototype orbiter, during eight captive tests to determine how well the two vehicles flew together and to test some of the orbiter s systems. The free-flight phase of the ALT program allowed shuttle pilots to explore the orbiter's low-speed flight and landing characteristics. The Enterprise provided realistic, in-flight simulations of how subsequent space shuttles would be flown at the end of an orbital mission. The fifth free flight, with the Enterprise landing on a concrete runway for the first time, revealed a problem with the space shuttle flight control system that made it susceptible to pilot-induced oscillation, a potentially dangerous control problem. Further research using various aircraft, particularly NASA Dryden's F-8 Digital-Fly-By-Wire testbed, led to correction of the problem before the first Orbital Test Flight.

Advanced Propulsion for Gun Launched Projectiles and Missiles: Phase 1 - Low Cost Flight Test Platform Development

DTIC Science & Technology

2009-11-30

Son blueberry fields as shown in Figure 113. All FAA and Maine DOT permits were acquired. Richard Willey was the designated LSO (Launch Safety...The launch area is on the Jasper Wyman & Son blueberry fields as shown in Figure 113. FAA and Maine DOT permits are required for flight testing

High Rate User Ka-Band Phased Array Antenna Test Results

NASA Technical Reports Server (NTRS)

Caroglanian, Armen; Perko, Kenneth; Seufert, Steve; Dod, Tom; Warshowsky, Jay; Day, John H. (Technical Monitor)

2001-01-01

The High Rate User Phased Array Antenna (HRUPAA) is a Ka-Band planar phased array designed by the Harris Corporation for the NASA Goddard Space Flight Center. The HRUPAA permits a satellite to downlink data either to a ground station or through the Tracking and Data Relay Satellite System (TDRSS). The HRUPAA is scanned electronically by ground station / user satellite command over a 120 degree cone angle. The phased array has the advantage of not imparting attitude disturbances to the user spacecraft. The 288-element transmit-only array has distributed RF amplifiers integrated behind each of the printed patch antenna elements. The array has 33 dBW EIRP and is left-hand circularly polarized. An engineering model of a partially populated array has been developed and delivered to NASA Goddard Space Flight Center. This report deals with the testing of the engineering model at the Goddard Antenna Range near-field and compact range facilities. The antenna specifications are described first, followed by the test plan and test results.

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.

Western Aeronautical Test Range (WATR) Mission Control Gold Room During X-29 Flight

NASA Technical Reports Server (NTRS)

1989-01-01

The mission control Gold room is seen here during a research flight of the X-29 at the Dryden Flight Research Center, Edwards, California. All aspects of a research mission are monitored from one of two of these control rooms at Dryden. Dryden and its control rooms are part of the Western Aeronautical Test Range (WATR). The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests; corridors are provided for low, medium, and high-altitude supersonic flight; and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

Enterprise Separates from 747 SCA for First Tailcone off Free Flight

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise rises from NASA's 747 Shuttle Carrier Aircraft (SCA) to begin a powerless glide flight back to NASA's Dryden Flight Research Center, Edwards, California, on its fourth of the five free flights in the shuttle program's Approach and Landing Tests (ALT), 12 October 1977. The tests were carried out at Dryden to verify the aerodynamic and control characteristics of the orbiters in preparation for the first space mission with the orbiter Columbia in April 1981. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.

Assessment of noise in the airplane cabin environment.

PubMed

Zevitas, Christopher D; Spengler, John D; Jones, Byron; McNeely, Eileen; Coull, Brent; Cao, Xiaodong; Loo, Sin Ming; Hard, Anna-Kate; Allen, Joseph G

2018-03-15

To measure sound levels in the aircraft cabin during different phases of flight. Sound level was measured on 200 flights, representing six aircraft groups using continuous monitors. A linear mixed-effects model with random intercept was used to test for significant differences in mean sound level by aircraft model and across each flight phase as well as by flight phase, airplane type, measurement location and proximity to engine noise. Mean sound levels across all flight phases and aircraft groups ranged from 37.6 to >110 dB(A) with a median of 83.5 dB(A). Significant differences in noise levels were also observed based on proximity to the engines and between aircraft with fuselage- and wing mounted engines. Nine flights (4.5%) exceeded the recommended 8-h TWA exposure limit of 85 dB(A) by the NIOSH and ACGIH approach, three flights (1.5%) exceeded the 8-h TWA action level of 85 dB(A) by the OSHA approach, and none of the flights exceeded the 8-h TWA action level of 90 dB(A) by the OSHA PEL approach. Additional characterization studies, including personal noise dosimetry, are necessary to document accurate occupational exposures in the aircraft cabin environment and identify appropriate response actions. FAA should consider applying the more health-protective NIOSH/ACGIH occupational noise recommendations to the aircraft cabin environment.

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

PubMed

Zawadzka-Bartczak, Ewelina K; Kopka, Lech H

2011-06-01

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

Liftoff and Time Equivalent Duration Data Evaluation of Exploration Flight Test 1 Orion Multi-Purpose Crew Vehicle

NASA Technical Reports Server (NTRS)

Houston, Janice

2016-01-01

The liftoff phase induces high acoustic loading over a broad frequency range for a launch vehicle. These external acoustic environments are used in the prediction of the internal vibration responses of the vehicle and components. There arises the question about time equivalent (Teq) duration of the liftoff phase and similarity to other launch vehicles. Vibroacoustic engineers require the fatigue-weighted time duration values for qualification testing inputs. In order to determine the Teq for the Space Launch System, NASA's newest launch vehicle, the external microphone data from the Exploration Flight Test 1 (EFT-1) flight of the Orion Multi-Purpose Crew Vehicle (MPCV) was evaluated. During that evaluation, a trend was observed in the data and the origin of that trend is discussed in this paper. Finally, the Teq values for the EFT-1 Orion MPCV are presented.

The effects of display and autopilot functions on pilot workload for Single Pilot Instrument Flight Rule (SPIFR) operations

NASA Technical Reports Server (NTRS)

Hoh, Roger H.; Smith, James C.; Hinton, David A.

1987-01-01

An analytical and experimental research program was conducted to develop criteria for pilot interaction with advanced controls and displays in single pilot instrument flight rules (SPIFR) operations. The analytic phase reviewed fundamental considerations for pilot workload taking into account existing data, and using that data to develop a divided attention SPIFR pilot workload model. The pilot model was utilized to interpret the two experimental phases. The first experimental phase was a flight test program that evaluated pilot workload in the presence of current and near-term displays and autopilot functions. The second experiment was conducted on a King Air simulator, investigating the effects of co-pilot functions in the presence of very high SPIFR workload. The results indicate that the simplest displays tested were marginal for SPIFR operations. A moving map display aided the most in mental orientation, but had inherent deficiencies as a stand alone replacement for an HSI. Autopilot functions were highly effective for reducing pilot workload. The simulator tests showed that extremely high workload situations can be adequately handled when co-pilot functions are provided.

Shuttle program: OFT ascent/descent ancillary data requirements document

NASA Technical Reports Server (NTRS)

Bond, A. C., Jr.; Knoedler, J.

1980-01-01

Requirements are presented for the ascent/descent (A/D) navigation and attitude-dependent ancillary data products to be generated for the space shuttle orbiter in support of the orbital flight test (OFT) flight test requirements, MPAD guidance and navigation performance assessment, and the mission evaluation team. The A/D ancillary data support for OFT mission evaluation activities is confined to providing postflight position, velocity, attitude, and associated navigation and attitude derived parameters for the Orbiter over particular flight phases and time intervals.

Acquisition/expulsion system for earth orbital propulsion system study. Volume 4: Flight test article

NASA Technical Reports Server (NTRS)

1973-01-01

Two orbital test plans were prepared to verify one of the passive cryogenic storage tank/feedline candidate designs. One plan considered the orbital test article to be launched as a dedicated payload using an Atlas F burner launching configuration. The second plan proposed to launch the orbital test article as a secondary payload on the Titan E/Centaur proof flight. The secondary payload concept was pursued until January 1973, when work to build the hardware for this phase of the contract was terminated for lack of a sponsor for the flight. The dedicated payload launched on an Atlas F is described.

Pre-flight sensorimotor adaptation protocols for suborbital flight.

PubMed

Shelhamer, Mark; Beaton, Kara

2012-01-01

Commercial suborbital flights, which include 3-5 minutes of 0 g between hyper-g launch and landing phases, will present suborbital passengers with a challenging sensorimotor experience. Based on the results of neurovestibular research in parabolic and orbital flight, and the anticipated wide range of fitness and experience levels of suborbital passengers, neurovestibular disturbances are likely to be problematic in this environment. Pre-flight adaptation protocols might alleviate some of these issues. Therefore, we describe a set of sensorimotor tests to evaluate passengers before suborbital flight, including assessment of the angular vestibulo-ocular reflex (VOR), ocular skew and disconjugate torsion, subjective visual vertical, and roll vection. Performance on these tests can be examined for correlations with in-flight experience, such as motion sickness, disorientation, and visual disturbances, based on questionnaires and cabin video recordings. Through an understanding of sensorimotor adaptation to parabolic and orbital flight, obtained from many previous studies, we can then suggest appropriate pre-flight adaptation procedures.

Wavelet Applications for Flight Flutter Testing

NASA Technical Reports Server (NTRS)

Lind, Rick; Brenner, Marty; Freudinger, Lawrence C.

1999-01-01

Wavelets present a method for signal processing that may be useful for analyzing responses of dynamical systems. This paper describes several wavelet-based tools that have been developed to improve the efficiency of flight flutter testing. One of the tools uses correlation filtering to identify properties of several modes throughout a flight test for envelope expansion. Another tool uses features in time-frequency representations of responses to characterize nonlinearities in the system dynamics. A third tool uses modulus and phase information from a wavelet transform to estimate modal parameters that can be used to update a linear model and reduce conservatism in robust stability margins.

Orion Exploration Flight Test-1 Post-Flight Navigation Performance Assessment Relative to the Best Estimated Trajectory

NASA Technical Reports Server (NTRS)

Gay, Robert S.; Holt, Greg N.; Zanetti, Renato

2016-01-01

This paper details the post-flight navigation performance assessment of the Orion Exploration Flight Test-1 (EFT-1). Results of each flight phase are presented: Ground Align, Ascent, Orbit, and Entry Descent and Landing. This study examines the on-board Kalman Filter uncertainty along with state deviations relative to the Best Estimated Trajectory (BET). Overall the results show that the Orion Navigation System performed as well or better than expected. Specifically, the Global Positioning System (GPS) measurement availability was significantly better than anticipated at high altitudes. In addition, attitude estimation via processing GPS measurements along with Inertial Measurement Unit (IMU) data performed very well and maintained good attitude throughout the mission.

Active Aeroelastic Wing Aerodynamic Model Development and Validation for a Modified F/A-18A Airplane

NASA Technical Reports Server (NTRS)

Cumming, Stephen B.; Diebler, Corey G.

2005-01-01

A new aerodynamic model has been developed and validated for a modified F/A-18A airplane used for the Active Aeroelastic Wing (AAW) research program. The goal of the program was to demonstrate the advantages of using the inherent flexibility of an aircraft to enhance its performance. The research airplane was an F/A-18A with wings modified to reduce stiffness and a new control system to increase control authority. There have been two flight phases. Data gathered from the first flight phase were used to create the new aerodynamic model. A maximum-likelihood output-error parameter estimation technique was used to obtain stability and control derivatives. The derivatives were incorporated into the National Aeronautics and Space Administration F-18 simulation, validated, and used to develop new AAW control laws. The second phase of flights was used to evaluate the handling qualities of the AAW airplane and the control law design process, and to further test the accuracy of the new model. The flight test envelope covered Mach numbers between 0.85 and 1.30 and dynamic pressures from 600 to 1250 pound-force per square foot. The results presented in this report demonstrate that a thorough parameter identification analysis can be used to improve upon models that were developed using other means. This report describes the parameter estimation technique used, details the validation techniques, discusses differences between previously existing F/A-18 models, and presents results from the second phase of research flights.

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.

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.

ARC-1958-A-23928

NASA Image and Video Library

1958-05-21

NACA Photographer Thrust reverser on F-94C-1 (AF50-956 NACA 156) Starfire (l to R) Air Force Major E. Sommerich; Ames Engineer Seth Anderson, Lt. Col. Tavasti; and Ames Chief test pilot George Cooper discussing phases of flight evaluation tests. Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig 91

Real-time application of knowledge-based systems

NASA Technical Reports Server (NTRS)

Brumbaugh, Randal W.; Duke, Eugene L.

1989-01-01

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

Flight performance of western sandpipers, Calidris mauri, remains uncompromised when mounting an acute phase immune response.

PubMed

Nebel, Silke; Buehler, Deborah M; MacMillan, Alexander; Guglielmo, Christopher G

2013-07-15

Migratory birds have been implicated in the spread of some zoonotic diseases, but how well infected individuals can fly remains poorly understood. We used western sandpipers, Calidris mauri, to experimentally test whether flight is affected when long-distance migrants are mounting an immune response and whether migrants maintain immune defences during a flight in a wind tunnel. We measured five indicators of innate immunity in 'flown-healthy' birds (flying in a wind tunnel without mounting an immune response), 'flown-sick' birds (flying while mounting an acute phase response, which is part of induced innate immunity), and a non-flying control group ('not-flown'). Voluntary flight duration did not differ between flown-healthy and flown-sick birds, indicating that mounting an acute phase response to simulated infection did not hamper an individual's ability to fly for up to 3 h. However, in comparison to not-flown birds, bacterial killing ability of plasma was significantly reduced after flight in flown-sick birds. In flown-healthy birds, voluntary flight duration was positively correlated with bacterial killing ability and baseline haptoglobin concentration of the blood plasma measured 1-3 weeks before experimental flights, suggesting that high quality birds had strong immune systems and greater flight capacity. Our findings indicate that flight performance is not diminished by prior immune challenge, but that flight while mounting an acute phase response negatively affects other aspects of immune function. These findings have important implications for our understanding of the transmission of avian diseases, as they suggest that birds can still migrate while fighting an infection.

Measurement of Two-Phase Flow Characteristics Under Microgravity Conditions

NASA Technical Reports Server (NTRS)

Keshock, E. G.; Lin, C. S.; Edwards, L. G.; Knapp, J.; Harrison, M. E.; Xhang, X.

1999-01-01

This paper describes the technical approach and initial results of a test program for studying two-phase annular flow under the simulated microgravity conditions of KC-135 aircraft flights. A helical coil flow channel orientation was utilized in order to circumvent the restrictions normally associated with drop tower or aircraft flight tests with respect to two-phase flow, namely spatial restrictions preventing channel lengths of sufficient size to accurately measure pressure drops. Additionally, the helical coil geometry is of interest in itself, considering that operating in a microgravity environment vastly simplifies the two-phase flows occurring in coiled flow channels under 1-g conditions for virtually any orientation. Pressure drop measurements were made across four stainless steel coil test sections, having a range of inside tube diameters (0.95 to 1.9 cm), coil diameters (25 - 50 cm), and length-to-diameter ratios (380 - 720). High-speed video photographic flow observations were made in the transparent straight sections immediately preceding and following the coil test sections. A transparent coil of tygon tubing of 1.9 cm inside diameter was also used to obtain flow visualization information within the coil itself. Initial test data has been obtained from one set of KC-135 flight tests, along with benchmark ground tests. Preliminary results appear to indicate that accurate pressure drop data is obtainable using a helical coil geometry that may be related to straight channel flow behavior. Also, video photographic results appear to indicate that the observed slug-annular flow regime transitions agree quite reasonably with the Dukler microgravity map.

Loads Model Development and Analysis for the F/A-18 Active Aeroelastic Wing Airplane

NASA Technical Reports Server (NTRS)

Allen, Michael J.; Lizotte, Andrew M.; Dibley, Ryan P.; Clarke, Robert

2005-01-01

The Active Aeroelastic Wing airplane was successfully flight-tested in March 2005. During phase 1 of the two-phase program, an onboard excitation system provided independent control surface movements that were used to develop a loads model for the wing structure and wing control surfaces. The resulting loads model, which was used to develop the control laws for phase 2, is described. The loads model was developed from flight data through the use of a multiple linear regression technique. The loads model input consisted of aircraft states and control surface positions, in addition to nonlinear inputs that were calculated from flight-measured parameters. The loads model output for each wing consisted of wing-root bending moment and torque, wing-fold bending moment and torque, inboard and outboard leading-edge flap hinge moment, trailing-edge flap hinge moment, and aileron hinge moment. The development of the Active Aeroelastic Wing loads model is described, and the ability of the model to predict loads during phase 2 research maneuvers is demonstrated. Results show a good match to phase 2 flight data for all loads except inboard and outboard leading-edge flap hinge moments at certain flight conditions. The average load prediction errors for all loads at all flight conditions are 9.1 percent for maximum stick-deflection rolls, 4.4 percent for 5-g windup turns, and 7.7 percent for 4-g rolling pullouts.

Flying the orbiter in the approach/landing phase

NASA Technical Reports Server (NTRS)

Nagel, S. R.

1983-01-01

The Columbia has completed a spectacularly successful four flight Orbital Flight Test program as well as the first operational mission in which two satellites were deployed. It is unprecedented that a vehicle so complex as the Shuttle could have reached such a state of maturity in so few missions. This maturity is reflected not only in terms of basic performance during dynamic flight phases, but also in the outstanding performance of individual spacecraft systems. Appreciably more CSS time has been logged during entry and particularly in the approach and landing phase than any other segment of the mission profile. The discussion that follows, therefore, will outline this phase in some detail including pilot comments, techniques, crew displays and landing aids. Some problem areas related to landing the Orbiter will be discussed, as well as possible solutions.

Essentials for Team Based Rehearsals and the Differences Between Earth Orbiting and Deep Space Missions

NASA Technical Reports Server (NTRS)

Gomez-Rosa, Carlos; Cifuentes, Juan; Wasiak, Francis; Alfonzo, Agustin

2015-01-01

The mission readiness environment is where spacecraft and ground systems converge to form the entire as built flight system for the final phase of operationally-themed testing. For most space missions, this phase starts between nine to twelve months prior to the planned launch. In the mission readiness environment, the goal is to perform sufficient testing to exercise the flight teams and systems through all mission phases in order to demonstrate that all elements are ready to support. As part of the maturation process, a mission rehearsal program is introduced to focus on team processes within the final flight system, in a more realistic operational environment. The overall goal for a mission rehearsal program is to: 1) ensure all flight system elements are able to meet mission objectives as a cohesive team; 2) reduce the risk in space based operations due to deficiencies in people, processes, procedures, or systems; and 3) instill confidence in the teams that will execute these first time flight activities. A good rehearsal program ensures critical events are exercised, discovers team or flight system nuances whose impact were previously unknown, and provides a real-time environment in which to interact with the various teams and systems. For flight team members, the rehearsal program provides experience and training in the event of planned (or unplanned) flight contingencies. To preserve the essence for team based rehearsals, this paper will explore the important elements necessary for a successful rehearsal program, document differences driven by Earth Orbiting (Aqua, Aura, Suomi-National Polar-orbiting Partnership (NPP)) and Deep Space missions (New Horizons, Mars Atmosphere and Volatile EvolutioN (MAVEN)) and discuss common challenges to both mission types. In addition, large scale program considerations and enhancements or additional steps for developing a rehearsal program will also be considered. For NASA missions, the mission rehearsal phase is a key milestone for predicting and ensuring on-orbit success.

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.

First Shuttle/747 Captive Flight

NASA Technical Reports Server (NTRS)

1977-01-01

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

TT and C - First TDRSS, Then Commercial GEO and Big LEO and Now through LEO

NASA Technical Reports Server (NTRS)

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

2001-01-01

The advent of low earth orbit (LEO) commercial communications satellites provides an opportunity to dramatically reduce Telemetry Tracking and Control (TT&C) costs of launch vehicles and Unpiloted Aerial Vehicles (UAVs) by reducing or eliminating ground infrastructure. Personnel from the Goddard Space Flight Center Wallops Flight Facility (GSFC/WFF) in Virginia have successfully used commercial GEO & Big LEO communications satellites for Long Duration Balloon flight TT&C. In addition, TDRSS capability for these balloons has been developed by WFF for the Ultra Long Duration Balloons with the first test flight launch in January 2001 for one global circumnavigation at 120,000 feet altitude launched from Alice Springs. Australia. Numerous other low cost applications can new utilize the commercial LEO satellites for TT&C. The Flight Modern became a GSFC/WFF Advanced Range Technology Initiative (ARTI) in an effort to streamline TT&C capability to the user community at low cost. Phase I ground tests of The Flight Modem verified downlink communications quality of service and measured transmission latencies. These tests were completed last year, Phase II consisting of aircraft flight tests provide much of the data presented in this paper. Phase III of the Flight Modern baseline test program is a demonstration of the ruggedized version of the WFF Flight Modem flown on one sounding rocket launched from Sweden. Flights of opportunity have been and are being actively pursued with other centers, ranges and users at universities. The WFF goal is to reduce TT&C costs by providing a low cost COTS Flight Modem with a User Handbook containing system capability and limitation descriptions. Additionally, since data transmission is by packetized Internet Protocol (IP), data can be received and commands initialed from practically any location with no infrastructure. The WFF, like most ranges, has been using GPS receivers on sounding rockets and long duration balloons for several years, The WFF Flight Modem contains a GPS receiver to provide vehicle position for tracking and vehicle recovery. The system architecture which integrates antennas, GPS receiver, commercial satellite packet data modem. and a single board computer with custom software is described and a number of technical challenges are discussed along with the plan for their resolution. These include antenna development, high Doppler rates, reliability, environmental ruggedness, hand over between satellites and data security. An aggressive test plan is included which in addition to environmental Testing measures bit error rate latency and antenna patterns. Additional flight tests are planned far the near future on aircraft, long duration balloons and sounding rockets and these results as well as the current status of the project arc reported. Use of the WFF Flight Modem on small satellites is also being pursued. The LEO satellite constellation altitude above 1400 km is not an obstacle because most spacecraft do not require continuous Communications. The challenge is scheduling where store and forward techniques for command are required and downlink when the communications link allows connection (above 60 percent of the time depending on the satellite altitude). Sophisticated scheduling techniques utilizing 2-line orbital element sets available on the NASA/NORAD Internet site could be implemented for rare special cases. The current 9600 baud rate of the LEO communications link may be increased With special techniques that are planned for development in the WFF Flight Modem project.

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.

German Contribution to the X-38 CRV Demonstrator in the Field of Guidance, Navigation and Control (GNC)

NASA Astrophysics Data System (ADS)

Soppa, Uwe; Görlach, Thomas; Roenneke, Axel Justus

2002-01-01

As a solution to meet a safety requirement to the future full scale space station infrastructure, the Crew Return/Rescue Vehicle (CRV) was supposed to supply the return capability for the complete ISS crew of 7 astronauts back to earth in case of an emergency. A prototype of such a vehicle named X-38 has been developed and built by NASA with European partnership (ESA, DLR). An series of aerial demonstrators (V13x) for tests of the subsonic TAEM phase and the parafoil descent and landing system has been flown by NASA from 1998 to 2001. A full scale unmanned space flight demonstrator (V201) has been built at JSC Houston and although the project has been stopped for budgetary reasons in 2002, it will hopefully still be flown in near future. The X-38 is a lifting body with hypersonic lift to drag ratio about 0.9. In comparison to the Space Shuttle Orbiter, this design provides less aerodynamic maneuvrability and a different actuator layout (divided body flap and winglet rudders instead as combined aileron and elevon in addition to thrust- ers for the early re-entry phase). Hence, the guidance and control concepts used onboard the shuttle orbiter had to be adapted and further developed for the application on the new vehicle. In the frame of the European share of the X-38 project and also of the German TETRA (TEchnol- ogy for future space TRAnsportation) project different GNC related contributions have been made: First, the primary flight control software for the autonomous guidance and control of the X-38 para- foil descent and landing phase has been developed, integrated and successfully flown on multiple vehicles and missions during the aerial drop test campaign conducted by NASA. Second, a real time X-38 vehicle simulator was provided to NASA which has also been used for the validation of a European re-entry guidance and control software (see below). According to the NASA verification and validation plan this simulator is supposed to be used as an independent vali- dation tool for the X-38 re-entry simulation and onboard software. Third, alternate guidance and control algorithms for the re-entry flight phase of X-38, using onboard flight path optimization for the guidance task and dynamic inversion control methods for attitude control have been developed. The resulting alternate guidance and control software shall be flown as a flight experiment onboard the V201 spaceflight test vehicle. Fourth, a fault tolerant computer similar to the one used onboard the ISS is planned to be integrated into the V201 spaceflight test vehicle as a host of the re-entry GNC software mentioned above. This paper will summarize the development and test phases of European guidance and control soft- ware and avionics elements for the different phases of the X-38 mission. Flight test results from the X38 aerial drop test campaigns will be presented and discussed. In addition, the flight experiment of the fault tolerant computer will be described.

System testing of a production Ada (trademark) project: The GRODY study

NASA Technical Reports Server (NTRS)

Seigle, Jeffrey; Esker, Linda; Shi, Ying-Liang

1990-01-01

The use of the Ada language and design methodologies that utilize its features has a strong impact on all phases of the software development project lifecycle. At the National Aeronautics and Space Administration/Goddard Space Flight Center (NASA/GSFC), the Software Engineering Laboratory (SEL) conducted an experiment in parallel development of two flight dynamics systems in FORTRAN and Ada. The teams found some qualitative differences between the system test phases of the two projects. Although planning for system testing and conducting of tests were not generally affected by the use of Ada, the solving of problems found in system testing was generally facilitated by Ada constructs and design methodology. Most problems found in system testing were not due to difficulty with the language or methodology but to lack of experience with the application.

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

NASA Technical Reports Server (NTRS)

Williams, Peggy S.

2004-01-01

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

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

NASA Technical Reports Server (NTRS)

Mackall, Dale A.

1988-01-01

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

Flight test and evaluation of Omega navigation in a general aviation aircraft. Volume 1: Technical

NASA Technical Reports Server (NTRS)

Howell, J. D.; Hoffman, W. C.; Hwoschinsky, P. V.; Wischmeyer, C. E.

1975-01-01

A low cost flight research program was conducted to evaluate the performance of differential Omega navigation in a general aviation aircraft. The flight program consisted of two distinct parts corresponding to the two major objectives of the study. The Wallops Flight Program was conducted to obtain Omega signal and phase data in the Wallops Flight Center vicinity to provide preliminary technical information and experience in preparation for a comprehensive NASA/FAA flight test program of an experimental differential Omega system. The Northeast Corridor Flight Program was conducted to examine Omega operational suitability and performance on low altitude area navigation (RNAV) routes for city-center to city-center VTOL commercial operations in the Boston-New York-Washington corridor. The development, execution and conclusions of the flight research program are discribed. The results of the study provide both quantitative and qualitative data on the Omega Navigation System under actual operating conditions.

Open-Loop Pitch Table Optimization for the Maximum Dynamic Pressure Orion Abort Flight Test

NASA Technical Reports Server (NTRS)

Stillwater, Ryan A.

2009-01-01

NASA has scheduled the retirement of the space shuttle orbiter fleet at the end of 2010. The Constellation program was created to develop the next generation of human spaceflight vehicles and launch vehicles, known as Orion and Ares respectively. The Orion vehicle is a return to the capsule configuration that was used in the Mercury, Gemini, and Apollo programs. This configuration allows for the inclusion of an abort system that safely removes the capsule from the booster in the event of a failure on launch. The Flight Test Office at NASA's Dryden Flight Research Center has been tasked with the flight testing of the abort system to ensure proper functionality and safety. The abort system will be tested in various scenarios to approximate the conditions encountered during an actual Orion launch. Every abort will have a closed-loop controller with an open-loop backup that will direct the vehicle during the abort. In order to provide the best fit for the desired total angle of attack profile with the open-loop pitch table, the table is tuned using simulated abort trajectories. A pitch table optimization program was created to tune the trajectories in an automated fashion. The program development was divided into three phases. Phase 1 used only the simulated nominal run to tune the open-loop pitch table. Phase 2 used the simulated nominal and three simulated off nominal runs to tune the open-loop pitch table. Phase 3 used the simulated nominal and sixteen simulated off nominal runs to tune the open-loop pitch table. The optimization program allowed for a quicker and more accurate fit to the desired profile as well as allowing for expanded resolution of the pitch table.

On-Orbit Prospective Echocardiography on International Space Station Crew

NASA Technical Reports Server (NTRS)

Hamilton, Douglas R.; Sargsyan, Ashot E.; Martin, David S.; Garcia, Kathleen M.; Melton, Shannon L.; Feiveson, Alan; Dulchavsky, Scott A.

2010-01-01

Introduction A prospective trial of echocardiography was conducted on of six crewmembers onboard the International Space Station. The main objective was to determine the efficacy of remotely guided tele-echocardiography, including just-in-time e-training methods and determine what "space normal" echocardiographic data is. Methods Each crewmember operator (n=6) had 2-hour preflight training. Baseline echocardiographic data were collected 55 to 167days preflight. Similar equipment was used in each 60-minute in-flight session (mean microgravity exposure - 114 days (34 -- 190)). On Orbit ultrasound operators used an e-learning system within 24h of these sessions. Expert assistance was provided using ultrasound video downlink and two-way voice. Testing was repeated 5 to 16 days after landing. Separate ANOVA was used on each echocardiographic variable (n=33). Within each ANOVA, three tests were made: a) effect of mission phase (preflight, in-flight, post flight); b) effect of echo technician (two technicians independently analyzed the data); c) interaction between mission phase and technician. Results Nine rejections of the null hypothesis (mission phase or technician or both had no effect) were discovered and considered for follow up. Of these, six rejections were for significant technician effects, not as a result of space flight. Three rejections of the null hypothesis (Aortic Valve time velocity integral, Mitral E wave Velocity and heart rate) were attributable to space flight, however determined not to be clinically significant. No rejections were due to the interaction between technician and space flight. Conclusion No consistent clinically significant effects of long-duration space flight were seen in echocardiographic variables of the given group of subjects.

Overview of the LaNCETS Flight Experiment and CFD Analysis. Supplemental Movies

NASA Technical Reports Server (NTRS)

Cliatt, Larry J., II; Haering, Edward A., Jr.; Bui, Trong

2008-01-01

This presentation focuses on nearfield airborne pressure signatures from the Lift and Nozzle Change Effect on Tail Shocks (LaNCETS) flight test experiment. The primary motivation for nearfield probing in the supersonic regime is to measure the shock structure of aircraft in an ongoing effort to overcome the overland sonic boom barrier for commercial supersonic transportation. LaNCETS provides the opportunity to investigate lift distribution and engine plume effects. During Phase 1 flight testing an F-15B was used to probe the F-15 LaNCETS aircraft in order to validate CFD and pre-flight prediction tools. A total of 29 probings were taken at 40,000 ft. altitude at Machs 1.2, 1.4 and 1.6. LaNCETS Phase 1 flight data are presented as a detailed pressure signature superimposed over a picture of the LaNCETS aircraft. The attenuation of the Inlet-Canard shocks with distance as well as its forward propagation and the coalescence of the noseboom shock are illustrated. A detailed CFD study on a simplified LaNCETS aircraft jet nozzle was performed providing the ability to more accurately capture the shocks from the propulsion system and emphasizing how under- and over-expanding the nozzle affects the existence of shock trains inside the jet plume. With Phase 1 being a success preparations are being made to move forward to Phase 2. Phase 2 will fly similar flight conditions, but this time changing the aircraft's lift distribution by biasing the canard positions, and changing the plume shape by under- and over-expanding the nozzle. Nearfield probing will again be completed in the same manner as in Phase 1. An additional presentation focuses on LaNCETS CFD solution methodology. Discussions highlight grid preprocessing, grid shearing and stretching, flow solving and contour plots. Efforts are underway to better capture the flow features via grid modification and flow solution methodology, which will help to achieve better agreement with flight data. An included CD-ROM provides animations of the nearfield probing procedure and of real data from one of the probings integrated with GPS positional and velocity data. An additional in-flight video from the rear seat of the probing aircraft is also provided.

Correlation study of theoretical and experimental results for spin tests of a 1/10 scale radio control model

NASA Technical Reports Server (NTRS)

Bihrle, W., Jr.

1976-01-01

A correlation study was conducted to determine the ability of current analytical spin prediction techniques to predict the flight motions of a current fighter airplane configuration during the spin entry, the developed spin, and the spin recovery motions. The airplane math model used aerodynamics measured on an exact replica of the flight test model using conventional static and forced-oscillation wind-tunnel test techniques and a recently developed rotation-balance test apparatus capable of measuring aerodynamics under steady spinning conditions. An attempt was made to predict the flight motions measured during stall/spin flight testing of an unpowered, radio-controlled model designed to be a 1/10 scale, dynamically-scaled model of a current fighter configuration. Comparison of the predicted and measured flight motions show that while the post-stall and spin entry motions were not well-predicted, the developed spinning motion (a steady flat spin) and the initial phases of the spin recovery motion are reasonably well predicted.

Initial flight test of a Loran-C receiver/data collection system

NASA Technical Reports Server (NTRS)

Fischer, J. P.; Nickum, J. D.

1978-01-01

Development of a low cost Loran C receiver for general aviation use is discussed. The preparation and procedure of a flight test conducted with a receiver design which utilizes a phase locked loop oscillator to track the Loran C signals is described. It is indicated that such a receiver is a viable alternative for future work in developing a low cost Loran-C navigator.

MATD Operational Phase: Experiences and Lessons Learned

NASA Astrophysics Data System (ADS)

Messidoro, P.; Bader, M.; Brunner, O.; Cerrato, A.; Sembenini, G.

2004-08-01

The Model And Test Effectiveness Database (MATD) initiative is ending the first year of its operational phase. MATD represents a common repository of project data, Assembly Integration and Verification (AIV) data, on ground and flight anomalies data, of recent space projects, and offers, with the application of specific methodologies, the possibility to analyze the collected data in order to improve the test philosophies and the related standards. Basically the following type of results can be derived from the database: - Statistics on ground failures and flight anomalies - Feed-back from the flight anomalies to the Test Philosophies - Test Effectiveness evaluation at system and lower levels - Estimate of the index of effectiveness of a specific Model and Test Philosophy in comparison with the applicable standards - Simulation of different Test philosophies and related balancing of Risk/cost/schedule on the basis of MATD data The paper after a short presentation of the status of the MATD initiative, summarises the most recent lessons learned which are resulting from the data analysis and highlights how MATD is being utilized for the actual risk/cost/schedule/Test effectiveness evaluations of the past programmes so as for the prediction of the new space projects.

Sprayable Phase Change Coating Thermal Protection Material

NASA Technical Reports Server (NTRS)

Richardson, Rod W.; Hayes, Paul W.; Kaul, Raj

2005-01-01

NASA has expressed a need for reusable, environmentally friendly, phase change coating that is capable of withstanding the heat loads that have historically required an ablative thermal insulation. The Space Shuttle Program currently relies on ablative materials for thermal protection. The problem with an ablative insulation is that, by design, the material ablates away, in fulfilling its function of cooling the underlying substrate, thus preventing the insulation from being reused from flight to flight. The present generation of environmentally friendly, sprayable, ablative thermal insulation (MCC-l); currently use on the Space Shuttle SRBs, is very close to being a reusable insulation system. In actual flight conditions, as confirmed by the post-flight inspections of the SRBs, very little of the material ablates. Multi-flight thermal insulation use has not been qualified for the Space Shuttle. The gap that would have to be overcome in order to implement a reusable Phase Change Coating (PCC) is not unmanageable. PCC could be applied robotically with a spray process utilizing phase change material as filler to yield material of even higher strength and reliability as compared to MCC-1. The PCC filled coatings have also demonstrated potential as cryogenic thermal coatings. In experimental thermal tests, a thin application of PCC has provided the same thermal protection as a much thicker and heavier application of a traditional ablative thermal insulation. In addition, tests have shown that the structural integrity of the coating has been maintained and phase change performance after several aero-thermal cycles was not affected. Experimental tests have also shown that, unlike traditional ablative thermal insulations, PCC would not require an environmental seal coat, which has historically been required to prevent moisture absorption by the thermal insulation, prevent environmental degradation, and to improve the optical and aerodynamic properties. In order to reduce the launch and processing costs of a reusable space vehicle to an affordable level, refurbishment costs must be substantially reduced. A key component of such a cost effective approach is the use of a reusable, phase change, thermal protection coating.

LDSD POST2 Simulation and SFDT-1 Pre-Flight Launch Operations Analyses

NASA Technical Reports Server (NTRS)

Bowes, Angela L.; Davis, Jody L.; Dutta, Soumyo; Striepe, Scott A.; Ivanov, Mark C.; Powell, Richard W.; White, Joseph

2015-01-01

The Low-Density Supersonic Decelerator (LDSD) Project's first Supersonic Flight Dynamics Test (SFDT-1) occurred June 28, 2014. Program to Optimize Simulated Trajectories II (POST2) was utilized to develop trajectory simulations characterizing all SFDT-1 flight phases from drop to splashdown. These POST2 simulations were used to validate the targeting parameters developed for SFDT- 1, predict performance and understand the sensitivity of the vehicle and nominal mission designs, and to support flight test operations with trajectory performance and splashdown location predictions for vehicle recovery. This paper provides an overview of the POST2 simulations developed for LDSD and presents the POST2 simulation flight dynamics support during the SFDT-1 launch, operations, and recovery.

STS Approach and Landing Test (ALT): Flight 5 - Slow Motion video of pilot-induced oscillation (PIO)

NASA Technical Reports Server (NTRS)

1977-01-01

During 1977 the NASA Dryden Flight Research Center, Edwards, California, hosted the Approach and Landing Tests for the space shuttle prototype Enterprise. Since the shuttles would land initially on Rogers Dry Lakebed adjacent to Dryden on Edwards Air Force Base, NASA had already modified a Boeing 747 to carry them back to their launch site at Kennedy Space Center, Florida. Computer calculations and simulations had predicted the mated shuttle and 747 could fly together safely, but NASA wanted to verify that prediction in a controlled flight-test environment before the shuttles went into operation. The agency also wanted to glide test the orbiter to ensure it could land safely before sending it into space with human beings aboard. So NASA's Johnson Space Center, Houston, Texas, developed a three-phase test program. First, an unpiloted-captive phase tested the shuttle/747 combination without a crew on the Enterprise in case of a problem that required jettisoning the prototype. There were three taxi tests and five flight tests without a crew in the shuttle. That phase ended on March 2, 1977. The second or captive-active phase-completed on July 26, 1977, flew the orbiter mated to the 747 with a two-person crew inside. Finally there were five flights-completed on October 26, 1977, in which the orbiter separated from the Shuttle Carrier Aircraft (SCA, as the 747 was designated) and landed. Beginning on August 12, 1977, the first four landings took place uneventfully on lakebed runways, but the fifth occurred on the concrete, 15,000-foot runway at Edwards. For the first three flights, a tail cone was placed around the dummy main engines to reduce buffeting. The tail-cone fairing was removed for the last two flights. This movie clip begins with the Enterprise just prior to touchdown on the main runway at Edwards AFB after it's fifth and final unpowered free flight. Shuttle pilots Gordon Fullerton and Fred Haise were attempting a couple of firsts on this flight--a precision 'spot' landing on the concrete runway and flying the orbiter without it's tail-cone fairing, since the previous lakebed landing without the fairing had been made by Joe Engle and Richard Truly. Both Haise and Fullerton had prepared as well as possible for the variables of this mission by flying simulated approach profiles in NASA's shuttle training aircraft. However, as with most simulations, the performance wasn't completely identical to that of the real vehicle. Consequently Haise, the mission commander in the left seat, was too fast on the orbiter's landing approach. Deploying the speed brakes, he tried vainly to hit the assigned landing mark but in the stress of the moment, began to overcorrect the vehicle. The orbiter entered a pilot-induced oscillation or PIO along both it's roll and pitch axis causing the vehicle to begin to 'porpoise' down the runway. As it settled down to land it began to bounce from one main landing gear to the next before being brought under control and finally landed by the crew. Engineers at Dryden later determined that a roughly 270-millisecond time delay in the space shuttle's fly-by-wire system had been the cause of the problem, which was then explored with NASA Dryden's F-8 Digital Fly-By-Wire aircraft and corrected with a suppression filter integrated into the orbiter's flight control system.

STS Approach and Landing Test (ALT): Flight 5 - pilot-induced oscillation (PIO) on landing

NASA Technical Reports Server (NTRS)

1977-01-01

During 1977 the NASA Dryden Flight Research Center, Edwards, California, hosted the Approach and Landing Tests for the space shuttle prototype Enterprise. Since the shuttles would land initially on Rogers Dry Lakebed adjacent to Dryden on Edwards Air Force Base, NASA had already modified a Boeing 747 to carry them back to their launch site at Kennedy Space Center, Florida. Computer calculations and simulations had predicted the mated shuttle and 747 could fly together safely, but NASA wanted to verify that prediction in a controlled flight-test environment before the shuttles went into operation. The agency also wanted to glide test the orbiter to ensure it could land safely before sending it into space with human beings aboard. So NASA's Johnson Space Center, Houston, Texas, developed a three-phase test program. First, an unpiloted-captive phase tested the shuttle/747 combination without a crew on the Enterprise in case of a problem that required jettisoning the prototype. There were three taxi tests and five flight tests without a crew in the shuttle. That phase ended on March 2, 1977. The second or captive-active phase-completed on July 26, 1977, flew the orbiter mated to the 747 with a two-person crew inside. Finally there were five flights-completed on October 26, 1977, in which the orbiter separated from the Shuttle Carrier Aircraft (SCA, as the 747 was designated) and landed. Beginning on August 12, 1977, the first four landings took place uneventfully on lakebed runways, but the fifth occurred on the concrete, 15,000-foot runway at Edwards. For the first three flights, a tail cone was placed around the dummy main engines to reduce buffeting. The tail-cone fairing was removed for the last two flights. This movie clip begins with the Enterprise just prior to touchdown on the main runway at Edwards AFB after it's fifth and final unpowered free flight. Shuttle pilots Gordon Fullerton and Fred Haise were attempting a couple of firsts on this flight--a precision 'spot' landing on the concrete runway and flying the orbiter without it's tail-cone fairing, since the previous lakebed landing without the fairing had been made by Joe Engle and Richard Truly. Both Haise and Fullerton had prepared as well as possible for the variables of this mission by flying simulated approach profiles in NASA's shuttle training aircraft. However, as with most simulations, the performance wasn't completely identical to that of the real vehicle. Consequently Haise, the mission commander in the left seat, was too fast on the orbiter's landing approach. Deploying the speed brakes, he tried vainly to hit the assigned landing mark but in the stress of the moment, began to overcorrect the vehicle. The orbiter entered a pilot-induced oscillation or PIO along both it's roll and pitch axis causing the vehicle to begin to 'porpoise' down the runway. As it settled down to land it began to bounce from one main landing gear to the next before being brought under control and finally landed by the crew. Engineers at Dryden later determined that a roughly 270-millisecond time delay in the space shuttle's fly-by-wire system had been the cause of the problem, which was then explored with NASA Dryden's F-8 Digital Fly-By-Wire aircraft and corrected with a suppression filter integrated into the orbiter's flight control system.

Information Display System for Atypical Flight Phase

NASA Technical Reports Server (NTRS)

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

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

NASA Technical Reports Server (NTRS)

1976-01-01

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

Analysis of structural dynamic data from Skylab. Volume 2: Skylab analytical and test model data

NASA Technical Reports Server (NTRS)

Demchak, L.; Harcrow, H.

1976-01-01

The orbital configuration test modal data, analytical test correlation modal data, and analytical flight configuration modal data are presented. Tables showing the generalized mass contributions (GMCs) for each of the thirty tests modes are given along with the two dimensional mode shape plots and tables of GMCs for the test correlated analytical modes. The two dimensional mode shape plots for the analytical modes and uncoupled and coupled modes of the orbital flight configuration at three development phases of the model are included.

Evaluation of cloud detection instruments and performance of laminar-flow leading-edge test articles during NASA Leading-Edge Flight-Test Program

NASA Technical Reports Server (NTRS)

Davis, Richard E.; Maddalon, Dal V.; Wagner, Richard D.; Fisher, David F.; Young, Ronald

1989-01-01

Summary evaluations of the performance of laminar-flow control (LFC) leading edge test articles on a NASA JetStar aircraft are presented. Statistics, presented for the test articles' performance in haze and cloud situations, as well as in clear air, show a significant effect of cloud particle concentrations on the extent of laminar flow. The cloud particle environment was monitored by two instruments, a cloud particle spectrometer (Knollenberg probe) and a charging patch. Both instruments are evaluated as diagnostic aids for avoiding laminar-flow detrimental particle concentrations in future LFC aircraft operations. The data base covers 19 flights in the simulated airline service phase of the NASA Leading-Edge Flight-Test (LEFT) Program.

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

NASA Technical Reports Server (NTRS)

Franz, Russell

2008-01-01

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

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

NASA Technical Reports Server (NTRS)

Franz, Russell

2007-01-01

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

CSI Flight Computer System and experimental test results

NASA Technical Reports Server (NTRS)

Sparks, Dean W., Jr.; Peri, F., Jr.; Schuler, P.

1993-01-01

This paper describes the CSI Computer System (CCS) and the experimental tests performed to validate its functionality. This system is comprised of two major components: the space flight qualified Excitation and Damping Subsystem (EDS) which performs controls calculations; and the Remote Interface Unit (RIU) which is used for data acquisition, transmission, and filtering. The flight-like RIU is the interface between the EDS and the sensors and actuators positioned on the particular structure under control. The EDS and RIU communicate over the MIL-STD-1553B, a space flight qualified bus. To test the CCS under realistic conditions, it was connected to the Phase-0 CSI Evolutionary Model (CEM) at NASA Langley Research Center. The following schematic shows how the CCS is connected to the CEM. Various tests were performed which validated the ability of the system to perform control/structures experiments.

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

NASA Technical Reports Server (NTRS)

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

1995-01-01

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

Experiment K-7-31: Studies of Vestibular Primary Afferents and Eye Movements in Normal, Hypergravity and Hypogravity - Axon Cosmos Flight 2044

NASA Technical Reports Server (NTRS)

Correia, M. J.; Perachio, A. A.; Dickman, J. D.; Kozlovskaya, I.; Sirota, M.; Yakushin, S.; Beloozerova, I. N.

1994-01-01

Fourteen days of active head movements in microgravity appear to modify the gain and neural adaptation properties of the horizontal semicircular canals in the rhesus monkey. This is the first demonstration of adaptive plasticity in the sensory receptor. Reversing prisms, for example, do not modify the gain of the primary afferent response. Pulse yaw rotation, sinusoidal rotation, and sum of sinusoidal rotation testing during the first day following recovery revealed that the gain of a sample of afferents was significantly greater than the gain derived from afferent responses obtained during pre-flight and control monkey testing. There was no strong evidence of tilt sensitivity in the sample of afferents that we tested either during the pre-flight or control tests or during the first day post-flight. Two irregular afferents tested on postflight day 2 showed changes with tilt but the responses were not systematic. The spontaneous discharge did not change following flight. Mean firing rate and coefficient of variation remained constant during the post flight tests and was near the value measured during pre flight tests. The change in gain of horizontal canal afferents might be adaptive. The animals were required to look at a target for food. This required active head and eye movements. Active head movements have been shown to be hypometric and eye movements have been shown to be hypermetric during the first few days of past Cosmos flights (see introduction). It might be that the increased gain in the horizontal semicircular canals permit accurate target acquisition during hypometric head movements by driving the eyes to greater angles for smaller angles of head movement. The mechanism by which the semicircular canals recalibrate (increase their gain) is unknown. The efferent vestibular system is a logical candidate. Horizontal nystagmus during rotation about an earth vertical axis with the horizontal semicircular canals in the plane of rotation produced the same response during postflight day 1 and post-flight day 9. But when the head was pitched down 45? the nystagmus slow phase velocity was greater and the duration was about twice during post-flight day 1. Apparently, this response involving the interaction of the horizontal and vertical semicircular canals and the otoliths did not recalibrate during post-flight day 1. The 'DC' bias of the slow phase velocity of the horizontal nystagmus during constant velocity horizontal axis rotation was roughly 4 times for one flight monkey and roughly 2 times for the other on post-flight day 1 compared to post-flight day 9. These results suggest that the otolith mediated response during constant velocity rotation also did not recalibrate on post-flight day 1.

Nonlinear Aerodynamic Modeling From Flight Data Using Advanced Piloted Maneuvers and Fuzzy Logic

NASA Technical Reports Server (NTRS)

Brandon, Jay M.; Morelli, Eugene A.

2012-01-01

Results of the Aeronautics Research Mission Directorate Seedling Project Phase I research project entitled "Nonlinear Aerodynamics Modeling using Fuzzy Logic" are presented. Efficient and rapid flight test capabilities were developed for estimating highly nonlinear models of airplane aerodynamics over a large flight envelope. Results showed that the flight maneuvers developed, used in conjunction with the fuzzy-logic system identification algorithms, produced very good model fits of the data, with no model structure inputs required, for flight conditions ranging from cruise to departure and spin conditions.

Development of the Two Phase Flow Separator Experiment for a Reduced Gravity Aircraft Flight

NASA Technical Reports Server (NTRS)

Golliher, Eric; Gotti, Daniel; Owens, Jay; Gilkey, Kelly; Pham, Nang; Stehno, Philip

2016-01-01

The recent hardware development and testing of a reduced gravity aircraft flight experiment has provided valuable insights for the future design of the Two Phase Flow Separator Experiment (TPFSE). The TPFSE is scheduled to fly within the Fluids Integration Rack (FIR) aboard the International Space Station (ISS) in 2020. The TPFSE studies the operational limits of gas and liquid separation of passive cyclonic separators. A passive cyclonic separator utilizes only the inertia of the incoming flow to accomplish the liquid-gas separation. Efficient phase separation is critical for environmental control and life support systems, such as recovery of clean water from bioreactors, for long duration human spaceflight missions. The final low gravity aircraft flight took place in December 2015 aboard NASA's C9 airplane.

Autonomous Airborne Refueling Demonstration: Phase I Flight-Test Results

NASA Technical Reports Server (NTRS)

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

2007-01-01

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

Autonomous Airborne Refueling Demonstration, Phase I Flight-Test Results

NASA Technical Reports Server (NTRS)

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

2007-01-01

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

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

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

Daniels, Vonceil

2017-04-01

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

Space transportation system payload interface verification

NASA Technical Reports Server (NTRS)

Everline, R. T.

1977-01-01

The paper considers STS payload-interface verification requirements and the capability provided by STS to support verification. The intent is to standardize as many interfaces as possible, not only through the design, development, test and evaluation (DDT and E) phase of the major payload carriers but also into the operational phase. The verification process is discussed in terms of its various elements, such as the Space Shuttle DDT and E (including the orbital flight test program) and the major payload carriers DDT and E (including the first flights). Five tools derived from the Space Shuttle DDT and E are available to support the verification process: mathematical (structural and thermal) models, the Shuttle Avionics Integration Laboratory, the Shuttle Manipulator Development Facility, and interface-verification equipment (cargo-integration test equipment).

Investigation of acoustic emission coupling techniques

NASA Technical Reports Server (NTRS)

Jolly, W. D.

1988-01-01

A three-phase research program was initiated by NASA in 1983 to investigate the use of acoustic monitoring techniques to detect incipient failure in turbopump bearings. Two prototype acoustic coupler probes were designed and evaluated, and four units of the final probe design were fabricated. Success in this program could lead to development of an on-board monitor which could detect bearing damage in flight and reduce or eliminate the need for disassembly after each flight. This final report reviews the accomplishments of the first two phases and presents the results of fabrication and testing completed in the final phase of the research program.

Implementation of a production Ada project: The GRODY study

NASA Technical Reports Server (NTRS)

Godfrey, Sara; Brophy, Carolyn Elizabeth

1989-01-01

The use of the Ada language and design methodologies that encourage full use of its capabilities have a strong impact on all phases of the software development project life cycle. At the National Aeronautics and Space Administration/Goddard Space Flight Center (NASA/GSFC), the Software Engineering Laboratory (SEL) conducted an experiment in parallel development of two flight dynamics systems in FORTRAN and Ada. The differences observed during the implementation, unit testing, and integration phases of the two projects are described and the lessons learned during the implementation phase of the Ada development are outlined. Included are recommendations for future Ada development projects.

Development of a prototype two-phase thermal bus system for Space Station

NASA Technical Reports Server (NTRS)

Myron, D. L.; Parish, R. C.

1987-01-01

This paper describes the basic elements of a pumped two-phase ammonia thermal control system designed for microgravity environments, the development of the concept into a Space Station flight design, and design details of the prototype to be ground-tested in the Johnson Space Center (JSC) Thermal Test Bed. The basic system concept is one of forced-flow heat transport through interface heat exchangers with anhydrous ammonia being pumped by a device expressly designed for two-phase fluid management in reduced gravity. Control of saturation conditions, and thus system interface temperatures, is accomplished with a single central pressure regulating valve. Flow control and liquid inventory are controlled by passive, nonelectromechanical devices. Use of these simple control elements results in minimal computer controls and high system reliability. Building on the basic system concept, a brief overview of a potential Space Station flight design is given. Primary verification of the system concept will involve testing at JSC of a 25-kW ground test article currently in fabrication.

Omega flight-test data reduction sequence. [computer programs for reduction of navigation data

NASA Technical Reports Server (NTRS)

Lilley, R. W.

1974-01-01

Computer programs for Omega data conversion, summary, and preparation for distribution are presented. Program logic and sample data formats are included, along with operational instructions for each program. Flight data (or data collected in flight format in the laboratory) is provided by the Ohio University Omega receiver base in the form of 6-bit binary words representing the phase of an Omega station with respect to the receiver's local clock. All eight Omega stations are measured in each 10-second Omega time frame. In addition, an event-marker bit and a time-slot D synchronizing bit are recorded. Program FDCON is used to remove data from the flight recorder tape and place it on data-processing cards for later use. Program FDSUM provides for computer plotting of selected LOP's, for single-station phase plots, and for printout of basic signal statistics for each Omega channel. Mean phase and standard deviation are printed, along with data from which a phase distribution can be plotted for each Omega station. Program DACOP simply copies the Omega data deck a controlled number of times, for distribution to users.

Coronas-F Orbit Monitoring and Re-Entry Prediction

NASA Technical Reports Server (NTRS)

Ivanov, N. M.; Kolyuka, Yu. F.; Afanasieva, T. I.; Gridchina, T. A.

2007-01-01

Russian scientific satellite CORONAS-F was launched on July, 31, 2001. The object was inserted in near-circular orbit with the inclination 82.5deg and a mean altitude approx. 520 km. Due to the upper atmosphere drag CORONAS-F was permanently descended and as a result on December, 6, 2005 it has finished the earth-orbital flight, having lifetime in space approx. 4.5 years. The satellite structural features and its flight attitude control led to the significant variations of its ballistic coefficient during the flight. It was a cause of some specific difficulties in the fulfillment of the ballistic and navigation support of this space vehicle flight. Besides the main mission objective CORONAS-F also has been selected by the Inter-Agency Space Debris Coordination Committee (IADC) as a target object for the next regular international re-entry test campaign on a program of surveillance and re-entry prediction for the hazard space objects within their de-orbiting phases. Spacecraft (S/C) CORONAS-F kept its working state right up to the end of the flight - down to the atmosphere entry. This fact enabled to realization of the additional research experiments, concerning with an estimation of the atmospheric density within the low earth orbits (LEO) of the artificial satellites, and made possible to continue track the S/C during final phase of its flight by means of Russian regular command & tracking system, used for it control. Thus there appeared a unique possibility of using for tracking S/C at its de-orbiting phase not only passive radar facilities, belonging to the space surveillance systems and traditionally used for support of the IADC re-entry test campaigns, but also more precise active trajectory radio-tracking facilities from the ground control complex (GCC) applied for this object. Under the corresponding decision of the Russian side such capability of additional high-precise tracking control of the CORONAS-F flight in this period of time has been implemented. The organizing of the CORONAS-F ballistic and navigational support (BNS) and solving its main tasks (such as S/C orbit determination (OD) and its motion prediction and connected with them) both for regular mission stage and for additional flight program were realized by the group of specialists from the Mission Control Center (MCC). MCC was also assigned as a principal organization from the Russian side for participation in the 7th IADC re-entry test campaign on CORONAS-F. The CORONAS-F flight features and space environments circumstances during its flight as well as a methodology and technology of spacecraft ballistic and navigational support are given below. The BNS results for different phases of S/C flight, including the results of its re-entry predictions, obtained during the realization of the 7th IADC test campaign are submitted. The accuracy of space vehicle re-entry prediction and its dependence on various factors are analyzed in more details.

RSRM nozzle fixed housing cooldown test

NASA Technical Reports Server (NTRS)

Bolieau, D. J.

1989-01-01

Flight 5 aft segments with nozzles were exposed to -17 F temperatures while awaiting shipment to KSC in February, 1989. No records were found which show that any previous nozzles were exposed to air temperatures as low as those seen by the Flight 5 nozzles. Thermal analysis shows that the temperature of the fixed housing, and forward and aft exit cone components dropped as low as -10 F. Structural analysis of the nozzles at these low temperatures show the forward and aft exit cone adhesive bonds to have a positive margin of safety, based on a 2.0 safety factor. These analyses show the normal and shear stresses in the fixed housing bond as low values. However, the hoop and meridinal stresses were predicted to be in the 4000 psi range; the failure stress allowable of EA913NA adhesive at -7 F. If the bonds did break in directions perpendicular to the surfaces, called bond crazing, no normal bond strength would be lost. Testing was conducted in two phases, showing that no degradation to the adhesive bonds occurred while the Flight 5 nozzles were subjected to subzero temperatures. The results of these tests are documented. Phase 1 testing cooled a full-scale RSRM insulated fixed housing to -13 F, with extensive bondline inspections. Phase 2 testing cooled the witness panel adhesive tensile buttions to -13 F, with failure strengths recorded before, during, and after the cooldown.

Multiphase Flow Technology Impacts on Thermal Control Systems for Exploration

NASA Technical Reports Server (NTRS)

McQuillen, John; Sankovic, John; Lekan, Jack

2006-01-01

The Two-Phase Flow Facility (TPHIFFy) Project focused on bridging the critical knowledge gap by developing and demonstrating critical multiphase fluid products for advanced life support, thermal management and power conversion systems that are required to enable the Vision for Space Exploration. Safety and reliability of future systems will be enhanced by addressing critical microgravity fluid physics issues associated with flow boiling, condensation, phase separation, and system stability. The project included concept development, normal gravity testing, and reduced gravity aircraft flight campaigns, in preparation for the development of a space flight experiment implementation. Data will be utilized to develop predictive models that could be used for system design and operation. A single fluid, two-phase closed thermodynamic loop test bed was designed, assembled and tested. The major components in this test bed include: a boiler, a condenser, a phase separator and a circulating pump. The test loop was instrumented with flow meters, thermocouples, pressure transducers and both high speed and normal speed video cameras. A low boiling point surrogate fluid, FC-72, was selected based on scaling analyses using preliminary designs for operational systems. Preliminary results are presented which include flow regime transitions and some observations regarding system stability.

Robotic Lunar Lander Development Project Status

NASA Technical Reports Server (NTRS)

Hammond, Monica; Bassler, Julie; Morse, Brian

2010-01-01

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

Correaltion of full-scale drag predictions with flight measurements on the C-141A aircraft. Phase 2: Wind tunnel test, analysis, and prediction techniques. Volume 1: Drag predictions, wind tunnel data analysis and correlation

NASA Technical Reports Server (NTRS)

Macwilkinson, D. G.; Blackerby, W. T.; Paterson, J. H.

1974-01-01

The degree of cruise drag correlation on the C-141A aircraft is determined between predictions based on wind tunnel test data, and flight test results. An analysis of wind tunnel tests on a 0.0275 scale model at Reynolds number up to 3.05 x 1 million/MAC is reported. Model support interference corrections are evaluated through a series of tests, and fully corrected model data are analyzed to provide details on model component interference factors. It is shown that predicted minimum profile drag for the complete configuration agrees within 0.75% of flight test data, using a wind tunnel extrapolation method based on flat plate skin friction and component shape factors. An alternative method of extrapolation, based on computed profile drag from a subsonic viscous theory, results in a prediction four percent lower than flight test data.

CMIF ECLS system test findings

NASA Technical Reports Server (NTRS)

Schunk, Richard G.; Carrasquillo, Robyn L.; Ogle, Kathyrn Y.; Wieland, Paul O.; Bagdigian, Robert M.

1989-01-01

During 1987 three Space Station integrated Environmental Control and Life Support System (ECLSS) tests were conducted at the Marshall Space Flight Center (MSFC) Core Module Integration Facility (CMIF) as part of the MSFC ECLSS Phase II test program. The three tests ranged in duration from 50 to 150 hours and were conducted inside of the CMIF module simulator. The Phase II partial integrated system test configuration consisted of four regenerative air revitalization subsystems and one regenerative water reclamation subsystem. This paper contains a discussion of results and lessons learned from the Phase II test program. The design of the Phase II test configuration and improvements made throughout the program are detailed. Future plans for the MSFC CMIF test program are provided, including an overview of planned improvements for the Phase III program.

14 CFR 460.5 - Crew qualifications and training.

Code of Federal Regulations, 2013 CFR

2013-01-01

... for his or her role in nominal and non-nominal conditions. The conditions must include— (i) Abort... pilot and control the launch or reentry vehicle that will operate in the National Airspace System (NAS... has similar phases of flight to the vehicle ; (iii) Flight testing; or (iv) An equivalent method of...

14 CFR 460.5 - Crew qualifications and training.

Code of Federal Regulations, 2011 CFR

2011-01-01

... for his or her role in nominal and non-nominal conditions. The conditions must include— (i) Abort... pilot and control the launch or reentry vehicle that will operate in the National Airspace System (NAS... has similar phases of flight to the vehicle ; (iii) Flight testing; or (iv) An equivalent method of...

14 CFR 460.5 - Crew qualifications and training.

Code of Federal Regulations, 2010 CFR

2010-01-01

... for his or her role in nominal and non-nominal conditions. The conditions must include— (i) Abort... pilot and control the launch or reentry vehicle that will operate in the National Airspace System (NAS... has similar phases of flight to the vehicle ; (iii) Flight testing; or (iv) An equivalent method of...

14 CFR 460.5 - Crew qualifications and training.

Code of Federal Regulations, 2012 CFR

2012-01-01

... for his or her role in nominal and non-nominal conditions. The conditions must include— (i) Abort... pilot and control the launch or reentry vehicle that will operate in the National Airspace System (NAS... has similar phases of flight to the vehicle ; (iii) Flight testing; or (iv) An equivalent method of...

14 CFR 460.5 - Crew qualifications and training.

Code of Federal Regulations, 2014 CFR

2014-01-01

... for his or her role in nominal and non-nominal conditions. The conditions must include— (i) Abort... pilot and control the launch or reentry vehicle that will operate in the National Airspace System (NAS... has similar phases of flight to the vehicle ; (iii) Flight testing; or (iv) An equivalent method of...

Expanding AirSTAR Capability for Flight Research in an Existing Avionics Design

NASA Technical Reports Server (NTRS)

Laughter, Sean A.

2012-01-01

The NASA Airborne Subscale Transport Aircraft Research (AirSTAR) project is an Unmanned Aerial Systems (UAS) test bed for experimental flight control laws and vehicle dynamics research. During its development, the test bed has gone through a number of system permutations, each meant to add functionality to the concept of operations of the system. This enabled the build-up of not only the system itself, but also the support infrastructure and processes necessary to support flight operations. These permutations were grouped into project phases and the move from Phase-III to Phase-IV was marked by a significant increase in research capability and necessary safety systems due to the integration of an Internal Pilot into the control system chain already established for the External Pilot. The major system changes in Phase-IV operations necessitated a new safety and failsafe system to properly integrate both the Internal and External Pilots and to meet acceptable project safety margins. This work involved retrofitting an existing data system into the evolved concept of operations. Moving from the first Phase-IV aircraft to the dynamically scaled aircraft further involved restructuring the system to better guard against electromagnetic interference (EMI), and the entire avionics wiring harness was redesigned in order to facilitate better maintenance and access to onboard electronics. This retrofit and harness re-design will be explored and how it integrates with the evolved Phase-IV operations.

Flight evaluation results for a digital electronic engine control in an F-15 airplane

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Myers, L. P.; Walsh, K. R.

1983-01-01

A digital electronic engine control (DEEC) system on an F100 engine in an F-15 airplane was evaluated in flight. Thirty flights were flown in a four-phase program from June 1981 to February 1983. Significant improvements in the operability and performance of the F100 engine were developed as a result of the flight evaluation: the augmentor envelope was increased by 15,000 ft, the airstart envelope was improved by 75 knots, and the need to periodically trim the engine was eliminated. The hydromechanical backup control performance was evaluated and was found to be satisfactory. Two system failures were encountered in the test program; both were detected and accommodated successfully. No transfers to the backup control system were required, and no automatic transfers occurred. As a result of the successful DEEC flight evaluation, the DEEC system has entered the full-scale development phase.

Ares-I-X Stability and Control Flight Test: Analysis and Plans

NASA Technical Reports Server (NTRS)

Brandon, Jay M.; Derry, Stephen D.; Heim, Eugene H.; Hueschen, Richard M.; Bacon, Barton J.

2008-01-01

The flight test of the Ares I-X vehicle provides a unique opportunity to reduce risk of the design of the Ares I vehicle and test out design, math modeling, and analysis methods. One of the key features of the Ares I design is the significant static aerodynamic instability coupled with the relatively flexible vehicle - potentially resulting in a challenging controls problem to provide adequate flight path performance while also providing adequate structural mode damping and preventing adverse control coupling to the flexible structural modes. Another challenge is to obtain enough data from the single flight to be able to conduct analysis showing the effectiveness of the controls solutions and have data to inform design decisions for Ares I. This paper will outline the modeling approaches and control system design to conduct this flight test, and also the system identification techniques developed to extract key information such as control system performance (gain/phase margins, for example), structural dynamics responses, and aerodynamic model estimations.

Reliability and Qualification of Hardware to Enhance the Mission Assurance of JPL/NASA Projects

NASA Technical Reports Server (NTRS)

Ramesham, Rajeshuni

2010-01-01

Packaging Qualification and Verification (PQV) and life testing of advanced electronic packaging, mechanical assemblies (motors/actuators), and interconnect technologies (flip-chip), platinum temperature thermometer attachment processes, and various other types of hardware for Mars Exploration Rover (MER)/Mars Science Laboratory (MSL), and JUNO flight projects was performed to enhance the mission assurance. The qualification of hardware under extreme cold to hot temperatures was performed with reference to various project requirements. The flight like packages, assemblies, test coupons, and subassemblies were selected for the study to survive three times the total number of expected temperature cycles resulting from all environmental and operational exposures occurring over the life of the flight hardware including all relevant manufacturing, ground operations, and mission phases. Qualification/life testing was performed by subjecting flight-like qualification hardware to the environmental temperature extremes and assessing any structural failures, mechanical failures or degradation in electrical performance due to either overstress or thermal cycle fatigue. Experimental flight qualification test results will be described in this presentation.

Healthwatch-2 System Overview

NASA Technical Reports Server (NTRS)

Barszcz, Eric; Mosher, Marianne; Huff, Edward M.

2004-01-01

Healthwatch-2 (HW-2) is a research tool designed to facilitate the development and testing of in-flight health monitoring algorithms. HW-2 software is written in C/C++ and executes on an x86-based computer running the Linux operating system. The executive module has interfaces for collecting various signal data, such as vibration, torque, tachometer, and GPS. It is designed to perform in-flight time or frequency averaging based on specifications defined in a user-supplied configuration file. Averaged data are then passed to a user-supplied algorithm written as a Matlab function. This allows researchers a convenient method for testing in-flight algorithms. In addition to its in-flight capabilities, HW-2 software is also capable of reading archived flight data and processing it as if collected in-flight. This allows algorithms to be developed and tested in the laboratory before being flown. Currently HW-2 has passed its checkout phase and is collecting data on a Bell OH-58C helicopter operated by the U.S. Army at NASA Ames Research Center.

The response of single human cells to zero gravity

NASA Technical Reports Server (NTRS)

Montgomery, P. O., Jr.; Cook, J. E.; Reynolds, R. C.; Paul, J. S.; Hayflick, L.; Schulz, W. W.; Stock, D.; Kinzey, S.; Rogers, T.; Campbell, D.

1975-01-01

Twenty separate cultures of Wistar-38 human embryonic lung cells were exposed to a zero-gravity environment on Skylab for periods of time ranging from one to 59 days. Duplicate cultures were run concurrently as ground controls. Ten cultures were fixed on board the satellite during the first 12 days of flight. Growth curves, DNA microspectrophotometry, phase microscopy, and ultrastructural studies of the fixed cells revealed no effects of a zero-gravity environment on the ten cultures. Two cultures were photographed with phase time lapse cinematography during the first 27 days of flight. No differences were found in mitotic index, cell cycle, and migration between the flight and control cells. Eight cultures were returned to earth in an incubated state. Karyotyping and chromosome banding tests show no differences between the flight and control cells.

The NASA modern technology rotors program

NASA Technical Reports Server (NTRS)

Watts, M. E.; Cross, J. L.

1986-01-01

Existing data bases regarding helicopters are based on work conducted on 'old-technology' rotor systems. The Modern Technology Rotors (MTR) Program is to provide extensive data bases on rotor systems using present and emerging technology. The MTR is concerned with modern, four-bladed, rotor systems presently being manufactured or under development. Aspects of MTR philosophy are considered along with instrumentation, the MTR test program, the BV 360 Rotor, and the UH-60 Black Hawk. The program phases include computer modelling, shake test, model-scale test, minimally instrumented flight test, extensively pressure-instrumented-blade flight test, and full-scale wind tunnel test.

Feasibility Study for Low Drag Acoustic Liners Final Report

NASA Technical Reports Server (NTRS)

Riedel, Brian; Wu, Jackie

2017-01-01

This report documents the design and structural analysis as a final deliverable for the Phase 1 contract activity. Also included is a community noise test plan, which is a key deliverable for Phase 2. Finally, a high-level estimate (Phase 3 deliverable) is provided for the work statement of Phases 2-4, which covers the build of two inlet test articles, planning and execution of a flight test with the test inlets, as well as data analysis and final documentation. The two test inlets will be compared to the production baseline inlet configuration. There is also a plan to test one of the inlets "hardwalled" using speed tape or some other similar tape to block the acoustic perforations.

Development of a KSC test and flight engineering oriented computer language, Phase 1

NASA Technical Reports Server (NTRS)

Case, C. W.; Kinney, E. L.; Gyure, J.

1970-01-01

Ten, primarily test oriented, computer languages reviewed during the phase 1 study effort are described. Fifty characteristics of ATOLL, ATLAS, and CLASP are compared. Unique characteristics of the other languages, including deficiencies, problems, safeguards, and checking provisions are identified. Programming aids related to these languages are reported, and the conclusions resulting from this phase of the study are discussed. A glossary and bibliography are included. For the reports on phase 2 of the study, see N71-35027 and N71-35029.

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.

Recent Loads Calibration Experience With a Delta Wing Airplane

NASA Technical Reports Server (NTRS)

Jenkins, Jerald M.; Kuhl, Albert E.

1977-01-01

Aircraft which are designed for supersonic and hypersonic flight are evolving with delta wing configurations. An integral part of the evolution of all new aircraft is the flight test phase. Included in the flight test phase is an effort to identify and evaluate the loads environment of the aircraft. The most effective way of examining the loads environment is to utilize calibrated strain gages to provide load magnitudes. Using strain gage data to accomplish this has turned out to be anything but a straightforward task. The delta wing configuration has turned out to be a very difficult type of wing structure to calibrate. Elevated structural temperatures result in thermal effects which contaminate strain gage data being used to deduce flight loads. The concept of thermally calibrating a strain gage system is an approach to solving this problem. This paper will address how these problems were approached on a program directed toward measuring loads on the wing of a large, flexible supersonic aircraft. Structural configurations typical of high-speed delta wing aircraft will be examined. The temperature environment will be examined to see how it induces thermal stresses which subsequently cause errors in loads equations used to deduce the flight loads.

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

NASA Technical Reports Server (NTRS)

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

2004-01-01

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

Using Automation to Improve the Flight Software Testing Process

NASA Technical Reports Server (NTRS)

ODonnell, James R., Jr.; Andrews, Stephen F.; Morgenstern, Wendy M.; Bartholomew, Maureen O.; McComas, David C.; Bauer, Frank H. (Technical Monitor)

2001-01-01

One of the critical phases in the development of a spacecraft attitude control system (ACS) is the testing of its flight software. The testing (and test verification) of ACS flight software requires a mix of skills involving software, attitude control, data manipulation, and analysis. The process of analyzing and verifying flight software test results often creates a bottleneck which dictates the speed at which flight software verification can be conducted. In the development of the Microwave Anisotropy Probe (MAP) spacecraft ACS subsystem, an integrated design environment was used that included a MAP high fidelity (HiFi) simulation, a central database of spacecraft parameters, a script language for numeric and string processing, and plotting capability. In this integrated environment, it was possible to automate many of the steps involved in flight software testing, making the entire process more efficient and thorough than on previous missions. In this paper, we will compare the testing process used on MAP to that used on previous missions. The software tools that were developed to automate testing and test verification will be discussed, including the ability to import and process test data, synchronize test data and automatically generate HiFi script files used for test verification, and an automated capability for generating comparison plots. A summary of the perceived benefits of applying these test methods on MAP will be given. Finally, the paper will conclude with a discussion of re-use of the tools and techniques presented, and the ongoing effort to apply them to flight software testing of the Triana spacecraft ACS subsystem.

Using Automation to Improve the Flight Software Testing Process

NASA Technical Reports Server (NTRS)

ODonnell, James R., Jr.; Morgenstern, Wendy M.; Bartholomew, Maureen O.

2001-01-01

One of the critical phases in the development of a spacecraft attitude control system (ACS) is the testing of its flight software. The testing (and test verification) of ACS flight software requires a mix of skills involving software, knowledge of attitude control, and attitude control hardware, data manipulation, and analysis. The process of analyzing and verifying flight software test results often creates a bottleneck which dictates the speed at which flight software verification can be conducted. In the development of the Microwave Anisotropy Probe (MAP) spacecraft ACS subsystem, an integrated design environment was used that included a MAP high fidelity (HiFi) simulation, a central database of spacecraft parameters, a script language for numeric and string processing, and plotting capability. In this integrated environment, it was possible to automate many of the steps involved in flight software testing, making the entire process more efficient and thorough than on previous missions. In this paper, we will compare the testing process used on MAP to that used on other missions. The software tools that were developed to automate testing and test verification will be discussed, including the ability to import and process test data, synchronize test data and automatically generate HiFi script files used for test verification, and an automated capability for generating comparison plots. A summary of the benefits of applying these test methods on MAP will be given. Finally, the paper will conclude with a discussion of re-use of the tools and techniques presented, and the ongoing effort to apply them to flight software testing of the Triana spacecraft ACS subsystem.

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

NASA Technical Reports Server (NTRS)

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

1993-01-01

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

Shuttle free-flying teleoperator system experiment definition. Volume 3: program development requirements

NASA Technical Reports Server (NTRS)

1972-01-01

The planning data are presented for subsequent phases of free-flying teleoperator program (FFTO) and includes costs, schedules and supporting research and technology activities required to implement the free-flying teleoperator system and associated flight equipment. The purpose of the data presented is to provide NASA with the information needed to continue development of the FFTO and integrate it into the space shuttle program. The planning data describes three major program phases consisting of activities and events scheduled to effect integrated design, development, fabrication and operation of an FFTO system. Phase A, Concept Generation, represents a study effort directed toward generating and evaluating a number of feasible FFTO experiment system concepts. Phase B, Definition, will include preliminary design and supporting analysis of the FFTO, the shuttle based equipment and ground support equipment. Phase C/D, Design, Development and Operations will include detail design of the operational FFTO, its integration into the space shuttle, hardware fabrication and testing, delivery of flight hardware and support of flight operations. Emphasis is placed on the planning for Phases A and B since these studies will be implemented early in the development cycle. Phase C/D planning is more general and subject to refinement during the definition phase.

Testing of Environmental Satellite Bus-Instrument Interfaces Using Engineering Models

NASA Technical Reports Server (NTRS)

Gagnier, Donald; Hayner, Rick; Nosek, Thomas; Roza, Michael; Hendershot, James E.; Razzaghi, Andrea I.

2004-01-01

This paper discusses the formulation and execution of a laboratory test of the electrical interfaces between multiple atmospheric scientific instruments and the spacecraft bus that carries them. The testing, performed in 2002, used engineering models of the instruments and the Aura spacecraft bus electronics. Aura is one of NASA s Earth Observatory System missions. The test was designed to evaluate the complex interfaces in the command and data handling subsystems prior to integration of the complete flight instruments on the spacecraft. A problem discovered during the flight integration phase of the observatory can cause significant cost and schedule impacts. The tests successfully revealed problems and led to their resolution before the full-up integration phase, saving significant cost and schedule. This approach could be beneficial for future environmental satellite programs involving the integration of multiple, complex scientific instruments onto a spacecraft bus.

The modern rotor aerodynamic limits survey: A report and data survey

NASA Technical Reports Server (NTRS)

Cross, J.; Brilla, J.; Kufeld, R.; Balough, D.

1993-01-01

The first phase of the Modern Technology Rotor Program, the Modern Rotor Aerodynamic Limits Survey, was a flight test conducted by the United States Army Aviation Engineering Flight Activity for NASA Ames Research Center. The test was performed using a United States Army UH-60A Black Hawk aircraft and the United States Air Force HH-60A Night Hawk instrumented main-rotor blade. The primary purpose of this test was to gather high-speed, steady-state, and maneuvering data suitable for correlation purposes with analytical prediction tools. All aspects of the data base, flight-test instrumentation, and test procedures are presented and analyzed. Because of the high volume of data, only select data points are presented. However, access to the entire data set is available upon request.

Investigation of solar active regions at high resolution by balloon flights of the solar optical universal polarimeter, definition phase

NASA Technical Reports Server (NTRS)

Tarbell, Theodore D.; Topka, Kenneth P.

1992-01-01

The definition phase of a scientific study of active regions on the sun by balloon flight of a former Spacelab instrument, the Solar Optical Universal Polarimeter (SOUP) is described. SOUP is an optical telescope with image stabilization, tunable filter and various cameras. After the flight phase of the program was cancelled due to budgetary problems, scientific and engineering studies relevant to future balloon experiments of this type were completed. High resolution observations of the sun were obtained using SOUP components at the Swedish Solar Observatory in the Canary Islands. These were analyzed and published in studies of solar magnetic fields and active regions. In addition, testing of low-voltage piezoelectric transducers was performed, which showed they were appropriate for use in image stabilization on a balloon.

Combined Instrumentation Package COMARS+ for the ExoMars Schiaparelli Lander

NASA Astrophysics Data System (ADS)

Gülhan, Ali; Thiele, Thomas; Siebe, Frank; Kronen, Rolf

2018-02-01

In order to measure aerothermal parameters on the back cover of the ExoMars Schiaparelli lander the instrumentation package COMARS+ was developed by DLR. Consisting of three combined aerothermal sensors, one broadband radiometer sensor and an electronic box the payload provides important data for future missions. The aerothermal sensors called COMARS combine four discrete sensors measuring static pressure, total heat flux, temperature and radiative heat flux at two specific spectral bands. The infrared radiation in a broadband spectral range is measured by the separate broadband radiometer sensor. The electronic box of the payload is used for amplification, conditioning and multiplexing of the sensor signals. The design of the payload was mainly carried out using numerical tools including structural analyses, to simulate the main mechanical loads which occur during launch and stage separation, and thermal analyses to simulate the temperature environment during cruise phase and Mars entry. To validate the design an extensive qualification test campaign was conducted on a set of qualification models. The tests included vibration and shock tests to simulate launch loads and stage separation shocks. Thermal tests under vacuum condition were performed to simulate the thermal environment of the capsule during the different flight phases. Furthermore electromagnetic compatibility tests were conducted to check that the payload is compatible with the electromagnetic environment of the capsule and does not emit electromagnetic energy that could cause electromagnetic interference in other devices. For the sensor heads located on the ExoMars back cover radiation tests were carried out to verify their radiation hardness. Finally the bioburden reduction process was demonstrated on the qualification hardware to show the compliance with the planetary protection requirements. To test the actual heat flux, pressure and infrared radiation measurement under representative conditions, aerothermal tests were performed in an arc-heated wind tunnel facility. After all qualification tests were passed successfully, the acceptance test campaign for the flight hardware at acceptance level included the same tests than the qualification campaign except shock, radiation hardness and aerothermal tests. After passing all acceptance tests, the COMARS+ flight hardware was integrated into the Schiaparelli capsule in January 2015 at the ExoMars integration site at Thales Alenia Space in Turin. Although the landing of Schiaparelli failed, resulting in the loss of most COMARS+ flight data because they were stored on the lander, some data points were directly transmitted to the orbiter at low sampling rate during the entry phase. These data indicate that all COMARS+ sensors delivered useful data until parachute deployment with the exception of the plasma black-out phase. Since measured structure and sensor housing temperatures are far below predicted pre-flight values, a new calibration using COMARS+ spare sensors at temperatures below 0 °C is necessary.

AFTI/F-16 50th flight team photo

NASA Technical Reports Server (NTRS)

1983-01-01

An early (1983) photograph of the AFTI F-16 team, commemorating the aircraft's 50th flight. It shows the initial configuration and paint finish of the AFTI F-16, as well as the forward mounted canards and the spin chute. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Radio astronomy Explorer-B in-flight mission control system development effort

NASA Technical Reports Server (NTRS)

Lutsky, D. A.; Bjorkman, W. S.; Uphoff, C.

1973-01-01

A description is given of the development for the Mission Analysis Evaluation and Space Trajectory Operations (MAESTRO) program to be used for the in-flight decision making process during the translunar and lunar orbit adjustment phases of the flight of the Radio Astronomy Explorer-B. THe program serves two functions: performance and evaluation of preflight mission analysis, and in-flight support for the midcourse and lunar insertion command decisions that must be made by the flight director. The topics discussed include: analysis of program and midcourse guidance capabilities; methods for on-line control; printed displays of the MAESTRO program; and in-flight operational logistics and testing.

AFTI/F-16

NASA Technical Reports Server (NTRS)

1991-01-01

The AFTI F-16 flying at high angle of attack, shown in the final configuration and paint finish. Dummy Sidewinder air-to-air missles are attached to the wing tips. The white objects visible on the wing racks represent practice bomb dispensers, used in weapon tests. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Flight testing and frequency domain analysis for rotorcraft handling qualities characteristics

NASA Technical Reports Server (NTRS)

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

1993-01-01

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

Cassini Attitude Control Flight Software: from Development to In-Flight Operation

NASA Technical Reports Server (NTRS)

Brown, Jay

2008-01-01

The Cassini Attitude and Articulation Control Subsystem (AACS) Flight Software (FSW) has achieved its intended design goals by successfully guiding and controlling the Cassini-Huygens planetary mission to Saturn and its moons. This paper describes an overview of AACS FSW details from early design, development, implementation, and test to its fruition of operating and maintaining spacecraft control over an eleven year prime mission. Starting from phases of FSW development, topics expand to FSW development methodology, achievements utilizing in-flight autonomy, and summarize lessons learned during flight operations which can be useful to FSW in current and future spacecraft missions.

The interaction of bubbles with solidification interfaces. [during coasting phase of sounding rocket flight

NASA Technical Reports Server (NTRS)

Papazian, J. M.; Wilcox, W. R.

1977-01-01

The behavior of bubbles at a dendritic solidification interface was studied during the coasting phase of a sounding rocket flight. Sequential photographs of the gradient freeze experiment showed nucleation, growth and coalescence of bubbles at the moving interface during both the low-gravity and one-gravity tests. In the one-gravity test the bubbles were observed to detach from the interface and float to the top of the melt. However, in the low-gravity tests no bubble detachment from the interface or steady state bubble motion occurred and large voids were grown into the crystal. These observations are discussed in terms of the current theory of thermal migration of bubbles and in terms of their implications on the space processing of metals.

Ground/Flight Correlation of Aerodynamic Loads with Structural Response

NASA Technical Reports Server (NTRS)

Mangalam, Arun S.; Davis, Mark C.

2009-01-01

Ground and flight tests provide a basis and methodology for in-flight characterization of the aerodynamic and structural performance through the monitoring of the fluid-structure interaction. The NF-15B flight tests of the Intelligent Flight Control System program provided a unique opportunity to test the correlation of aerodynamic loads with points of flow attaching and detaching from the surface, which are also known as flow bifurcation points, as observed in a previous wind tunnel test performed at the U.S. Air Force Academy (Colorado Springs, Colorado). Moreover, flight tests, along with the subsequent unsteady aerodynamic tests in the NASA Transonic Dynamics Tunnel (TDT), provide a basis using surface flow sensors as means of assessing the aeroelastic performance of flight vehicles. For the flight tests, the NF-15B tail was instrumented with hot-film sensors and strain gages for measuring root-bending strains. This data were gathered via selected sideslip maneuvers performed at level flight and subsonic speeds. The aerodynamic loads generated by the sideslip maneuver resulted in a structural response, which were then compared with the hot-film sensor signals. The hot-film sensor signals near the stagnation region were found to be highly correlated with the root-bending strains. For the TDT tests, a flexible wing section developed under the U.S. Air Force Research Lab SensorCraft program was instrumented with strain gages, accelerometers, and hot-film sensors at two span stations. The TDT tests confirmed the correlation between flow bifurcation points and the wing structural response to tunnel-generated gusts. Furthermore, as the wings structural modes were excited by the gusts, a gradual phase change between the flow bifurcation point and the structural mode occurred during a resonant condition.

Ground/Flight Correlation of Aerodynamic Loads with Structural Response

NASA Technical Reports Server (NTRS)

Mangalam, Arun S.; Davis, Mark C.

2009-01-01

United States Air Force Research Laboratory (AFRL) ground tests at the NASA Transonic Dynamics Tunnel (TDT) and NASA flight tests provide a basis and methodology for in-flight characterization of the aeroelastic performance through the monitoring of the fluid-structure interaction using surface flow sensors. NASA NF-15B flight tests provided a unique opportunity to test the correlation of aerodynamic loads with sectional flow attachment/detachment points, also known as flow bifurcation points (FBPs), as observed in previous wind tunnel tests. The NF-15B tail was instrumented with hot-film sensors and strain gages for measuring root-bending strains. These data were gathered via selected sideslip maneuvers performed at level flight and subsonic speeds. The aerodynamic loads generated by the sideslip maneuver resulted in root-bending strains and hot-film sensor signals near the stagnation region that were highly correlated. For the TDT tests, a flexible wing section developed under the AFRL SensorCraft program was instrumented with strain gages, accelerometers, and hot-film sensors at multiple span stations. The TDT tests provided data showing a gradual phase change between the FBP and the structural mode occurred during a resonant condition as the wings structural modes were excited by the tunnel-generated gusts.

Thrust imbalance of the Space Shuttle solid rocket motors

NASA Technical Reports Server (NTRS)

Foster, W. A., Jr.; Sforzini, R. H.; Shackelford, B. W., Jr.

1981-01-01

The Monte Carlo statistical analysis of thrust imbalance is applied to both the Titan IIIC and the Space Shuttle solid rocket motors (SRMs) firing in parallel, and results are compared with those obtained from the Space Shuttle program. The test results are examined in three phases: (1) pairs of SRMs selected from static tests of the four developmental motors (DMs 1 through 4); (2) pairs of SRMs selected from static tests of the three quality assurance motors (QMs 1 through 3); (3) SRMs on the first flight test vehicle (STS-1A and STS-1B). The simplified internal ballistic model utilized for computing thrust from head-end pressure measurements on flight tests is shown to agree closely with measured thrust data. Inaccuracies in thrust imbalance evaluation are explained by possible flight test instrumentation errors.

LANDSAT-1 and LANDSAT-2 flight evaluation report, 23 July - 23 October 1976

NASA Technical Reports Server (NTRS)

1976-01-01

The LANDSAT-1 spacecraft was launched from the Western Test Range on 23 July 1972, at 18:08:06.508Z. The launch and orbital injection phase of the space flight was nominal, and deployment of the spacecraft followed predictions. Performance evaluation of the spacecraft is presented.

Comparison of predicted and measured drag for a single-engine airplane

NASA Technical Reports Server (NTRS)

Ward, D. T.; Taylor, F. C.; Doo, J. T. P.

1985-01-01

Renewed interest in natural laminar flow (NLF) has rekindled designers' concerns that manufacturing deviations, (loss of surface contours or other surface imperfections) may destroy the effectiveness of NLF for an operational airplane. This paper reports on experimental research that compares predicted and measured boundary layer transition, total drag, and two-dimensional drag coefficients for three different wing surface conditions on an airplane typical of general aviation manufacturing technology. The three flight test phases included: (1) assessment of an unpainted airframe, (2) flight tests of the same airplane after painstakingly filling and sanding the wings to design contours, and (3) similar measurements after this airplane was painted. In each flight phase, transition locations were monitored using either sublimating chemicals or pigmented oil. As expected, total drag changes were difficult to measure. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag was approximately 20 counts between the unpainted airplane and the 'hand-smoothed' airplane for typical cruise flight conditions.

Failure analysis on optical fiber on swarm flight payload

NASA Astrophysics Data System (ADS)

Bourcier, Frédéric; Fratter, Isabelle; Teyssandier, Florent; Barenes, Magali; Dhenin, Jérémie; Peyriguer, Marie; Petre-Bordenave, Romain

2017-11-01

Failure analysis on optical components is usually carried-out, on standard testing devices such as optical/electronic microscopes and spectrometers, on isolated but representative samples. Such analyses are not contactless and not totally non-invasive, so they cannot be used easily on flight models. Furthermore, for late payload or satellite integration/validation phases with tight schedule issues, it could be necessary to carry out a failure analysis directly on the flight hardware, in cleanroom.

Use of Minute-by-Minute Cardiovascular Measurements During Tilt Tests to Strengthen Inference on the Effect of Long-Duration Space Flight on Orthostatic Hypotension

NASA Technical Reports Server (NTRS)

Feiveson, Alan H.; Lee, Stuart M. C.; Stenger, Michael B.; Stein, Sydney P.; Platts, Steven H.

2011-01-01

Typical methodology for evaluating the effects of spaceflight on orthostatic hypotension (OH) has been survival analysis of tolerance times from 80 head-up tilt tests. However when scheduled test durations are short, there may not be enough failures to allow survival analysis to adequately estimate and compare the effects of flight phase (e.g. pre-flight, number of days post-flight), flight duration, and their interaction, as well as interactions with effects of interventions or countermeasures. The problem is exacerbated in the presence of a repeated measures design, in which subjects participate in tilt tests during various flight phases. Here we show how it is possible to dramatically improve the efficiency of statistical inference in this setting by making use of the additional information contained in minute-by-minute observations of cardiovascular parameters thought to be reflective of progression towards presyncope during tilt testing. Methods: We retrospectively examined operational tilt test (OTT; 10 -min 80 head-up tilt) data from 20 International Space Station (ISS) and 66 Shuttle astronauts 10 d before launch (L-10), on landing day (R+0) and during recovery (R+1, R+3, R+6-10) depending on the level of participation. Data from 5 ISS astronauts tested on R+0 or R+1 who used non-standard countermeasures were excluded. In addition to OTT survival time, 8 cardiovascular parameters (CP: heart rate, systolic, diastolic, and mean arterial blood pressure, pulse pressure, stroke volume, cardiac output, and total peripheral resistance) that might be predictive of progression towards presyncope were measured every minute of each OTT. Statistical analysis was predicated on a two ]stage model of causation. In the first stage, flight duration and time from landing affect the astronauts' degree of OH, which is manifested in the time trends and variation of the above CPs during OTTs. In the second stage, the behavior of these parameters directly affects OTT survival time. Actual analysis proceeded in the opposite direction. First we identified those CPs or linear combinations that best predicted OTT survival regardless of what spaceflight conditions led to OTT completion or presyncope. From these, we calculated a summary statistic (one per OTT) that best predicted survival. We then used mixed ]model regression analysis to relate changes in the summary statistic to flight phase and duration. Inference on the effects of phase, duration, and their interaction on OH follows directly from this second analysis. Results: A linear combination (W) of diastolic blood pressure (DBP) and stroke volume (SV) was found to be the best predictor of OTT survival using the complete data set of minute-by-minute observations of CPs for each OTT. Furthermore, the log-transformed standard deviation of W (Z = log SW) was found to be a strong predictor of survival in the reduced data set consisting of one observation per OTT. In other words, this measure of variability of W during an OTT was the best indicator of whether or not the subject could complete the 10-min test, with higher variability (i.e. higher values of Z) being associated with greater probability of failure. In the mixed-model regression analysis where Z was now treated as a outcome with flight phase and duration groups (ISS and STS) as predictors, we found that there was a significantly more variability in W (higher values of Z) for both groups at R+0, but with no evidence of an interaction until R+3, when the ISS group still had inflated variability, but not the STS group. Conclusions: Variability of the cardiovascular index W recovers more slowly after long-compared to short-duration spaceflight. Since high variability of W has also been shown to be predictive of OTT failure, a primary manifestation of OH, a logical conclusion is that recovery from OH also is slower after long-duration compared to short-duration spaceflights.

Autonomous Flight Safety System September 27, 2005, Aircraft Test

NASA Technical Reports Server (NTRS)

Simpson, James C.

2005-01-01

This report describes the first aircraft test of the Autonomous Flight Safety System (AFSS). The test was conducted on September 27, 2005, near Kennedy Space Center (KSC) using a privately-owned single-engine plane and evaluated the performance of several basic flight safety rules using real-time data onboard a moving aerial vehicle. This test follows the first road test of AFSS conducted in February 2005 at KSC. AFSS is a joint KSC and Wallops Flight Facility (WEF) project that is in its third phase of development. AFSS is an independent subsystem intended for use with Expendable Launch Vehicles that uses tracking data from redundant onboard sensors to autonomously make flight termination decisions using software-based rules implemented on redundant flight processors. The goals of this project are to increase capabilities by allowing launches from locations that do not have or cannot afford extensive ground-based range safety assets, to decrease range costs, and to decrease reaction time for special situations. The mission rules are configured for each operation by the responsible Range Safety authorities and can be loosely categorized in four major categories: Parameter Threshold Violations, Physical Boundary Violations present position and instantaneous impact point (TIP), Gate Rules static and dynamic, and a Green-Time Rule. Examples of each of these rules were evaluated during this aircraft test.

Flight Testing the Linear Aerospike SR-71 Experiment (LASRE)

NASA Technical Reports Server (NTRS)

Corda, Stephen; Neal, Bradford A.; Moes, Timothy R.; Cox, Timothy H.; Monaghan, Richard C.; Voelker, Leonard S.; Corpening, Griffin P.; Larson, Richard R.; Powers, Bruce G.

1998-01-01

The design of the next generation of space access vehicles has led to a unique flight test that blends the space and flight research worlds. The new space vehicle designs, such as the X-33 vehicle and Reusable Launch Vehicle (RLV), are powered by linear aerospike rocket engines. Conceived of in the 1960's, these aerospike engines have yet to be flown, and many questions remain regarding aerospike engine performance and efficiency in flight. To provide some of these data before flying on the X-33 vehicle and the RLV, a spacecraft rocket engine has been flight-tested atop the NASA SR-71 aircraft as the Linear Aerospike SR-71 Experiment (LASRE). A 20 percent-scale, semispan model of the X-33 vehicle, the aerospike engine, and all the required fuel and oxidizer tanks and propellant feed systems have been mounted atop the SR-71 airplane for this experiment. A major technical objective of the LASRE flight test is to obtain installed-engine performance flight data for comparison to wind-tunnel results and for the development of computational fluid dynamics-based design methodologies. The ultimate goal of firing the aerospike rocket engine in flight is still forthcoming. An extensive design and development phase of the experiment hardware has been completed, including approximately 40 ground tests. Five flights of the LASRE and firing the rocket engine using inert liquid nitrogen and helium in place of liquid oxygen and hydrogen have been successfully completed.

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.

EC95-43057-8

NASA Image and Video Library

1995-03-24

Outlined with gold stripes are the hinged nose strakes, modifications made to NASA's F-18 HARV (High Alpha Research Vehicle) at the Dryden Flight Research Center, Edwards, California. Actuated Nose Strakes for Enhanced Rolling (ANSER) were installed to fly the third and final phase in the HARV flight test project. Normally folded flush, the units -- four feet long and six inches wide -- can be opened independently to interact with the nose vortices to produce large side forces for control. Early wind tunnel tests indicated that the strakes would be as effective in yaw control at high angles of attack as rudders are at lower angles. Testing involved evaluation of the strakes by themselves as well as combined with the aircraft's Thrust Vectoring System. The strakes were designed by NASA's Langley Research Center, then installed and flight tested at Dryden.

Telemetry Tracking and Control Through Commercial LEO Satellites

NASA Technical Reports Server (NTRS)

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

2001-01-01

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

MLS Multipath Studies. Phase 3. Volume II. Development and Valiadation of Model for MLS Techniques.

DTIC Science & Technology

1980-02-07

2-40 2-32 Coherent interference phenomena encountered during TRSB field tests at JFK airport . 2-41 2-33 JFK airport environment near MLS elevation...24 4-8 Comparison of DMLS simulation and flight test on -380 radial at 2000 feet at JFK airport . 4-26 4-9 Comparison of DMLS simulation and flight...test on +380 radial at 2000 feet at JFK airport . 4-28 xv ( 4-10 Comparison of simulation with DMLS JFK centerline approach data. 4-29 4-11 DMLS "clean

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

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

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

NASA Technical Reports Server (NTRS)

Fleming, M. L.

1976-01-01

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

Lessons Learned from the Advanced Topographic Laser Altimeter System

NASA Technical Reports Server (NTRS)

Garrison, Matt; Patel, Deepak; Bradshaw, Heather; Robinson, Frank; Neuberger, Dave

2016-01-01

The ICESat-2 Advanced Topographic Laser Altimeter System (ATLAS) instrument is an upcoming Earth Science mission focusing on the effects of climate change. The flight instrument passed all environmental testing at GSFC (Goddard Space Flight Center) and is now ready to be shipped to the spacecraft vendor for integration and testing. This presentation walks through the lessons learned from design, hardware, analysis and testing perspective. ATLAS lessons learned include general thermal design, analysis, hardware, and testing issues as well as lessons specific to laser systems, two-phase thermal control, and optical assemblies with precision alignment requirements.

A high order approach to flight software development and testing

NASA Technical Reports Server (NTRS)

Steinbacher, J.

1981-01-01

The use of a software development facility is discussed as a means of producing a reliable and maintainable ECS software system, and as a means of providing efficient use of the ECS hardware test facility. Principles applied to software design are given, including modularity, abstraction, hiding, and uniformity. The general objectives of each phase of the software life cycle are also given, including testing, maintenance, code development, and requirement specifications. Software development facility tools are summarized, and tool deficiencies recognized in the code development and testing phases are considered. Due to limited lab resources, the functional simulation capabilities may be indispensable in the testing phase.

AFTI/F-16

NASA Technical Reports Server (NTRS)

1992-01-01

The AFTI F-16 in its final configuration, flying in the vicinity of Edwards Air Force Base, California. During this phase, the two forward infrared turrets were added ahead of the cockpit, the chin canards were removed, and the aircraft was repainted in a standard Air Force scheme. A fuel drop tank is visible below the wing. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Volatile Removal Assembly Flight Experiment and KC-135 Packed Bed Experiment: Results and Lessons Learned

NASA Technical Reports Server (NTRS)

Holder, Donald W.; Parker, David

2000-01-01

The Volatile Removal Assembly (VRA) is a high temperature catalytic oxidation process that will be used as the final treatment for recycled water aboard the International Space Station (ISS). The multiphase nature of the process had raised concerns as to the performance of the VRA in a microgravity environment. To address these concerns, two experiments were designed. The VRA Flight Experiment (VRAFE) was designed to test a full size VRA under controlled conditions in microgravity aboard the SPACEHAB module and in a 1 -g environment and compare the performance results. The second experiment relied on visualization of two-phase flow through small column packed beds and was designed to fly aboard NASA's microgravity test bed plane (KC-135). The objective of the KC-135 experiment was to understand the two-phase fluid flow distribution in a packed bed in microgravity. On Space Transportation System (STS) flight 96 (May 1999), the VRA FE was successfully operated and in June 1999 the KC-135 packed bed testing was completed. This paper provides an overview of the experiments and a summary of the results and findings.

Distractions during critical phases of anaesthesia for caesarean section: an observational study.

PubMed

Jenkins, A; Wilkinson, J V; Akeroyd, M A; Broom, M A

2015-05-01

Aviation's 'sterile cockpit' rule holds that distractions on the flight deck should be kept at a minimum during critical phases of flight. To assess current practice at comparable points during obstetric regional anaesthesia, we measured ambient noise and distracting events during 30 caesarean sections in three phases: during establishment of regional anaesthesia; during testing of regional blockade; and after delivery of the fetal head. Mean (SD) noise levels were 62.5 (3.9) dB during establishment of blockade, 63.9 (4.1) dB during testing and 66.8 (5.0) dB after delivery (p < 0.001). The median rates of sudden, loud (> 70 dB) noises, non-clinical conversations and numbers of staff present in the operating theatre increased during each of the three phases. Conversely, entrances into, and exits from, theatre per minute were highest during establishment of regional anaesthesia and decreased over the subsequent two time periods (p < 0.001). © 2014 The Association of Anaesthetists of Great Britain and Ireland.

Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight

NASA Technical Reports Server (NTRS)

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

2002-01-01

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

A phase one AR/C system design

NASA Technical Reports Server (NTRS)

Kachmar, Peter M.; Polutchko, Robert J.; Matusky, Martin; Chu, William; Jackson, William; Montez, Moises

1991-01-01

The Phase One AR&C System Design integrates an evolutionary design based on the legacy of previous mission successes, flight tested components from manned Rendezvous and Proximity Operations (RPO) space programs, and additional AR&C components validated using proven methods. The Phase One system has a modular, open architecture with the standardized interfaces proposed for Space Station Freedom system architecture.

Latex samples for RAMSES electrophoresis experiment on IML 2

NASA Technical Reports Server (NTRS)

Seaman, Geoffrey V. F.; Knox, Robert J.

1994-01-01

The objectives of these reported studies were to provide ground based support services for the flight experiment team for the RAMSES experiment to be flown aboard IML-2. The specific areas of support included consultation on the performance of particle based electrophoresis studies, development of methods for the preparation of suitable samples for the flight hardware, the screening of particles to obtain suitable candidates for the flight experiment, and the electrophoretic characterization of sample particle preparations. The first phases of these studies were performed under this contract, while the follow on work was performed under grant number NAG8 1081, 'Preparation and Characterization of Latex Samples for RAMSES Experiment on IML 2.' During this first phase of the experiment the following benchmarks were achieved: Methods were tested for the concentration and resuspension of latex samples in the greater than 0.4 micron diameter range to provide moderately high solids content samples free of particle aggregation which interferred with the normal functioning of the RAMSES hardware. Various candidate latex preparations were screened and two candidate types of latex were identified for use in the flight experiments, carboxylate modified latex (CML) and acrylic acid-acrylamide modified latex (AAM). These latexes have relatively hydrophilic surfaces, are not prone to aggregate, and display sufficiently low electrophoretic mobilities in the flight buffer so that they can be used to make mixtures to test the resolving power of the flight hardware.

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

NASA Technical Reports Server (NTRS)

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

1992-01-01

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

Mission Suitability Testing of an Aircraft Simulator. Technical Report No. 75-12.

ERIC Educational Resources Information Center

Caro, Paul W.; And Others

The report describes a study conducted to evaluate Device 2B24, which simulates the UH-1 helicopter and an instrument flight environment, and to determine its suitability for cost-effectively accomplishing the instrument phase of Army rotary wing flight training and facilitating UH-1 helicopter transition training, aviator proficiency evaluation,…

Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach

NASA Technical Reports Server (NTRS)

Spivey, Natalie D.; Herrera, Claudia Y.; Truax, Roger; Pak, Chan-gi; Freund, Donald

2007-01-01

Flight tests of the Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the National Aeronautics and Space Administration Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B (836) airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, instead of a centerline mounting, a forward-pointing boom was attached to the radar bulkhead of the airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets flying over land. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. Because of flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for-flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight-testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This report provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project.

Micron Accuracy Deployment Experiment (MADE), phase A. Volume 1

NASA Technical Reports Server (NTRS)

Peterson, Lee D.; Lake, Mark S.

1995-01-01

This report documents a Phase A In-STEP flight experiment development effort. The objective of the experiment is to deploy a portion of a segmented reflector on the Shuttle and study its micron-level mechanics. Ground test data are presented which projects that the on-orbit precision of the test article should be approximately 5 microns. Extensive hardware configuration development information is also provided.

A practical concept for powered or tethered weight-lifting LTA vehicles

NASA Technical Reports Server (NTRS)

Balleyguier, M. A.

1975-01-01

A concept for a multi-hull weightlifting airship is presented. The concept is based upon experience in the design and handling of gas-filled balloons for commercial purposes, it was first tested in April, 1972. In the flight test, two barrage balloons were joined side-by-side, with an intermediate frame, and launched in captive flight. The success of this flight test led to plans for a development program calling for a powered, piloted prototype, a follow-on 40 ton model, and a 400 ton transport model. All of these airships utilize a tetrehedric three-line tethering method for loading and unloading phases of flight, which bypasses many of the difficulties inherent in the handling of a conventional airship near the ground. Both initial and operating costs per ton of lift capability are significantly less for the subject design than for either helicopters or airships of conventional mono-hull design.

NASA Dryden's two T-38A mission support aircraft fly in tight formation while conducting a pitot-static airspeed calibration check near Edwards Air Force Base

NASA Image and Video Library

2007-09-26

NASA Dryden Flight Research Center's two T-38A Talon mission support aircraft flew together for the first time on Sept. 26, 2007 while conducting pitot-static airspeed calibration checks during routine pilot proficiency flights. The two aircraft, flown by NASA research pilots Kelly Latimer and Frank Batteas, joined up with a NASA Dryden F/A-18 flown by NASA research pilot Dick Ewers to fly the airspeed calibrations at several speeds and altitudes that would be flown by the Stratospheric Observatory for Infrared Astronomy (SOFIA) Boeing 747SP during its initial flight test phase. The T-38s, along with F/A-18s, serve in a safety chase role during those test missions, providing critical instrument and visual monitoring for the flight test series.

Flight- and ground-test correlation study of BMDO SDS materials: Phase 1 report

NASA Technical Reports Server (NTRS)

Chung, Shirley Y.; Brinza, David E.; Minton, Timothy K.; Stiegman, Albert E.; Kenny, James T.; Liang, Ranty H.

1993-01-01

The NASA Evaluation of Oxygen Interactions with Materials-3 (EOIM-3) experiment served as a test bed for a variety of materials that are candidates for Ballistic Missile Defense Organization (BMDO) space assets. The materials evaluated on this flight experiment were provided by BMDO contractors and technology laboratories. A parallel ground exposure evaluation was conducted using the FAST atomic-oxygen simulation facility at Physical Sciences, Inc. The EOIM-3 materials were exposed to an atomic oxygen fluence of approximately 2.3 x 10(exp 2) atoms/sq. cm. The ground-exposed materials' fluence of 2.0 - 2.5 x 10(exp 2) atoms/sq. cm permits direct comparison of ground-exposed materials' performance with that of the flight-exposed specimens. The results from the flight test conducted aboard STS-46 and the correlative ground exposure are presented in this publication.

Low Gravity Freefall Facilities

NASA Technical Reports Server (NTRS)

1981-01-01

Composite of Marshall Space Flight Center's Low-Gravity Free Fall Facilities.These facilities include a 100-meter drop tower and a 100-meter drop tube. The drop tower simulates in-flight microgravity conditions for up to 4.2 seconds for containerless processing experiments, immiscible fluids and materials research, pre-flight hardware design test and flight experiment simulation. The drop tube simulates in-flight microgravity conditions for up to 4.6 seconds and is used extensively for ground-based microgravity convection research in which extremely small samples are studied. The facility can provide deep undercooling for containerless processing experiments that require materials to remain in a liquid phase when cooled below the normal solidification temperature.

Microgravity

NASA Image and Video Library

1981-03-30

Composite of Marshall Space Flight Center's Low-Gravity Free Fall Facilities.These facilities include a 100-meter drop tower and a 100-meter drop tube. The drop tower simulates in-flight microgravity conditions for up to 4.2 seconds for containerless processing experiments, immiscible fluids and materials research, pre-flight hardware design test and flight experiment simulation. The drop tube simulates in-flight microgravity conditions for up to 4.6 seconds and is used extensively for ground-based microgravity convection research in which extremely small samples are studied. The facility can provide deep undercooling for containerless processing experiments that require materials to remain in a liquid phase when cooled below the normal solidification temperature.

Analysis of Light Emitting Diode Technology for Aerospace Suitability in Human Space Flight Applications

NASA Astrophysics Data System (ADS)

Treichel, Todd H.

Commercial space designers are required to manage space flight designs in accordance with parts selections made from qualified parts listings approved by Department of Defense and NASA agencies for reliability and safety. The research problem was a government and private aerospace industry problem involving how LEDs cannot replace existing fluorescent lighting in manned space flight vehicles until such technology meets DOD and NASA requirements for reliability and safety, and effects on astronaut cognition and health. The purpose of this quantitative experimental study was to determine to what extent commercial LEDs can suitably meet NASA requirements for manufacturer reliability, color reliability, robustness to environmental test requirements, and degradation effects from operational power, while providing comfortable ambient light free of eyestrain to astronauts in lieu of current fluorescent lighting. A fractional factorial experiment tested white and blue LEDs for NASA required space flight environmental stress testing and applied operating current. The second phase of the study used a randomized block design, to test human factor effects of LEDs and a qualified ISS fluorescent for retinal fatigue and eye strain. Eighteen human subjects were recruited from university student members of the American Institute of Aeronautics and Astronautics. Findings for Phase 1 testing showed that commercial LEDs met all DOD and NASA requirements for manufacturer reliability, color reliability, robustness to environmental requirements, and degradation effects from operational power. Findings showed statistical significance for LED color and operational power variables but degraded light output levels did not fall below the industry recognized <70%. Findings from Phase 2 human factors testing showed no statistically significant evidence that the NASA approved ISS fluorescent lights or blue or white LEDs caused fatigue, eye strain and/or headache, when study participants perform detailed tasks of reading and assembling mechanical parts for an extended period of two uninterrupted hours. However, human subjects self-reported that blue LEDs provided the most white light and the favored light source over the white LED and the ISS fluorescent as a sole artificial light source for space travel. According to NASA standards, findings from this study indicate that LEDs meet criteria for the NASA TRL 7 rating, as study findings showed that commercial LED manufacturers passed the rigorous testing standards of suitability for space flight environments and human factor effects. Recommendations for future research include further testing for space flight using the basis of this study for replication, but reduce study limitations by 1) testing human subjects exposure to LEDs in a simulated space capsule environment over several days, and 2) installing and testing LEDs in space modules being tested for human spaceflight.

Acoustics Research of Propulsion Systems

NASA Technical Reports Server (NTRS)

Gao, Ximing; Houston, Janice

2014-01-01

The liftoff phase induces high acoustic loading over a broad frequency range for a launch vehicle. These external acoustic environments are used in the prediction of the internal vibration responses of the vehicle and components. Present liftoff vehicle acoustic environment prediction methods utilize stationary data from previously conducted hold-down tests to generate 1/3 octave band Sound Pressure Level (SPL) spectra. In an effort to update the accuracy and quality of liftoff acoustic loading predictions, non-stationary flight data from the Ares I-X were processed in PC-Signal in two flight phases: simulated hold-down and liftoff. In conjunction, the Prediction of Acoustic Vehicle Environments (PAVE) program was developed in MATLAB to allow for efficient predictions of sound pressure levels (SPLs) as a function of station number along the vehicle using semi-empirical methods. This consisted of generating the Dimensionless Spectrum Function (DSF) and Dimensionless Source Location (DSL) curves from the Ares I-X flight data. These are then used in the MATLAB program to generate the 1/3 octave band SPL spectra. Concluding results show major differences in SPLs between the hold-down test data and the processed Ares I-X flight data making the Ares I-X flight data more practical for future vehicle acoustic environment predictions.

Recent Status of SIM Lite Astrometric Observatory Mission: Flight Engineering Risk Reduction Activities

NASA Technical Reports Server (NTRS)

Goullioud, Renaud; Dekens, Frank; Nemati, Bijan; An, Xin; Carson, Johnathan

2010-01-01

The SIM Lite Astrometric Observatory is a mission concept for a space-borne instrument to perform micro-arc-second narrow-angle astrometry to search 60 to 100 nearby stars for Earth-like planets, and to perform global astrometry for a broad astrophysics program. The instrument consists of two Michelson stellar interferometers and a telescope. The first interferometer chops between the target star and a set of reference stars. The second interferometer monitors the attitude of the instrument in the direction of the target star. The telescope monitors the attitude of the instrument in the other two directions. The main enabling technology development for the mission was completed during phases A & B. The project is currently implementing the developed technology onto flight-ready engineering models. These key engineering tasks will significantly reduce the implementation risks during the flight phases C & D of the mission. The main optical interferometer components, including the astrometric beam combiner, the fine steering optical mechanism, the path-length-control and modulation optical mechanisms, focal-plane camera electronics and cooling heat pipe, are currently under development. Main assemblies are built to meet flight requirements and will be subjected to flight qualification level environmental testing (random vibration and thermal cycling) and performance testing. This paper summarizes recent progress in engineering risk reduction activities.

Advanced Aircrew Display Symposium Proceedings (5th) Held at the Naval Air Test Center, Patuxent, Maryland on 15-16 September 1981

DTIC Science & Technology

1981-01-01

cruisc air combat , etc. These are selected from the keyboard located at the forward end o.f the left console. Tie miscion phase packager of...and brightness test - low ambient phase Color discrimination performance was assessed by a comparative procedure which best reflects the operational...flight information for air to air , air to surface, and navigation phases of the mission. UP FRONT CONTROL (UPC- MASTER fHEAD-UP MASTER DISPLAY

CSI computer system/remote interface unit acceptance test results

NASA Technical Reports Server (NTRS)

Sparks, Dean W., Jr.

1992-01-01

The validation tests conducted on the Control/Structures Interaction (CSI) Computer System (CCS)/Remote Interface Unit (RIU) is discussed. The CCS/RIU consists of a commercially available, Langley Research Center (LaRC) programmed, space flight qualified computer and a flight data acquisition and filtering computer, developed at LaRC. The tests were performed in the Space Structures Research Laboratory (SSRL) and included open loop excitation, closed loop control, safing, RIU digital filtering, and RIU stand alone testing with the CSI Evolutionary Model (CEM) Phase-0 testbed. The test results indicated that the CCS/RIU system is comparable to ground based systems in performing real-time control-structure experiments.

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.

AFTI/F-16 in banked flight

NASA Technical Reports Server (NTRS)

1989-01-01

This photo depicts the AFTI F-16 in the configuration used midway through the program. The sensor pods were added to the fuselage, but the chin canards remained in place. Painted in non-standard gray tones, it carried Sidewinder air-to-air missles on its wingtips. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

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

NASA Technical Reports Server (NTRS)

McCoy, Allen H.

1998-01-01

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

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

NASA Technical Reports Server (NTRS)

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

2012-01-01

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

A design procedure for fan inflow control structures

NASA Technical Reports Server (NTRS)

Gedge, M. R.

1980-01-01

Significant differences exist in the noise generated by engine in flight and engines operating on the test stand. It was observed that these differences can be reduced by use of an inflow control structure (ICS) in the static test configuration. The results of the second phase of a three phase program are described and the results of a test program conducted to assess and modify various theoretical models, leading to the development of an ICS design system is summarized.

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.

Identification of atypical flight patterns

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

Resolving multiple propagation paths in time of flight range cameras using direct and global separation methods

NASA Astrophysics Data System (ADS)

Whyte, Refael; Streeter, Lee; Cree, Michael J.; Dorrington, Adrian A.

2015-11-01

Time of flight (ToF) range cameras illuminate the scene with an amplitude-modulated continuous wave light source and measure the returning modulation envelopes: phase and amplitude. The phase change of the modulation envelope encodes the distance travelled. This technology suffers from measurement errors caused by multiple propagation paths from the light source to the receiving pixel. The multiple paths can be represented as the summation of a direct return, which is the return from the shortest path length, and a global return, which includes all other returns. We develop the use of a sinusoidal pattern from which a closed form solution for the direct and global returns can be computed in nine frames with the constraint that the global return is a spatially lower frequency than the illuminated pattern. In a demonstration on a scene constructed to have strong multipath interference, we find the direct return is not significantly different from the ground truth in 33/136 pixels tested; where for the full-field measurement, it is significantly different for every pixel tested. The variance in the estimated direct phase and amplitude increases by a factor of eight compared with the standard time of flight range camera technique.

Apollo experience report: Guidance and control systems. Mission control programmer for unmanned missions AS-202, Apollo 4, and Apollo 6

NASA Technical Reports Server (NTRS)

Holloway, G. F.

1975-01-01

An unmanned test flight program required to evaluate the command module heat shield and the structural integrity of the command and service module/Saturn launch vehicle is described. The mission control programer was developed to provide the unmanned interface between the guidance and navigation computer and the other spacecraft systems for mission event sequencing and real-time ground control during missions AS-202, Apollo 4, and Apollo 6. The development of this unmanned programer is traced from the initial concept through the flight test phase. Detailed discussions of hardware development problems are given with the resulting solutions. The mission control programer functioned correctly without any flight anomalies for all missions. The Apollo 4 mission control programer was reused for the Apollo 6 flight, thus being one of the first subsystems to be reflown on an Apollo space flight.

The failure analysis, redesign, and final preparation of the Brilliant Eyes Thermal Storage Unit for flight testing

NASA Astrophysics Data System (ADS)

Lamkin, T.; Whitney, Brian

1995-09-01

This paper describes the engineering thought process behind the failure analysis, redesign, and rework of the flight hardware for the Brilliant Eyes Thermal Storage Unit (BETSU) experiment. This experiment was designed to study the zero-g performance of 2-methylpentane as a suitable phase change material. This hydrocarbon served as the cryogenic storage medium for the BETSU experiment which was flown 04 Mar 94 on board Shuttle STS-62. Ground testing had indicated satisfactory performance of the BETSU at the 120 Kelvin design temperature. However, questions remained as to the micro-gravity performance of this unit; potential deviations in ground (1 g) versus space flight (0 g) performance, and how the unit would operate in a realistic space environment undergoing cyclical operation. The preparations and rework performed on the BETSU unit, which failed initial flight qualification, give insight and lessons learned to successfully develop and qualify a space flight experiment.

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.

Comparisons Between Pretest Prediction and Flight Test Data of Aerodynamic Loading for EFT-1

NASA Technical Reports Server (NTRS)

Schwing, Alan M.

2016-01-01

Exploration Flight Test One (EFT-1) was an incredible milestone in the development NASA's Orion spacecraft. It incorporated hundreds of articles of flight test instrumentation and returned with a wealth of data. Aerodynamic surface pressures were collected during launch vehicle ascent and capsule reentry and descent. These discrete surface pressure measurements enable comparisons to computational results and ground test data. This paper details the comparisons between pre-test predictions and flight test data for the Orion MPCV Crew Module (CM) and Launch Abort Tower (LAT) during all phases of flight. Regions with strong comparisons, poor predictions, and lessons learned are discussed. 38 pressure measurements were made on the LAT during ascent. Nine of the gauges were Honeywell PPTs and the remainder were Kulite pressure transducers. In order to address bias in the Kulites, a two-point linear calibration was used and the details are discussed. Results from the flight are compared to existing database products. 44 pressure measurements were made on the CM during reentry and descent. Nine of the gauges were Honeywell PPTs and the remainder were Kulite pressure transducers. In order to address bias in the Kulites, a tare was made against the vacuum measurements as described below. Once the bias was removed from the gauges, comparisons between predicted loading and the measured results are compared.

Design of Quiet Rotorcraft Approach Trajectories: Verification Phase

NASA Technical Reports Server (NTRS)

Padula, Sharon L.

2010-01-01

Flight testing that is planned for October 2010 will provide an opportunity to evaluate rotorcraft trajectory optimization techniques. The flight test will involve a fully instrumented MD-902 helicopter, which will be flown over an array of microphones. In this work, the helicopter approach trajectory is optimized via a multiobjective genetic algorithm to improve community noise, passenger comfort, and pilot acceptance. Previously developed optimization strategies are modified to accommodate new helicopter data and to increase pilot acceptance. This paper describes the MD-902 trajectory optimization plus general optimization strategies and modifications that are needed to reduce the uncertainty in noise predictions. The constraints that are imposed by the flight test conditions and characteristics of the MD-902 helicopter limit the testing possibilities. However, the insights that will be gained through this research will prove highly valuable.

Flight service evaluation of composite components on the Bell Helicopter model 206L: Design, fabrication and testing

NASA Technical Reports Server (NTRS)

Zinberg, H.

1982-01-01

The design, fabrication, and testing phases of a program to obtain long term flight service experience on representative helicopter airframe structural components operating in typical commercial environments are described. The aircraft chosen is the Bell Helicopter Model 206L. The structural components are the forward fairing, litter door, baggage door, and vertical fin. The advanced composite components were designed to replace the production parts in the field and were certified by the FAA to be operable through the full flight envelope of the 206L. A description of the fabrication process that was used for each of the components is given. Static failing load tests on all components were done. In addition fatigue tests were run on four specimens that simulated the attachment of the vertical fin to the helicopter's tail boom.

Review of NASA's Hypersonic Research Engine Project

NASA Technical Reports Server (NTRS)

Andrews, Earl H.; Mackley, Ernest A.

1993-01-01

The goals of the NASA Hypersonic Research Engine (HRE) Project, which began in 1964, were to design, develop, and construct a hypersonic research ramjet/scramjet engine for high performance and to flight-test the developed concept over the speed range from Mach 3 to 8. The project was planned to be accomplished in three phases: project definition, research engine development, and flight test using the X-15A-2 research aircraft, which was modified to carry hydrogen fuel for the research engine. The project goal of an engine flight test was eliminated when the X-15 program was canceled in 1968. Ground tests of engine models then became the focus of the project. Two axisymmetric full-scale engine models having 18-inch-diameter cowls were fabricated and tested: a structural model and a combustion/propulsion model. A brief historical review of the project with salient features, typical data results, and lessons learned is presented.

New Directions in Maintenance Simulation.

ERIC Educational Resources Information Center

Miller, Gary G.

A two-phase effort was conducted to design and evaluate a maintenance simulator which incorporated state-of-the-art information in simulation and instructional technology. The particular equipment selected to be simulated was the 6883 Convert/Flight Controls Test Station. Phase I included a generalized block diagram of the computer-trainer, the…

Flying helicopters over mountains at night...guidance systems tested in 1965 phase of study

Treesearch

Ralph G. Johnston; Cal Ferris; James B. Davis

1966-01-01

Under conditions simulating fireline operations, 117 helicopter flights were made at night over mountain areas in southern California. The trials indicated that such flights, carrying passengers and cargo, can be made safely if (a) the night operation is well planned, (b) the helicopter is in excellent condition, (c) adequate lighting and guidance equipment are...

AFTI/F-16 in flight

NASA Technical Reports Server (NTRS)

1989-01-01

Overhead photograph of the AFTI F-16 painted in a non-standard gray finish, taken during a research flight in 1989. The two sensor pods are visible on the fuselage just forward of the wings and one of the two chin canards can be seen as a light-colored triangle ahead of one of the pods. A Sidewinder air-to-air missile is mounted on each wing tip. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Measurement of the effect of manufacturing deviations on natural laminar flow for a single engine general aviation airplane

NASA Technical Reports Server (NTRS)

1987-01-01

Renewed interest in natural laminar flow (NLF) had rekindled designer concern that manufacuring deviations may destroy the effectiveness of NLF for an operational aircraft. Experiments are summarized that attemtped to measure total drag changes associated with three different wing surface conditions on an aircraft typical of current general aviation high performance singles. The speed power technique was first used in an attempt to quantify the changes in total drag. Predicted and measured boundary layer transition locations for three different wing surface conditions were also compared, using two different forms of flow visualization. The three flight test phases included: assessment of an unpainted airframe, flight tests of the same aircraft after painstakingly filling and sanding the wings to design contours, and similar measurement after this aricraft was painted. In each flight phase, transition locations were monitored using with sublimating chemicals or pigmented oil. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag coefficient was approximately 20 counts between the unpainted aircraft and the hand-smoothed aircraft for typical cruise flight conditions.

Objectives and Progress on Integrated Vehicle Ground Vibration Testing for the Ares Launch Vehicles

NASA Technical Reports Server (NTRS)

Tuma, Margaret L.; Asloms. Brice R.

2009-01-01

As NASA begins design and development of the Ares launch vehicles to replace the Space Shuttle and explore beyond low Earth orbit, Integrated Vehicle Ground Vibration Testing (IVGVT) will be a vital component of ensuring that those vehicles can perform the missions assigned to them. A ground vibration test (GVT) is intended to measure by test the fundamental dynamic characteristics of launch vehicles during various phases of flight. During the series of tests, properties such as natural frequencies, mode shapes, and transfer functions are measured directly. This data is then used to calibrate loads and control systems analysis models for verifying analyses of the launch vehicle. The Ares Flight & Integrated Test Office (FITO) will be conducting IVGVT for the Ares I crew launch vehicle at Marshall Space Flight Center (MSFC) from 2011 to 2012 using the venerable Test Stand (TS) 4550, which supported similar tests for the Saturn V and Space Shuttle vehicle stacks.

Design, fabrication, testing and delivery of a solar collector

NASA Technical Reports Server (NTRS)

Sims, W. H.; Ballheim, R. W.; Bartley, S. M.; Smith, G. W.

1976-01-01

A two phase program encompassing the redesign and fabrication of a solar collector which is low in cost and aesthetically appealing is described. Phase one work reviewed the current collector design and developed a low-cost design based on specific design/performance/cost requirements. Throughout this phase selected collector component materials were evaluated by testing and by considering cost, installation, maintainability and durability. The resultant collector design was composed of an absorber plate, insulation, frame, cover, desiccant and sealant. In Phase two, three collector prototypes were fabricated and evaluated for both nonthermal and thermal characteristics. Tests included static load tests of covers, burst pressure tests of absorber plates, and tests for optical characteristics of selective absorber plate coatings. The three prototype collectors were shipped to Marshall Space Flight Center for use in their solar heating and cooling test facility.

New Marshall Center Test Stand 4697 Construction Time-Lapse

NASA Image and Video Library

2016-09-27

In less than two minutes watch structural Test Stand 4697 rise at NASA's Marshall Space Flight Center from the start of construction in May 2014 to the end of the stand's construction phase in September 2016. The stand will subject the 196,000-gallon liquid oxygen tank of the Space Launch System's massive core stage to the same stresses and pressures it must endure at launch and in flight. Now, Marshall teams are installing sophisticated fluid transfer and pressurization systems, hydraulic controls, electrical control and data systems, fiber optics cables and special test equipment to prepare for the arrival of the test tank in 2017. (NASA/MSFC/David Olive)

General Aviation Interior Noise. Part 2; In-Flight Source/Verification

NASA Technical Reports Server (NTRS)

Unruh, James F.; Till, Paul D.; Palumbo, Daniel L. (Technical Monitor)

2002-01-01

The technical approach made use of the Cessna Model 182E aircraft used in the previous effort as a test bed for noise control application. The present phase of the project reports on flight test results during application of various passive noise treatments in an attempt to verify the noise sources and paths for the aircraft. The data presented establishes the level of interior noise control that can be expected for various passive noise control applications within the aircraft cabin. Subsequent testing will address specific testing to demonstrate the technology available to meet a specified level of noise control by application of passive and/or active noise control technology.

Thermosyphon Flooding in Reduced Gravity Environments Test Results

NASA Technical Reports Server (NTRS)

Gibson, Marc A.; Jaworske, Donald A.; Sanzi, Jim; Ljubanovic, Damir

2013-01-01

The condenser flooding phenomenon associated with gravity aided two-phase thermosyphons was studied using parabolic flights to obtain the desired reduced gravity environment (RGE). The experiment was designed and built to test a total of twelve titanium water thermosyphons in multiple gravity environments with the goal of developing a model that would accurately explain the correlation between gravitational forces and the maximum axial heat transfer limit associated with condenser flooding. Results from laboratory testing and parabolic flights are included in this report as part I of a two part series. The data analysis and correlations are included in a follow on paper.

Southern Impact Testing Alliance (SITA)

NASA Technical Reports Server (NTRS)

Hubbs, Whitney; Roebuck, Brian; Zwiener, Mark; Wells, Brian

2009-01-01

Efforts to form this Alliance began in 2008 to showcase the impact testing capabilities within the southern United States. Impact testing customers can utilize SITA partner capabilities to provide supporting data during all program phases-materials/component/ flight hardware design, development, and qualification. This approach would allow programs to reduce risk by providing low cost testing during early development to flush out possible problems before moving on to larger scale1 higher cost testing. Various SITA partners would participate in impact testing depending on program phase-materials characterization, component/subsystem characterization, full-scale system testing for qualification. SITA partners would collaborate with the customer to develop an integrated test approach during early program phases. Modeling and analysis validation can start with small-scale testing to ensure a level of confidence for the next step large or full-scale conclusive test shots. Impact Testing Facility (ITF) was established and began its research in spacecraft debris shielding in the early 1960's and played a malor role in the International Space Station debris shield development. As a result of return to flight testing after the loss of STS-107 (Columbia) MSFC ITF realized the need to expand their capabilities beyond meteoroid and space debris impact testing. MSFC partnered with the Department of Defense and academic institutions as collaborative efforts to gain and share knowledge that would benefit the Space Agency as well as the DoD. MSFC ITF current capabilities include: Hypervelocity impact testing, ballistic impact testing, and environmental impact testing.

Measurements and performance prediction of an adaptive wing micro air vehicle

NASA Astrophysics Data System (ADS)

Shkarayev, Sergey V.; Jouse, Wayne C.; Null, William R.; Wagner, Matthew G.

2003-08-01

The mission space requirements imposed on the design of micro air vehicles (MAVs) typically consist of several distinct flight segments that generally conflict: the transit phases of flight require high speeds, while the loiter/surveillance phase requires lower flight velocities. Maximum efficiency must be sought in order to prolong battery life and aircraft endurance. The adaptive wing MAV developed at the University of Arizona features a thin, deformable flying wing with an efficient rudder-elevator control system. The wing camber is varied to accommodate different flight speeds while maintaining a constant total lift at a relatively low angle of attack. A new airfoil was developed from the Selig 5010 that features a small negative pitching moment for pitch stability. Wind tunnel tests were performed and stall angles and best lift-to-drag ratios were analyzed from the data. The wind tunnel data was used in a performance analysis in order to determine the flight speeds and throttle settings for maximum endurance at each camber, as well as the MAV's theoretical minimum and maximum flight speeds. The effectiveness of camber change on flight speed and endurance was examined with promising results; flight speed could be reduced by 25% by increasing the camber from 3 to 9% without any increase in power consumption.

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.

Microbial Monitoring of Common Opportunistic Pathogens by Comparing Multiple Real-Time PCR Platforms for Potential Space Applications

NASA Technical Reports Server (NTRS)

Oubre, Cherie M.; Birmele, Michele N.; Castro, Victoria A.; Venkateswaran, Kasthuri J.; Vaishampayan, Parag A.; Jones, Kathy U.; Singhal, Adesh; Johnston, Angela S.; Roman, Monserrate C.; Ozbolt, Tamra A.;

Space Station Freedom Environmental Control and Life Support System (ECLSS) phase 3 simplified integrated test trace contaminant control subsystem performance

NASA Technical Reports Server (NTRS)

Perry, J. L.

1990-01-01

Space Station Freedom environmental control and life support system testing has been conducted at Marshall Space Flight Center since 1986. The phase 3 simplified integrated test (SIT) conducted from July 30, 1989, through August 11, 1989, tested an integrated air revitalization system. During this test, the trace contaminant control subsystem (TCCS) was directly integrated with the bleed stream from the carbon dioxide reduction subsystem. The TCCS performed as expected with minor anomalies. The test set the basis for further characterizing the TCCS performance as part of advance air revitalization system configurations.

Correlation of Space Shuttle Landing Performance with Post-Flight Cardiovascular Dysfunction

NASA Technical Reports Server (NTRS)

McCluskey, R.

2004-01-01

Introduction: Microgravity induces cardiovascular adaptations resulting in orthostatic intolerance on re-exposure to normal gravity. Orthostasis could interfere with performance of complex tasks during the re-entry phase of Shuttle landings. This study correlated measures of Shuttle landing performance with post-flight indicators of orthostatic intolerance. Methods: Relevant Shuttle landing performance parameters routinely recorded at touchdown by NASA included downrange and crossrange distances, airspeed, and vertical speed. Measures of cardiovascular changes were calculated from operational stand tests performed in the immediate post-flight period on mission commanders from STS-41 to STS-66. Stand test data analyzed included maximum standing heart rate, mean increase in maximum heart rate, minimum standing systolic blood pressure, and mean decrease in standing systolic blood pressure. Pearson correlation coefficients were calculated with the null hypothesis that there was no statistically significant linear correlation between stand test results and Shuttle landing performance. A correlation coefficient? 0.5 with a p<0.05 was considered significant. Results: There were no significant linear correlations between landing performance and measures of post-flight cardiovascular dysfunction. Discussion: There was no evidence that post-flight cardiovascular stand test data correlated with Shuttle landing performance. This implies that variations in landing performance were not due to space flight-induced orthostatic intolerance.

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.

Eclipse takeoff and flight

NASA Technical Reports Server (NTRS)

1998-01-01

This 25-second clip shows the QF-106 'Delta Dart' tethered to the USAF C-141A during takeoff and in flight. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate the reusable tow launch vehicle concept developed by KST. Kelly hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight measured values of tow rope tension were well within predictions made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes. The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on December 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests that would validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft.

The Development and Flight Testing of an Aerially Deployed Unmanned Aerial System

NASA Astrophysics Data System (ADS)

Smith, Andrew

An investigation into the feasibility of aerial deployed unmanned aerial vehicles was completed. The investigation included the development and flight testing of multiple unmanned aerial systems to investigate the different components of potential aerial deployment missions. The project consisted of two main objectives; the first objective dealt with the development of an airframe capable of surviving aerial deployment from a rocket and then self assembling from its stowed configuration into its flight configuration. The second objective focused on the development of an autopilot capable of performing basic guidance, navigation, and control following aerial deployment. To accomplish these two objectives multiple airframes were developed to verify their completion experimentally. The first portion of the project, investigating the feasibility of surviving an aerial deployment, was completed using a fixed wing glider that following a successful deployment had 52 seconds of controlled flight. Before developing the autopilot in the second phase of the project, the glider was significantly upgraded to fix faults discovered in the glider flight testing and to enhance the system capabilities. Unfortunately to conform to outdoor flight restrictions imposed by the university and the Federal Aviation Administration it was required to switch airframes before flight testing of the new fixed wing platform could begin. As a result, an autopilot was developed for a quadrotor and verified experimentally completely indoors to remain within the limits of governing policies.

Space Station Freedom environmental control and life support system phase 3 simplified integrated test detailed report

NASA Technical Reports Server (NTRS)

Roberts, B. C.; Carrasquillo, R. L.; Dubiel, M. Y.; Ogle, K. Y.; Perry, J. L.; Whitley, K. M.

1990-01-01

A description of the phase 3 simplified integrated test (SIT) conducted at the Marshall Space Flight Center (MSFC) Core Module Integration Facility (CMIF) in 1989 is presented. This was the first test in the phase 3 series integrated environmental control and life support systems (ECLSS) tests. The basic goal of the SIT was to achieve full integration of the baseline air revitalization (AR) subsystems for Space Station Freedom. Included is a description of the SIT configuration, a performance analysis of each subsystem, results from air and water sampling, and a discussion of lessons learned from the test. Also included is a full description of the preprototype ECLSS hardware used in the test.

Tu-144LL SST Flying Laboratory Lifts off Runway on a High-Speed Research Flight

NASA Technical Reports Server (NTRS)

1998-01-01

The Tupolev Tu-144LL lifts off from the Zhukovsky Air Development Center near Moscow, Russia, on a 1998 test flight. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

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

NASA Technical Reports Server (NTRS)

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

1997-01-01

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

New Cryogenic Optical Test Capability at Marshall Space Flight Center's Space Optics Manufacturing Technology Center

NASA Technical Reports Server (NTRS)

Kegley, Jeff; Burdine, Robert V. (Technical Monitor)

2002-01-01

A new cryogenic optical testing capability exists at Marshall Space Flight Center's Space Optics Manufacturing Technology Center (SOMTC). SOMTC has been performing optical wavefront testing at cryogenic temperatures since 1999 in the X-ray Cryogenic Test Facility's (XRCF's) large vacuum chamber. Recently the cryogenic optical testing capability has been extended to a smaller vacuum chamber. This smaller horizontal cylindrical vacuum chamber has been outfitted with a helium-cooled liner that can be connected to the facility's helium refrigeration system bringing the existing kilowatt of refrigeration capacity to bear on a 1 meter diameter x 2 meter long test envelope. Cryogenic environments to less than 20 Kelvin are now possible in only a few hours. SOMTC's existing instruments (the Instantaneous Phase-shifting Interferometer (IPI) from ADE Phase-Shift Technologies and the PhaseCam from 4D Vision Technologies) view the optic under test through a 150 mm clear aperture BK-7 window. Since activation and chamber characterization tests in September 2001, the new chamber has been used to perform a cryogenic (less than 30 Kelvin) optical test of a 22.5 cm diameter x 127 cm radius of curvature Si02 mirror, a cryogenic survival (less than 30 Kelvin) test of an adhesive, and a cryogenic cycle (less than 20 Kelvin) test of a ULE mirror. A vibration survey has also been performed on the test chamber. Chamber specifications and performance data, vibration environment data, and limited test results will be presented.

New Cryogenic Optical Test Capability at Marshall Space Flight Center's Space Optics Manufacturing Technology Center

NASA Technical Reports Server (NTRS)

Kegley, Jeff; Stahl, H. Philip (Technical Monitor)

2002-01-01

A new cryogenic optical testing capability exists at Marshall Space Flight Center's Space Optics Manufacturing Technology Center (SOMTC). SOMTC has been performing optical wavefront testing at cryogenic temperatures since 1999 in the X-ray Cryogenic Test Facility's (XRCF's) large vacuum chamber. Recently the cryogenic optical testing capability has been extended to a smaller vacuum chamber. This smaller horizontal cylindrical vacuum chamber has been outfitted with a helium-cooled liner that can be connected to the facility's helium refrigeration system bringing the existing kilowatt of refrigeration capacity to bear on a 1 meter diameter x 2 meter long test envelope. Cryogenic environments to less than 20 Kelvin are now possible in only a few hours. SOMTC's existing instruments (the Instantaneous Phase-shifting Interferometer (IPI) from ADE Phase-Shift Technologies and the PhaseCam from 4D Vision Technologies) view the optic under test through a 150 mm clear aperture BK-7 window. Since activation and chamber characterization tests in September 2001, the new chamber has been used to perform a cryogenic (less than 30 Kelvin) optical test of a 22.5 cm diameter x 127 cm radius of curvature SiO2 mirror, a cryogenic survival (less than 30 Kelvin) test of an adhesive, and a cryogenic cycle (less than 20 Kelvin) test of a ULE mirror. A vibration survey has also been performed on the test chamber. Chamber specifications and performance data, vibration environment data, and limited test results will be presented.

DANTi: Detect and Avoid iN The Cockpit

NASA Technical Reports Server (NTRS)

Chamberlain, James; Consiglio, Maria; Munoz, Cesar

2017-01-01

Mid-air collision risk continues to be a concern for manned aircraft operations, especially near busy non-towered airports. The use of Detect and Avoid (DAA) technologies and draft standards developed for unmanned aircraft systems (UAS), either alone or in combination with other collision avoidance technologies, may be useful in mitigating this collision risk for manned aircraft. This paper describes a NASA research effort known as DANTi (DAA iN The Cockpit), including the initial development of the concept of use, a software prototype, and results from initial flight tests conducted with this prototype. The prototype used a single Automatic Dependent Surveillance - Broadcast (ADS-B) traffic sensor and the own aircraft's position, track, heading and air data information, along with NASA-developed DAA software to display traffic alerts and maneuver guidance to manned aircraft pilots on a portable tablet device. Initial flight tests with the prototype showed a successful DANTi proof-of-concept, but also demonstrated that the traffic separation parameter set specified in the RTCA SC-228 Phase I DAA MOPS may generate excessive false alerts during traffic pattern operations. Several parameter sets with smaller separation values were also tested in flight, one of which yielded more timely alerts for the maneuvers tested. Results from this study may further inform future DANTi efforts as well as Phase II DAA MOPS development.

Design and fabrication of a high temperature leading edge heating array, phase 1

NASA Technical Reports Server (NTRS)

1972-01-01

Progress during a Phase 1 program to design a high temperature heating array is reported for environmentally testing full-scale shuttle leading edges (30 inch span, 6 to 15 inch radius) at flight heating rates and pressures. Heat transfer analyses of the heating array, individual modules, and the shuttle leading edge were performed, which influenced the array design, and the design, fabrication, and testing of a prototype heater module.

Viking lander spacecraft battery

NASA Technical Reports Server (NTRS)

Newell, D. R.

1976-01-01

The Viking Lander was the first spacecraft to fly a sterilized nickel-cadmium battery on a mission to explore the surface of a planet. The significant results of the battery development program from its inception through the design, manufacture, and test of the flight batteries which were flown on the two Lander spacecraft are documented. The flight performance during the early phase of the mission is also presented.

Viking Lander spacecraft battery. Final report

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

Newell, D.R.

1976-09-01

The Viking Lander was the first spacecraft to fly a sterilized nickel--cadmium battery on a mission to explore the surface of a planet. The significant results of the battery development program from its inception through the design, manufacture, and test of the flight batteries which were flown on the two Lander spacecraft are documented. The flight performance during the early phase of the mission is also presented.

The SOFIA flight crew descends the stairs after ferrying the 747SP airborne observatory from Waco, TX, to NASA's Dryden Flight Research Center in California

NASA Image and Video Library

2007-05-31

The SOFIA flight crew, consisting of Co-pilot Gordon Fullerton; DFRC, Pilot Bill Brocket; DFRC, Test Conductor Marty Trout; DFRC, Test Engineer Don Stonebrook; L-3, and Flight Engineer Larry Larose; JSC, descend the stairs after ferrying the 747SP airborne observatory from Waco, Texas, to its new home at NASA's Dryden Flight Research Center in California. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Modulation of vergence by off-vertical yaw axis rotation in the monkey: normal characteristics and effects of space flight

NASA Technical Reports Server (NTRS)

Dai, M.; Raphan, T.; Kozlovskaya, I.; Cohen, B.

1996-01-01

Horizontal movements of both eyes were recorded simultaneously using scleral search coils in 2 rhesus monkeys before and after the COSMOS 2229 space-flight of 1992-1993. Another 9 monkeys were tested at comparable time intervals and served as controls. Ocular vergence, defined as the difference in horizontal position between the left and right eyes, was measured during off-vertical yaw axis rotation (OVAR) in darkness. Vergence was modulated sinusoidally as a function of head position with regard to gravity during OVAR. The amplitude of peak-to-peak modulation increased with increments in tilt of the angle of the rotational axis (OVAR tilt angle) that ranged from 15 degrees to 90 degrees. Of the 11 monkeys tested, 1 had no measurable modulation in vergence. In the other 10, the mean amplitude of the peak to peak modulation was 5.5 degrees +/- 1.3 degrees at 90 degrees tilt. Each of these monkeys had maximal vergence when its nose was pointed close to upward (gravity back; mean phase: -0.9 degree +/- 26 degrees). After space flight, the modulation in vergence was reduced by over 50% for the two flight monkeys, but the phase of vergence modulation was not altered. The reduction in vergence modulation was sustained for the 11-day postflight testing period. We conclude that changes in vergence are induced in monkeys by the sinusoidal component of gravity acting along the naso-occipital axis during yaw axis OVAR, and that the modulation of the vergence reflex is significantly less sensitive to linear acceleration after space flight.

Evaluation of dispersion strengthened nickel-base alloy heat shields for space shuttle application

NASA Technical Reports Server (NTRS)

Johnson, R., Jr.; Killpatrick, D. H.

1973-01-01

The work reported constitutes the first phase of a two-phase program. Vehicle environments having critical effects on the thermal protection system are defined; TD Ni-20Cr material characteristics are reviewed and compared with TD Ni-20Cr produced in previous development efforts; cyclic load, temperature, and pressure effects on TD Ni-20Cr sheet material are investigated; the effects of braze reinforcement in improving the efficiency of spotwelded, diffusion-bonded, or seam-welded joints are evaluated through tests of simple lap-shear joint samples; parametric studies of metallic radiative thermal protection systems are reported; and the design, instrumentation, and testing of full-scale subsize heat shield panels are described. Tests of full-scale subsize panels included simulated meteoroid impact tests; simulated entry flight aerodynamic heating in an arc-heated plasma stream; programmed differential pressure loads and temperatures simulating mission conditions; and acoustic tests simulating sound levels experienced by heat shields during about boost flight. Test results are described, and the performances of two heat shield designs are compared and evaluated.

Organic Rankine Kilowatt Isotope Power System. Final phase I report

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

Not Available

1978-07-15

On 1 August 1975 under Department of Energy Contract EN-77-C-02-4299, Sundstrand Energy Systems commenced development of a Kilowatt Isotope Power System (KIPS) directed toward satisfying the higher power requirements of satellites of the 1980s and beyond. The KIPS is a /sup 238/PuO/sub 2/ fueled organic Rankine cycle turbine power system which will provide design output power in the range of 500 to 2000 W/sub (e)/ with a minimum of system changes. The principal objectives of the Phase 1 development effort were to: conceptually design a flight system; design a Ground Demonstration System (GDS) that is prototypic of the flight systemmore » in order to prove the feasibility of the flight system design; fabricate and assemble the GDS; and performance and endurance test the GDS using electric heaters in lieu of the isotope heat source. Results of the work performed under the Phase 1 contract to 1 July 1978 are presented.« less

Apollo experience report: Postflight testing of command modules

NASA Technical Reports Server (NTRS)

Hamilton, D. T.

1973-01-01

Various phases of the postflight testing of the command modules used in the Apollo Program are presented. The specific tasks to be accomplished by the task force recovery teams, the National Aeronautics and Space Administration Lyndon B. Johnson Space Center, (formerly the Manned Spacecraft Center) and the cognizant contractors/subcontractors are outlined. The means and methods used in postflight testing and how such activities evolved during the Apollo Program and were tailored to meet specific test requirements are described. Action taken to resolve or minimize problems or anomalies discovered during the flight, the postflight test phase, or mission evaluation is discussed.

Application of boron/epoxy reinforced aluminum stringers and boron/epoxy skid gear for the CH54B helicopter tail cone. Phase 2: Fabrication, inspection and flight test

NASA Technical Reports Server (NTRS)

Welge, R. T.

1972-01-01

A CH-54B Skycrane helicopter was fabricated with boron/epoxy reinforced stringers in the tail cone and boron/epoxy tubes in the tail skid. The fabrication of the tail cone was made with conventional tooling, production shop personnel, and no major problems. The flight test program includes a stress and vibration survey using strain gages and vibration transducers located in critical areas. The program to inspect and monitor the reliability of the components is discussed.

LDSD POST2 Modeling Enhancements in Support of SFDT-2 Flight Operations

NASA Technical Reports Server (NTRS)

White, Joseph; Bowes, Angela L.; Dutta, Soumyo; Ivanov, Mark C.; Queen, Eric M.

2016-01-01

Program to Optimize Simulated Trajectories II (POST2) was utilized to develop trajectory simulations characterizing all flight phases from drop to splashdown for the Low-Density Supersonic Decelerator (LDSD) project's first and second Supersonic Flight Dynamics Tests (SFDT-1 and SFDT-2) which took place June 28, 2014 and June 8, 2015, respectively. This paper describes the modeling improvements incorporated into the LDSD POST2 simulations since SFDT-1 and presents how these modeling updates affected the predicted SFDT-2 performance and sensitivity to the mission design. The POST2 simulation flight dynamics support during the SFDT-2 launch, operations, and recovery is also provided.

Thermal Performance of LANDSAT-7 ETM+ Instruments During First Year in Flight

NASA Technical Reports Server (NTRS)

Choi, Michael K.

2000-01-01

Landsat-7 was successfully launched into orbit on April 15, 1999. After devoting three months to the t bakeout and cool-down of the radiative cooler, and on- t orbit checkout, the Enhanced Thematic Mapper Plus (ETM+) began the normal imaging phase of the mission in mid-July 1999. This paper presents the thermal performance of the ETM+ from mid-July 1999 to mid-May 2000. The flight temperatures are compared to the yellow temperature limits, and worst cold case and worst hot case flight temperature predictions in the 15-orbit mission design profile. The flight temperature predictions were generated by a thermal model, which was correlated to the observatory thermal balance test data. The yellow temperature limits were derived from the flight temperature predictions, plus some margins. The yellow limits work well in flight, so that only several minor changes to them were needed. Overall, the flight temperatures and flight temperature predictions have good agreement. Based on the ETM+ thermal vacuum qualification test, new limits on the imaging time are proposed to increase the average duty cycle, and to resolve the problems experienced by the Mission Operation Team.

System design from mission definition to flight validation

NASA Technical Reports Server (NTRS)

Batill, S. M.

1992-01-01

Considerations related to the engineering systems design process and an approach taken to introduce undergraduate students to that process are presented. The paper includes details on a particular capstone design course. This course is a team oriented aircraft design project which requires the students to participate in many phases of the system design process, from mission definition to validation of their design through flight testing. To accomplish this in a single course requires special types of flight vehicles. Relatively small-scale, remotely piloted vehicles have provided the class of aircraft considered in this course.

Skylab thruster attitude control system

NASA Technical Reports Server (NTRS)

Wilmer, G. E., Jr.

1974-01-01

Preflight activities and the Skylab mission support effort for the thruster attitude control system (TACS) are documented. The preflight activities include a description of problems and their solutions encountered in the development, qualification, and flight checkout test programs. Mission support effort is presented as it relates to system performance assessment, real-time problem solving, flight anomalies, and the daily system evaluation. Finally, the detailed flight evaluation is presented for each phase of the mission using system telemetry data. Data assert that the TACS met or exceeded design requirements and fulfilled its assigned mission objectives.

The performance of components in the Skylab refrigeration system

NASA Technical Reports Server (NTRS)

Daniher, C. E., Jr.

1975-01-01

The on-orbit performance of the Skylab refrigeration system components is presented. Flight anomalies are analyzed and performance of the newly developed components is described. Nine months of orbit data proved the practicality of the leak-free coolant system design. Flight proven application of a thermal capacitor and development test results of the first all-mechanical, low temperature mixing valve represent a significant advance in single-phase, low temperature coolant loop design. System flight data suggest that additional instrumentation and fluid filters could have prevented system orbit performance anomalies.

Remote Imaging of Exploration Flight Test-1 (EFT-1) Entry Heating Risk Reduction

NASA Technical Reports Server (NTRS)

Schuster, David M.; Horvath, Thomas J.; Schwartz, Richard J.

2016-01-01

A Measure of Performance (MOP) identified with an Exploration Flight Test-1 (EFT-1) Multi- Purpose Crew Vehicle (MPCV) Program Flight Test Objective (FTO) (OFT1.091) specified an observation during reentry though external ground-based or airborne assets with thermal detection capabilities. The objective of this FTO was to be met with onboard Developmental Flight Instrumentation (DFI), but the MOP for external observation was intended to provide complementary quantitative data and serve as a risk reduction in the event of anomalous DFI behavior (or failure). Mr. Gavin Mendeck, the Entry, Descent, and Landing (EDL) Phase Engineer for the MPCV Program (Vehicle Integration Office/Systems & Mission Integration) requested a risk-reduction assessment from the NASA Engineering and Safety Center (NESC) to determine whether quantitative imagery could be obtained from remote aerial assets to support the external observation MOP. If so, then a viable path forward was to be determined, risks identified, and an observation pursued. If not, then the MOP for external observation was to be eliminated.

Propellant Feed Subsystem for a 26 kW flight arcjet propulsion system

NASA Astrophysics Data System (ADS)

Vaughan, C. E.; Morris, J. P.

1993-06-01

The USAF arcjet ATTD program demanded the development of a low-cost ammonia Propellant Feed Subsystem (PFS). A flow rate of 240 +/- 5 mg/sec during a total of ten 15-min ammonia outflows was required for the flight mission. The precision of the flow tolerance required a departure from the design of previous ammonia propellant feed systems. Since a propellant management device was not used, thermocapillary forces were explored as a means to limit outflow of liquid phase ammonia. A high energy density feedline heater with an internal wick was developed to guarantee that only gas phase propellant would reach the arcjet. A digital control algorithm was developed to implement bang-bang control of mass flow rate metered by a sonic venturi. Development tests of this system have been completed. The system is capable of continuous gas phase outflows regardless of orientation. Integrated tests with the arcjet and power conditioning unit have also been successfully completed.

Development flight tests of the Viking decelerator system.

NASA Technical Reports Server (NTRS)

Murrow, H. N.; Eckstrom, C. V.; Henke, D. W.

1973-01-01

Significant aspects of a low altitude flight test phase of the overall Viking decelerator system development are given. This test series included nine aircraft drop tests that were conducted at the Joint Parachute Test Facility, El Centro, California, between September 1971 and May 1972. The test technique and analytical planning method utilized to best simulate loading conditions in a low density environment are presented and some test results are shown to assess their adequacy. Performance effects relating to suspension line lengths of 1.7 D sub o with different canopy loadings are noted. System hardware developments are described, in particular the utilization of a fabric deployment mortar cover which remained attached to the parachute canopy. Finally, the contribution of this test series to the overall program is assessed.

Tracking and data system support for the Mariner Mars 1971 mission. Prelaunch phase through first trajectory correction maneuver, volume 1

NASA Technical Reports Server (NTRS)

Laeser, R. P.; Textor, G. P.; Kelly, L. B.; Kelly, M.

1972-01-01

The DSN command system provided the capability to enter commands in a computer at the deep space stations for transmission to the spacecraft. The high-rate telemetry system operated at 16,200 bits/sec. This system will permit return to DSS 14 of full-resolution television pictures from the spacecraft tape recorder, plus the other science experiment data, during the two playback periods of each Goldstone pass planned for each corresponding orbit. Other features included 4800 bits/sec modem high-speed data lines from all deep space stations to Space Flight Operations Facility (SFOF) and the Goddard Space Flight Center, as well as 50,000 bits/sec wideband data lines from DSS 14 to the SFOF, thus providing the capability for data flow of two 16,200 bits/sec high-rate telemetry data streams in real time. The TDS performed prelaunch training and testing and provided support for the Mariner Mars 1971/Mission Operations System training and testing. The facilities of the ETR, DSS 71, and stations of the MSFN provided flight support coverage at launch and during the near-earth phase. The DSSs 12, 14, 41, and 51 of the DSN provided the deep space phase support from 30 May 1971 through 4 June 1971.

Upper-Stage Flight Experiment

NASA Technical Reports Server (NTRS)

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

1999-01-01

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

Digital signal processing in the radio science stability analyzer

NASA Technical Reports Server (NTRS)

Greenhall, C. A.

1995-01-01

The Telecommunications Division has built a stability analyzer for testing Deep Space Network installations during flight radio science experiments. The low-frequency part of the analyzer operates by digitizing wave signals with bandwidths between 80 Hz and 45 kHz. Processed outputs include spectra of signal, phase, amplitude, and differential phase; time series of the same quantities; and Allan deviation of phase and differential phase. This article documents the digital signal-processing methods programmed into the analyzer.

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

PubMed

Casner, Stephen M

2009-05-01

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

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

NASA Technical Reports Server (NTRS)

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

1985-01-01

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

Effectiveness of a Novel Qigong Meditative Movement Practice for Impaired Health in Flight Attendants Exposed to Second-Hand Cigarette Smoke.

PubMed

Payne, Peter; Fiering, Steven; Leiter, James C; Zava, David T; Crane-Godreau, Mardi A

2017-01-01

This single-arm non-randomized pilot study explores an intervention to improve the health of flight attendants (FA) exposed to second-hand cigarette smoke prior to the smoking ban on commercial airlines. This group exhibits an unusual pattern of long-term pulmonary dysfunction. We report on Phase I of a two-phase clinical trial; the second Phase will be a randomized controlled trial testing digital delivery of the intervention. Subjects were recruited in the Northeastern US; testing and intervention were administered in 4 major cities. The intervention involved 12 h of training in Meditative Movement practices. Based on recent research on the effects of nicotine on fear learning, and the influence of the autonomic nervous system on immune function, our hypothesis was that this training would improve autonomic function and thus benefit a range of health measures. Primary outcomes were the 6-min walk test and blood levels of C-reactive protein. Pulmonary, cardiovascular, autonomic, and affective measures were also taken. Fourteen participants completed the training and post-testing. There was a 53% decrease in high sensitivity C-Reactive Protein ( p ≤ 0.05), a 7% reduction in systolic blood pressure ( p ≤ 0.05), a 13% increase in the 6-min walk test ( p ≤ 0.005), and significant positive changes in several other outcomes. These results tend to confirm the hypothesized benefits of MM training for this population, and indicate that autonomic function may be important in the etiology and treatment of their symptoms. No adverse effects were reported. This trial is registered at ClinicalTrials.gov (https://clinicaltrials.gov/ct2/show/NCT02612389/), and is supported by a grant from the Flight Attendant Medical Research Institute (FAMRI).

Low Density Supersonic Decelerator Flight Dynamics Test-1 Flight Design and Targeting

NASA Technical Reports Server (NTRS)

Ivanov, Mark

2015-01-01

NASA's Low Density Supersonic Decelerator (LDSD) program was established to identify, develop, and eventually qualify to Test [i.e. Technology] Readiness Level (TRL) - 6 aerodynamic decelerators for eventual use on Mars. Through comprehensive Mars application studies, two distinct Supersonic Inflatable Aerodynamic Decelerator (SIAD) designs were chosen that afforded the optimum balance of benefit, cost, and development risk. In addition, a Supersonic Disk Sail (SSDS) parachute design was chosen that satisfied the same criteria. The final phase of the multi-tiered qualification process involves Earth Supersonic Flight Dynamics Tests (SFDTs) within environmental conditions similar to those that would be experienced during a Mars Entry, Descent, and Landing (EDL) mission. The first of these flight tests (i.e. SFDT-1) was completed on June 28, 2014 with two more tests scheduled for the summer of 2015 and 2016, respectively. The basic flight design for all the SFDT flights is for the SFDT test vehicle to be ferried to a float altitude of 120 kilo-feet by a 34 thousand cubic feet (Mcf) heavy lift helium balloon. Once float altitude is reached, the test vehicle is released from the balloon, spun-up for stability, and accelerated to supersonic speeds using a Star48 solid rocket motor. After burnout of the Star48 motor the vehicle decelerates to pre-flight selected test conditions for the deployment of the SIAD system. After further deceleration with the SIAD deployed, the SSDS parachute is then deployed stressing the performance of the parachute in the wake of the SIAD augmented blunt body. The test vehicle/SIAD/parachute system then descends to splashdown in the Pacific Ocean for eventual recovery. This paper will discuss the development of both the test vehicle and the trajectory sequence including design trade-offs resulting from the interaction of both engineering efforts. In addition, the SFDT-1 nominal trajectory design and associated sensitivities will be discussed as well as an overview of the on-board flight software used to trigger and sequence the main flight events necessary to deploy the deceleration technologies. Finally, as-flown performance of the SFDT-1 system will be discussed.

NASA's UAS Integration into the NAS: A Report on the Human Systems Integration Phase 1 Simulation Activities

NASA Technical Reports Server (NTRS)

Fern, Lisa; Rorie, R. Conrad; Shively, R. Jay

2014-01-01

In 2011 the National Aeronautics and Space Administration (NASA) began a five-year Project to address the technical barriers related to routine access of Unmanned Aerial Systems (UAS) in the National Airspace System (NAS). Planned in two phases, the goal of the first phase was to lay the foundations for the Project by identifying those barriers and key issues to be addressed to achieve integration. Phase 1 activities were completed two years into the five-year Project. The purpose of this paper is to review activities within the Human Systems Integration (HSI) subproject in Phase 1 toward its two objectives: 1) develop GCS guidelines for routine UAS access to the NAS, and 2) develop a prototype display suite within an existing Ground Control Station (GCS). The first objective directly addresses a critical barrier for UAS integration into the NAS - a lack of GCS design standards or requirements. First, the paper describes the initial development of a prototype GCS display suite and supporting simulation software capabilities. Then, three simulation experiments utilizing this simulation architecture are summarized. The first experiment sought to determine a baseline performance of UAS pilots operating in civil airspace under current instrument flight rules for manned aircraft. The second experiment examined the effect of currently employed UAS contingency procedures on Air Traffic Control (ATC) participants. The third experiment compared three GCS command and control interfaces on UAS pilot response times in compliance with ATC clearances. The authors discuss how the results of these and future simulation and flight-testing activities contribute to the development of GCS guidelines to support the safe integration of UAS into the NAS. Finally, the planned activities for Phase 2, including an integrated human-in-the-loop simulation and two flight tests are briefly described.

X-29 Research Pilot Rogers Smith

NASA Technical Reports Server (NTRS)

1988-01-01

Rogers Smith, a NASA research pilot, is seen here at the cockpit of the X-29 forward-swept-wing technology demonstrator at NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, in 1988. The X-29 explored the use of advanced composites in aircraft construction; variable camber wing surfaces; the unique forward-swept-wing and its thin supercritical airfoil; strake flaps; and a computerized fly-by-wire flight control system that overcame the aircraft's instability. Grumman Aircraft Corporation built two X-29s. They were flight tested at Dryden from 1984 to 1992 in a joint NASA, DARPA (Defense Advanced Research Projects Agency) and U.S. Air Force program. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

NASA's SOFIA infrared observatory in flight for the first of a series of test flights to verify the flight performance of the highly modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Preliminary design of flight hardware for two-phase fluid research

NASA Technical Reports Server (NTRS)

Hustvedt, D. C.; Oonk, R. L.

1982-01-01

This study defined the preliminary designs of flight software for the Space Shuttle Orbiter for three two-phase fluid research experiments: (1) liquid reorientation - to study the motion of liquid in tanks subjected to small accelerations; (2) pool boiling - to study low-gravity boiling from horizontal cylinders; and (3) flow boiling - to study low-gravity forced flow boiling heat transfer and flow phenomena in a heated horizontal tube. The study consisted of eight major tasks: reassessment of the existing experiment designs, assessment of the Spacelab facility approach, assessment of the individual carry-on approach, selection of the preferred approach, preliminary design of flight hardware, safety analysis, preparation of a development plan, estimates of detailed design, fabrication and ground testing costs. The most cost effective design approach for the experiments is individual carry-ons in the Orbiter middeck. The experiments were designed to fit into one or two middeck lockers. Development schedules for the detailed design, fabrication and ground testing ranged from 15 1/2 to 18 months. Minimum costs (in 1981 dollars) ranged from $463K for the liquid reorientation experiment to $998K for the pool boiling experiment.

LSST (Hoop/Column) Maypole Antenna Development Program, phase 1, part 2

NASA Technical Reports Server (NTRS)

Sullivan, M. R.

1982-01-01

Cable technology is discussed. Manufacturing flow and philosophy are considered. Acceptance, gratification and flight tests are discussed. Fifteen-meter and fifty-meter models are considered. An economic assessment is included.

LSST (Hoop/Column) Maypole Antenna Development Program, phase 1, part 2

NASA Astrophysics Data System (ADS)

Sullivan, M. R.

1982-06-01

Cable technology is discussed. Manufacturing flow and philosophy are considered. Acceptance, gratification and flight tests are discussed. Fifteen-meter and fifty-meter models are considered. An economic assessment is included.

Determining XV-15 aeroelastic modes from flight data with frequency-domain methods

NASA Technical Reports Server (NTRS)

Acree, C. W., Jr.; Tischler, Mark B.

1993-01-01

The XV-15 tilt-rotor wing has six major aeroelastic modes that are close in frequency. To precisely excite individual modes during flight test, dual flaperon exciters with automatic frequency-sweep controls were installed. The resulting structural data were analyzed in the frequency domain (Fourier transformed). All spectral data were computed using chirp z-transforms. Modal frequencies and damping were determined by fitting curves to frequency-response magnitude and phase data. The results given in this report are for the XV-15 with its original metal rotor blades. Also, frequency and damping values are compared with theoretical predictions made using two different programs, CAMRAD and ASAP. The frequency-domain data-analysis method proved to be very reliable and adequate for tracking aeroelastic modes during flight-envelope expansion. This approach required less flight-test time and yielded mode estimations that were more repeatable, compared with the exponential-decay method previously used.

Flight Controllability Limits and Related Human Transfer Functions as Determined from Simulator and Flight Tests

NASA Technical Reports Server (NTRS)

Taylor, Lawrence W., Jr.; Day, Richard E.

1961-01-01

A simulator study and flight tests were performed to determine the levels of static stability and damping necessary to enable a pilot to control the longitudinal and lateral-directional dynamics of a vehicle for short periods of time. Although a basic set of aerodynamic characteristics was used, the study was conducted so that the results would be applicable to a wide range of flight conditions and configurations. Novel piloting techniques were found which enabled the pilot to control the vehicle at conditions that were otherwise uncontrollable. The influence of several critical factors in altering the controllability limits was also investigated. Several human transfer functions were used which gave fairly good representations of the controllability limits determined experimentally for the short-period longitudinal, directional, and lateral modes. A transfer function with approximately the same gain and phase angle as the pilot at the controlling frequencies along the controllability limits was also derived.

Overview of the DARPA/AFRL/NASA Smart Wing Phase II program

NASA Astrophysics Data System (ADS)

Kudva, Jayanth N.; Sanders, Brian P.; Pinkerton-Florance, Jennifer L.; Garcia, Ephrahim

2001-06-01

The DARPA/AFRL/NASA Smart Wing program, conducted by a team led by Northrop Grumman Corporation (NGC) under the DARPA Smart Materials and Structures initiative, addresses the development of smart technologies and demonstration of relevant concepts to improve the aerodynamic performance of military aircraft. This paper presents an overview of the smart wing program. The program is divided into two phases. Under Phase 1, (1995 - 1999) the NGC team developed adaptive wing structures with integrated actuation mechanisms to replace standard hinged control surfaces and provide variable, optimal aerodynamic shapes for a variety of flight regimes. Two half-span 16% scale wind tunnel models, representative of an advanced military aircraft wing, one with conventional control surfaces and the other with shape memory alloy (SMA) actuated smart control surfaces, were fabricated and tested in the NASA Langley Research Center (LaRC) Transonic Dynamics Tunnel (TDT) wind tunnel during two series of tests, conducted in May 1996 and June 1998, respectively. Details of the Phase 1 effort are documented in several papers. The on-going Phase 2 effort discussed here was started in January 1997 and includes several significant improvements over Phase 1: 1) a much larger, full-span model; 2) both leading edge (LE) and trailing edge (TE) smart control surfaces; 3) high-band width actuation systems; and 4) wind tunnel tests at transonic Mach numbers and high dynamic pressures (up to 300 psf.) representative of operational flight regimes. Phase 2 includes two wind tunnel tests, both at the NASA LaRC TDT - the first one was completed in March 2000 and the second (and final) test is scheduled for April 2001. The first test-demonstrated roll-effectiveness over a wide range of Mach numbers achieved using a combination of hingeless, smoothly contoured, SMA actuated, LE and TE control surfaces. The second test addresses the development and demonstration of high bandwidth actuation. An overview of the Phase 2 effort is presented here; detailed discussions of the wind tunnel testing, model design and fabrication, and actuation system development are given in companion papers.

J-FLiC UAS Flights for Acoustic Testing Research

NASA Technical Reports Server (NTRS)

Motter, Mark A.; High, James W.

2016-01-01

The jet-powered flying testbed (J-FLiC) unmanned aircraft system (UAS) successfully completed twenty-six flights at Fort AP Hill, VA, from 27 August until September 3 2015, supporting tests of a microphone array system for aircraft noise measurement. The test vehicles, J-FLiC NAVY2 (N508NU), and J-FLiC 4 (N509NU), were flown under manual and autopiloted control in a variety of test conditions: clean at speeds ranging from 80 to 150 knots; and full landing configuration at speeds ranging from 50 to 95 knots. During the test campaign, autopilot capability was incrementally improved to ultimately provide a high degree of accuracy and repeatability of the critical test requirements for airspeed, altitude, runway alignment and position over the microphone array. Manual flights were performed for test conditions at the both ends of the speed envelope where autopiloted flight would have required flight beyond visual range and more extensive developmental work. The research objectives of the campaign were fully achieved. The ARMD Integrated Systems Research Program (ISRP) Environmentally Responsible Aviation (ERA) Project aims to develop the enabling capabilities/technologies that will allow prediction/reduction of aircraft noise. A primary measurement tool for ascertaining and characterizing empirically the effectiveness of various noise reduction technologies is a microphone phased array system. Such array systems need to be vetted and certified for operational use via field deployments and overflights of the array with test aircraft, in this case with sUAS aircraft such as J-FLiC.

NASA's Hypersonic Research Engine Project: A review

NASA Technical Reports Server (NTRS)

Andrews, Earl H.; Mackley, Ernest A.

1994-01-01

The goals of the NASA Hypersonic Research Engine (HRE) Project, which began in 1964, were to design, develop, and construct a high-performance hypersonic research ramjet/scramjet engine for flight tests of the developed concept over the speed range of Mach 4 to 8. The project was planned to be accomplished in three phases: project definition, research engine development, and flight test using the X-15A-2 research airplane, which was modified to carry hydrogen fuel for the research engine. The project goal of an engine flight test was eliminated when the X-15 program was canceled in 1968. Ground tests of full-scale engine models then became the focus of the project. Two axisymmetric full-scale engine models, having 18-inch-diameter cowls, were fabricated and tested: a structural model and combustion/propulsion model. A brief historical review of the project, with salient features, typical data results, and lessons learned, is presented. An extensive number of documents were generated during the HRE Project and are listed.

Technology demonstrator program for Space Station Environmental Control Life Support System

NASA Technical Reports Server (NTRS)

Adams, Alan M.; Platt, Gordon K.; Claunch, William C.; Humphries, William R.

1987-01-01

The main objectives and requirements of the NASA/Marshall Space Flight Center Technology Demonstration Program are discussed. The program consists of a comparative test and a 90-day manned system test to evaluate an Environmental Control and Life Support System (ECLSS). In the comparative test phase, 14 types of subsystems which perform oxygen and water reclamation functions are to be examined in terms of performance maintenance/service requirements, reliability, and safety. The manned chamber testing phase involves a four person crew using a partial ECLSS for 90 days. The schedule for the program and the program hardware requirements are described.

Assessing arboreal adaptations of bird antecedents: testing the ecological setting of the origin of the avian flight stroke.

PubMed

Dececchi, T Alexander; Larsson, Hans C E

2011-01-01

The origin of avian flight is a classic macroevolutionary transition with research spanning over a century. Two competing models explaining this locomotory transition have been discussed for decades: ground up versus trees down. Although it is impossible to directly test either of these theories, it is possible to test one of the requirements for the trees-down model, that of an arboreal paravian. We test for arboreality in non-avian theropods and early birds with comparisons to extant avian, mammalian, and reptilian scansors and climbers using a comprehensive set of morphological characters. Non-avian theropods, including the small, feathered deinonychosaurs, and Archaeopteryx, consistently and significantly cluster with fully terrestrial extant mammals and ground-based birds, such as ratites. Basal birds, more advanced than Archaeopteryx, cluster with extant perching ground-foraging birds. Evolutionary trends immediately prior to the origin of birds indicate skeletal adaptations opposite that expected for arboreal climbers. Results reject an arboreal capacity for the avian stem lineage, thus lending no support for the trees-down model. Support for a fully terrestrial ecology and origin of the avian flight stroke has broad implications for the origin of powered flight for this clade. A terrestrial origin for the avian flight stroke challenges the need for an intermediate gliding phase, presents the best resolved series of the evolution of vertebrate powered flight, and may differ fundamentally from the origin of bat and pterosaur flight, whose antecedents have been postulated to have been arboreal and gliding.

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

NASA Astrophysics Data System (ADS)

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

1995-01-01

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

Electric Propulsion Platforms at DFRC

NASA Technical Reports Server (NTRS)

Baraaclough, Jonathan

2009-01-01

NASA Dryden Flight Research Center is a world-class flight research facility located at Edwards AFB, CA. With access to a 44 sq. mile dry lakebed and 350 testable days per year, it is the ideal location for flight research. DFRC has been undertaking aircraft research for approximately six decades including the famous X-aircraft (X-1 through X-48) and many science and exploration platforms. As part of this impressive heritage, DFRC has garnered more hours of full-sized electric aircraft testing than any other facility in the US, and possibly the world. Throughout the 80 s and 90 s Dryden was the home of the Pathfinder, Pathfinder Plus, and Helios prototype solar-electric aircraft. As part of the ERAST program, these electric aircraft achieved a world record 97,000 feet altitude for propeller-driven aircraft. As a result of these programs, Dryden s staff has collected thousands of man-hours of electric aircraft research and testing. In order to better answer the needs of the US in providing aircraft technologies with lower fuel consumption, lower toxic emissions (NOx, CO, VOCs, etc.), lower greenhouse gas (GHG) emissions, and lower noise emissions, NASA has engaged in cross-discipline research under the Aeronautics Research Mission Directorate (ARMD). As a part of this overall effort, Mark Moore of LaRC has initiated a cross-NASA-center electric propulsion working group (EPWG) to focus on electric propulsion technologies as applied to aircraft. Electric propulsion technologies are ideally suited to overcome all of the obstacles mentioned above, and are at a sufficiently advanced state of development component-wise to warrant serious R&D and testing (TRL 3+). The EPWG includes participation from NASA Langley Research Center (LaRC), Glenn Research Center (GRC), Ames Research Center (ARC), and Dryden Flight Research Center (DFRC). Each of the center participants provides their own unique expertise to support the overall goal of advancing the state-of-the-art in aircraft electric propulsion technologies. DFRC will leverage its vast experience in flight test to assist in the integration and flight test phases of any electric propulsion program. DFRC s core competencies, that have particular relevance to the goals of the EPWG, include flight research planning and execution and providing aircraft test beds for researching and testing electric propulsion concepts and equipment. There are three flight regimes that the EPWG is focusing on: subsonic small GA and UAV, subsonic transport class, and supersonic. DFRC proposes two classes of test bed aircraft, to answer the early- and mid-phase testing requirements of all flight regimes the EPWG is concerned with. First, a highly efficient PIK motor glider will be used to test concepts and equipment associated with the subsonic GA and UAV aircraft regime (N+1). Second, a small fleet of subscale remotely-piloted aircraft test beds, similar to the X48B Blended Wing Body aircraft tested at Dryden, will be developed to answer the unique testing requirements of the subsonic GA and UAV, subsonic transport and possibly the supersonic class of aircraft (N+2, N+3). These aircraft can be tested in either serial stages or concurrent stages, depending on the actual test requirements and program schedules. Both classes of test bed aircraft are described below.

Coupled Facility-Payload Vibration Modeling Improvements

NASA Technical Reports Server (NTRS)

Carnahan, Timothy M.; Kaiser, Michael A.

2015-01-01

A major phase of aerospace hardware verification is vibration testing. The standard approach for such testing is to use a shaker to induce loads into the payload. In preparation for vibration testing at National Aeronautics and Space Administration/Goddard Space Flight Center an analysis is performed to assess the responses of the payload. A new method of modeling the test is presented that takes into account dynamic interactions between the facility and the payload. This dynamic interaction has affected testing in the past, but been ignored or adjusted for during testing. By modeling the combined dynamics of the facility and test article (payload) it is possible to improve the prediction of hardware responses. Many aerospace test facilities work in similar way to those at NASA/Goddard Space Flight Center. Lessons learned here should be applicable to other test facilities with similar setups.

Reverse Engineering Crosswind Limits - A New Flight Test Technique?

NASA Technical Reports Server (NTRS)

Asher, Troy A.; Willliams, Timothy L.; Strovers, Brian K.

2013-01-01

During modification of a Gulfstream III test bed aircraft for an experimental flap project, all roll spoiler hardware had to be removed to accommodate the test article. In addition to evaluating the effects on performance and flying qualities resulting from the modification, the test team had to determine crosswind limits for an airplane previously certified with roll spoilers. Predictions for the modified aircraft indicated the maximum amount of steady state sideslip available during the approach and landing phase would be limited by aileron authority rather than by rudder. Operating out of a location that tends to be very windy, an arbitrary and conservative wind limit would have either been overly restrictive or potentially unsafe if chosen poorly. When determining a crosswind limit, how much reserve roll authority was necessary? Would the aircraft, as configured, have suitable handling qualities for long-term use as a flying test bed? To answer these questions, the test team combined two typical flight test techniques into a new maneuver called the sideslip-to-bank maneuver, and was able to gather flying qualities data, evaluate aircraft response and measure trends for various crosswind scenarios. This paper will describe the research conducted, the maneuver, flight conditions, predictions, and results from this in-flight evaluation of crosswind capability.

History of suborbital spaceflight: medical and performance issues.

PubMed

Campbell, Mark R; Garbino, Alejandro

2011-04-01

The development of manned sub-orbital commercial space vehicles is rapidly occurring and flight testing followed by operational flights will soon begin. The experience of manned suborbital spaceflight at the designated altitude (100 km/62.14 mi) is very limited--two Mercury-Redstone flights, two X-15 flights, one inadvertent Soyuz launch abort, and three recent SpaceShipOne flights, with only 15 min of critical flight time each. All indications were that the sequence of acceleration-weightlessness-deceleration was well tolerated with minimal neurovestibular dysfunction. However, there are some indications that distraction and spatial disorientation did occur. Vertigo on transition from the boost phase to weightlessness was reported on most high-altitude X-15 flights. +Gz tolerance to re-entry deceleration forces (as high as 6 + Gz) after 4 min of weightlessness is still unknown. Only further suborbital spaceflight experience will clarify if pilot performance will be affected.

AFTI/F-16 Spin chute close-up

NASA Technical Reports Server (NTRS)

1982-01-01

A close-up photo of the spin chute mounted on the rear fuselage of the AFTI F-16, a safety device designed to prevent the loss of aircraft in spin conditions. Under some circumstances, pilots cannot recover from spins using normal controls. It these instances, the spin chute is deployed, thus 'breaking' the spin and enabling the pilot to recover. The spin chute is held in a metal cylinder attached to the AFTI F-16 by four tubes, a structure strong enough to withstand the shock of the spin chute opening. Unlike the air probe in the last photo, spin chutes are not standard equipment on research or prototype aircraft but are commonly attached expressly for actual spin tests. During the 1980s and 1990s, NASA and the U.S. Air Force participated in a joint program to integrate and demonstrate new avionics technologies to improve close air support capabilities in next-generation aircraft. The testbed aircraft, seen here in flight over the desert at NASA's Dryden Flight Research Center, Edwards, California, was called the Advanced Fighter Technology Integration (AFTI) F-16. The tests demonstrated technologies to improve navigation and the pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. The aircraft--an F-16A Fighting Falcon (Serial #75-0750)--underwent numerous modifications. A relatively low-cost testbed, it evaluated the feasability of advanced, intergrated-sensor, avionics, and flight control technologies. During the first phase of the AFTI/F-16 program, which began in 1983, the aircraft demonstrated voice-actuated commands, helmet-mounted sights, flat turns, and selective fuselage pointing using forward-mounted canards and a triplex digital flight control computer system. The second phase of research, which began in the summer of 1991, demonstrated advanced technologies and capabilities to find and destroy ground targets day or night, and in adverse weather while using maneuverability and speed at low altitude. This phase was known as the close air support and battlefield air interdiction (CAS/BAI) phase. Finally, the aircraft was used to assess the Automatic Ground Collision Avoidance System (Auto - GCAS), a joint project with the Swedish Government. For these tests, the pilot flew the aircraft directly toward the ground, simulating a total loss of control. The GCAS was designed to take command in such emergencies and bring the aircraft back to level flight. The AFTI F-16 program ended at Dryden on November 4, 1997 after 15 years and over 700 research flights. The USAF continued to fly the aircraft until retiring it to the Air Force Museum on January 9, 2001.

Space Transportation systems overview

NASA Technical Reports Server (NTRS)

Lee, C. M.

1979-01-01

Planning for the operations phase of the Space Transportation system is reviewed. Attention is given to mission profile (typical), applications, manifesting rationale, the Operational Flight Test manifest, the operations manifest, pricing policy, and potential applications of the STS.

Acoustics Research of Propulsion Systems

NASA Technical Reports Server (NTRS)

Gao, Ximing; Houston, Janice D.

2014-01-01

The liftoff phase induces some of the highest acoustic loading over a broad frequency for a launch vehicle. These external acoustic environments are used in the prediction of the internal vibration responses of the vehicle and components. Thus, predicting these liftoff acoustic environments is critical to the design requirements of any launch vehicle but there are challenges. Present liftoff vehicle acoustic environment prediction methods utilize stationary data from previously conducted hold-down tests; i.e. static firings conducted in the 1960's, to generate 1/3 octave band Sound Pressure Level (SPL) spectra. These data sets are used to predict the liftoff acoustic environments for launch vehicles. To facilitate the accuracy and quality of acoustic loading, predictions at liftoff for future launch vehicles such as the Space Launch System (SLS), non-stationary flight data from the Ares I-X were processed in PC-Signal in two forms which included a simulated hold-down phase and the entire launch phase. In conjunction, the Prediction of Acoustic Vehicle Environments (PAVE) program was developed in MATLAB to allow for efficient predictions of sound pressure levels (SPLs) as a function of station number along the vehicle using semiempirical methods. This consisted, initially, of generating the Dimensionless Spectrum Function (DSF) and Dimensionless Source Location (DSL) curves from the Ares I-X flight data. These are then used in the MATLAB program to generate the 1/3 octave band SPL spectra. Concluding results show major differences in SPLs between the hold-down test data and the processed Ares IX flight data making the Ares I-X flight data more practical for future vehicle acoustic environment predictions.

Further development and flight test of an autonomous precision landing system using a parafoil

NASA Technical Reports Server (NTRS)

Murray, James E.; Sim, Alex G.; Neufeld, David C.; Rennich, Patrick K.; Norris, Stephen R.; Hughes, Wesley S.

1994-01-01

NASA Dryden Flight Research Center and NASA Johnson Space Center are jointly conducting a phased program to determine the feasibility of the autonomous recovery of a spacecraft using a ram-air parafoil system for the final stages of entry from space to a precision landing. The feasibility is being studied using a flight model of a spacecraft in the generic shape of a flattened biconic that weighs approximately 120 lb and is flown under a commercially available ram-air parafoil. Key components of the vehicle include the global positioning system (GPS) guidance for navigation, a flight control computer, an electronic compass, a yaw rate gyro, and an onboard data recorder. A flight test program is being used to develop and refine the vehicle. The primary flight goal is to demonstrate autonomous flight from an altitude of 3,000 m (10,000 ft) with a lateral offset of 1.6 km (1.0 mi) to a precision soft landing. This paper summarizes the progress to date. Much of the navigation system has been tested, including a heading tracker that was developed using parameter estimation techniques and a complementary filter. The autoland portion of the autopilot is still in development. The feasibility of conducting the flare maneuver without servoactuators was investigated as a means of significantly reducing the servoactuator rate and load requirements.

Heart rate and performance during combat missions in a flight simulator.

PubMed

Lahtinen, Taija M M; Koskelo, Jukka P; Laitinen, Tomi; Leino, Tuomo K

2007-04-01

The psychological workload of flying has been shown to increase heart rate (HR) during flight simulator operation. The association between HR changes and flight performance remains unclear. There were 15 pilots who performed a combat flight mission in a Weapons Tactics Trainer simulator of an F-18 Hornet. An electrocardiogram (ECG) was recorded, and individual incremental heart rates (deltaHR) from the HR during rest were calculated for each flight phase and used in statistical analyses. The combat flight period was divided into 13 phases, which were evaluated on a scale of 1 to 5 by the flight instructor. HR increased during interceptions (from a mean resting level of 79.0 to mean value of 96.7 bpm in one of the interception flight phases) and decreased during the return to base and slightly increased during the ILS approach and landing. DeltaHR appeared to be similar among experienced and less experienced pilots. DeltaHR responses during the flight phases did not correlate with simulator flight performance scores. Overall simulator flight performance correlated statistically significantly (r = 0.50) with the F-18 Hornet flight experience. HR reflected the amount of cognitive load during the simulated flight. Hence, HR analysis can be used in the evaluation of the psychological workload of military simulator flight phases. However, more detailed flight performance evaluation methods are needed for this kind of complex flight simulation to replace the traditional but rough interval scales. Use of a visual analog scale by the flight instructors is suggested for simulator flight performance evaluation.

Phase 2 Performance and Stability Tests of the YF-100A Airplane

DTIC Science & Technology

1953-12-01

substantially reduced by the installation of the yaw damper on all F-100 aircraft. The production effectivity of this installation is F-1000, No. 164, with...longitudinal control system. The merits and effects of this modification have been discussed elsewhere in this report and in WADC comments on Phase IV tests...a position on the shroud effective ship F-lOOA No. 154 and subsequent. Par E, 2s - Refer to comment on Par E, 2b. Par E, 2u - Flight experience

KSC-2013-3299

NASA Image and Video Library

2013-08-02

Edwards, Calif. – ED13-0266-013- Sierra Nevada Corporation, or SNC, team members prepare for 60 mph tow tests of the company's Dream Chaser flight vehicle on taxi and runways at NASA's Dryden Flight Research Center at Edwards Air Force Base in California. Ground testing at 10, 20, 40 and 60 miles per hour is helping the company validate the performance of the spacecraft's braking and landing systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is continuing the development of its Dream Chaser spacecraft under the agency's Commercial Crew Development Round 2, or CCDev2, and Commercial Crew Integrated Capability, or CCiCap, phases, which are intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

Ares I-X Launch Abort System, Crew Module, and Upper Stage Simulator Vibroacoustic Flight Data Evaluation, Comparison to Predictions, and Recommendations for Adjustments to Prediction Methodology and Assumptions

NASA Technical Reports Server (NTRS)

Smith, Andrew; Harrison, Phil

2010-01-01

The National Aeronautics and Space Administration (NASA) Constellation Program (CxP) has identified a series of tests to provide insight into the design and development of the Crew Launch Vehicle (CLV) and Crew Exploration Vehicle (CEV). Ares I-X was selected as the first suborbital development flight test to help meet CxP objectives. The Ares I-X flight test vehicle (FTV) is an early operational model of CLV, with specific emphasis on CLV and ground operation characteristics necessary to meet Ares I-X flight test objectives. The in-flight part of the test includes a trajectory to simulate maximum dynamic pressure during flight and perform a stage separation of the Upper Stage Simulator (USS) from the First Stage (FS). The in-flight test also includes recovery of the FS. The random vibration response from the ARES 1-X flight will be reconstructed for a few specific locations that were instrumented with accelerometers. This recorded data will be helpful in validating and refining vibration prediction tools and methodology. Measured vibroacoustic environments associated with lift off and ascent phases of the Ares I-X mission will be compared with pre-flight vibration predictions. The measured flight data was given as time histories which will be converted into power spectral density plots for comparison with the maximum predicted environments. The maximum predicted environments are documented in the Vibroacoustics and Shock Environment Data Book, AI1-SYS-ACOv4.10 Vibration predictions made using statistical energy analysis (SEA) VAOne computer program will also be incorporated in the comparisons. Ascent and lift off measured acoustics will also be compared to predictions to assess whether any discrepancies between the predicted vibration levels and measured vibration levels are attributable to inaccurate acoustic predictions. These comparisons will also be helpful in assessing whether adjustments to prediction methodologies are needed to improve agreement between the predicted and measured flight data. Future assessment will incorporate hybrid methods in VAOne analysis (i.e., boundary element methods, BEM and finite element methods, FEM). These hybrid methods will enable the ability to import NASTRAN models providing much more detailed modeling of the underlying beams and support structure of the ARES 1-X test vehicle. Measured acoustic data will be incorporated into these analyses to improve correlation for additional post flight analysis.

Terminal - Tactical Separation Assured Flight Environment (T-TSafe)

NASA Technical Reports Server (NTRS)

Verma, Savita Arora; Tang, Huabin; Ballinger, Debbi

2011-01-01

The Tactical Separation Assured Flight Environment (TSAFE) has been previously tested as a conflict detection and resolution tool in the en-route phase of flight. Fast time simulations of a terminal version of this tool called Terminal TSAFE (T-TSAFE) have shown promise over the current conflict detection tools. It has shown to have fewer false alerts (as low as 2 per hour) and better prediction to conflict time than Conflict Alert. The tool will be tested in the simulated terminal area of Los Angeles International Airport, in a Human-in-the-loop experiment to identify controller procedures and information requirements. The simulation will include comparisons of T-TSAFE with NASA's version of Conflict Alert. Also, some other variables such as altitude entry by the controller, which improve T-TSAFE's predictions for conflict detection, will be tested. T-TSAFE integrates features of current conflict detection tools such as Automated Terminal Proximity Alert used to alleviate compression errors in the final approach phase. Based on fast-time simulation analysis, the anticipated benefits of T-TSAFE over Conflict Alert include reduced false/missed alerts and increased time to predicted loss of separation. Other metrics that will be used to evaluate the tool's impact on the controller include controller intervention, workload, and situation awareness.

Evaluation of the Linear Aerospike SR-71 Experiment (LASRE) Oxygen Sensor

NASA Technical Reports Server (NTRS)

Ennix, Kimberly A.; Corpening, Griffin P.; Jarvis, Michele; Chiles, Harry R.

1999-01-01

The Linear Aerospike SR-71 Experiment (LASRE) was a propulsion flight experiment for advanced space vehicles such as the X-33 and reusable launch vehicle. A linear aerospike rocket engine was integrated into a semi-span of an X-33-like lifting body shape (model), and carried on top of an SR-71 aircraft at NASA Dryden Flight Research Center. Because no flight data existed for aerospike nozzles, the primary objective of the LASRE flight experiment was to evaluate flight effects on the engine performance over a range of altitudes and Mach numbers. Because it contained a large quantity of energy in the form of fuel, oxidizer, hypergolics, and gases at very high pressures, the LASRE propulsion system posed a major hazard for fire or explosion. Therefore, a propulsion-hazard mitigation system was created for LASRE that included a nitrogen purge system. Oxygen sensors were a critical part of the nitrogen purge system because they measured purge operation and effectiveness. Because the available oxygen sensors were not designed for flight testing, a laboratory study investigated oxygen-sensor characteristics and accuracy over a range of altitudes and oxygen concentrations. Laboratory test data made it possible to properly calibrate the sensors for flight. Such data also provided a more accurate error prediction than the manufacturer's specification. This predictive accuracy increased confidence in the sensor output during critical phases of the flight. This paper presents the findings of this laboratory test.

Tactical missile turbulence problems

NASA Technical Reports Server (NTRS)

Dickson, Richard E.

1987-01-01

Of particular interest is atmospheric turbulence in the atmospheric boundary layer, since this affects both the launch and terminal phase of flight, and the total flight for direct fire systems. Brief discussions are presented on rocket artillery boost wind problems, mean wind correction, turbulent boost wind correction, the Dynamically Aimed Free Flight Rocket (DAFFR) wind filter, the DAFFR test, and rocket wake turbulence problems. It is concluded that many of the turbulence problems of rockets and missiles are common to those of aircraft, such as structural loading and control system design. However, these problems have not been solved at this time.

Propulsion Flight-Test Fixture

NASA Technical Reports Server (NTRS)

Palumbo, Nate; Vachon, M. Jake; Richwine, Dave; Moes, Tim; Creech, Gray

2003-01-01

NASA Dryden Flight Research Center s new Propulsion Flight Test Fixture (PFTF), designed in house, is an airborne engine-testing facility that enables engineers to gather flight data on small experimental engines. Without the PFTF, it would be necessary to obtain such data from traditional wind tunnels, ground test stands, or laboratory test rigs. Traditionally, flight testing is reserved for the last phase of engine development. Generally, engines that embody new propulsion concepts are not put into flight environments until their designs are mature: in such cases, either vehicles are designed around the engines or else the engines are mounted in or on missiles. However, a captive carry capability of the PFTF makes it possible to test engines that feature air-breathing designs (for example, designs based on the rocket-based combined cycle) economically in subscale experiments. The discovery of unknowns made evident through flight tests provides valuable information to engine designers early in development, before key design decisions are made, thereby potentially affording large benefits in the long term. This is especially true in the transonic region of flight (from mach 0.9 to around 1.2), where it can be difficult to obtain data from wind tunnels and computational fluid dynamics. In January 2002, flight-envelope expansion to verify the design and capabilities of the PFTF was completed. The PFTF was flown on a specially equipped supersonic F-15B research testbed airplane, mounted on the airplane at a center-line attachment fixture, as shown in Figure 1. NASA s F-15B testbed has been used for several years as a flight-research platform. Equipped with extensive research air-data, video, and other instrumentation systems, the airplane carries externally mounted test articles. Traditionally, the majority of test articles flown have been mounted at the centerline tank-attachment fixture, which is a hard-point (essentially, a standardized weapon-mounting fixture). This hard-point has large weight margins, and, because it is located near the center of gravity of the airplane, the weight of equipment mounted there exerts a minimal effect on the stability and controllability of the airplane. The PFTF (see Figure 2) includes a one-piece aluminum structure that contains space for instrumentation, propellant tanks, and feed-system components. The PFTF also houses a force balance, on which is mounted the subscale engine or other experimental apparatus that is to be the subject of a flight test. The force balance measures a combination of inertial and aerodynamic forces and moments acting on the experimental apparatus.

Analysis of Impulse Load on VEGA SRM Nozzle During Ignition Transient and Effects on TVC Actuators

NASA Astrophysics Data System (ADS)

Fotino, Domenico; Leofanti, Jose Luis; Serraglia, Ferruccio

2012-07-01

During the VEGA development phase and in particular during the Zefiro 23 (second stage motor) on-ground firing tests, values of impulse load on the actuators very close to the requirement were experienced. As a consequence, an activity for the extrapolation of these loads in the flight configuration (longer nozzle and vacuum conditions) was carried out and a mathematical model has been developed with this aim. After providing an overview on the differences between the ground and flight case from the fluid dynamic point of view, the paper describes the results of the mathematical model both in terms of correlation with respect to ground tests and of extrapolation of the loads to the flight configuration. The main effects of this load on the actuators is also addressed.

Orbital express capture system: concept to reality

NASA Astrophysics Data System (ADS)

Stamm, Shane; Motaghedi, Pejmun

2004-08-01

The development of autonomous servicing of on-orbit spacecraft has been a sought after objective for many years. A critical component of on-orbit servicing involves the ability to successfully capture, institute mate, and perform electrical and fluid transfers autonomously. As part of a Small Business Innovation Research (SBIR) grant, Starsys Research Corporation (SRC) began developing such a system. Phase I of the grant started in 1999, with initial work focusing on simultaneously defining the parameters associated with successful docking while designing to those parameters. Despite the challenge of working without specific requirements, SRC completed development of a prototype design in 2000. Throughout the following year, testing was conducted on the prototype to characterize its performance. Having successfully completed work on the prototype, SRC began a Phase II SBIR effort in mid-2001. The focus of the second phase was a commercialization effort designed to augment the prototype model into a more flight-like design. The technical requirements, however, still needed clear definition for the design to progress. The advent of the Orbital Express (OE) program provided much of that definition. While still in the proposal stages of the OE program, SRC began tailoring prototype redesign efforts to the OE program requirements. A primary challenge involved striking a balance between addressing the technical requirements of OE while designing within the scope of the SBIR. Upon award of the OE contract, the Phase II SBIR design has been fully developed. This new design, designated the Mechanical Docking System (MDS), successfully incorporated many of the requirements of the OE program. SRC is now completing dynamic testing on the MDS hardware, with a parallel effort of developing a flight design for OE. As testing on the MDS progresses, the design path that was once common to both SBIR effort and the OE program begins to diverge. The MDS will complete the scope of the Phase II SBIR work, while the new mechanism, the Orbital Express Capture System, will emerge as a flight-qualified design for the Orbital Express program.

Eclipse - tow flight closeup and release

NASA Technical Reports Server (NTRS)

1998-01-01

This clip, running 15 seconds in length, shows the QF-106 'Delta Dart' gear down, with the tow rope secured to the attachment point above the aircraft nose. First there is a view looking back from the C-141A, then looking forward from the nose of the QF-106, and finally a shot of the aircraft being released from the tow rope. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate a reusable tow launch vehicle concept developed by KST. Kelly Space and Technology hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight-measured values of tow rope tension were well within predictions made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes.The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on Dec. 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests to validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft.

Tu-144LL SST Flying Laboratory on Taxiway at Zhukovsky Air Development Center near Moscow, Russia

NASA Technical Reports Server (NTRS)

1998-01-01

The sleek lines of the Tupolev Tu-144LL are evident as it sits on the taxiway at the Zhukovsky Air Development Center near Moscow, Russia. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Flight Evaluation of Center-TRACON Automation System Trajectory Prediction Process

NASA Technical Reports Server (NTRS)

Williams, David H.; Green, Steven M.

1998-01-01

Two flight experiments (Phase 1 in October 1992 and Phase 2 in September 1994) were conducted to evaluate the accuracy of the Center-TRACON Automation System (CTAS) trajectory prediction process. The Transport Systems Research Vehicle (TSRV) Boeing 737 based at Langley Research Center flew 57 arrival trajectories that included cruise and descent segments; at the same time, descent clearance advisories from CTAS were followed. Actual trajectories of the airplane were compared with the trajectories predicted by the CTAS trajectory synthesis algorithms and airplane Flight Management System (FMS). Trajectory prediction accuracy was evaluated over several levels of cockpit automation that ranged from a conventional cockpit to performance-based FMS vertical navigation (VNAV). Error sources and their magnitudes were identified and measured from the flight data. The major source of error during these tests was found to be the predicted winds aloft used by CTAS. The most significant effect related to flight guidance was the cross-track and turn-overshoot errors associated with conventional VOR guidance. FMS 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 airplane performance model errors.

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

NASA Technical Reports Server (NTRS)

Stebbins, Robin

2016-01-01

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

Time-temperature-stress capabilities of composite materials for advanced supersonic technology application, phase 1

NASA Technical Reports Server (NTRS)

Kerr, J. R.; Haskins, J. F.

1980-01-01

Implementation of metal and resin matrix composites into supersonic vehicle usage is contingent upon accelerating the demonstration of service capacity and design technology. Because of the added material complexity and lack of extensive service data, laboratory replication of the flight service will provide the most rapid method of documenting the airworthiness of advanced composite systems. A program in progress to determine the time temperature stress capabilities of several high temperature composite materials includes thermal aging, environmental aging, fatigue, creep, fracture, and tensile tests as well as real time flight simulation exposure. The program has two parts. The first includes all the material property determinations and aging and simulation exposures up through 10,000 hours. The second continues these tests up to 50,000 cumulative hours. Results are presented of the 10,000 hour phase, which has now been completed.

Flight Test Overview for UAS Integration in the NAS Project

NASA Technical Reports Server (NTRS)

Murphy, James R.; Hayes, Peggy S.; Kim, Sam K.; Bridges, Wayne; Marston, Michael

2016-01-01

The National Aeronautics and Space Administration is conducting 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 most recent testing supported two separate test configurations. The first investigated the timing of Detect and Avoid (DAA) 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 DAA advisories to maintain separation from live and virtual aircraft. The test was conducted over a seven-week span in the summer of 2015. The data from over 100 encounter sorties will be used to inform the RTCA Phase 1 Detect and Avoid and Command and Control Minimum Operating Performance Standards (MOPS) intended to be completed by the summer of 2016. Follow-on flight-testing is planned for the spring of 2016 to capture remaining encounters and support validation of the MOPS.

DBSAR's First Multimode Flight Campaign

NASA Technical Reports Server (NTRS)

Rincon, Rafael F.; Vega, Manuel; Buenfil, Manuel; Geist, Alessandro; Hilliard, Lawrence; Racette, Paul

2010-01-01

The Digital Beamforming SAR (DBSAR) is an airborne imaging radar system that combines phased array technology, reconfigurable on-board processing and waveform generation, and advances in signal processing to enable techniques not possible with conventional SARs. The system exploits the versatility inherently in phased-array technology with a state-of-the-art data acquisition and real-time processor in order to implement multi-mode measurement techniques in a single radar system. Operational modes include scatterometry over multiple antenna beams, Synthetic Aperture Radar (SAR) over several antenna beams, or Altimetry. The radar was flight tested in October 2008 on board of the NASA P3 aircraft over the Delmarva Peninsula, MD. The results from the DBSAR system performance is presented.

Cooperative Collision Avoidance Step 1 - Technology Demonstration Flight Test Report. Revision 1

NASA Technical Reports Server (NTRS)

Trongale, Nicholas A.

2006-01-01

The National Aeronautics and Space Administration (NASA) Access 5 Project Office sponsored a cooperative collision avoidance flight demonstration program for unmanned aircraft systems (UAS). This flight test was accomplished between September 21st and September 27th 2005 from the Mojave Airport, Mojave, California. The objective of these flights was to collect data for the Access 5 Cooperative Collision Avoidance (CCA) Work Package simulation effort, i.e., to gather data under select conditions to allow validation of the CCA simulation. Subsequent simulation to be verified were: Demonstrate the ability to detect cooperative traffic and provide situational awareness to the ROA pilot; Demonstrate the ability to track the detected cooperative traffic and provide position information to the ROA pilot; Demonstrate the ability to determine collision potential with detected cooperative traffic and provide notification to the ROA pilot; Demonstrate that the CCA subsystem provides information in sufficient time for the ROA pilot to initiate an evasive maneuver to avoid collision; Demonstrate an evasive maneuver that avoids collision with the threat aircraft; and lastly, Demonstrate the ability to assess the adequacy of the maneuver and determine that the collision potential has been avoided. The Scaled Composites, LLC Proteus Optionally Piloted Vehicle (OPV) was chosen as the test platform. Proteus was manned by two on-board pilots but was also capable of being controlled from an Air Vehicle Control Station (AVCS) located on the ground. For this demonstration, Proteus was equipped with cooperative collision sensors and the required hardware and software to place the data on the downlink. Prior to the flight phase, a detailed set of flight test scenarios were developed to address the flight test objectives. Two cooperative collision avoidance sensors were utilized for detecting aircraft in the evaluation: Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B). A single intruder aircraft was used during all the flight testing, a NASA Gulfstream III (G-III). During the course of the testing, six geometrically different near-collision scenarios were evaluated. These six scenarios were each tested using various combinations of sensors and collision avoidance software. Of the 54 planned test points 49 were accomplished successfully. Proteus flew a total of 21.5 hours during the testing and the G-III flew 19.8 hours. The testing fully achieved all flight test objectives. The Flight IPT performed an analysis to determine the accuracy of the simulation model used to predict the location of the host aircraft downstream during an avoidance maneuver. The data collected by this flight program was delivered to the Access 5 Cooperative Collision Avoidance (CCA) Work Package Team who was responsible for reporting on their analysis of this flight data.

NASA's SOFIA airborne observatory lands at Edwards AFB after being flown from Waco, Texas to NASA Dryden for systems installation, integration and flight test

NASA Image and Video Library

2007-05-31

NASA's SOFIA airborne observatory lands at Edwards AFB after being flown from Waco, Texas to NASA Dryden for systems installation, integration and flight test. NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Texas A&M vortex type phase separator

NASA Astrophysics Data System (ADS)

Best, Frederick

2000-01-01

Phase separation is required for regenerative biological and chemical process systems as well as thermal transport and rejection systems. Liquid and gas management requirements for future spacecraft will demand small, passive systems able to operate over wide ranges of inlet qualities. Conservation and recycling of air and water is a necessary part of the construction and operation of the International Space Station as well as future long duration space missions. Space systems are sensitive to volume, mass, and power. Therefore, it is necessary to develop a method to recycle wastewater with minimal power consumption. Regenerative life support systems currently being investigated require phase separation to separate the liquid from the gas produced. The microgravity phase separator designed and fabricated at Texas A&M University relies on centripetal driven buoyancy forces to form a gas-liquid vortex within a fixed, right-circular cylinder. Two-phase flow is injected tangentially along the inner wall of this cylinder producing a radial acceleration gradient. The gradient produced from the intrinsic momentum of the injected mixture results in a rotating flow that drives the buoyancy process by the production of a hydrostatic pressure gradient. Texas A&M has flown several KC-135 flights with separator. These flights have included scaling studies, stability and transient investigations, and tests for inventory instrumentation. Among the hardware tested have been passive devices for separating mixed vapor/liquid streams into single-phase streams of vapor only and liquid only. .

Assessing Arboreal Adaptations of Bird Antecedents: Testing the Ecological Setting of the Origin of the Avian Flight Stroke

PubMed Central

Dececchi, T. Alexander; Larsson, Hans C. E.

2011-01-01

The origin of avian flight is a classic macroevolutionary transition with research spanning over a century. Two competing models explaining this locomotory transition have been discussed for decades: ground up versus trees down. Although it is impossible to directly test either of these theories, it is possible to test one of the requirements for the trees-down model, that of an arboreal paravian. We test for arboreality in non-avian theropods and early birds with comparisons to extant avian, mammalian, and reptilian scansors and climbers using a comprehensive set of morphological characters. Non-avian theropods, including the small, feathered deinonychosaurs, and Archaeopteryx, consistently and significantly cluster with fully terrestrial extant mammals and ground-based birds, such as ratites. Basal birds, more advanced than Archaeopteryx, cluster with extant perching ground-foraging birds. Evolutionary trends immediately prior to the origin of birds indicate skeletal adaptations opposite that expected for arboreal climbers. Results reject an arboreal capacity for the avian stem lineage, thus lending no support for the trees-down model. Support for a fully terrestrial ecology and origin of the avian flight stroke has broad implications for the origin of powered flight for this clade. A terrestrial origin for the avian flight stroke challenges the need for an intermediate gliding phase, presents the best resolved series of the evolution of vertebrate powered flight, and may differ fundamentally from the origin of bat and pterosaur flight, whose antecedents have been postulated to have been arboreal and gliding. PMID:21857918

Tank Pressure Control Experiment: Thermal Phenomena in Microgravity. Video 3 of 4

NASA Technical Reports Server (NTRS)

1996-01-01

The report presents the results of the flight experiment Tank Pressure Control Experiment/Thermal Phenomena (TPCE/TP) performed in the microgravity environment of the space shuttle. TPCE/TP, flown on the Space Transportation System STS-52, was a second flight of the Tank Pressure Control Experiment (TPCE). The experiment used Freon 113 at near saturation conditions. The test tank was filled with liquid to about 83 percent by volume. The experiment consisted of 21 tests. Each test generally started with a heating phase to increase the tank pressure and to develop temperature stratification in the fluid, followed by a fluid mixing phase for the tank pressure reduction and fluid temperature equilibration. The heating phase provided pool boiling data from large (relative to bubble sizes) heating surfaces (0.1046 m by 0.0742 m) at low heat fluxes (0.23 to 1.16 kW/m(exp 2)). The system pressure and the bulk liquid subcooling varied from 39 to 78 kPa and 1 to 3 deg C, respectively. The boiling process during the entire heating period, as well a jet-induced mixing process for the first 2 min. of the mixing period, was also recorded on video. Analyses of data from the two flight experiments (TPCE and TPCE/TP) and their comparison with the results obtained in drop tower experiments suggest that as Bond number approaches zero the flow pattern produced by an axial jet and the mixing time can be predicted by the Weber number. This is video 3 of 4.

Tank Pressure Control Experiment: Thermal Phenomena in Microgravity. Video 4 of 4

NASA Technical Reports Server (NTRS)

1996-01-01

The report presents the results of the flight experiment Tank Pressure Control Experiment/Thermal Phenomena (TPCE/TP) performed in the microgravity environment of the space shuttle. TPCE/TP, flown on the Space Transportation System STS-52, was a second flight of the Tank Pressure Control Experiment (TPCE). The experiment used Freon 113 at near saturation conditions. The test tank was filled with liquid to about 83 percent by volume. The experiment consisted of 21 tests. Each test generally started with a heating phase to increase the tank pressure and to develop temperature stratification in the fluid, followed by a fluid mixing phase for the tank pressure reduction and fluid temperature equilibration. The heating phase provided pool boiling data from large (relative to bubble sizes) heating surfaces (0.1046 m by 0.0742 m) at low heat fluxes (0.23 to 1.16 kW/m(exp 2)). The system pressure and the bulk liquid subcooling varied from 39 to 78 kPa and 1 to 3 deg C, respectively. The boiling process during the entire heating period, as well a jet-induced mixing process for the first 2 min. of the mixing period, was also recorded on video. Analyses of data from the two flight experiments (TPCE and TPCE/TP) and their comparison with the results obtained in drop tower experiments suggest that as Bond number approaches zero the flow pattern produced by an axial jet and the mixing time can be predicted by the Weber number. This is video 4 of 4.

Tank Pressure Control Experiment: Thermal Phenomena in Microgravity. Video 1 of 4

NASA Technical Reports Server (NTRS)

1996-01-01

The report presents the results of the flight experiment Tank Pressure Control Experiment/Thermal Phenomena (TPCE/TP) performed in the microgravity environment of the space shuttle. TPCE/TP, flown on the Space Transportation System STS-52, was a second flight of the Tank Pressure Control Experiment (TPCE). The experiment used Freon 113 at near saturation conditions. The test tank was filled with liquid to about 83 percent by volume. The experiment consisted of 21 tests. Each test generally started with a heating phase to increase the tank pressure and to develop temperature stratification in the fluid, followed by a fluid mixing phase for the tank pressure reduction and fluid temperature equilibration. The heating phase provided pool boiling data from large (relative to bubble sizes) heating surfaces (0.1046 m by 0.0742 m) at low heat fluxes (0.23 to 1.16 kW/m(exp 2)). The system pressure and the bulk liquid subcooling varied from 39 to 78 kPa and 1 to 3 deg C, respectively. The boiling process during the entire heating period, as well a jet-induced mixing process for the first 2 min. of the mixing period, was also recorded on video. Analyses of data from the two flight experiments (TPCE and TPCE/TP) and their comparison with the results obtained in drop tower experiments suggest that as Bond number approaches zero the flow pattern produced by an axial jet and the mixing time can be predicted by the Weber number. This is video 1 of 4.

Tank Pressure Control Experiment: Thermal Phenomena in Microgravity. Video 2 of 4

NASA Technical Reports Server (NTRS)

1996-01-01

The report presents the results of the flight experiment Tank Pressure Control Experiment/Thermal Phenomena (TPCE/TP) performed in the microgravity environment of the space shuttle. TPCE/TP, flown on the Space Transportation System STS-52, was a second flight of the Tank Pressure Control Experiment (TPCE). The experiment used Freon 113 at near saturation conditions. The test tank was filled with liquid to about 83 percent by volume. The experiment consisted of 21 tests. Each test generally started with a heating phase to increase the tank pressure and to develop temperature stratification in the fluid, followed by a fluid mixing phase for the tank pressure reduction and fluid temperature equilibration. The heating phase provided pool boiling data from large (relative to bubble sizes) heating surfaces (0.1046 m by 0.0742 m) at low heat fluxes (0.23 to 1.16 kW/m(exp 2)). The system pressure and the bulk liquid subcooling varied from 39 to 78 kPa and 1 to 3 deg C, respectively. The boiling process during the entire heating period, as well a jet-induced mixing process for the first 2 min. of the mixing period, was also recorded on video. Analyses of data from the two flight experiments (TPCE and TPCE/TP) and their comparison with the results obtained in drop tower experiments suggest that as Bond number approaches zero the flow pattern produced by an axial jet and the mixing time can be predicted by the Weber number. This is video 2 of 4.

The space station assembly phase: System design trade-offs for the flight telerobotic servicer

NASA Technical Reports Server (NTRS)

Smith, Jeffrey H.; Gyamfi, Max; Volkmer, Kent; Zimmerman, Wayne

1988-01-01

The effects of a recent study aimed at identifying key issues and trade-offs associated with using a Flight Telerobotic Servicer (FTS) to aid in Space Station assembly-phase tasks is described. The use of automation and robotic (A and R) technologies for large space systems often involves a substitution of automation capabilities for human EVA or IVA activities. A methodology is presented that incorporates assessment of candidate assembly-phase tasks, telerobotic performance capabilities, development costs, and effects of operational constaints. Changes in the region of cost-effectiveness are examined under a variety of system design assumptions. A discussion of issues is presented with focus on three roles the FTS might serve: as a research-oriented test bed to learn more about space usage of telerobotics; as a research based test bed having an experimental demonstration orientation with limited assembly and servicing applications; or as an operational system to augment EVA and to aid construction of the Space Station and to reduce the program (schedule) risk by increasing the flexibility of mission operations.

Phase Change Material Heat Sink for an ISS Flight Experiment

NASA Technical Reports Server (NTRS)

Quinn, Gregory; Stieber, Jesse; Sheth, Rubik; Ahlstrom, Thomas

2015-01-01

A flight experiment is being constructed to utilize the persistent microgravity environment of the International Space Station (ISS) to prove out operation of a microgravity compatible phase change material (PCM) heat sink. A PCM heat sink can help to reduce the overall mass and volume of future exploration spacecraft thermal control systems (TCS). The program is characterizing a new PCM heat sink that incorporates a novel phase management approach to prevent high pressures and structural deformation that often occur with PCM heat sinks undergoing cyclic operation in microgravity. The PCM unit was made using brazed aluminum construction with paraffin wax as the fusible material. It is designed to be installed into a propylene glycol and water cooling loop, with scaling consistent with the conceptual designs for the Orion Multipurpose Crew Vehicle. This paper reports on the construction of the PCM heat sink and on initial ground test results conducted at UTC Aerospace Systems prior to delivery to NASA. The prototype will be tested later on the ground and in orbit via a self-contained experiment package developed by NASA Johnson Space Center to operate in an ISS EXPRESS rack.

Autonomous Aerobraking Development Software: Phase 2 Summary

NASA Technical Reports Server (NTRS)

Cianciolo, Alicia D.; Maddock, Robert W.; Prince, Jill L.; Bowes, Angela; Powell, Richard W.; White, Joseph P.; Tolson, Robert; O'Shaughnessy, Daniel; Carrelli, David

2013-01-01

NASA has used aerobraking at Mars and Venus to reduce the fuel required to deliver a spacecraft into a desired orbit compared to an all-propulsive solution. Although aerobraking reduces the propellant, it does so at the expense of mission duration, large staff, and DSN coverage. These factors make aerobraking a significant cost element in the mission design. By moving on-board the current ground-based tasks of ephemeris determination, atmospheric density estimation, and maneuver sizing and execution, a flight project would realize significant cost savings. The NASA Engineering and Safety Center (NESC) sponsored Phase 1 and 2 of the Autonomous Aerobraking Development Software (AADS) study, which demonstrated the initial feasibility of moving these current ground-based functions to the spacecraft. This paper highlights key state-of-the-art advancements made in the Phase 2 effort to verify that the AADS algorithms are accurate, robust and ready to be considered for application on future missions that utilize aerobraking. The advancements discussed herein include both model updates and simulation and benchmark testing. Rigorous testing using observed flight atmospheres, operational environments and statistical analysis characterized the AADS operability in a perturbed environment.

Prototype test article verification of the Space Station Freedom active thermal control system microgravity performance

NASA Technical Reports Server (NTRS)

Chen, I. Y.; Ungar, E. K.; Lee, D. Y.; Beckstrom, P. S.

1993-01-01

To verify the on-orbit operation of the Space Station Freedom (SSF) two-phase external Active Thermal Control System (ATCS), a test and verification program will be performed prior to flight. The first system level test of the ATCS is the Prototype Test Article (PTA) test that will be performed in early 1994. All ATCS loops will be represented by prototypical components and the line sizes and lengths will be representative of the flight system. In this paper, the SSF ATCS and a portion of its verification process are described. The PTA design and the analytical methods that were used to quantify the gravity effects on PTA operation are detailed. Finally, the gravity effects are listed, and the applicability of the 1-g PTA test results to the validation of on-orbit ATCS operation is discussed.

The path to an experiment in space (from concept to flight)

NASA Technical Reports Server (NTRS)

Salzman, Jack A.

1994-01-01

The following are discussed in this viewgraph presentation on developing flight experiments for NASA's Microgravity Science and Applications Program: time from flight PI selection to launch; key flight experiment phases and schedule drivers; microgravity experiment definition/development process; definition and engineering development phase; ground-based reduced gravity research facilities; project organization; responsibilities and duties of principle investigator/co-investigators, project scientist, and project manager; the science requirements document; flight development phase; experiment cost and schedule; and keys to experiment success.

NASA mobile satellite program

NASA Technical Reports Server (NTRS)

Knouse, G.; Weber, W.

1985-01-01

A three phase development program for ground and space segment technologies which will enhance and enable the second and third generation mobile satellite systems (MSS) is outlined. Phase 1, called the Mobile Satellite Experiment (MSAT-X), is directed toward the development of ground segment technology needed for future MSS generations. Technology validation and preoperational experiments with other government agencies will be carried out during the two year period following launch. The satellite channel capacity needed to carry out these experiments will be obtained from industry under a barter type agreement in exchange for NASA provided launch services. Phase 2 will develop and flight test the multibeam spacecraft antenna technology needed to obtain substantial frequency reuse for second generation commercial systems. Industry will provide the antenna, and NASA will fly it on the Shuttle and test it in orbit. Phase 3 is similar to Phase 2 but will develop an even larger multibeam antenna and test it on the space station.

NASA mobile satellite program

NASA Astrophysics Data System (ADS)

Knouse, G.; Weber, W.

1985-04-01

A three phase development program for ground and space segment technologies which will enhance and enable the second and third generation mobile satellite systems (MSS) is outlined. Phase 1, called the Mobile Satellite Experiment (MSAT-X), is directed toward the development of ground segment technology needed for future MSS generations. Technology validation and preoperational experiments with other government agencies will be carried out during the two year period following launch. The satellite channel capacity needed to carry out these experiments will be obtained from industry under a barter type agreement in exchange for NASA provided launch services. Phase 2 will develop and flight test the multibeam spacecraft antenna technology needed to obtain substantial frequency reuse for second generation commercial systems. Industry will provide the antenna, and NASA will fly it on the Shuttle and test it in orbit. Phase 3 is similar to Phase 2 but will develop an even larger multibeam antenna and test it on the space station.

The Influence of Flight Planning and Camera Orientation in UAVs Photogrammetry. a Test in the Area of Rocca San Silvestro (li), Tuscany

NASA Astrophysics Data System (ADS)

Chiabrando, F.; Lingua, A.; Maschio, P.; Teppati Losè, L.

2017-02-01

The purpose of this paper is to discuss how much the phases of flight planning and the setting of the camera orientation can affect a UAVs photogrammetric survey. The test site chosen for these evaluations was the Rocca of San Silvestro, a medieval monumental castle near Livorno, Tuscany (Italy). During the fieldwork, different sets of data have been acquired using different parameters for the camera orientation and for the set up of flight plans. Acquisition with both nadiral and oblique orientation of the camera have been performed, as well as flights with different direction of the flight lines (related with the shape of the object of the survey). The different datasets were then processed in several blocks using Pix4D software and the results of the processing were analysed and compared. Our aim was to evaluate how much the parameters described above can affect the generation of the final products of the survey, in particular the product chosen for this evaluation was the point cloud.

Qualification Testing of Engineering Camera and Platinum Resistance Thermometer (PRT) Sensors for Mars Science Laboratory (MSL) Project under Extreme Temperatures to Assess Reliability and to Enhance Mission Assurance

NASA Technical Reports Server (NTRS)

Ramesham, Rajeshuni; Maki, Justin N.; Cucullu, Gordon C.

2008-01-01

Package Qualification and Verification (PQV) of advanced electronic packaging and interconnect technologies and various other types of qualification hardware for the Mars Exploration Rover/Mars Science Laboratory flight projects has been performed to enhance the mission assurance. The qualification of hardware (Engineering Camera and Platinum Resistance Thermometer, PRT) under extreme cold temperatures has been performed with reference to various project requirements. The flight-like packages, sensors, and subassemblies have been selected for the study to survive three times (3x) the total number of expected temperature cycles resulting from all environmental and operational exposures occurring over the life of the flight hardware including all relevant manufacturing, ground operations and mission phases. Qualification has been performed by subjecting above flight-like qual hardware to the environmental temperature extremes and assessing any structural failures or degradation in electrical performance due to either overstress or thermal cycle fatigue. Experiments of flight like hardware qualification test results have been described in this paper.

In-flight tracking of helicopter rotor blades with tabs using shape memory alloy actuators

NASA Astrophysics Data System (ADS)

Epps, Jeanette Jo

The objective of this research is to develop a methodology to track helicopter rotor blades in-flight with tabs using shape memory alloy actuators. Tracking is required to reduce vibratory loads that are generated due to dissimilarity of blades. The research was conducted in two phases. The first phase involved a study on the thermo-mechanical behavior of shape memory alloys and the development of an analytical model to describe the behavior of the tab actuator (SMA-SMA actuator). The second phase of the research involved applying the knowledge of the SMA behavior to develop, construct and test a tab actuator to deflect a trailing-edge tab. In the first phase, four constitutive models for SMA were investigated and validated with test data. The models investigated were the Tanaka, Liang and Rogers, Brinson, and Boyd and Lagoudas models. These models were used to predict the quasi-static stress-strain-temperature behavior. All models showed acceptable correlation with test data. Then a constrained recovery model was developed for the case where the SMA wire is plastically deformed, clamped at both ends, and then heat activated. The Brinson model over-predicted the recovery stress-temperature behavior. The refined model developed in this dissertation showed acceptable correlation with test data. In the second phase of the research, a NACA 0012 blade section with a tab actuator embedded was constructed. The actuator was tested on bench-top as well as in an open-jet wind tunnel to determine the actuator performance under different flight conditions. This task also included building and testing a locking mechanism and a position feedback controller. It was shown that a 2-wire actuator, with all wires plastically elongated to 4.21% initially, is able to deflect the tab of a blade section sufficiently at a forward velocity of 120 ft/sec for angles of attack up to 15°. The tab deflected up 9.35° and deflected down 31°. A 5-wire actuator with all wires plastically deformed 2.43% initially was also tested in the open-jet wind tunnel. The tab deflected up 14° and down 11.5° at a forward velocity of 120 ft/sec and an angle of attack of 15°. The position feedback controller demonstrated its ability to track to a desired tab position in about 10 seconds. The locking mechanism showed its ability to lock the tab in position for the tab deflecting up during bench-top tests. (Abstract shortened by UMI.)

Dynamic posture analysis of Spacelab-1 crew members

NASA Technical Reports Server (NTRS)

Anderson, D. J.; Reschke, M. F.; Homick, J. E.; Werness, S. A.

1986-01-01

Dynamic posture testing was conducted on the science crew of the Spacelab-1 mission on a single axis linear motion platform. Tests took place in pre- and post-flight sessions lasting approximately 20 min each. The pre-flight tests were widely spaced over the several months prior to the mission while the post-flight tests were conducted over the first, second, fourth, and sixth days after landing. Two of the crew members were also tested on the day of landing. Consistent with previous postural testing conducted on flight crews, these crew members were able to complete simple postural tasks to an acceptable level even in the first few hours after landing. Our tests were designed to induce dynamic postural responses using a variety of stimuli and from these responses, evaluate subtle changes in the postural control system which had occurred over the duration of the flight. Periodic sampling post-flight allowed us to observe the time course of readaptation to terrestrial life. Our observations of hip and shoulder position, when subjected to careful analysis, indicated modification of the postural response from pre- to post-flight and that demonstrable adjustments in the dynamic control of their postural systems were taking place in the first few days after flight. For transient stimuli where the platform on which they were asked to stand quickly moved a few centimeters fore or aft then stopped, ballistic or open loop 'programs' would closely characterize the response. During these responses the desired target position was not always achieved and of equal importance not always properly corrected some 15 seconds after the platform ceased to move. The persistent observation was that the subjects had a much stronger dependence on visual stabilization post-flight than pre-flight. This was best illustrated by a slow or only partial recovery to an upward posture after a transient base-of-support movement with eyes open. Postural responses to persistent wideband pseudorandom base-of-support translation were modeled as time invarient linear systems arrived at by Kalman adaptive filter techniques. Derived model parameters such as damping factor and fundamental frequency of the closed loop system showed significant modification between pre- and post-flight. This phenomenon is best characterized by movement of the poles toward increasing stability. While pre-flight data tended to show shoulders and hips moving in phase with each other, post-flight data showed a more disjoint behavior.(ABSTRACT TRUNCATED AT 400 WORDS).

Subsonic flight test evaluation of a performance seeking control algorithm on an F-15 airplane

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B.; Orme, John S.

1992-01-01

The subsonic flight test evaluation phase of the NASA F-15 (powered by F 100 engines) performance seeking control program was completed for single-engine operation at part- and military-power settings. The subsonic performance seeking control algorithm optimizes the quasi-steady-state performance of the propulsion system for three modes of operation. The minimum fuel flow mode minimizes fuel consumption. The minimum thrust mode maximizes thrust at military power. Decreases in thrust-specific fuel consumption of 1 to 2 percent were measured in the minimum fuel flow mode; these fuel savings are significant, especially for supersonic cruise aircraft. Decreases of up to approximately 100 degree R in fan turbine inlet temperature were measured in the minimum temperature mode. Temperature reductions of this magnitude would more than double turbine life if inlet temperature was the only life factor. Measured thrust increases of up to approximately 15 percent in the maximum thrust mode cause substantial increases in aircraft acceleration. The system dynamics of the closed-loop algorithm operation were good. The subsonic flight phase has validated the performance seeking control technology, which can significantly benefit the next generation of fighter and transport aircraft.

Development of Autonomous Aerobraking - Phase 2

NASA Technical Reports Server (NTRS)

Murri, Daniel G.

2013-01-01

Phase 1 of the Development of Autonomous Aerobraking (AA) Assessment investigated the technical capability of transferring the processes of aerobraking maneuver (ABM) decision-making (currently performed on the ground by an extensive workforce and communicated to the spacecraft via the deep space network) to an efficient flight software algorithm onboard the spacecraft. This document describes Phase 2 of this study, which was a 12-month effort to improve and rigorously test the AA Development Software developed in Phase 1. Aerobraking maneuver; Autonomous Aerobraking; Autonomous Aerobraking Development Software; Deep Space Network; NASA Engineering and Safety Center

Physical properties of immiscible polymers

NASA Technical Reports Server (NTRS)

Harris, J. Milton

1987-01-01

The demixing of immiscible polymers in low gravity is discussed. Applications of knowledge gained in this research will provide a better understanding of the role of phase segregation in determining the properties of polymer blends made from immiscible polymers. Knowledge will also be gained regarding the purification of biological materials by partitioning between the two liquid phases formed by solution of the polymers polyethylene glycol and dextran in water. Testing of new apparatus for space flight, extension of affinity phase partitioning, refinement of polymer chemistry, and demixing of isopycnic polymer phases in a one gravity environment are discussed.

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

NASA Technical Reports Server (NTRS)

Pride, J. D.

1986-01-01

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

NASA's SOFIA infrared observatory and F/A-18 safety chase during the first series of test flights to verify the flight performance of the modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

NASA's SOFIA infrared observatory lifts off on the first of a series of test flights to verify the flight performance of the highly modified Boeing 747SP

NASA Image and Video Library

2007-10-11

NASA's Stratospheric Observatory for Infrared Astronomy, or SOFIA, arrived at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. on May 31, 2007. The heavily modified Boeing 747SP was ferried to Dryden from Waco, Texas, where L-3 Communications Integrated Systems installed a German-built 2.5-meter infrared telescope and made other major modifications over the past several years. SOFIA is scheduled to undergo installation and integration of mission systems and a multi-phase flight test program at Dryden over the next three years that is expected to lead to a full operational capability to conduct astronomy missions in about 2010. During its expected 20-year lifetime, SOFIA will be capable of "Great Observatory" class astronomical science, providing astronomers with access to the visible, infrared and sub-millimeter spectrum with optimized performance in the mid-infrared to sub-millimeter range.

Signal processing methods for in-situ creep specimen monitoring

NASA Astrophysics Data System (ADS)

Guers, Manton J.; Tittmann, Bernhard R.

2018-04-01

Previous work investigated using guided waves for monitoring creep deformation during accelerated life testing. The basic objective was to relate observed changes in the time-of-flight to changes in the environmental temperature and specimen gage length. The work presented in this paper investigated several signal processing strategies for possible application in the in-situ monitoring system. Signal processing methods for both group velocity (wave-packet envelope) and phase velocity (peak tracking) time-of-flight were considered. Although the Analytic Envelope found via the Hilbert transform is commonly applied for group velocity measurements, erratic behavior in the indicated time-of-flight was observed when this technique was applied to the in-situ data. The peak tracking strategies tested had generally linear trends, and tracking local minima in the raw waveform ultimately showed the most consistent results.

Vestibular selection criteria development. [assessing susceptability to motion sickness during orbital space flight

NASA Technical Reports Server (NTRS)

Lackner, J. R.

1981-01-01

The experimental elicitation of motion sickness using a short arm centrifuge or a rotating chair surrounded by a striped cylindrical enclosure failed to reveal any systematic group or consistent individual relationship between changes in heart rate, blood pressure, and body temperature and the appearance of symptoms of motion sickness. A study of the influence of vision on susceptability to motion sickness during sudden stop simulation shows that having the eyes open during any part of the sudden stop assessment is more stressful than having them closed throughout the test. Subjects were found to be highly susceptible to motion sickness when tested in free fall and in high force phases of flight. The effect of touch and pressure cues on body orientation during rotation and in parabolic flight are considered as sensory as well as motor adaptation.

Adaptive Neuro-Fuzzy Modeling of UH-60A Pilot Vibration

NASA Technical Reports Server (NTRS)

Kottapalli, Sesi; Malki, Heidar A.; Langari, Reza

2003-01-01

Adaptive neuro-fuzzy relationships have been developed to model the UH-60A Black Hawk pilot floor vertical vibration. A 200 point database that approximates the entire UH-60A helicopter flight envelope is used for training and testing purposes. The NASA/Army Airloads Program flight test database was the source of the 200 point database. The present study is conducted in two parts. The first part involves level flight conditions and the second part involves the entire (200 point) database including maneuver conditions. The results show that a neuro-fuzzy model can successfully predict the pilot vibration. Also, it is found that the training phase of this neuro-fuzzy model takes only two or three iterations to converge for most cases. Thus, the proposed approach produces a potentially viable model for real-time implementation.

Shuttle get-away special experiments

NASA Technical Reports Server (NTRS)

Orton, George

1987-01-01

This presentation describes two shuttle Get-Away-Special (GAS) experiments built by McDonnell Douglas to investigate low-g propellant acquisition and gaging. The first experiment was flown on shuttle mission 41-G in October 1984. The second experiment has been qualified for flight and is waiting for a flight assignment. The tests performed to qualify these experiments for flight are described, and the lessons learned which can be applied to future GAS experiments are discussed. Finally, survey results from 134 GAS experiments flown to date are presented. On the basis of these results it is recommended that future GAS experiments be qualified to shuttle thermal and dynamic environments through a rigorous series of mission operating tests. Furthermore, should automatic activation of the experiment be required during the boost phase of the mission, NASA-supplied redundant barometric switches should be employed to trigger the activation.

Report of 14-day bedrest simulation of Skylab

NASA Technical Reports Server (NTRS)

Johnson, P. C. (Compiler); Mitchell, C. (Compiler)

1976-01-01

Part one of a two-phase bedrest project in which the physiological effects of weightlessness were simulated is presented. The project was designed to approximate the medical testing and dietary control of Skylab. The test period included a three week pre-flight period, a two week bedrest period and a two week post-flight period. The test subjects ate measured amounts of the Skylab diet and drank deionized water to recreate the metabolic balance studies of Skylab. The medical testing program, pre- and postbedrest, was similar to that of Skylab including: lower body negative pressure testing the orthostatic intolerance noted after both spaceflights and bedrest, bicycle ergometry testing the cardiovascular response to graded exercise, postural equilibrium, vestibular studies and electromyograms. Fluid and electrolyte shifts and balance were documented with intake and output records and radionuclide studies. The subjects were observed by a psychiatrist who watched for signs of mental stress in the test environment and changes in mental status.

Design and test of a four channel motor for electromechanical flight control actuation

NASA Technical Reports Server (NTRS)

1984-01-01

To provide a suitable electromagnetic torque summing approach to flight control system redundancy, a four channel motor capable of sustaining full performance after any two credible failures was designed, fabricated, and tested. The design consists of a single samarium cobalt permanent magnet rotor with four separate three phase windings arrayed in individual stator quadrants around the periphery. Trade studies established the sensitivities of weight and performance to such parameters as design speed, winding pattern, number of poles, magnet configuration, and strength. The motor electromagnetically sums the torque of the individual channels on a single rotor and eliminate complex mechanical gearing arrangements.

Flight Measurements of the Flying Qualities of a Lockheed P-80A Airplane (Army No. 44-85099): Lateral- and Directional-Stability and Control Characteristics

NASA Technical Reports Server (NTRS)

Anderson, Seth B.; Cooper, George E.

1947-01-01

This report contains the flight-test results of the lateral and directional-stability and control phase (including tests with wing-tip tanks) of a general flying-qualities investigation of the Lockheed P-80A airplane (Army No. 44-85099). These tests were conducted at indicated airspeeds up to 494 miles per hour (0.691 Mach number) at low altitude and up to 378 miles per hour (0.816 Mach number) at high altitude. These tests showed that the flying qualities of the airplane were for the most part in accordance with the requirements of the Army Air Forces Stability and Control Specifications. The only major deficiency noted was the negative lateral stability with the wing-tip tanks installed.

Suspension-line wave motion during the lines-first parachute unfurling process

NASA Technical Reports Server (NTRS)

Poole, L. R.; Whitesides, J. L.

1974-01-01

A new mathematical approach to modeling the lines-first parachute unfurling process is presented. The unfurling process is treated as two distinct phases: a suspension-line unfurling phase, during which a massless-spring model of the suspension-line elasticity may be employed; and a canopy unfurling phase, during which a formulation considering suspension-line wave mechanics is employed. Histories of unfurled length and tension at the vehicle obtained using the model are compared with flight test data, and generally good agreement is observed.

A New Definition for Ground Control

NASA Technical Reports Server (NTRS)

2002-01-01

LandForm(R) VisualFlight(R) blends the power of a geographic information system with the speed of a flight simulator to transform a user's desktop computer into a "virtual cockpit." The software product, which is fully compatible with all Microsoft(R) Windows(R) operating systems, provides distributed, real-time three-dimensional flight visualization over a host of networks. From a desktop, a user can immediately obtain a cockpit view, a chase-plane view, or an airborne tracker view. A customizable display also allows the user to overlay various flight parameters, including latitude, longitude, altitude, pitch, roll, and heading information. Rapid Imaging Software sought assistance from NASA, and the VisualFlight technology came to fruition under a Phase II SBIR contract with Johnson Space Center in 1998. Three years later, on December 13, 2001, Ken Ham successfully flew NASA's X-38 spacecraft from a remote, ground-based cockpit using LandForm VisualFlight as part of his primary situation awareness display in a flight test at Edwards Air Force Base, California.

Aerodynamic Parameter Estimation for the X-43A (Hyper-X) from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Derry, Stephen D.; Smith, Mark S.

2005-01-01

Aerodynamic parameters were estimated based on flight data from the third flight of the X-43A hypersonic research vehicle, also called Hyper-X. Maneuvers were flown using multiple orthogonal phase-optimized sweep inputs applied as simultaneous control surface perturbations at Mach 8, 7, 6, 5, 4, and 3 during the vehicle descent. Aerodynamic parameters, consisting of non-dimensional longitudinal and lateral stability and control derivatives, were estimated from flight data at each Mach number. Multi-step inputs at nearly the same flight conditions were also flown to assess the prediction capability of the identified models. Prediction errors were found to be comparable in magnitude to the modeling errors, which indicates accurate modeling. Aerodynamic parameter estimates were plotted as a function of Mach number, and compared with estimates from the pre-flight aerodynamic database, which was based on wind-tunnel tests and computational fluid dynamics. Agreement between flight estimates and values computed from the aerodynamic database was excellent overall.

In-space experiment on thermoacoustic convection heat transfer phenomenon-experiment definition

NASA Technical Reports Server (NTRS)

Parang, M.; Crocker, D. S.

1991-01-01

The definition phase of an in-space experiment in thermoacoustic convection (TAC) heat transfer phenomenon is completed and the results are presented and discussed in some detail. Background information, application and potential importance of TAC in heat transfer processes are discussed with particular focus on application in cryogenic fluid handling and storage in microgravity space environment. Also included are the discussion on TAC space experiment objectives, results of ground support experiments, hardware information, and technical specifications and drawings. The future plans and a schedule for the development of experiment hardware (Phase 1) and flight tests and post-flight analysis (Phase 3/4) are also presented. The specific experimental objectives are rapid heating of a compressible fluid and the measurement of the fluid temperature and pressure and the recording and analysis of the experimental data for the establishment of the importance of TAC heat transfer process. The ground experiments that were completed in support of the experiment definition included fluid temperature measurement by a modified shadowgraph method, surface temperature measurements by thermocouples, and fluid pressure measurements by strain-gage pressure transducers. These experiments verified the feasibility of the TAC in-space experiment, established the relevance and accuracy of the experimental results, and specified the nature of the analysis which will be carried out in the post-flight phase of the report.

Vibration Responses of Test Structure No. 2 During the Edward Air Force Base Phase of the National Sonic Boom Program

NASA Technical Reports Server (NTRS)

Findley, D. S.; Huckel, V.; Hubbard, H. H.

1975-01-01

In order to evaluate reaction of people to sonic booms of varying overpressures and time durations, a series of closely controlled and systematic flight tests/studies were conducted from June 3 to June 23, 1966. The dynamic responses of several building structures were measured, with emphasis on a two-story residence structure. Sample acceleration and strain recordings from F-104, B-58, and XB-70 sonic boom exposures are included, along with tabulations of the maximum acceleration and strain values measured for each one of about 140 flight tests. These data are compared with similar measurements for engine noise exposures of the building during simulated landing approaches and takeoffs of KC-135 aircraft.

Development of HIDEC adaptive engine control systems

NASA Technical Reports Server (NTRS)

Landy, R. J.; Yonke, W. A.; Stewart, J. F.

1986-01-01

The purpose of NASA's Highly Integrated Digital Electronic Control (HIDEC) flight research program is the development of integrated flight propulsion control modes, and the evaluation of their benefits aboard an F-15 test aircraft. HIDEC program phases are discussed, with attention to the Adaptive Engine Control System (ADECS I); this involves the upgrading of PW1128 engines for operation at higher engine pressure ratios and the production of greater thrust. ADECS II will involve the development of a constant thrust mode which will significantly reduce turbine operating temperatures.

Computer Program for Vibration Prediction of Fighter Aircraft Equipments

DTIC Science & Technology

1977-11-01

scribing a useful variety of flight vibration phases . Notice that identical variations can be reflected into the high frequency rolloff curve (equation 13...flight attitudes ranging from straight and level states to a variety of significant flight maneuvers and phases . Pro- gram outputs, digital and...R (f) adjusted value of R(f) due to c (g 2/Hz) SBT (f) special function for the buffet turn flight phase PBT (f) pressure spectral density speqtrum

Natural laminar flow experiments on modern airplane surfaces

NASA Technical Reports Server (NTRS)

Holmes, B. J.; Obara, C. J.; Yip, L. P.

1984-01-01

Flight and wind-tunnel natural laminar flow experiments have been conducted on various lifting and nonlifting surfaces of several airplanes at unit Reynolds numbers between 0.63 x 10 to the 6th power/ft and 3.08 x 10 to the 6th power/ft, at Mach numbers from 0.1 to 0.7, and at lifting surface leading-edge sweep angles from 0 deg to 63 deg. The airplanes tested were selected to provide relatively stiff skin conditions, free from significant roughness and waviness, on smooth modern production-type airframes. The observed transition locations typically occurred downstream of the measured or calculated pressure peak locations for the test conditions involved. No discernible effects on transition due to surface waviness were observed on any of the surfaces tested. None of the measured heights of surface waviness exceeded the empirically predicted allowable surface waviness. Experimental results consistent with spanwise contamination criteria were observed. Large changes in flight-measured performance and stability and control resulted from loss of laminar flow by forced transition. Rain effects on the laminar boundary layer caused stick-fixed nose-down pitch-trim changes in two of the airplanes tested. No effect on transition was observed for flight through low-altitude liquid-phase clouds. These observations indicate the importance of fixed-transition tests as a standard flight testing procedure for modern smooth airframes.

Artificial gravity as a multi-system countermeasure: effects on cognitive function.

PubMed

Seaton, Kimberly A; Slack, Kelley J; Sipes, Walter; Bowie, Kendra

2007-07-01

The Space Flight Cognitive Assessment Tool for Windows (WinSCAT) is used on the International Space Station to evaluate cognitive functioning after physical insult or trauma. The current study uses WinSCAT to assess cognitive functioning in a space flight analog (bed rest) environment where intermittent artificial gravity (AG) is being tested as a countermeasure. Fifteen male subjects (8 treatment, 7 control), who participated in 21 days of 6 degree head-down tilt bed rest, were assessed during the acclimatization phase, bed rest phase, and recovery phase. Individual differences were found within both the treatment and control groups. The treatment group accounted for more off-nominal WinSCAT scores than the control group. The length of time spent in bed rest was not associated with a change in cognitive function. Individual differences in underlying cognitive ability and motivation level are other possible explanations for the current findings.

Midodrine as a Countermeasure for Post-Spaceflight Orthostatic Hypotension

NASA Technical Reports Server (NTRS)

Stenger, Michael B.; Stein, Sydney P.; Meck, Janice V.; Platts, Steven H.

2008-01-01

One possible mechanism for post-spaceflight orthostatic hypotension, which affects approximately 30% of astronauts after short duration shuttle missions, is inadequate norepinephrine release during upright posture. We performed a two phased study to determine the effectiveness of an alpha1-adrenergic agonist, midodrine, as a countermeasure to post-spaceflight orthostatic hypotension. The first phase of the study examined the landing day orthostatic responses of six veteran astronauts after oral midodrine (10 mg) administered on the ground within approximately two hours of wheel stop. One female crewmember exhibited orthostatic hypotension in a previous flight but not after midodrine. Five male crewmembers, who did not exhibit orthostatic hypotension during previous flights, also did not show signs of orthostatic hypotension after midodrine. Additionally, phase one showed that midodrine did not cause hypertension in these crewmembers. In the second phase of this study, midodrine is ingested inflight (near time of ignition, TIG) and orthostatic responses are determined immediately upon landing via an 80 degree head-up tilt test performed on the crew transport vehicle (CTV). Four of ten crewmembers have completed phase two of this study. Two crewmembers completed the landing day tilt tests, while two tests were ended early due to presyncopal symptoms. All subjects had decreased landing day stroke volumes and increased heart rates compared to preflight. Midodrine appears to have increased total peripheral resistance in one crewmember who was able to complete the landing day tilt test. The effectiveness of midodrine as a countermeasure to immediate post-spaceflight orthostatic hypotension has yet to be determined; interpretation is made more difficult due to low subject number and the lack of control subjects on the CTV.

Deciphering the role of a coleopteran steering muscle via free flight stimulation.

PubMed

Sato, Hirotaka; Vo Doan, Tat Thang; Kolev, Svetoslav; Huynh, Ngoc Anh; Zhang, Chao; Massey, Travis L; van Kleef, Joshua; Ikeda, Kazuo; Abbeel, Pieter; Maharbiz, Michel M

2015-03-16

Testing hypotheses of neuromuscular function during locomotion ideally requires the ability to record cellular responses and to stimulate the cells being investigated to observe downstream behaviors [1]. The inability to stimulate in free flight has been a long-standing hurdle for insect flight studies. The miniaturization of computation and communication technologies has delivered ultra-small, radio-enabled neuromuscular recorders and stimulators for untethered insects [2-8]. Published stimulation targets include the areas in brain potentially responsible for pattern generation in locomotion [5], the nerve chord for abdominal flexion [9], antennal muscles [2, 10], and the flight muscles (or their excitatory junctions) [7, 11-13]. However, neither fine nor graded control of turning has been demonstrated in free flight, and responses to the stimulation vary widely [2, 5, 7, 9]. Technological limitations have precluded hypotheses of function validation requiring exogenous stimulation during flight. We investigated the role of a muscle involved in wing articulation during flight in a coleopteran. We set out to identify muscles whose stimulation produced a graded turning in free flight, a feat that would enable fine steering control not previously demonstrated. We anticipated that gradation might arise either as a function of the phase of muscle firing relative to the wing stroke (as in the classic fly b1 muscle [14, 15] or the dorsal longitudinal and ventral muscles of moth [16]), or due to regulated tonic control, in which phase-independent summation of twitch responses produces varying amounts of force delivered to the wing linkages [15, 17, 18]. Copyright © 2015 Elsevier Ltd. All rights reserved.

Thermal Analysis of Small Re-Entry Probe

NASA Technical Reports Server (NTRS)

Agrawal, Parul; Prabhu, Dinesh K.; Chen, Y. K.

2012-01-01

The Small Probe Reentry Investigation for TPS Engineering (SPRITE) concept was developed at NASA Ames Research Center to facilitate arc-jet testing of a fully instrumented prototype probe at flight scale. Besides demonstrating the feasibility of testing a flight-scale model and the capability of an on-board data acquisition system, another objective for this project was to investigate the capability of simulation tools to predict thermal environments of the probe/test article and its interior. This paper focuses on finite-element thermal analyses of the SPRITE probe during the arcjet tests. Several iterations were performed during the early design phase to provide critical design parameters and guidelines for testing. The thermal effects of ablation and pyrolysis were incorporated into the final higher-fidelity modeling approach by coupling the finite-element analyses with a two-dimensional thermal protection materials response code. Model predictions show good agreement with thermocouple data obtained during the arcjet test.

An Overview of the NASA F-18 High Alpha Research Vehicle

NASA Technical Reports Server (NTRS)

Bowers, Albion H.; Pahle, Joseph W.; Wilson, R. Joseph; Flick, Bradley C.; Rood, Richard L.

1996-01-01

This paper gives an overview of the NASA F-18 High Alpha Research Vehicle. The three flight phases of the program are introduced, along with the specific goals and data examples taken during each phase. The aircraft configuration and systems needed to perform the disciplinary and inter-disciplinary research are discussed. The specific disciplines involved with the flight research are introduced, including aerodynamics, controls, propulsion, systems, and structures. Decisions that were made early in the planning of the aircraft project and the results of those decisions are briefly discussed. Each of the three flight phases corresponds to a particular aircraft configuration, and the research dictated the configuration to be flown. The first phase gathered data with the baseline F-18 configuration. The second phase was the thrust-vectoring phase. The third phase used a modified forebody with deployable nose strakes. Aircraft systems supporting these flights included extensive instrumentation systems, integrated research flight controls using flight control hardware and corresponding software, analog interface boxes to control forebody strakes, a thrust-vectoring system using external post-exit vanes around axisymmetric nozzles, a forebody vortex control system with strakes, and backup systems using battery-powered emergency systems and a spin recovery parachute.

Evaluation of acoustic testing techniques for spacecraft systems

NASA Technical Reports Server (NTRS)

Cockburn, J. A.

1971-01-01

External acoustic environments, structural responses, noise reductions, and the internal acoustic environments have been predicted for a typical shroud/spacecraft system during lift-off and various critical stages of flight. Spacecraft responses caused by energy transmission from the shroud via mechanical and acoustic paths have been compared and the importance of the mechanical path has been evaluated. Theoretical predictions have been compared extensively with available laboratory and in-flight measurements. Equivalent laboratory acoustic fields for simulation of shroud response during the various phases of flight have been derived and compared in detail. Techniques for varying the time-space correlations of laboratory acoustic fields have been examined, together with methods for varying the time and spatial distribution of acoustic amplitudes. Possible acoustic testing configurations for shroud/spacecraft systems have been suggested and trade-off considerations have been reviewed. The problem of simulating the acoustic environments versus simulating the structural responses has been considered and techniques for testing without the shroud installed have been discussed.

An experimental investigation of the helicopter rotor blade element airloads on a model rotor in the blade stall regime

NASA Technical Reports Server (NTRS)

Fisher, R. K., Jr.; Tompkins, J. E.; Bobo, C. J.; Child, R. F.

1971-01-01

A wind tunnel test program was conducted on an eight foot diameter model rotor system to determine blade element airloads characteristics in the unstalled and stalled flight regimes. The fully articulated model rotor system utilized three blades with a Vertol 23010-1.58 airfoil section, the blades being 1/7.5 scale models of the Ch-47C rotor blades. Instrumentation was incorporated at the blade 75% radial station to measure pressure and skin friction distributions, surface streamline directions and local angle of attack. The test program was conducted in three phases; non-rotating, hover and forward flight at advance ratios of 0.15, 0.35 and 0.60. Test data were analyzed with respect to providing insight to the mechanisms affecting blade stall, particularly retreating blade stall during forward flight conditions. From such data, an assessment was made as to the applicability of current theoretical analyses used for the prediction of blade element airloads in the stall regime.

Monitoring the vernal advancement and retrogradation (green wave effect) of natural vegetation

NASA Technical Reports Server (NTRS)

Rouse, J. W., Jr. (Principal Investigator)

1973-01-01

The author has identified the following significant results. Continued evaluation of autumnal phase and early vernal phase data indicate that the quality of ERTS-1 imagery over the Great Plains Corridor test sites are adequate to show relatively small temporal changes in the condition and quantity of vegetation at the several test sites. Vegetation changes measured from August through April are observable in reflectance changes recorded by ERTS-1. Vegetation changes due to grazing treatment and environmental conditions at the test sites are being monitored with ground data and ERTS-1 data, and appear adequate to complete all phases of the Great Plains Corridor investigation. NASA high flight aerial photography proved to be an indispensable tool for locating the Great Plains Corridor test sites on the computer derived grey maps of ERTS-1 digital data.

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.

A new improved multicopter chassis structure tested on slope stability monitoring

NASA Astrophysics Data System (ADS)

Rossi, Guglielmo; Tanteri, Luca; Salvatici, Teresa; Scaduto, Gabriele; Tacconi Stefanelli, Carlo; Casagli, Nicola; Moretti, Sandro

2017-04-01

The multicopter has an increasing role in remote sensing and aerial photography. The piloting ease and the mechanical simplicity are the main reasons for drone diffusion as a hobby and for professional use. Usually multicopters have a "spider" structure with a central body and many radial arms that support the propulsion device. To improve the structure of the existing multicopter, the Department of Earth Sciences of Florence (DST) has developed and patented a new type of chassis structure that allows us to overcome some critical issues for scientific and heavy payload or long flight applications. The drone has an innovative perimetric chassis that fully supports flight dynamics. The new structure allows us to obtain high flight performance combined with low vibration transmission to the carried instruments. The new patented structure is implemented in two new prototypes of high performance drones completely developed by the Department of Earth Sciences of Florence: Saturn 2 and Saturn mini X-21. Saturn 2 is a high performance multi-role drone capable of carrying up to 14 kg of scientific instruments. Saturn Mini X-21 is a high performance drone, entirely 3D printed and specialized for digital and 3D rapid mapping. The Saturn mini X-21 was especially developed to obtain for the first time, by a drone, a 3D high resolution digital model for slope monitoring purposes of the Stromboli Sciara del Fuoco, a large inaccessible area that presents harsh flight conditions such as high persistent wind, rotors, volcanic ash and saltiness. The Saturn drones are mainly developed and tested, all around software and hardware, on slope stability monitoring. Four test cases are proposed, which were performed during the development and testing phase: a large area 3D survey (Scillato - Sicily), a harsh condition 3D survey (Stromboli -Sicily), a multitemporal 3D survey (Ricasoli - Tuscany) and the testing phase of measurement performed by onboard radar equipment.

Evaluation of the Sierra, hanging, quick-don, crew, pressure-breathing, oxygen mask.

DOT National Transportation Integrated Search

1966-06-01

A new design, hanging, quick-don crew pressure breathing oxygen mask applicable to jet-transport operations was tested and evaluated in three phases, consisting of (1) exposing five masked subjects to a stepwise altitude-chamber flight profile with a...

Hardware-In-The-Loop Testing of Continuous Control Algorithms for a Precision Formation Flying Demonstration Mission

NASA Technical Reports Server (NTRS)

Naasz, Bo J.; Burns, Richard D.; Gaylor, David; Higinbotham, John

2004-01-01

A sample mission sequence is defined for a low earth orbit demonstration of Precision Formation Flying (PFF). Various guidance navigation and control strategies are discussed for use in the PFF experiment phases. A sample PFF experiment is implemented and tested in a realistic Hardware-in-the-Loop (HWIL) simulation using the Formation Flying Test Bed (FFTB) at NASA's Goddard Space Flight Center.

The NASA Langley Research Center's Unmanned Aerial System Surrogate Research Aircraft

NASA Technical Reports Server (NTRS)

Howell, Charles T., III; Jessup, Artie; Jones, Frank; Joyce, Claude; Sugden, Paul; Verstynen, Harry; Mielnik, John

2010-01-01

Research is needed to determine what procedures, aircraft sensors and other systems will be required to allow Unmanned Aerial Systems (UAS) to safely operate with manned aircraft in the National Airspace System (NAS). The NASA Langley Research Center has transformed a Cirrus Design SR22 general aviation (GA) aircraft into a UAS Surrogate research aircraft to serve as a platform for UAS systems research, development, flight testing and evaluation. The aircraft is manned with a Safety Pilot and systems operator that allows for flight operations almost anywhere in the NAS without the need for a Federal Aviation Administration (FAA) Certificate of Authorization (COA). The UAS Surrogate can be controlled from a modular, transportable ground station like a true UAS. The UAS Surrogate is able to file and fly in the NAS with normal traffic and is a better platform for real world UAS research and development than existing vehicles flying in restricted ranges or other sterilized airspace. The Cirrus Design SR22 aircraft is a small, singleengine, four-place, composite-construction aircraft that NASA Langley acquired to support NASA flight-research programs like the Small Aircraft Transportation System (SATS) Project. Systems were installed to support flight test research and data gathering. These systems include: separate research power; multi-function flat-panel displays; research computers; research air data and inertial state sensors; video recording; data acquisition; data-link; S-band video and data telemetry; Common Airborne Instrumentation System (CAIS); Automatic Dependent Surveillance-Broadcast (ADS-B); instrumented surfaces and controls; and a systems operator work station. The transformation of the SR22 to a UAS Surrogate was accomplished in phases. The first phase was to modify the existing autopilot to accept external commands from a research computer that was connected by redundant data-link radios to a ground control station. An electro-mechanical auto-throttle was added in the next phase to provide ground station control of airspeed. Additional phases are in progress to add waypoint navigation and long range satellite voice and data communications. Potential areas for UAS Surrogate research include the development, flight test and evaluation of sensors to aid in the process of air traffic detect-sense-and-avoid. These sensors could be evaluated in real-time and compared with onboard human evaluation pilots. This paper describes the systems and design considerations that were incorporated in the development of the UAS Surrogate along with details of development problems encountered and the corresponding solutions.

Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach

NASA Technical Reports Server (NTRS)

Spivey, Natalie D.; Herrera, Claudia Y.; Truax, Roger; Pak, Chan-gi; Freund, Donald

2007-01-01

Flight tests of Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the NASA Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the F-15B airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, however, instead of a centerline mounting, a relatively long forward-pointing boom was attached to the radar bulkhead of the F-15B airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets over land. The Quiet Spike(TradeMark) boom is a concept in which an aircraft s noseboom would be extended prior to supersonic acceleration. This morphing effectively lengthens the aircraft, thus reducing the peak sonic-boom amplitude, but is also expected to partition the otherwise strong bow shock into a series of reduced-strength, noncoalescing shocklets. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. However, due to the flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for- flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This paper provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project which includes the test setup details, instrumentation layout, and modal results obtained in support of the structural dynamic modeling and flutter analyses.

Assessment of Muscular Fitness as a Predictor of Flight Duty Limitation.

PubMed

Honkanen, Tuomas; Mäntysaari, Matti; Avela, Janne; Kyröläinen, Heikki; Leino, Tuomo

2018-05-08

The high acceleration (Gz) exposure among military pilots flying fighter aircraft has been associated with an increased risk for cervical and lumbar disorders. It has been suggested that an adequate level of physical performance could reduce the risk of experiencing these disorders. The Finnish Air Force has for several years used aerobic (bicycle ergometer) and muscular fitness tests (battery of five tests) in the selection process of military pilot candidates in order to evaluate their physical fitness level. The aim of the study was to determine if these selection phase tests and anthropometry measures can predispose those individuals who might be at risk of developing severe spinal disorders leading to permanent flight duty limitations later during their military pilots' career. The study population consisted of 23 pilots flying with Gz limitation (+2 Gz, +4 Gz or +5 Gz) due to spinal disorders and 50 experienced (+1,000 flight hours) symptomless controls flying actively in operative missions. Data obtained retrospectively for all subjects included anthropometry, physical (aerobic and muscular fitness) test results and self-reported physical activity levels at a pilot selection phase. Aerobic fitness was measured with a maximal ergometer test and muscular endurance was evaluated with a test battery (standing long jump, pull-ups, sit-ups, back extensions, and push-up tests). Fighter pilots flying without Gz limitation had significantly better mean (±SE) results in pull-up (14.4 ± 4.2 vs. 11.5 ± 2.0, p < 0.05) and back extension (71.1 ± 14.1 vs. 60.0 ± 12.2, p < 0.05) tests during the pilot selection when compared with the limited pilots. Similarly, the non-limited pilots had a better total muscular fitness test score (13.7 ± 1.7 vs. 12.4 ± 1.6, p < 0.05) during the pilot selection. They had also participated in significantly more competitive sports (54% vs. 22%, p < 0.05) at the time of selection when compared with pilots flying with Gz limitation due to spinal disorders. The aerobic fitness test results and anthropometric measures were not statistically different among the groups. Higher levels of muscular fitness, particularly axial strength in military pilot selection may have a protective role for reducing spinal disorders which if developed, can often lead to limiting the availability of pilots for flight duty. The present findings also do not support the assumption that aerobic fitness above the required minimum level would protect pilots from developing spinal disorders and, therefore, from limiting flight duty.

Shuttle orbiter flash evaporator operational flight test performance

NASA Technical Reports Server (NTRS)

Nason, J. R.; Behrend, A. F., Jr.

1982-01-01

The Flash evaporator System (FES is part of the Shuttle Orbiter Active Thermal Control Subsystem. The FES provides total heat rejection for the vehicle Freon Coolant Loops during ascent and entry and supplementary heat rejection during orbital mission phases. This paper reviews the performance of the FES during the first two Shuttle orbital missions (STS-1 and STS-2). A comparison of actual mission performance against design requirements is presented. Mission profiles (including Freon inlet temperature and feedwater pressure transients), control temperature, and heat load variations are evaluated. Anomalies that occurred during STS-2 are discussed along with the procedures conducted, both in-flight and post-flight, to isolate the causes. Finally, the causes of the anomalies and resulting corrective action taken for STS-3 and subsequent flights are presented.

Reentry Capsule for Sample Return from Asteroids in the Planetary Exploration Missions

NASA Astrophysics Data System (ADS)

Inatani, Yoshifumi

2018-04-01

For carrying sample from the bodies of interplanetary space, a wide range of knowledge of reentry technology is needed. HAYABUSA(MUSES-C) was an asteroid explorer returned to the earth after the 7 years of voyage, and its capsule reenters into the Earth’s atmosphere, which was a good example of reentry technology implemented to the flight vehicle. It performed a safe reentry flight and recovery. For the design of the capsule, many considerations were made due to its higher entry velocity and higher aerodynamic heating than those of normal reentry from the low earth orbit. Taking into account the required functions throughout the orbital flight, reentry flight, and descent/recovery phase, the capsule was deigned, tested, manufactured and flight demonstrated finally. The paper presents the concept of the design and qualification approach of the small space capsule of the asteroid sample and return mission. And presented are how the reentry flight was performed and a brief overview of the post flight analysis primarily for these design validation purposes and for the better understanding of the flight results.

Multiple latent viruses reactivate in astronauts during Space Shuttle missions.

PubMed

Mehta, S K; Laudenslager, M L; Stowe, R P; Crucian, B E; Sams, C F; Pierson, D L

2014-10-01

Latent virus reactivation and diurnal salivary cortisol and dehydroepiandrosterone were measured prospectively in 17 astronauts (16 male and 1 female) before, during, and after short-duration (12-16 days) Space Shuttle missions. Blood, urine, and saliva samples were collected during each of these phases. Antiviral antibodies and viral load (DNA) were measured for Epstein-Barr virus (EBV), varicella-zoster virus (VZV), and cytomegalovirus (CMV). Three astronauts did not shed any virus in any of their samples collected before, during, or after flight. EBV was shed in the saliva in all of the remaining 14 astronauts during all 3 phases of flight. Seven of the 14 EBV-shedding subjects also shed VZV during and after the flight in their saliva samples, and 8 of 14 EBV-shedders also shed CMV in their urine samples before, during, and after flight. In 6 of 14 crewmembers, all 3 target viruses were shed during one or more flight phases. Both EBV and VZV DNA copies were elevated during the flight phase relative to preflight or post-flight levels. EBV DNA in peripheral blood was increased preflight relative to post-flight. Eighteen healthy controls were also included in the study. Approximately 2-5% of controls shed EBV while none shed VZV or CMV. Salivary cortisol measured preflight and during flight were elevated relative to post-flight. In contrast DHEA decreased during the flight phase relative to both preflight and post-flight. As a consequence, the molar ratio of the area under the diurnal curve of cortisol to DHEA with respect to ground (AUCg) increased significantly during flight. This ratio was unrelated to viral shedding. In summary, three herpes viruses can reactivate individually or in combination during spaceflight. Copyright © 2014 Elsevier Inc. All rights reserved.

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

NASA Technical Reports Server (NTRS)

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

1991-01-01

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

Hydrogen Maser Clock (HMC) Experiment

NASA Technical Reports Server (NTRS)

Vessot, Robert F. C.; Mattison, Edward M.

1997-01-01

The Hydrogen Maser Clock (HMC) project was originally conceived to fly on a reflight of the European Space Agency (ESA) free flying platform, the European Recoverable Carrier (EURECA) that had been launched into space and recovered by NASA's Space Transportation System (STS). A Phase B study for operation of HMC as one of the twelve EURECA payload components was begun in July 1991, and completed a year later. Phase C/D of HMC began in August 1992 and continued into early 1995. At that time ESA decided not to refly EURECA, leaving HMC without access to space. Approximately 80% of the flight support electronics are presently operating the HMC's physics package in a vacuum tank at the Smithsonian Astrophysical Observatory, and are now considered to be well-tested flight electronics. The package will continue to be operated until the end of 1997 or until a flight opportunity becomes avaiable. Appendices: letters and trip report; proceedings of the symposium on frequency standards and metrology; milli-celsius-stability thermal control for an orbiting frequency standard.

Flight Testing the X-36: The Test Pilots Perspective

NASA Technical Reports Server (NTRS)

Walker, Laurence A.

1997-01-01

The X-36 is a 28% scale, remotely piloted research aircraft, designed to demonstrate tailless fighter agility. Powered by a modified Williams International F-112 jet engine, the X-36 uses thrust vectoring and a fly-by-wire control system. Although too small for an onboard pilot, a full-sized remote cockpit was designed to virtually place the test pilot into the aircraft using a variety of innovative techniques. To date, 22 flights have been flown, successfully completing the second phase of testing. Handling qualities have been matching predictions; the test operation is flown similarly to that for full sized manned aircraft. All takeoffs, test maneuvers and landings are flown by the test pilot, affording a greater degree of flexibility and the ability to handle the inevitable unknowns which may occur during highly experimental test programs. The cockpit environment, cues, and display techniques used in this effort have proven to enhance the 'virtual' test pilot's awareness and have helped ensure a successful RPV test program.

The relationship between risk factors and aeronautical decision making in the flight training environment

NASA Astrophysics Data System (ADS)

Wetmore, Michael J.

The purpose of this applied dissertation was to investigate the relationship between risk factors and aeronautical decision making in the flight training environment using a quantitative, non-experimental, ex post facto research design. All 75 of the flight training accidents that involved a fatality from the years 2001-2003 were selected for study from the National Transportation Safety Board (NTSB) aviation accident database. Objective evidence from the Factual Reports was used to construct accident chains and to code and quantify total risk factors and total poor aeronautical decisions. The data were processed using correlational statistical tests at the 1% significance level. There was a statistically significant relationship between total risk factors per flight and poor decisions per flight. Liveware risks were the most prevalent risk factor category. More poor decisions were made during preflight than any other phase of flight. Pilots who made multiple poor decisions per flight had significantly higher risk factors per flight. A risk factor threat to decision making chart is presented for use by flight instructors and/or flight training organizations. The main threat to validity of this study was the NTSB accident investigation team investigative equality assumption.

Comparison of nozzle and afterbody surface pressures from wind tunnel and flight test of the YF-17 aircraft

NASA Technical Reports Server (NTRS)

Lucas, E. J.; Fanning, A. E.; Steers, L. I.

1978-01-01

Results are reported from the initial phase of an effort to provide an adequate technical capability to accurately predict the full scale, flight vehicle, nozzle-afterbody performance of future aircraft based on partial scale, wind tunnel testing. The primary emphasis of this initial effort is to assess the current capability and identify the cause of limitations on this capability. A direct comparison of surface pressure data is made between the results from an 0.1-scale model wind tunnel investigation and a full-scale flight test program to evaluate the current subscale testing techniques. These data were acquired at Mach numbers 0.6, 0.8, 0.9, 1.2, and 1.5 on four nozzle configurations at various vehicle pitch attitudes. Support system interference increments were also documented during the wind tunnel investigation. In general, the results presented indicate a good agreement in trend and level of the surface pressures when corrective increments are applied for known effects and surface differences between the two articles under investigation.

Aircraft Fault Detection Using Real-Time Frequency Response Estimation

NASA Technical Reports Server (NTRS)

Grauer, Jared A.

2016-01-01

A real-time method for estimating time-varying aircraft frequency responses from input and output measurements was demonstrated. The Bat-4 subscale airplane was used with NASA Langley Research Center's AirSTAR unmanned aerial flight test facility to conduct flight tests and collect data for dynamic modeling. Orthogonal phase-optimized multisine inputs, summed with pilot stick and pedal inputs, were used to excite the responses. The aircraft was tested in its normal configuration and with emulated failures, which included a stuck left ruddervator and an increased command path latency. No prior knowledge of a dynamic model was used or available for the estimation. The longitudinal short period dynamics were investigated in this work. Time-varying frequency responses and stability margins were tracked well using a 20 second sliding window of data, as compared to a post-flight analysis using output error parameter estimation and a low-order equivalent system model. This method could be used in a real-time fault detection system, or for other applications of dynamic modeling such as real-time verification of stability margins during envelope expansion tests.

Early Oscillation Detection for DC/DC Converter Fault Diagnosis

NASA Technical Reports Server (NTRS)

Wang, Bright L.

2011-01-01

The electrical power system of a spacecraft plays a very critical role for space mission success. Such a modern power system may contain numerous hybrid DC/DC converters both inside the power system electronics (PSE) units and onboard most of the flight electronics modules. One of the faulty conditions for DC/DC converter that poses serious threats to mission safety is the random occurrence of oscillation related to inherent instability characteristics of the DC/DC converters and design deficiency of the power systems. To ensure the highest reliability of the power system, oscillations in any form shall be promptly detected during part level testing, system integration tests, flight health monitoring, and on-board fault diagnosis. The popular gain/phase margin analysis method is capable of predicting stability levels of DC/DC converters, but it is limited only to verification of designs and to part-level testing on some of the models. This method has to inject noise signals into the control loop circuitry as required, thus, interrupts the DC/DC converter's normal operation and increases risks of degrading and damaging the flight unit. A novel technique to detect oscillations at early stage for flight hybrid DC/DC converters was developed.

Phase change references for in-flight recalibration of orbital thermometry

NASA Astrophysics Data System (ADS)

Topham, T. S.; Latvakoski, H.; Watson, M.

2013-09-01

Several critical questions need to be answered to determine the potential utility of phase change materials as long-term orbital references: How accurate and repeatable will phase change reference implementations be after incorporating necessary design trade-offs to accommodate launch and the space environment? How can the temperature of phase transitions be transferred to something useful for calibration such as a black body. How, if at all, will the microgravity environment affect the phase transitions? To help answer some of these questions, three experiments will be conducted on the International Space Station (ISS). The experiments will test melts and freezes of three different phase change materials in various containment apparatus. This paper addresses the current status of the ISS experiments, as well as results from ground testing of several concepts for space application of PCM recalibration systems in the CORSAIR (Calibration Observations of Radiance Spectra in the far Infrared) black body.

Russian Tu-144LL SST Roll-Out for Joint NASA Research Program

NASA Technical Reports Server (NTRS)

1996-01-01

The modified Tu-144LL supersonic flying laboratory is rolled out of its hangar at the Zhukovsky Air Development Center near Moscow, Russia in March 1996 at the beginning of a joint U.S. - Russian high-speed flight research program. The 'LL' stands for Letayuschaya Laboratoriya, which means Flying Laboratory. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

14 CFR 91.1091 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2010 CFR

2010-01-01

... or 135 of this chapter; (2) Has satisfactorily completed the training phases for the aircraft... appropriate training phases for the aircraft, including recurrent training, that are required to serve as a... aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category...

Energy metabolism during endurance flight and the post-flight recovery phase.

PubMed

Jenni-Eiermann, Susanne

2017-07-01

Migrating birds are known to fly non-stop for thousands of kilometres without food or water intake and at a high metabolic rate thereby relying on energy stores which were built up preceding a flight bout. Hence, from a physiological point of view the metabolism of a migrant has to switch between an active fasting phase during flight and a fuelling phase during stopover. To meet the energetic and water requirements of endurance flight, migratory birds have to store an optimal fuel composition and they have to be able to quickly mobilize and deliver sufficient energy to the working flight muscles. After flight, birds have to recover from a strenuous exercise and sleeplessness, but, at the same time, they have to be alert to escape from predators and to prepare the next flight bout. In this overview, metabolic adaptations of free-ranging migrants to both phases will be presented and compared with results from windtunnel studies. The questions whether migratory strategy (long distance versus short distance) and diet composition influence the metabolic pathways will be discussed.

Flight research on natural laminar flow nacelles - A progress report

NASA Technical Reports Server (NTRS)

Hastings, E. C., Jr.; Schoenster, J. A.; Obara, C. J.; Dodbele, S. S.

1986-01-01

This paper presents a progress report on an ongoing flight experiment for natural laminar flow nacelles. The results given herein were obtained during the first phase of the experiment, in which an instrumented natural laminar flow nacelle fairing was flight tested in the presence of turbofan engine noise and a controlled noise source. The results indicate that with the controlled noise source off, natural laminar flow was measured as far aft as 37 percent of the fairing length. The transition front was irregular in contour, and the extent of natural laminar flow was significantly affected by the relative flow angle for the fairing. In addition to these test results, the paper discusses the results of some recent computational analyses to predict pressure distributions and transition location, and to explain some of the data trends. Comparisons between measured and predicted data indicate that the analytical methods successfully predicted trends for the baseline (no controlled noise source) studies.

STS-1 mission contamination evaluation approach

NASA Technical Reports Server (NTRS)

Jacobs, S.; Ehlers, H.; Miller, E. R.

1980-01-01

The space transportation system 1 mission will be the first opportunity to assess the induced environment of the orbiter payload bay region. Two tools were developed to aid in this assessment. The shuttle payload contamination evaluation computer program was developed to provide an analytical tool for prediction of the induced molecular contamination environment of the space shuttle orbiter during its onorbit operations. An induced environment contamination monitor was constructed and tested to measure the space shuttle orbiter contamination environment inside the payload bay during ascent and descent and inside and outside the payload bay during the onorbit phase. Measurements are to be performed during the four orbital flight test series. Measurements planned for the first flight are described and predicted environmental data are discussed. The results indicate that the expected data are within the measurement range of the induced environment contamination monitor instruments evaluated, and therefore it is expected that useful contamination environmental data will be available after the first flight.

The F-18 High Alpha Research Vehicle: A High-Angle-of-Attack Testbed Aircraft

NASA Technical Reports Server (NTRS)

Regenie, Victoria; Gatlin, Donald; Kempel, Robert; Matheny, Neil

1992-01-01

The F-18 High Alpha Research Vehicle is the first thrust-vectoring testbed aircraft used to study the aerodynamics and maneuvering available in the poststall flight regime and to provide the data for validating ground prediction techniques. The aircraft includes a flexible research flight control system and full research instrumentation. The capability to control the vehicle at angles of attack up to 70 degrees is also included. This aircraft was modified by adding a pitch and yaw thrust-vectoring system. No significant problems occurred during the envelope expansion phase of the program. This aircraft has demonstrated excellent control in the wing rock region and increased rolling performance at high angles of attack. Initial pilot reports indicate that the increased capability is desirable although some difficulty in judging the size and timing of control inputs was observed. The aircraft, preflight ground testing and envelope expansion flight tests are described.

Flight Tests of a Remaining Flying Time Prediction System for Small Electric Aircraft in the Presence of Faults

NASA Technical Reports Server (NTRS)

Hogge, Edward F.; Kulkarni, Chetan S.; Vazquez, Sixto L.; Smalling, Kyle M.; Strom, Thomas H.; Hill, Boyd L.; Quach, Cuong C.

2017-01-01

This paper addresses the problem of building trust in the online prediction of a battery powered aircraft's remaining flying time. A series of flight tests is described that make use of a small electric powered unmanned aerial vehicle (eUAV) to verify the performance of the remaining flying time prediction algorithm. The estimate of remaining flying time is used to activate an alarm when the predicted remaining time is two minutes. This notifies the pilot to transition to the landing phase of the flight. A second alarm is activated when the battery charge falls below a specified limit threshold. This threshold is the point at which the battery energy reserve would no longer safely support two repeated aborted landing attempts. During the test series, the motor system is operated with the same predefined timed airspeed profile for each test. To test the robustness of the prediction, half of the tests were performed with, and half were performed without, a simulated powertrain fault. The pilot remotely engages a resistor bank at a specified time during the test flight to simulate a partial powertrain fault. The flying time prediction system is agnostic of the pilot's activation of the fault and must adapt to the vehicle's state. The time at which the limit threshold on battery charge is reached is then used to measure the accuracy of the remaining flying time predictions. Accuracy requirements for the alarms are considered and the results discussed.

The Goddard Space Flight Center (GSFC) robotics technology testbed

NASA Technical Reports Server (NTRS)

Schnurr, Rick; Obrien, Maureen; Cofer, Sue

1989-01-01

Much of the technology planned for use in NASA's Flight Telerobotic Servicer (FTS) and the Demonstration Test Flight (DTF) is relatively new and untested. To provide the answers needed to design safe, reliable, and fully functional robotics for flight, NASA/GSFC is developing a robotics technology testbed for research of issues such as zero-g robot control, dual arm teleoperation, simulations, and hierarchical control using a high level programming language. The testbed will be used to investigate these high risk technologies required for the FTS and DTF projects. The robotics technology testbed is centered around the dual arm teleoperation of a pair of 7 degree-of-freedom (DOF) manipulators, each with their own 6-DOF mini-master hand controllers. Several levels of safety are implemented using the control processor, a separate watchdog computer, and other low level features. High speed input/output ports allow the control processor to interface to a simulation workstation: all or part of the testbed hardware can be used in real time dynamic simulation of the testbed operations, allowing a quick and safe means for testing new control strategies. The NASA/National Bureau of Standards Standard Reference Model for Telerobot Control System Architecture (NASREM) hierarchical control scheme, is being used as the reference standard for system design. All software developed for the testbed, excluding some of simulation workstation software, is being developed in Ada. The testbed is being developed in phases. The first phase, which is nearing completion, and highlights future developments is described.

Integrated navigation, flight guidance, and synthetic vision system for low-level flight

NASA Astrophysics Data System (ADS)

Mehler, Felix E.

2000-06-01

Future military transport aircraft will require a new approach with respect to the avionics suite to fulfill an ever-changing variety of missions. The most demanding phases of these mission are typically the low level flight segments, including tactical terrain following/avoidance,payload drop and/or board autonomous landing at forward operating strips without ground-based infrastructure. As a consequence, individual components and systems must become more integrated to offer a higher degree of reliability, integrity, flexibility and autonomy over existing systems while reducing crew workload. The integration of digital terrain data not only introduces synthetic vision into the cockpit, but also enhances navigation and guidance capabilities. At DaimlerChrysler Aerospace AG Military Aircraft Division (Dasa-M), an integrated navigation, flight guidance and synthetic vision system, based on digital terrain data, has been developed to fulfill the requirements of the Future Transport Aircraft (FTA). The fusion of three independent navigation sensors provides a more reliable and precise solution to both the 4D-flight guidance and the display components, which is comprised of a Head-up and a Head-down Display with synthetic vision. This paper will present the system, its integration into the DLR's VFW 614 Advanced Technology Testing Aircraft System (ATTAS) and the results of the flight-test campaign.

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.

A study of space-rated connectors using a robot end-effector

NASA Technical Reports Server (NTRS)

Nguyen, Charles C.

1995-01-01

The main research activities have been directed toward the study of the Robot Operated Materials Processing System (ROMPS), developed at GSFC under a flight project to investigate commercially promising in-space material processes and to design reflyable robot automated systems to be used in the above processes for low-cost operations. The research activities can be divided into two phases. Phase 1 dealt with testing of ROMPS robot mechanical interfaces and compliant device using a Stewart Platform testbed and Phase 2 with computer simulation study of the ROMPS robot control system. This report provides a summary of the results obtained in Phase 1 and Phase 2.

Development of Autonomous Aerobraking (Phase 1)

NASA Technical Reports Server (NTRS)

Murri, Daniel G.; Powell, Richard W.; Prince, Jill L.

2012-01-01

The NASA Engineering and Safety Center received a request from Mr. Daniel Murri (NASA Technical Fellow for Flight Mechanics) to develop an autonomous aerobraking capability. An initial evaluation for all phases of this assessment was approved to proceed at the NESC Review Board meeting. The purpose of phase 1 of this study was to provide an assessment of the feasibility of autonomous aerobraking. During this phase, atmospheric, aerodynamic, and thermal models for a representative spacecraft were developed for both the onboard algorithm known as Autonomous Aerobraking Development Software, and a ground-based "truth" simulation developed for testing purposes. The results of the phase 1 assessment are included in this report.

Jump-Down Performance Alterations after Space Flight

NASA Technical Reports Server (NTRS)

Reschke, M. F.; Kofman, I. S.; Cerisano, J. M.; Fisher, E. A.; Peters, B. T.; Miller, C. A.; Harm, D. L.; Bloomberg, J. J.

2011-01-01

INTRODUCTION: Successful jump performance requires functional coordination of visual, vestibular, and somatosensory systems, which are affected by prolonged exposure to microgravity. Astronauts returning from space flight exhibit impaired ability to coordinate effective landing strategies when jumping from a platform to the ground. This study compares jump strategies used by astronauts before and after flight, changes to those strategies within a test session, and recoveries in jump-down performance parameters across several postflight test sessions. These data were obtained as part of an ongoing interdisciplinary study (Functional Task Test, FTT) designed to evaluate both astronaut postflight functional performance and related physiological changes. METHODS: Seven astronauts from short-duration (Shuttle) and three from long-duration (International Space Station) flights performed 3 two-footed jumps from a platform 30 cm high onto a force plate that measured the ground reaction forces and center-of-pressure displacement from the landings. Neuromuscular activation data were collected from the medial gastrocnemius and anterior tibialis of both legs using surface electromyography electrodes. Two load cells in the platform measured the load exerted by each foot during the takeoff phase of the jump. Data were collected in 2 preflight sessions, on landing day (Shuttle only), and 1, 6, and 30 days after flight. RESULTS: Postural settling time was significantly increased on the first postflight test session and many of the astronauts tested were unable to maintain balance on their first jump landing but recovered by the third jump, showing a learning progression in which performance improvements could be attributed to adjustments in takeoff or landing strategy. Jump strategy changes were evident in reduced air time (time between takeoff and landing) and also in increased asymmetry in foot latencies on takeoff. CONCLUSIONS: The test results revealed significant decrements in astronauts abilities to maintain balance and achieve a postural stability upon landing from a jump early after flight. However, the jump landing adaptation process often begins after the first jump with full recovery of most performance parameters within days after space flight. As expected, performance of ISS astronauts on the first day after flight was similar to that of Shuttle crewmembers on landing day.

The aerodynamic challenges of the design and development of the space shuttle orbiter

NASA Technical Reports Server (NTRS)

Young, J. C.; Underwood, J. M.; Hillje, E. R.; Whitnah, A. M.; Romere, P. O.; Gamble, J. D.; Roberts, B. B.; Ware, G. M.; Scallion, W. I.; Spencer, B., Jr.

1985-01-01

The major aerodynamic design challenge at the beginning of the United States Space Transportation System (STS) research and development phase was to design a vehicle that would fly as a spacecraft during early entry and as an aircraft during the final phase of entry. The design was further complicated because the envisioned vehicle was statically unstable during a portion of the aircraft mode of operation. The second challenge was the development of preflight aerodynamic predictions with an accuracy consistent with conducting a manned flight on the initial orbital flight. A brief history of the early contractual studies is presented highlighting the technical results and management decisions influencing the aerodynamic challenges. The configuration evolution and the development of preflight aerodynamic predictions will be reviewed. The results from the first four test flights shows excellent agreement with the preflight aerodynamic predictions over the majority of the flight regimes. The only regimes showing significant disagreement is confined primarily to early entry, where prediction of the basic vehicle trim and the influence of the reaction control system jets on the flow field were found to be deficient. Postflight results are analyzed to explain these prediction deficiencies.

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.

GFAST Software Demonstration

NASA Image and Video Library

2017-03-17

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

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.

GPS-based precision orbit determination - A Topex flight experiment

NASA Technical Reports Server (NTRS)

Melbourne, William G.; Davis, Edgar S.

1988-01-01

Plans for a Topex/Poseiden flight experiment to test the accuracy of using GPS data for precision orbit determination of earth satellites are presented. It is expected that the GPS-based precision orbit determination will provide subdecimeter accuracies in the radial component of the Topex orbit when the extant gravity model is tuned for wavelengths longer than about 1000 kms. The concept, design, flight receiver, antenna system, ground processing, and data processing of GPS are examined. Also, an accurate quasi-geometric orbit determination approach called nondynamic or reduced dynamic tracking which relies on the use of the pseudorange and the carrier phase measurements to reduce orbit errors arising from mismodeled dynamics is discussed.

High-Flux, High-Temperature Thermal Vacuum Qualification Testing of a Solar Receiver Aperture Shield

NASA Technical Reports Server (NTRS)

Kerslake, Thomas W.; Mason, Lee S.; Strumpf, Hal J.

1997-01-01

As part of the International Space Station (ISS) Phase 1 program, NASA Lewis Research Center (LERC) and the Russian Space Agency (RSA) teamed together to design, build and flight test the world's first orbital Solar Dynamic Power System (SDPS) on the Russian space station Mir. The Solar Dynamic Flight Demonstration (SDFD) program was to operate a nominal 2 kWe SDPS on Mir for a period up to 1-year starting in late 1997. Unfortunately, the SDFD mission was demanifested from the ISS phase 1 shuttle program in early 1996. However, substantial flight hardware and prototypical flight hardware was built including a heat receiver and aperture shield. The aperture shield comprises the front face of the cylindrical cavity heat receiver and is located at the focal plane of the solar concentrator. It is constructed of a stainless steel plate with a 1-m outside diameter, a 0.24-m inside diameter and covered with high-temperature, refractory metal Multi-Foil Insulation (MFI). The aperture shield must minimize heat loss from the receiver cavity, provide a stiff, high strength structure to accommodate shuttle launch loads and protect receiver structures from highly concentrated solar fluxes during concentrator off-pointing events. To satisfy Mir operational safety protocols, the aperture shield was required to accommodate direct impingement of the intensely concentrated solar image for a 1-hour period. To verify thermal-structural durability under the anticipated high-flux, high-temperature loading, an aperture shield test article was constructed and underwent a series of two tests in a large thermal vacuum chamber configured with a reflective, point-focus solar concentrator and a solar simulator. The test article was positioned near the focal plane and exposed to concentrated solar flux for a period of 1-hour. In the first test, a near equilibrium temperature of 1862 K was attained in the center of the shield hot spot. In the second test, with increased incident flux, a near equilibrium temperature of 2072 K was achieved. The aperture shield sustained no visible damage as a result of the exposures. This paper describes the aperture shield thermal-vacuum qualification test program including the test article, test facility, procedures, data collection, test success criteria, results and conclusions.

Skipped Stage Modeling and Testing of the CPAS Main Parachutes

NASA Technical Reports Server (NTRS)

Varela, Jose G.; Ray, Eric S.

2013-01-01

The Capsule Parachute Assembly System (CPAS) has undergone the transition from modeling a skipped stage event using a simulation that treats a cluster of parachutes as a single composite canopy to the capability of simulating each parachute individually. This capability along with data obtained from skipped stage flight tests has been crucial in modeling the behavior of a skipping canopy as well as the crowding effect on non-skipping ("lagging") neighbors. For the finite mass inflation of CPAS Main parachutes, the cluster is assumed to inflate nominally through the nominal fill time, at which point the skipping parachute continues inflating. This sub-phase modeling method was used to reconstruct three flight tests involving skipped stages. Best fit inflation parameters were determined for both the skipping and lagging canopies.

Design, fabrication and acceptance testing of a zero gravity whole body shower

NASA Technical Reports Server (NTRS)

Schumacher, E. A.; Lenda, J. A.

1974-01-01

Recent research and development programs have established the ability of the zero gravity whole body shower to maintain a comfortable environment in which the crewman can safely cleanse and dry the body. The purpose of this program was to further advance the technology of whole body bathing and to demonstrate technological readiness including in-flight maintenance by component replacement for flight applications. Three task efforts of this program are discussed. Conceptual designs and system tradeoffs were accomplished in task 1. Task 2 involved the formulation of preliminary and final designs for the shower, while task 3 included the fabrication and test of the shower assembly. Particular attention is paid to the evaluation and correction of test anomalies during the final phase of the program.

Advanced life support control/monitor instrumentation concepts for flight application

NASA Technical Reports Server (NTRS)

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

1986-01-01

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

SHEFEX II - Aerodynamic Re-Entry Controlled Sharp Edge Flight Experiment

NASA Astrophysics Data System (ADS)

Longo, J. M. A.; Turner, J.; Weihs, H.

2009-01-01

In this paper the basic goals and architecture of the SHEFEX II mission is presented. Also launched by a two staged sounding rocket system SHEFEX II is a consequent next step in technology test and demonstration. Considering all experience and collected flight data obtained during the SHEFEX I Mission, the test vehicle has been re-designed and extended by an active control system, which allows active aerodynamic control during the re-entry phase. Thus, ceramic based aerodynamic control elements like rudders, ailerons and flaps, mechanical actuators and an automatic electronic control unit has been implemented. Special focus is taken on improved GNC Elements. In addition, some other experiments including an actively cooled thermal protection element, advanced sensor equipment, high temperature antenna inserts etc. are part of the SHEFEX II experimental payload. A final 2 stage configuration has been selected considering Brazilian solid rocket boosters derived from the S 40 family. During the experiment phase a maximum entry velocity of Mach around 10 is expected for 50 seconds. Considering these flight conditions, the heat loads are not representative for a RLV re-entry, however, it allows to investigate the principal behaviour of such a facetted ceramic TPS, a sharp leading edge at the canards and fins and all associated gas flow effects and their structural response.

Assessment of Comprehensive Analysis Calculation of Airloads on Helicopter Rotors

NASA Technical Reports Server (NTRS)

Yeo, Hyeonsoo; Johnson, Wayne

2004-01-01

Blade section normal force and pitching moment were investigated for six rotors operating at transition and high speeds: H-34 in flight and wind tunnel, SA 330 (research Puma), SA 349/2, UH-60A full-scale and BO-105 model (HART-I). The measured data from flight and wind tunnel tests were compared with calculations obtained using the comprehensive analysis CAMRAD II. The calculations were made using two free wake models: rolled-up and multiple-trailer with consolidation models. At transition speed, there is fair to good agreement for the blade section normal force between the test data and analysis for the H-34, research Puma, and SA 349/2 with the rolled-up wake. The calculated airloads differ significantly from the measurements for the UH-60A and BO-105. Better correlation is obtained for the UH-60A and BO-105 by using the multiple-trailer with consolidation wake model. In the high speed condition, the analysis shows generally good agreement with the research Puma flight data in both magnitude and phase. However, poor agreement is obtained for the other rotors examined. The analysis shows that the aerodynamic tip design (chord length and quarter chord location) of the Puma has an important influence on the phase correlation.

Recommended approach to sofware development

NASA Technical Reports Server (NTRS)

Mcgarry, F. E.; Page, J.; Eslinger, S.; Church, V.; Merwarth, P.

1983-01-01

A set of guideline for an organized, disciplined approach to software development, based on data collected and studied for 46 flight dynamics software development projects. Methods and practices for each phase of a software development life cycle that starts with requirements analysis and ends with acceptance testing are described; maintenance and operation is not addressed. For each defined life cycle phase, guidelines for the development process and its management, and the products produced and their reviews are presented.

Space shuttle holddown post blast shield

NASA Technical Reports Server (NTRS)

Larracas, F. B.

1991-01-01

The original and subsequent designs of the Solid Rocket Booster/Holddown Post blast shield assemblies and their associated hardware are described. It presents the major problems encountered during their early use in the Space Shuttle Program, during the Return-to-Flight Modification Phase, and during their fabrication and validation testing phases. The actions taken to correct the problems are discussed, along with the various concepts now being considered to increase the useful life of the blast shield.

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.

Research Pilot C. Gordon Fullerton in Cockpit of TU-144LL SST Flying Laboratory

NASA Technical Reports Server (NTRS)

1998-01-01

NASA Research pilot C. Gordon Fullerton sits in cockpit of TU-144LL SST Flying Laboratory. Fullerton was one of two NASA pilots who flew the aircraft as part of a joint high speed research program. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Russian Tu-144LL SST Roll-out for Joint NASA Research Program

NASA Technical Reports Server (NTRS)

1996-01-01

U.S. Ambassador Pickering addresses Russian and American dignitaries, industry representatives and members of the press during a roll-out ceremony for the modified Tu-144LL supersonic flying laboratory. The ceremony was held at the Zhukovsky Air Development Center near Moscow, Russia, on March 17, 1996. The 'LL' designation for the aircraft stands for Letayuschaya Laboratoriya, which means Flying Laboratory in Russian. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Resolution of psychosocial crises associated with flying in space

NASA Astrophysics Data System (ADS)

Suedfeld, Peter; Brcic, Jelena

2011-07-01

Erikson (1959) proposed a theoretical basis for healthy psychosocial development. His theory posits eight critical conflict situations throughout one's lifetime, each of which can result in a favorable or unfavorable resolution. Autobiographies, memoirs, interviews, personal diaries, and oral histories of 97 international astronauts were content analyzed to assess reported resolutions of Erikson's psychosocial crises, regardless of chronological sequence. We made comparisons across flight phases (before, during, and after), gender, nationality of home space agency, and flight duration. Astronauts reported more favorable than unfavorable outcomes across flight phases and demographic variables. Differences across demographic variables and flight phases, as well as the changes as a result of the flight are discussed.

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.

BMDO materials testing in the EOIM-3 experiment

NASA Technical Reports Server (NTRS)

Chung, Shirley Y.; Brinza, David E.; Minton, Timothy K.; Liang, Ranty H.

1995-01-01

The NASA Evaluation of Oxygen Interactions with Materials-3 (EOIM-3) experiment served as a testbed for a variety of materials that are candidates for Ballistic Missile Defense Organization (BMDO) space assets. The materials evaluated on this flight experiment were provided by BMDO contractors and technology laboratories. A parallel ground-based exposure evaluation was conducted using the Fast Atom Sample Tester (FAST) atomic-oxygen simulation facility at Physical Sciences, Inc. The EOIM-3 flight materials were exposed to an atomic oxygen fluence of approximately 2.3 x 10(exp 20) atoms/sq cm. The ground-based exposure fluence of 2.0 - 2.5 x 10(exp 20) atoms/sq cm permits direct comparison with that of the flight-exposed specimens. The results from the flight test conducted aboard STS-46 and the correlative ground-based exposure are summarized here. A more detailed correlation study is presented in the JPL Publication 93-31 entitled 'Flight-and Ground-Test Correlation Study of BMDO SDS Materials: Phase 1 Report'. In general, the majority of the materials survived the AO environment with their performance tolerances maintained for the duration of the exposure. Optical materials, baffles, and coatings performed extremely well as did most of the thermal coatings and tribological materials. A few of the candidate radiator, threat shielding, and structural materials showed significant degradation. Many of the coatings designed to protect against AO erosion of sensitive materials performed this function well.

Occupant Protection Project

NASA Technical Reports Server (NTRS)

Bopp, Genie; Somers, Jeff; Granderson, Brad; Gernhardt, Mike; Currie, Nancy; Lawrence, Chuck

2010-01-01

Topics include occupant protection overview with a focus on crew protection during dynamic phases of flight; occupant protection collaboration; modeling occupant protection; occupant protection considerations; project approach encompassing analysis tools, injury criteria, and testing program development; injury criteria update methodology, unique effects of pressure suits and other factors; and a summary.

Robust Control Design for Flight Control

DTIC Science & Technology

1989-07-01

controller may be designed to produce desired responses to pilot commands, responses to external (atmospheric) disturbances may be unusual and...suggested for stabilizing open loop unstable aircraft result in nonminimum phase zeros in the dynamics as seen by the pilot . This issue has not been...stability test it does retain several essential features of the popular single loop test developed by Nyquist. In particular, it identifies a Nyquist

CPAS Preflight Drop Test Analysis Process

NASA Technical Reports Server (NTRS)

Englert, Megan E.; Bledsoe, Kristin J.; Romero, Leah M.

2015-01-01

Throughout the Capsule Parachute Assembly System (CPAS) drop test program, the CPAS Analysis Team has developed a simulation and analysis process to support drop test planning and execution. This process includes multiple phases focused on developing test simulations and communicating results to all groups involved in the drop test. CPAS Engineering Development Unit (EDU) series drop test planning begins with the development of a basic operational concept for each test. Trajectory simulation tools include the Flight Analysis and Simulation Tool (FAST) for single bodies, and the Automatic Dynamic Analysis of Mechanical Systems (ADAMS) simulation for the mated vehicle. Results are communicated to the team at the Test Configuration Review (TCR) and Test Readiness Review (TRR), as well as at Analysis Integrated Product Team (IPT) meetings in earlier and intermediate phases of the pre-test planning. The ability to plan and communicate efficiently with rapidly changing objectives and tight schedule constraints is a necessity for safe and successful drop tests.

Consort 1 sounding rocket flight

NASA Technical Reports Server (NTRS)

Wessling, Francis C.; Maybee, George W.

1989-01-01

This paper describes a payload of six experiments developed for a 7-min microgravity flight aboard a sounding rocket Consort 1, in order to investigate the effects of low gravity on certain material processes. The experiments in question were designed to test the effect of microgravity on the demixing of aqueous polymer two-phase systems, the electrodeposition process, the production of elastomer-modified epoxy resins, the foam formation process and the characteristics of foam, the material dispersion, and metal sintering. The apparatuses designed for these experiments are examined, and the rocket-payload integration and operations are discussed.

Spacelab 3 mission

NASA Technical Reports Server (NTRS)

Dalton, Bonnie P.

1990-01-01

Spacelab-3 (SL-3) was the first microgravity mission of extended duration involving crew interaction with animal experiments. This interaction involved sharing the Spacelab environmental system, changing animal food, and changing animal waste trays by the crew. Extensive microbial testing was conducted on the animal specimens and crew and on their ground and flight facilities during all phases of the mission to determine the potential for cross contamination. Macroparticulate sampling was attempted but was unsuccessful due to the unforseen particulate contamination occurring during the flight. Particulate debris of varying size (250 micron to several inches) and composition was recovered post flight from the Spacelab floor, end cones, overhead areas, avionics fan filter, cabin fan filters, tunnel adaptor, and from the crew module. These data are discussed along with solutions, which were implemented, for particulate and microbial containment for future flight facilities.

LANDSAT-2 launch and flight activation. Launch through orbit 50 and orbit adjust operation. [telemetry data processing

NASA Technical Reports Server (NTRS)

1975-01-01

The results of the analysis conducted on the telemetry data from the prelaunch, launch, and flight activation phases of LANDSAT-2 spacecraft are presented according to subsystems and interrelationships that exist between subsystems. Subsystem characteristics are included along with the flight evaluation results. Flight data are compared to baseline data established at the 20 C plateau during thermal vacuum testing of the spacecraft. Evaluation guidelines are derived from the specifications developed from the LANDSAT program objectives: (1) acquisition of multispectral images of the surface of the earth; and (2) use of the LANDSAT-2 receiving, frequency translating, and transmitting equipment as a relay system to gather data from fixed earth-based sensor platforms which are operated by individual investigators. Data are presented on the first 50 orbits of the spacecraft.

Object-Oriented MDAO Tool with Aeroservoelastic Model Tuning Capability

NASA Technical Reports Server (NTRS)

Pak, Chan-gi; Li, Wesley; Lung, Shun-fat

2008-01-01

An object-oriented multi-disciplinary analysis and optimization (MDAO) tool has been developed at the NASA Dryden Flight Research Center to automate the design and analysis process and leverage existing commercial as well as in-house codes to enable true multidisciplinary optimization in the preliminary design stage of subsonic, transonic, supersonic and hypersonic aircraft. Once the structural analysis discipline is finalized and integrated completely into the MDAO process, other disciplines such as aerodynamics and flight controls will be integrated as well. Simple and efficient model tuning capabilities based on optimization problem are successfully integrated with the MDAO tool. More synchronized all phases of experimental testing (ground and flight), analytical model updating, high-fidelity simulations for model validation, and integrated design may result in reduction of uncertainties in the aeroservoelastic model and increase the flight safety.

Morpheus: Advancing Technologies for Human Exploration

NASA Technical Reports Server (NTRS)

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

2012-01-01

NASA's Morpheus Project has developed and tested a prototype planetary lander capable of vertical takeoff and landing. Designed to serve as a vertical testbed (VTB) for advanced spacecraft technologies, the vehicle provides a platform for bringing technologies from the laboratory into an integrated flight system at relatively low cost. This allows individual technologies to mature into capabilities that can be incorporated into human exploration missions. The Morpheus vehicle is propelled by a LOX/Methane engine and sized to carry a payload of 1100 lb to the lunar surface. In addition to VTB vehicles, the Project s major elements include ground support systems and an operations facility. Initial testing will demonstrate technologies used to perform autonomous hazard avoidance and precision landing on a lunar or other planetary surface. The Morpheus vehicle successfully performed a set of integrated vehicle test flights including hot-fire and tethered hover tests, leading up to un-tethered free-flights. The initial phase of this development and testing campaign is being conducted on-site at the Johnson Space Center (JSC), with the first fully integrated vehicle firing its engine less than one year after project initiation. Designed, developed, manufactured and operated in-house by engineers at JSC, the Morpheus Project represents an unprecedented departure from recent NASA programs that traditionally require longer, more expensive development lifecycles and testing at remote, dedicated testing facilities. Morpheus testing includes three major types of integrated tests. A hot-fire (HF) is a static vehicle test of the LOX/Methane propulsion system. Tether tests (TT) have the vehicle suspended above the ground using a crane, which allows testing of the propulsion and integrated Guidance, Navigation, and Control (GN&C) in hovering flight without the risk of a vehicle departure or crash. Morpheus free-flights (FF) test the complete Morpheus system without the additional safeguards provided during tether. A variety of free-flight trajectories are planned to incrementally build up to a fully functional Morpheus lander capable of flying planetary landing trajectories. In FY12, these tests will culminate with autonomous flights simulating a 1 km lunar approach trajectory, hazard avoidance maneuvers and precision landing in a prepared hazard field at the Kennedy Space Center (KSC). This paper describes Morpheus integrated testing campaign, infrastructure, and facilities, and the payloads being incorporated on the vehicle. The Project s fast pace, rapid prototyping, frequent testing, and lessons learned depart from traditional engineering development at JSC. The Morpheus team employs lean, agile development with a guiding belief that technologies offer promise, but capabilities offer solutions, achievable without astronomical costs and timelines.

Quantum adiabatic machine learning

NASA Astrophysics Data System (ADS)

Pudenz, Kristen L.; Lidar, Daniel A.

2013-05-01

We develop an approach to machine learning and anomaly detection via quantum adiabatic evolution. This approach consists of two quantum phases, with some amount of classical preprocessing to set up the quantum problems. In the training phase we identify an optimal set of weak classifiers, to form a single strong classifier. In the testing phase we adiabatically evolve one or more strong classifiers on a superposition of inputs in order to find certain anomalous elements in the classification space. Both the training and testing phases are executed via quantum adiabatic evolution. All quantum processing is strictly limited to two-qubit interactions so as to ensure physical feasibility. We apply and illustrate this approach in detail to the problem of software verification and validation, with a specific example of the learning phase applied to a problem of interest in flight control systems. Beyond this example, the algorithm can be used to attack a broad class of anomaly detection problems.

Space Station Freedom Water Recovery test total organic carbon accountability

NASA Technical Reports Server (NTRS)

Davidson, Michael W.; Slivon, Laurence; Sheldon, Linda; Traweek, Mary

1991-01-01

Marshall Space Flight Center's (MSFC) Water Recovery Test (WRT) addresses the concept of integrated hygiene and potable reuse water recovery systems baselined for Space Station Freedom (SSF). To assess the adequacy of water recovery system designs and the conformance of reclaimed water quality to established specifications, MSFC has initiated an extensive water characterization program. MSFC's goal is to quantitatively account for a large percentage of organic compounds present in waste and reclaimed hygiene and potable waters from the WRT and in humidity condensate from Spacelab missions. The program is coordinated into Phase A and B. Phase A's focus is qualitative and semi-quantitative. Precise quantitative analyses are not emphasized. Phase B's focus centers on a near complete quantitative characterization of all water types. Technical approaches along with Phase A and partial Phase B investigations on the compositional analysis of Total Organic Carbon (TOC) Accountability are presented.

Thermal modeling of phase change solidification in thermal control devices including natural convection effects

NASA Technical Reports Server (NTRS)

Ukanwa, A. O.; Stermole, F. J.; Golden, J. O.

1972-01-01

Natural convection effects in phase change thermal control devices were studied. A mathematical model was developed to evaluate natural convection effects in a phase change test cell undergoing solidification. Although natural convection effects are minimized in flight spacecraft, all phase change devices are ground tested. The mathematical approach to the problem was to first develop a transient two-dimensional conduction heat transfer model for the solidification of a normal paraffin of finite geometry. Next, a transient two-dimensional model was developed for the solidification of the same paraffin by a combined conduction-natural-convection heat transfer model. Throughout the study, n-hexadecane (n-C16H34) was used as the phase-change material in both the theoretical and the experimental work. The models were based on the transient two-dimensional finite difference solutions of the energy, continuity, and momentum equations.

The Deep Space Network stability analyzer

NASA Technical Reports Server (NTRS)

Breidenthal, Julian C.; Greenhall, Charles A.; Hamell, Robert L.; Kuhnle, Paul F.

1995-01-01

A stability analyzer for testing NASA Deep Space Network installations during flight radio science experiments is described. The stability analyzer provides realtime measurements of signal properties of general experimental interest: power, phase, and amplitude spectra; Allan deviation; and time series of amplitude, phase shift, and differential phase shift. Input ports are provided for up to four 100 MHz frequency standards and eight baseband analog (greater than 100 kHz bandwidth) signals. Test results indicate the following upper bounds to noise floors when operating on 100 MHz signals: -145 dBc/Hz for phase noise spectrum further than 200 Hz from carrier, 2.5 x 10(exp -15) (tau =1 second) and 1.5 x 10(exp -17) (tau =1000 seconds) for Allan deviation, and 1 x 10(exp -4) degrees for 1-second averages of phase deviation. Four copies of the stability analyzer have been produced, plus one transportable unit for use at non-NASA observatories.

Transitioning to Intel-based Linux Servers in the Payload Operations Integration Center

NASA Technical Reports Server (NTRS)

Guillebeau, P. L.

2004-01-01

The MSFC Payload Operations Integration Center (POIC) is the focal point for International Space Station (ISS) payload operations. The POIC contains the facilities, hardware, software and communication interface necessary to support payload operations. ISS ground system support for processing and display of real-time spacecraft and telemetry and command data has been operational for several years. The hardware components were reaching end of life and vendor costs were increasing while ISS budgets were becoming severely constrained. Therefore it has been necessary to migrate the Unix portions of our ground systems to commodity priced Intel-based Linux servers. hardware architecture including networks, data storage, and highly available resources. This paper will concentrate on the Linux migration implementation for the software portion of our ground system. The migration began with 3.5 million lines of code running on Unix platforms with separate servers for telemetry, command, Payload information management systems, web, system control, remote server interface and databases. The Intel-based system is scheduled to be available for initial operational use by August 2004 The overall migration to Intel-based Linux servers in the control center involves changes to the This paper will address the Linux migration study approach including the proof of concept, criticality of customer buy-in and importance of beginning with POSlX compliant code. It will focus on the development approach explaining the software lifecycle. Other aspects of development will be covered including phased implementation, interim milestones and metrics measurements and reporting mechanisms. This paper will also address the testing approach covering all levels of testing including development, development integration, IV&V, user beta testing and acceptance testing. Test results including performance numbers compared with Unix servers will be included. need for a smooth transition while maintaining real-time support. An important aspect of the paper will involve challenges and lessons learned. product compatibility, implications of phasing decisions and tracking of dependencies, particularly non- software dependencies. The paper will also discuss scheduling challenges providing real-time flight support during the migration and the requirement to incorporate in the migration changes being made simultaneously for flight support. This paper will also address the deployment approach including user involvement in testing and the , This includes COTS product compatibility, implications of phasing decisions and tracking of dependencies, particularly non- software dependencies. The paper will also discuss scheduling challenges providing real-time flight support during the migration and the requirement to incorporate in the migration changes being made simultaneously for flight support.

STS payloads mission control study continuation phase A-1. Volume 2-C, task 3: Identification of joint activities and estimation of resources in preparation for joint flight operations

NASA Technical Reports Server (NTRS)

1976-01-01

Payload mission control concepts are developed for real time flight operations of STS. Flight planning, training, simulations, and other flight preparations are included. Payload activities for the preflight phase, activity sequences and organizational allocations, and traffic and experience factors to establish composite man-loading for joint STS payload activities are identified for flight operations from 1980 to 1985.

Phase Retrieval Using a Genetic Algorithm on the Systematic Image-Based Optical Alignment Testbed

NASA Technical Reports Server (NTRS)

Taylor, Jaime R.

2003-01-01

NASA s Marshall Space Flight Center s Systematic Image-Based Optical Alignment (SIBOA) Testbed was developed to test phase retrieval algorithms and hardware techniques. Individuals working with the facility developed the idea of implementing phase retrieval by breaking the determination of the tip/tilt of each mirror apart from the piston motion (or translation) of each mirror. Presented in this report is an algorithm that determines the optimal phase correction associated only with the piston motion of the mirrors. A description of the Phase Retrieval problem is first presented. The Systematic Image-Based Optical Alignment (SIBOA) Testbeb is then described. A Discrete Fourier Transform (DFT) is necessary to transfer the incoming wavefront (or estimate of phase error) into the spatial frequency domain to compare it with the image. A method for reducing the DFT to seven scalar/matrix multiplications is presented. A genetic algorithm is then used to search for the phase error. The results of this new algorithm on a test problem are presented.

14 CFR 135.338 - Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

Code of Federal Regulations, 2010 CFR

2010-01-01

...) Has satisfactorily completed the training phases for the aircraft, including recurrent training, that... satisfactorily completed the appropriate training phases for the aircraft, including recurrent training, that are... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Training § 135.338 Qualifications: Flight...

Vibration responses of test structure no. 1 during the Edwards Air Force Base phase of the national sonic boom program. [F-104, B-58, and XB-70 sonic boom exposures

NASA Technical Reports Server (NTRS)

Findley, D. S.; Huckel, V.; Henderson, H. R.

1975-01-01

In order to evaluate reaction of people to sonic booms of varying overpressures and time durations, a series of closely controlled and systematic flight test studies were conducted in the vicinity of Edwards AFB, California, from June 3 to June 23, 1966. The dynamic responses of several building structures were measured as a part of these studies, and the measurements made in a one-story residence structure (Edwards test structure No. 1) are presented. Sample acceleration and strain recordings are presented from F-104, B-58, and XB-70 sonic-boom exposures, along with tabulations of the maximum acceleration and strain values measured for each one of about 140 flight tests. These data are compared with similar measurements for engine noise exposures of the building during simulated landing approaches and takeoffs of KC-135 aircraft.

Repeatability and uncertainty analyses of light gas gun test data

NASA Technical Reports Server (NTRS)

Schonberg, William P.; Cooper, David

1994-01-01

All large spacecraft are susceptible to high-speed impacts by meteoroids and pieces of orbiting space debris which can damage flight-critical systems and in turn lead to catastrophic failure. One way to obtain information on the response of a structure to a meteoroid impact or an orbital debris impact is to simulate the impact conditions of interest in the laboratory and analyze the resulting damage to a target structure. As part of the Phase B and C/D development activities for the Space Station Freedom, 950 impact tests were performed using the NASA/Marshall Space Flight Center (MSFC) light gas gun from 1985-1991. This paper presents the results of impact phenomena repeatability and data uncertainty studies performed using the information obtained from those tests. The results of these studies can be used to assess the utility of individual current and future NASA/MSFC impact test results in the design of long-duration spacecraft.

Program for establishing long-time flight service performance of composite materials in the center wing structure of C-130 aircraft. Phase 4: Ground/flight acceptance tests

NASA Technical Reports Server (NTRS)

Harvill, W. E.; Kizer, J. A.

1976-01-01

The advantageous structural uses of advanced filamentary composites are demonstrated by design, fabrication, and test of three boron-epoxy reinforced C-130 center wing boxes. The advanced development work necessary to support detailed design of a composite reinforced C-130 center wing box was conducted. Activities included the development of a basis for structural design, selection and verification of materials and processes, manufacturing and tooling development, and fabrication and test of full-scale portions of the center wing box. Detailed design drawings, and necessary analytical structural substantiation including static strength, fatigue endurance, flutter, and weight analyses are considered. Some additional component testing was conducted to verify the design for panel buckling, and to evaluate specific local design areas. Development of the cool tool restraint concept was completed, and bonding capabilities were evaluated using full-length skin panel and stringer specimens.

Evaluation of Standard Gear Metrics in Helicopter Flight Operation

NASA Technical Reports Server (NTRS)

Mosher, M.; Pryor, A. H.; Huff, E. M.

2002-01-01

Each false alarm made by a machine monitoring system carries a high price tag. The machine must be taken out of service, thoroughly inspected with possible disassembly, and then made ready for service. Loss of use of the machine and the efforts to inspect it are costly. In addition, if a monitoring system is prone to false alarms, the system will soon be turned off or ignored. For aircraft applications, one growing concern is that the dynamic flight environment differs from the laboratory environment where fault detection methods are developed and tested. Vibration measurements made in flight are less stationary than those made in a laboratory, or test facility, and thus a given fault detection method may produce more false alarms in flight than might be anticipated. In 1977. Stewart introduced several metrics, including FM0 and FM4, for evaluating the health of a gear. These metrics are single valued functions of the vibration signal that indicate if the signal deviates from an ideal model of the signal. FM0 is a measure of the ratio of the peak-to-peak level to the harmonic energy in the signal. FM4 is the kurtosis of the signal with the gear mesh harmonics and first order side bands removed. The underlying theory is that a vibration signal from a gear in good condition is expected to be dominated by a periodic signal at the gear mesh frequency. If one or a small number of gear teeth contain damage or faults, the signal will change, possibly showing increased amplitude, local phase changes or both near the damaged region of the gear. FM0 increases if a signal contains a local increase in amplitude. FM4 increases if a signal contains a local increase in amplitude or local phase change in a periodic signal. Over the years, other single value metrics were also introduced to detect the onset and growth of damage in gears. These various metrics have detected faults in several gear tests in experimental test rigs. Conditions in these tests have been steady state in the sense that the rpm, torque and forces on the gear have been held steady. For gears used in a dynamic environment such as that occurring in aircraft, the rpm, torque and forces on the gear are constantly changing. The authors have measured significant variation in rpm and torque in the transmissions of helicopters in controlled steady flight conditions flown by highly proficient test pilots. Statistical analyses of the data taken in flight show significant nonstationarity in the vibration measurements. These deviations from stationarity may increase false alarms in gear monitoring during aircraft flight. In the proposed paper, the authors will study vibration measurements made in flight on an AH- 1 Cobra and an OH-58C Kiowa helicopters. The primary focus will be the development of a methodology to assess the impact of nonstationarity on false alarms. Issues to be addressed include how time synchronous averages are constructed from raw data as well as how lack of stationarity effects the behavior of single value metrics. Emphasis will be placed on the occurrence of false alarms with the use of standard metrics. In order to maintain an acceptable level of false alarms in the flight environment, this study will also address the determination of appropriate threshold levels, which may need to be higher than for test rigs.

Numerical investigation of the early flight phase in ski-jumping.

PubMed

Gardan, N; Schneider, A; Polidori, G; Trenchard, H; Seigneur, J M; Beaumont, F; Fourchet, F; Taiar, R

2017-07-05

The purpose of this study is to develop a numerical methodology based on real data from wind tunnel experiments to investigate the effect of the ski jumper's posture and speed on aerodynamic forces in a wide range of angles of attack. To improve our knowledge of the aerodynamic behavior of the ski jumper and his equipment during the early flight phase of the ski jump, we applied CFD methodology to evaluate the influence of angle of attack (α=14°, 21.5°, 29°, 36.5° and 44°) and speed (u=23, 26 and 29m/s) on aerodynamic forces in the situation of stable attitude of the ski jumper's body and skis. The standard k-ω turbulence model was used to investigate both the influence of the ski jumper's posture and speed on aerodynamic performance during the early flight phase. Numerical results show that the ski jumper's speed has very little impact on the lift and drag coefficients. Conversely, the lift and drag forces acting on the ski jumper's body during the early flight phase of the jump are strongly influenced by the variations of the angle of attack. The present results suggest that the greater the ski jumper's angle of inclination, with respect to the relative flow, the greater the pressure difference between the lower and upper parts of the skier. Further studies will focus on the dependency of the parameters with both the angle of attack α and the body-ski angle β as control variables. It will be possible to test and optimize different ski jumping styles in different ski jumping hills and investigate different environmental conditions such as temperature, altitude or crosswinds. Copyright © 2017 Elsevier Ltd. All rights reserved.

Frank Batteas

NASA Image and Video Library

1999-01-04

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

An investigation of wing buffeting response at subsonic and transonic speeds. Phase 2: F-111A flight data analysis. Volume 2: Plotted power spectra

NASA Technical Reports Server (NTRS)

Benepe, D. B.; Cunningham, A. M., Jr.; Traylor, S., Jr.; Dunmyer, W. D.

1978-01-01

Plotted power spectra for all of the flight points examined during the Phase 2 flight data analysis are presented. Detailed descriptions of the aircraft, the flight instrumentation and the analysis techniques are given. Measured and calculated vibration mode frequencies are also presented to assist in further interpretation of the PSD data.

Investigation of the effects of bandwidth and time delay on helicopter roll-axis handling qualities

NASA Technical Reports Server (NTRS)

Pausder, Heinz-Juergen; Blanken, Chris L.

1992-01-01

Several years of cooperative research conducted under the U.S./German Memorandum of Understanding (MOU) in helicopter flight control has recently resulted in a successful handling qualities study. The focus of this cooperative research has been the effects on handling qualities due to time delays in combination with a high bandwidth vehicle. The jointly performed study included the use of U.S. ground-based simulation and German in-flight simulation facilities. The NASA-Ames Vertical Motion Simulator (VMS) was used to develop a high bandwidth slalom tracking task which took into consideration the constraints of the facilities. The VMS was also used to define a range of the test parameters and to perform initial handling qualities evaluations. The flight tests were conducted using DLR's variable-stability BO 105 S3 Advanced Technology Testing Helicopter System (ATTHeS). Configurations included a rate command and an attitude command response system with added time delays up to 160 milliseconds over the baseline and bandwidth values between 1.5 and 4.5 rad/sec. Sixty-six evaluations were performed in about 25 hr of flight time during 10 days of testing. The results indicate a need to more tightly constrain the allowable roll axis phase delay for the Level 1 and Level 2 requirements in the U.S. Army's specification for helicopter handling qualities, ADS-33C.

Investigation of the effects of bandwidth and time delay on helicopter roll-axis handling qualities

NASA Technical Reports Server (NTRS)

Pausder, Heinz-Juergen; Blanken, Chris L.

1993-01-01

Several years of cooperative research conducted under the U.S./German Memorandum of Understanding (MOU) in helicopter flight control has recently resulted in a successful handling qualities study. The focus of this cooperative research has been the effects on handling qualities due to time delays in combination with a high bandwidth vehicle. The jointly performed study included the use of U.S. ground-based simulation and German in-flight simulation facilities. The NASA-Ames Vertical Motion Simulator (VMS) was used to develop a high bandwidth slalom tracking task which took into consideration the constraints of the facilities. The VMS was also used to define a range of the test parameters and to perform initial handling qualities evaluations. The flight tests were conducted using DLR's variable-stability BO 105 S3 Advanced Technology Testing Helicopter System (ATTHeS). Configurations included a rate command and an attitude command response system with added time delays up to 160 milliseconds over the baseline and bandwidth values between 1.5 and 4.5 rad/sec. Sixty-six evaluations were performed in about 25 hours of flight time during ten days of testing. The results indicate a need to more tightly constrain the allowable roll axis phase delay for the Level 1 and Level 2 requirements in the U.S. Army's specification for helicopter handling qualities, ADS-33C.

Results of the second flight test of the Loran-C receiver/data collection system

NASA Technical Reports Server (NTRS)

Fischer, J. P.

1979-01-01

The components of the Loran-C navigation system which were developed thus far are a phase-locked-loop receiver and a microcomputer development system. The microcomputer is being used as a means of testing and implementing software to handle sensor control and navigation calculations. Currently, the microcomputer is being used to collect and record data from the receiver in addition to development work. With these components, it was possible to record receiver data over a period of time and then reduce this data to obtain statistical information. It was particularly interesting to load the equipment developed in the laboratory into an aircraft and collect data while in flight. For initial flight tests, some important considerations were how well the entire system will perform in the field, signal strength levels while on the ground and in the air, the amount of noise present, changing of signal-to-noise ratio for various aircraft configurations and maneuvers, receiver overloading due to other equipment and antennas, and the overall usefulness of Loran-C as a navigation aid.

Small Scale Turbopump Manufacturing Technology and Material Processes

NASA Technical Reports Server (NTRS)

Alvarez, Erika; Morgan, Kristin; Wells, Doug; Zimmerman, Frank

2011-01-01

As part of an internal research and development project, NASA Marshall Space Flight Center (MSFC) has been developing a high specific impulse 9,000-lbf LOX/LH2 pump-fed engine testbed with the capability to throttle 10:1. A Fuel Turbopump (FTP) with the ability to operate across a speed range of 30,000-rpm to 100,000-rpm was developed and analyzed. This small size and flight-like Fuel Turbopump has completed the design and analysis phase and is currently in the manufacturing phase. This paper highlights the manufacturing and processes efforts to fabricate an approximately 20-lb turbopump with small flow passages, intricately bladed components and approximately 3-in diameter impellers. As a result of the small scale and tight tolerances of the hardware on this turbopump, several unique manufacturing and material challenges were encountered. Some of the technologies highlighted in this paper include the use of powder metallurgy technology to manufacture small impellers, electron beam welding of a turbine blisk shroud, and casting challenges. The use of risk reduction efforts such as non-destructive testing (NDT) and evaluation (NDE), fractography, material testing, and component spin testing are also discussed in this paper.

Two lighter than air systems in opposing flight regimes: An unmanned short haul, heavy load transport balloon and a manned, light payload airship

NASA Technical Reports Server (NTRS)

Pohl, R. A.

1975-01-01

Lighter Than Air vehicles are generally defined or categorized by the shape of the balloon, payload capacity and operational flight regime. Two balloon systems that are classed as being in opposite categories are described. One is a cable guided, helium filled, short haul, heavy load transport Lighter Than Air system with a natural shaped envelope. The other is a manned, aerodynamic shaped airship which utilizes hot air as the buoyancy medium and is in the light payload class. While the airship is in the design/fabrication phase with flight tests scheduled for the latter part of 1974, the transport balloon system has been operational for some eight years.

X-33 Attitude Control Using the XRS-2200 Linear Aerospike Engine

NASA Technical Reports Server (NTRS)

Hall, Charles E.; Panossian, Hagop V.

1999-01-01

The Vehicle Control Systems Team at Marshall Space Flight Center, Structures and Dynamics Laboratory, Guidance and Control Systems Division is designing, under a cooperative agreement with Lockheed Martin Skunkworks, the Ascent, Transition, and Entry flight attitude control systems for the X-33 experimental vehicle. Test flights, while suborbital, will achieve sufficient altitudes and Mach numbers to test Single Stage To Orbit, Reusable Launch Vehicle technologies. Ascent flight control phase, the focus of this paper, begins at liftoff and ends at linear aerospike main engine cutoff (MECO). The X-33 attitude control system design is confronted by a myriad of design challenges: a short design cycle, the X-33 incremental test philosophy, the concurrent design philosophy chosen for the X-33 program, and the fact that the attitude control system design is, as usual, closely linked to many other subsystems and must deal with constraints and requirements from these subsystems. Additionally, however, and of special interest, the use of the linear aerospike engine is a departure from the gimbaled engines traditionally used for thrust vector control (TVC) in launch vehicles and poses certain design challenges. This paper discusses the unique problem of designing the X-33 attitude control system with the linear aerospike engine, requirements development, modeling and analyses that verify the design.

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.

Flying Beyond the Stall: The X-31 and the Advent of Supermaneuverability

NASA Technical Reports Server (NTRS)

Joyce, Douglas A.

2014-01-01

This is the story of a unique research airplane-unique because the airplane and the programs that supported it did things that have never been done before or since. The major purpose of this book is to tell the story of NASA's role in the X-31 program. In order to do this, though, it is necessary to put NASA's participation in perspective with the other phases of the program, namely the genesis of the concept, the design and fabrication of the aircraft, the initial flight testing done without NASA participation, the flight testing done with NASA participation, and the subsequent Navy X-31 Vectoring ESTOL (extreme short takeoff and landings) Control Operation Research (VECTOR) program.

Apollo experience report: Television system

NASA Technical Reports Server (NTRS)

Coan, P. P.

1973-01-01

The progress of the Apollo television systems from the early definition of requirements through the development and inflight use of color television hardware is presented. Television systems that have been used during the Apollo Program are discussed, beginning with a description of the specifications for each system. The document describes the technical approach taken for the development of each system and discusses the prototype and engineering hardware built to test the system itself and to perform the testing to verify compatibility with the spacecraft systems. Problems that occurred during the design and development phase are described. Finally, the flight hardware, operational characteristics, and performance during several Apollo missions are described, and specific recommendations for the remaining Apollo flights and future space missions are made.

2017-04-28_B61-12-Program Overview(OUO).

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

Daniels, Vonceil

2017-04-01

The B61-12 LEP is currently executing Phase 6.4 Production Engineering with a focus on qualification and preproduction activities. All major milestones have been successfully completed to date. Component Final Design Reviews (FDRs) continue in FY17, with 19 of 38 complete as of April 28. A series of normal and abnormal environments tests occurred in the first half of FY17, and the first qualification flight test on an F-16 was executed in March. Two F-15 qualification flight tests are planned in August. To support Pantex readiness, the first all-up-round (AUR) trainer builds were completed in December 2016. Progress is ongoing towardmore » closure of Air Force Nuclear Weapons Center (tailkit) and Los Alamos National Laboratory interface gaps, and resolution of producibility challenges with the Kansas City National Security Campus (KCNSC).« less

Status of the Correlation Process of the V-HAB Simulation with Ground Tests and ISS Telemetry Data

NASA Technical Reports Server (NTRS)

Ploetner, P.; Roth, C.; Zhukov, A.; Czupalla, M.; Anderson, M.; Ewert, M.

2013-01-01

The Virtual Habitat (V-HAB) is a dynamic Life Support System (LSS) simulation, created for investigation of future human spaceflight missions. It provides the capability to optimize LSS during early design phases. The focal point of the paper is the correlation and validation of V-HAB against ground test and flight data. In order to utilize V-HAB to design an Environmental Control and Life Support System (ECLSS) it is important to know the accuracy of simulations, strengths and weaknesses. Therefore, simulations of real systems are essential. The modeling of the International Space Station (ISS) ECLSS in terms of single technologies as well as an integrated system and correlation against ground and flight test data is described. The results of the simulations make it possible to prove the approach taken by V-HAB.

Evaluation of bearing configurations using the single bearing tester in liquid nitrogen

NASA Technical Reports Server (NTRS)

Jett, T.; Hall, P.; Thom, R.

1991-01-01

Various bearing configurations were tested using the Marshall Space Flight Center single bearing tester with LN2 as the cryogenic coolant. The baseline was one Rocketdyne phase one high pressure oxidizer turbopump (HPOTP) pump end 45-mm bore bearing. The bearing configurations that were tested included a Salox/M cage configuration, a silicon nitride ball configuration, an elongated cage configuration, and a Bray 601 grease configuration.

EC65-0649

NASA Image and Video Library

1965-04-26

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

Changes in Jump-Down Performance After Space Flight: Short- and Long-Term Adaptation

NASA Technical Reports Server (NTRS)

Kofman, I. S.; Reschke, M. F.; Cerisano, J. M.; Fisher, E. A.; Lawrence, E. L.; Peters, B. T.; Bloomberg, J. J.

2010-01-01

INTRODUCTION Successful jump performance requires functional coordination of visual, vestibular, and somatosensory systems, which are affected by prolonged exposure to microgravity. Astronauts returning from space flight exhibit impaired ability to coordinate effective landing strategies when jumping from a platform to the ground. This study compares the jump strategies used by astronauts before and after flight, the changes to those strategies within a test session, and the recoveries in jump-down performance parameters across several postflight test sessions. These data were obtained as part of an ongoing interdisciplinary study (Functional Task Test, FTT) designed to evaluate both astronaut postflight functional performance and related physiological changes. METHODS Six astronauts from short-duration (Shuttle) and three from long-duration (International Space Station) flights performed 3 two-footed jumps from a platform 30 cm high. A force plate measured the ground reaction forces and center-of-pressure displacement from the landings. Muscle activation data were collected from the medial gastrocnemius and anterior tibialis of both legs using surface electromyography electrodes. Two load cells in the platform measured the load exerted by each foot during the takeoff phase of the jump. Data were collected in 2 preflight sessions, on landing day (Shuttle only), and 1, 6, and 30 days after flight. RESULTS AND CONCLUSION Many of the astronauts tested were unable to maintain balance on their first postflight jump landing but recovered by the third jump, showing a learning progression in which the performance improvement could be attributed to adjustments of strategy on takeoff, landing, or both. Takeoff strategy changes were evident in air time (time between takeoff and landing), which was significantly reduced after flight, and also in increased asymmetry in foot latencies on takeoff. Landing modifications were seen in changes in ground reaction force curves. The results demonstrate astronauts adaptive capabilities and full performance recovery within days after flight.

Unified powered flight guidance

NASA Technical Reports Server (NTRS)

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

1973-01-01

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

Altered astronaut lower limb and mass center kinematics in downward jumping following space flight

NASA Technical Reports Server (NTRS)

Newman, D. J.; Jackson, D. K.; Bloomberg, J. J.

1997-01-01

Astronauts exposed to the microgravity conditions encountered during space flight exhibit postural and gait instabilities upon return to earth that could impair critical postflight performance. The aim of the present study was to determine the effects of microgravity exposure on astronauts' performance of two-footed jump landings. Nine astronauts from several Space Shuttle missions were tested both preflight and postflight with a series of voluntary, two-footed downward hops from a 30-cm-high step. A video-based, three-dimensional motion-analysis system permitted calculation of body segment positions and joint angular displacements. Phase-plane plots of knee, hip, and ankle angular velocities compared with the corresponding joint angles were used to describe the lower limb kinematics during jump landings. The position of the whole-body center of mass (COM) was also estimated in the sagittal plane using an eight-segment body model. Four of nine subjects exhibited expanded phase-plane portraits postflight, with significant increases in peak joint flexion angles and flexion rates following space flight. In contrast, two subjects showed significant contractions of their phase-plane portraits postflight and three subjects showed insignificant overall changes after space flight. Analysis of the vertical COM motion generally supported the joint angle results. Subjects with expanded joint angle phase-plane portraits postflight exhibited larger downward deviations of the COM and longer times from impact to peak deflection, as well as lower upward recovery velocities. Subjects with postflight joint angle phase-plane contraction demonstrated opposite effects in the COM motion. The joint kinematics results indicated the existence of two contrasting response modes due to microgravity exposure. Most subjects exhibited "compliant" impact absorption postflight, consistent with decreased limb stiffness and damping, and a reduction in the bandwidth of the postural control system. Fewer subjects showed "stiff" behavior after space flight, where contractions in the phase-plane portraits pointed to an increase in control bandwidth. The changes appeared to result from adaptive modifications in the control of lower limb impedance. A simple 2nd-order model of the vertical COM motion indicated that changes in the effective vertical stiffness of the legs can predict key features of the postflight performance. Compliant responses may reflect inflight adaptation due to altered demands on the postural control system in microgravity, while stiff behavior may result from overcompensation postflight for the presumed reduction in limb stiffness inflight.

Colorimetric-Solid Phase Extraction Technology for Water Quality Monitoring: Evaluation of C-SPE and Debubbling Methods in Microgravity

NASA Technical Reports Server (NTRS)

Hazen-Bosveld, April; Lipert, Robert J.; Nordling, John; Shih, Chien-Ju; Siperko, Lorraine; Porter, Marc D.; Gazda, Daniel B.; Rutz, Jeff A.; Straub, John E.; Schultz, John R.;

Thermal energy management process experiment

NASA Technical Reports Server (NTRS)

Ollendorf, S.

1984-01-01

The thermal energy management processes experiment (TEMP) will demonstrate that through the use of two-phase flow technology, thermal systems can be significantly enhanced by increasing heat transport capabilities at reduced power consumption while operating within narrow temperature limits. It has been noted that such phenomena as excess fluid puddling, priming, stratification, and surface tension effects all tend to mask the performance of two-phase flow systems in a 1-g field. The flight experiment approach would be to attack the experiment to an appropriate mounting surface with a 15 to 20 meter effective length and provide a heat input and output station in the form of heaters and a radiator. Using environmental data, the size, location, and orientation of the experiment can be optimized. The approach would be to provide a self-contained panel and mount it to the STEP through a frame. A small electronics package would be developed to interface with the STEP avionics for command and data handling. During the flight, heaters on the evaporator will be exercised to determine performance. Flight data will be evaluated against the ground tests to determine any anomalous behavior.

KSC-2013-2916

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. - NASA's Commercial Crew Program Manager Ed Mango and astronaut Mike Good media on the progress of American human spaceflight development at Kennedy Space Center in Florida. At right is NASA Public Affairs Officer Gregory Harland. They also discussed the future steps the program will take to certify crew transportation systems for missions to the International Space Station. The program is working toward the next phase of certification, which will be called Commercial Crew Transportation Capability, or CCtCap. That phase will include a joint test concept in which NASA astronauts will play a role in flight testing the systems. To learn more about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Jim Grossmann

KSC-2013-2914

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. - NASA's Commercial Crew Program Manager Ed Mango and astronaut Mike Good media on the progress of American human spaceflight development at Kennedy Space Center in Florida. At right is NASA Public Affairs Officer Gregory Harland. They also discussed the future steps the program will take to certify crew transportation systems for missions to the International Space Station. The program is working toward the next phase of certification, which will be called Commercial Crew Transportation Capability, or CCtCap. That phase will include a joint test concept in which NASA astronauts will play a role in flight testing the systems. To learn more about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Jim Grossmann

Structural assembly demonstration experiment, phase 1

NASA Astrophysics Data System (ADS)

Akin, David L.; Bowden, Mary L.; Miller, Rene H.

1983-03-01

The goal of this phase of the structural assembly and demonstration experiment (SADE) program was to begin to define a shuttle flight experiment that would yield data to compare on-orbit assembly operations of large space structures with neutral buoyancy simulations. In addition, the experiment would be an early demonstration of structural hardware and human capabilities in extravehicular activity (EVA). The objectives of the MIT study, as listed in the statement of work, were: to provide support in establishing a baseline neutral buoyancy testing data base, to develop a correlation technique between neutral buoyancy test results and on-orbit operations, and to prepare the SADE experiment plan (MSFC-PLAN-913).

Modifying high-order aeroelastic math model of a jet transport using maximum likelihood estimation

NASA Technical Reports Server (NTRS)

Anissipour, Amir A.; Benson, Russell A.

1989-01-01

The design of control laws to damp flexible structural modes requires accurate math models. Unlike the design of control laws for rigid body motion (e.g., where robust control is used to compensate for modeling inaccuracies), structural mode damping usually employs narrow band notch filters. In order to obtain the required accuracy in the math model, maximum likelihood estimation technique is employed to improve the accuracy of the math model using flight data. Presented here are all phases of this methodology: (1) pre-flight analysis (i.e., optimal input signal design for flight test, sensor location determination, model reduction technique, etc.), (2) data collection and preprocessing, and (3) post-flight analysis (i.e., estimation technique and model verification). In addition, a discussion is presented of the software tools used and the need for future study in this field.

Test bed design for evaluating the Space Station ECLSS Water Recovery System

NASA Technical Reports Server (NTRS)

Ezell, Timothy G.; Long, David A.

1990-01-01

The design of the Phase III Environmental Control and Life Support System (ECLSS) Water Recovery System (WRS) test bed is in progress at the Marshall Space Flight Center (MSFC), building 4755, in Huntsville, Alabama. The overall design for the ECLSS WRS test bed will be discussed. Described within this paper are the design, fabrication, placement, and testing of the supporting facility which will provide the test bed for the ECLSS subsystems. Topics to be included are sterilization system design, component selection, microbial design considerations, and verification of test bed design prior to initiating WRS testing.

X-29 in Protective Cover Being Transported by Truck to Dryden

NASA Technical Reports Server (NTRS)

1988-01-01

In a stark juxtaposition of nature and technology, the second X-29 forward-swept-wing research aircraft is shown here passing by one of the classic, spiny Joshua trees that populate the Mojave desert while being transported by truck to NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, on November 7, 1988. The aircraft, with its protective covering, traveled by ship from the manufacturer's plant on Long Island through the Panama Canal to Port Hueneme and then was trucked to Dryden. X-29 No. 2 was used in a high angle-of-attack research program which began in spring 1989. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

Flight Force Measurements on a Spacecraft to Launch Vehicle Interface

NASA Astrophysics Data System (ADS)

Kaufman, Daniel S.; Gordon, Scott A.

2012-07-01

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

Nutritional Status Assessment During the Phase IIA and Phase III Lunar/Mars Life Support Test Project

NASA Technical Reports Server (NTRS)

Smith, Scott M.; Block, Gladys; Davis-Street, Janis E.; DeKerlegand, Diane E.; Fanselow, Stephanie A.; Fesperman, J. Vernell; Gillman, Patricia L.; Nillen, Jeannie I.; Rice, Barbara L.; Smith, Myra D.

2000-01-01

Nutrition is a critical concern for extended-duration space missions (Smith and Lane, 1999). Loss of body weight is a primary consequence of altered nutrition, and is frequently observed during space flight (Smith and Lane; 1999). Other existing dietary concerns for space flight include excessive intakes of sodium and iron, and insufficient intakes of water and vitamin D (Smith and Lane, 1999). Furthermore, dependence on closed or semi-closed food systems increases the likelihood of inadequate intakes of key nutrients. This is a significant concern for extended-duration space missions. Space nutrition research often necessitates detailed recording of all food consumption. While this yields extremely accurate data, it requires considerable time and effort, and thus is not suitable for routine medical monitoring during space flight. To alleviate this problem, a food frequency questionnaire (FFQ) was designed to provide a quick and easy, yet reasonably accurate, method for crewmembers to provide dietary intake information to the ground. We report here a study which was designed to assess nutritional status before, during, and after the 60-d and 91-d chamber stays. An additional goal of the study was to validate a food frequency questionnaire designed specifically for use with space flight food systems.

In-Space technology experiments program. A high efficiency thermal interface (using condensation heat transfer) between a 2-phase fluid loop and heatpipe radiator: Experiment definition phase

NASA Technical Reports Server (NTRS)

Pohner, John A.; Dempsey, Brian P.; Herold, Leroy M.

1990-01-01

Space Station elements and advanced military spacecraft will require rejection of tens of kilowatts of waste heat. Large space radiators and two-phase heat transport loops will be required. To minimize radiator size and weight, it is critical to minimize the temperature drop between the heat source and sink. Under an Air Force contract, a unique, high-performance heat exchanger is developed for coupling the radiator to the transport loop. Since fluid flow through the heat exchanger is driven by capillary forces which are easily dominated by gravity forces in ground testing, it is necessary to perform microgravity thermal testing to verify the design. This contract consists of an experiment definition phase leading to a preliminary design and cost estimate for a shuttle-based flight experiment of this heat exchanger design. This program will utilize modified hardware from a ground test program for the heat exchanger.

Space-Based Telemetry and Range Safety Project Ku-Band and Ka-Band Phased Array Antenna

NASA Technical Reports Server (NTRS)

Whiteman, Donald E.; Valencia, Lisa M.; Birr, Richard B.

2005-01-01

The National Aeronautics and Space Administration Space-Based Telemetry and Range Safety study is a multiphase project to increase data rates and flexibility and decrease costs by using space-based communications assets for telemetry during launches and landings. Phase 1 used standard S-band antennas with the Tracking and Data Relay Satellite System to obtain a baseline performance. The selection process and available resources for Phase 2 resulted in a Ku-band phased array antenna system. Several development efforts are under way for a Ka-band phased array antenna system for Phase 3. Each phase includes test flights to demonstrate performance and capabilities. Successful completion of this project will result in a set of communications requirements for the next generation of launch vehicles.