1. ROCKET ENGINE TEST STAND, LOCATED IN THE NORTHEAST ¼ ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. ROCKET ENGINE TEST STAND, LOCATED IN THE NORTHEAST ¼ OF THE X-15 ENGINE TEST COMPLEX. Looking northeast. - Edwards Air Force Base, X-15 Engine Test Complex, Rocket Engine & Complete X-15 Vehicle Test Stands, Rogers Dry Lake, east of runway between North Base & South Base, Boron, Kern County, CA

Testing for the J-2X Upper Stage Engine

NASA Technical Reports Server (NTRS)

Buzzell, James C.

2010-01-01

NASA selected the J-2X Upper Stage Engine in 2006 to power the upper stages of the Ares I crew launch vehicle and the Ares V cargo launch vehicle. Based on the proven Saturn J-2 engine, this new engine will provide 294,000 pounds of thrust and a specific impulse of 448 seconds, making it the most efficient gas generator cycle engine in history. The engine's guiding philosophy emerged from the Exploration Systems Architecture Study (ESAS) in 2005. Goals established then called for vehicles and components based, where feasible, on proven hardware from the Space Shuttle, commercial, and other programs, to perform the mission and provide an order of magnitude greater safety. Since that time, the team has made unprecedented progress. Ahead of the other elements of the Constellation Program architecture, the team has progressed through System Requirements Review (SRR), System Design Review (SDR), Preliminary Design Review (PDR), and Critical Design Review (CDR). As of February 2010, more than 100,000 development engine parts have been ordered and more than 18,000 delivered. Approximately 1,300 of more than 1,600 engine drawings were released for manufacturing. A major factor in the J-2X development approach to this point is testing operations of heritage J-2 engine hardware and new J-2X components to understand heritage performance, validate computer modeling of development components, mitigate risk early in development, and inform design trades. This testing has been performed both by NASA and its J-2X prime contractor, Pratt & Whitney Rocketdyne (PWR). This body of work increases the likelihood of success as the team prepares for testing the J-2X powerpack and first development engine in calendar 2011. This paper will provide highlights of J-2X testing operations, engine test facilities, development hardware, and plans.

Hyper-X Engine Design and Ground Test Program

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

2. X15 RUN UP AREA (Jan 59). A sharp, higher ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. X-15 RUN UP AREA (Jan 59). A sharp, higher altitide low oblique aerial view to the north, showing runway, at far left; X-15 Engine Test Complex in the center. This view predates construction of observation bunkers. - Edwards Air Force Base, X-15 Engine Test Complex, Rogers Dry Lake, east of runway between North Base & South Base, Boron, Kern County, CA

X-15 #2 with test pilot Joe Walker

NASA Technical Reports Server (NTRS)

1961-01-01

Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the

X-15A-2 with test pilot Pete Knight

NASA Technical Reports Server (NTRS)

1965-01-01

Air Force pilot William J. 'Pete' Knight is seen here in front of the X-15A-2 aircraft (56-6671). Pete Knight made 16 flights in the X-15, and set the world unofficial speed record for fixed wing aircraft, 4,520 mph (mach 6.7), in the X-15A-2. He also made one flight above 50 miles, qualifying him for astronaut wings. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120

X-15 test pilots - Thompson, Dana, and McKay

NASA Technical Reports Server (NTRS)

1966-01-01

NASA pilots Milton O. Thompson, William H. 'Bill' Dana, and John B. 'Jack' McKay are seen here in front of the #2 X-15 (56-6671) rocket-powered research aircraft. Among them, the three NASA research pilots made 59 flights in the X-15 (14 for Thompson, 16 for Dana, and 29 for McKay). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the

X-34 40K Fastrac II Engine Test

NASA Technical Reports Server (NTRS)

1997-01-01

This is a photo of an X-34 40K Fastrac II duration test performed at the Marshall Space Flight Center test stand 116 (TS116) in June 1997. Engine ignition is started with Tea-Gas which makes the start burn green. The X-34 program was cancelled in 2001.

2. ROCKET ENGINE TEST STAND, SHOWING TANK (BUILDING 1929) AND ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. ROCKET ENGINE TEST STAND, SHOWING TANK (BUILDING 1929) AND GARAGE (BUILDING 1930) AT LEFT REAR. Looking to west. - Edwards Air Force Base, X-15 Engine Test Complex, Rocket Engine & Complete X-15 Vehicle Test Stands, Rogers Dry Lake, east of runway between North Base & South Base, Boron, Kern County, CA

X-15 with test pilot Major Robert M. White

NASA Technical Reports Server (NTRS)

1961-01-01

Major Robert M. White is seen here next to the X-15 aircraft after a research flight. White was one of the initial pilots selected for the X-15 program, representing the Air Force in the joint program with NASA, the Navy, and North American Aviation. Between 13 April 1960 and 14 December 1962, he made 16 flights in the rocket-powered aircraft. He was the first pilot to fly to Mach 4, 5, and 6 (respectively 4, 5, and 6 times the speed of sound). He also flew to the altitude of 314,750 feet on 17 July 1962, setting a world altitude record. This was 59.6 miles, significantly higher than the 50 miles the Air Force accepted as the beginning of space, qualifying White for astronaut wings. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For

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

NASA Technical Reports Server (NTRS)

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

2000-01-01

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

15. HISTORIC PHOTOGRAPH. ENGINE TEST CELL BUILDING FRONT FACADE DATED ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. HISTORIC PHOTOGRAPH. ENGINE TEST CELL BUILDING FRONT FACADE DATED CA. 1975. LOOKING NORTH. - Fairchild Air Force Base, Engine Test Cell Building, Near intersection of Arnold Street & George Avenue, Spokane, Spokane County, WA

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

NASA Technical Reports Server (NTRS)

Myers, L. P.

1984-01-01

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

X-15 Hardware Design Challenges

NASA Technical Reports Server (NTRS)

Storms, Harrison A., Jr.

1991-01-01

Historical events in the development of the X-15 hardware design are presented. Some of the topics covered include: (1) drivers that led to the development of the X-15; (2) X-15 space research objectives; (3) original performance targets; (4) the X-15 typical mission; (5) X-15 dimensions and weight; (5) the propulsion system; (6) X-15 development milestones; (7) engineering and manufacturing challenges; (8) the X-15 structure; (9) ballistic flight control; (10) landing gear; (11) nose gear; and (12) an X-15 program recap.

HIDEC F-15 adaptive engine control system flight test results

NASA Technical Reports Server (NTRS)

Smolka, James W.

1987-01-01

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

Metabolic Engineering X Conference

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

Flach, Evan

The International Metabolic Engineering Society (IMES) and the Society for Biological Engineering (SBE), both technological communities of the American Institute of Chemical Engineers (AIChE), hosted the Metabolic Engineering X Conference (ME-X) on June 15-19, 2014 at the Westin Bayshore in Vancouver, British Columbia. It attracted 395 metabolic engineers from academia, industry and government from around the globe.

GRC-11-02-17-WindTunnel-9x15-001

NASA Image and Video Library

2017-11-02

The Aerosciences Evaluation and Test Capabilities (AETC) Portfolio implemented the Capability Challenge to “Reduce Background Noise Levels for Engine Efficiency Measurements at the NASA Glenn 9x15 Low Speed Wind Tunnel”. The 9x15 Low Speed Wind Tunnel Acoustic Improvements animation documents the acoustic modifications being made to the 9x15 leg of the wind tunnel to reduce background noise levels. A brief history of the 9x15, research testing performed in the wind tunnel, the need to reduce background noise, and the five state of the art acoustic design modifications are documented in the animation. The expected noise reduction is presented audibly and the resulting benefit to NASA is also defined.

Planning for Plume Diagnostics for Ground Testing of J-2X Engines at the SSC

NASA Technical Reports Server (NTRS)

SaintCyr, William W.; Tejwani, Gopal D.; McVay, Gregory P.; Langford, Lester A.; SaintCyr, William W.

2010-01-01

John C. Stennis Space Center (SSC) is the premier test facility for liquid rocket engine development and certification for the National Aeronautics and Space Administration (NASA). Therefore, it is no surprise that the SSC will play the most prominent role in the engine development testing and certification for the J-2X engine. The Pratt & Whitney Rocketdyne J-2X engine has been selected by the Constellation Program to power the Ares I Upper Stage Element and the Ares V Earth Departure Stage in NASA s strategy of risk mitigation for hardware development by building on the Apollo program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. Accordingly, J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development and testing efforts. In order to leverage SSC s successful and innovative expertise in the plume diagnostics for the space shuttle main engine (SSME) health monitoring,1-10 this paper will present a blueprint for plume diagnostics for various proposed ground testing activities for J-2X at SSC. Complete description of the SSC s test facilities, supporting infrastructure, and test facilities is available in Ref. 11. The A-1 Test Stand is currently being prepared for testing the J-2X engine at sea level conditions. The A-2 Test Stand is currently being used for testing the SSME and may also be used for testing the J-2X engine at sea level conditions in the future. Very recently, ground-breaking ceremony for the new A-3 rocket engine test stand took place at SSC on August 23, 2007. A-3 is the first large - scale test stand to be built at the SSC since the A and B stands were constructed in the 1960s. The A-3 Test Stand will be used for testing J-2X engines under vacuum conditions simulating high altitude operation at approximately 30,480 m (100,000 ft

Pratt & Whitney Advanced Ducted Propulsor (ADP) Engine Test in 40x80ft w.t.: Engineers Peter

NASA Technical Reports Server (NTRS)

1993-01-01

Pratt & Whitney Advanced Ducted Propulsor (ADP) Engine Test in 40x80ft w.t.: Engineers Peter Zell (left) and Dr Clifton Horne (right) are shown preparing a laser light sheet for a flow visualization test. Shown standing in the nacelle of the ADP is John Girvin, senior test engineer for Pratt & Whitney.

Pratt & Whitney Advanced Ducted Propulsor (ADP) Engine Test in 40x80ft w.t.: Engineers Peter

NASA Technical Reports Server (NTRS)

1993-01-01

Pratt & Whitney Advanced Ducted Propulsor (ADP) Engine Test in 40x80ft w.t.: Engineers Peter Zell (left) and Dr Clifton Horne (right) are shown preparing for a laser light sheet for a flow visualization test. Shown standing in the nacelle of the ADP is John Girvin, senior test engineer for Pratt & Whitney.

X-15 simulator

NASA Technical Reports Server (NTRS)

1961-01-01

This photo shows the X-15 flight simulator located at the NASA Flight Research Center, Edwards, California, in the 1960s. One of the major advances in aircraft development, pilot training, mission planning, and research flight activities in the 1950s and 1960s was the use of simulators. For the X-15, a computer was programmed with the flight characteristics of the aircraft. Before actually flying a mission, a research pilot could discover many potential problems with the aircraft or the mission while still on the ground by 'flying' the simulator. The problem could then be analyzed by engineers and a solution found. This did much to improve safety. The X-15 simulator was very limited compared to those available in the 21st century. The video display was simple, while the computer was analog rather than digital (although it became hybrid in 1964 with the addition of a digital computer for the X-15A-2; this generated the nonlinear aerodynamic coefficients for the modified No. 2 aircraft). The nonlinear aerodynamic function generators used in the X-15 simulator had hundreds of fuses, amplifiers, and potentiometers without any surge protection. After the simulator was started on a Monday morning, it would be noon before it had warmed up and stabilized. The electronics for the X-15 simulator took up many large consoles. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for

4. "X15 TYPICAL MISSION." A photo of a map graphic ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. "X-15 TYPICAL MISSION." A photo of a map graphic showing a flight path from Wendover to Edwards, with an inset graphic showing the landing pattern turns. - Edwards Air Force Base, X-15 Engine Test Complex, Rogers Dry Lake, east of runway between North Base & South Base, Boron, Kern County, CA

X-15 cockpit

NASA Technical Reports Server (NTRS)

1963-01-01

This photo shows the X-15 cockpit. The X-15 was unique for many reasons, including the fact that it had two types of controls for the pilot. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wing provided roll control. The conventional aerodynamic controls used a stick, located in the middle of the floor, and pedals. The reaction control system used a side arm controller, seen in this photo on the left. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1960-01-01

High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several

X-15 test pilots - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force pilot William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. of their 125 X-15 flights, 8 were above the 50 miles that constituted the Air Force's definition of the beginning of space (Engle 3, Dana 2, Rushworth, Knight, and McKay one each). NASA used the international definition of space as beginning at 62 miles above the earth. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large

J-2X engine

NASA Image and Video Library

2012-09-14

NASA engineers continued to collect test performance data on the new J-2X rocket engine at Stennis Space Center with a 250-second test Sept. 14. The test on the A-2 Test Stand was the 19th in a series of firings to gather critical data for continued development of the engine. The J-2X is being developed by Pratt and Whitney Rocketdyne for NASA's Marshall Space Flight Center in Huntsville, Ala. It is the first liquid oxygen and liquid hydrogen rocket engine rated to carry humans into space to be developed in 40 years.

J-2X engine assembly

NASA Image and Video Library

2011-03-03

Pratt & Whitney Rocketdyne employees Carlos Alfaro (l) and Oliver Swanier work on the main combustion element of the J-2X rocket engine at their John C. Stennis Space Center facility. Assembly of the J-2X rocket engine to be tested at the site is under way, with completion and delivery to the A-2 Test Stand set for June. The J-2X is being developed as a next-generation engine that can carry humans into deep space. Stennis Space Center is preparing a trio of stands to test the new engine.

1. "X15 RUN UP AREA 230." A somewhat blurred, very ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. "X-15 RUN UP AREA 230." A somewhat blurred, very low altitude low oblique view to the northwest. This view predates construction of observation bunkers. Photo no. "14,696 58 A-AFFTC 17 NOV 58." - Edwards Air Force Base, X-15 Engine Test Complex, Rogers Dry Lake, east of runway between North Base & South Base, Boron, Kern County, CA

J-2X engine

NASA Image and Video Library

2012-04-20

NASA Administrator Charles Bolden (r) takes an up-close look at the first development J-2X rocket engine on the A-2 Test Stand at Stennis Space Center during an April 20, 2012, visit. Pictured with Bolden is A-2 Test Stand Director Skip Roberts. The J-2X engine is being developed for NASA by Pratt & Whitney Rocketdyne.

J-2X engine

NASA Image and Video Library

2012-04-20

NASA Administrator Charles Bolden (r) takes an up-close look at the first development J-2X rocket engine on the A-2 Test Stand at Stennis Space Center during an April 20, 2012, visit. Pictured with Bolden is A-2 Test Stand Director Skip Roberts. The J-2X engine i s being developed for NASA by Pratt & Whitney Rocketdyne.

X-15A-2 with dummy ramjet

NASA Technical Reports Server (NTRS)

1967-01-01

This photo shows the X-15A-2 (56-6671) on a research flight with a dummy ramjet engine attached to the bottom of its wedge-shaped vertical tail. One of the experiments planned for the X-15A-2 involved tests of a functional ramjet at speeds above Mach 5. This photo was taken with a dummy ramjet. On this research flight, the X-15A-2 did not carry the two drop tanks used on its Mach 6.7 flight. It also had not yet been covered with an ablative coating. The X-15A-2 made several flights with the dummy ramjet, leading to the record Mach 6.7 flight on October 3, 1967. Delays in producing the operational ramjet, aerodynamic heating damage to the aircraft during the record flight (despite the ablative coating), and the end of the X-15 program in 1968 resulted in no flights with the actual ramjet. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1959-01-01

. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest

From Paper to Production to Test: An Update on NASA's J-2X Engine for Exploration

NASA Technical Reports Server (NTRS)

Kynard, Michael

2011-01-01

The NASA/industry team responsible for developing the J-2X upper stage engine for the Space Launch System (SLS) Program has made significant progress toward moving beyond the design phase and into production, assembly, and test of development hardware. The J-2X engine exemplifies the SLS Program goal of using proven technology and experience from more than 50 years of United States spaceflight experience combined with modern manufacturing processes and approaches. It will power the second stage of the fully evolved SLS Program launch vehicle that will enable a return to human exploration of space beyond low earth orbit. Pratt & Whitney Rocketdyne (PWR) is under contract to develop and produce the engine, leveraging its flight-proven LH2/LOX, gas generator cycle J-2 and RS-68 engine capabilities, recent experience with the X-33 aerospike XRS-2200 engine, and development knowledge of the J-2S tap-off cycle engine. The J- 2X employs a gas generator operating cycle designed to produce 294,000 pounds of vacuum thrust in primary operating mode with its full nozzle extension. With a truncated nozzle extension suitable to support engine clustering on the stage, the nominal vacuum thrust level in primary mode is 285,000 pounds. It also has a secondary mode, during which it operates at 80 percent thrust by altering its mixture ratio. The J-2X development philosophy is based on proven hardware, an aggressive development schedule, and early risk reduction. NASA Marshall Space Flight Center (MSFC) and PWR began development of the J-2X in June 2006. The government/industry team of more than 600 people within NASA and PWR successfully completed the Critical Design Review (CDR) in November 2008, following extensive risk mitigation testing. Assembly of the first development engine was completed in May 2011 and the first engine test was conducted at the NASA Stennis Space Center (SSC), test stand A2, on 14 July 2011. Testing of the first development engine will continue through the

X-15 #2 just after launch

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 #2 (56-6671) launches away from the B-52 mothership with its rocket engine ignited. The white patches near the middle of the ship are frost from the liquid oxygen used in the propulsion system, although very cold liquid nitrogen was also used to cool the payload bay, cockpit, windshields, and nose. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of

X-15A-2 with full-scale ablative coating (pink X-15) in Building 4821

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket-powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with hypersonic flight (above Mach 5). This pink eraser-like substance, applied to the X-15A-2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft

Fault detection and accommodation testing on an F100 engine in an F-15 airplane. [digital engine control system

NASA Technical Reports Server (NTRS)

Myers, L. P.; Baer-Riedhart, J. L.; Maxwell, M. D.

1985-01-01

The fault detection and accommodation (FDA) methods that can be used for digital engine control systems are presently subjected to a flight test program in the case of the F-15 fighter's F100 engine electronic controls, inducing selected faults and then evaluating the resulting digital engine control responses. In general, flight test results were found to compare well with both ground tests and predictions. It is noted that the inducement of dual-pressure failures was not feasible, since FDA logic was not designed to accommodate them.

X-15A-2 with full scale ablative coating (pink X-15) on NASA ramp

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with supersonic flight. This pink eraser-like substance, applied to the #2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The North American X-15 settles to the lakebed after a research flight from what is now the NASA Dryden Flight Research Center, Edwards, California. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles

X-15 launch from B-52 mothership

NASA Technical Reports Server (NTRS)

1959-01-01

This photo illustrates how the X-15 rocket-powered aircraft was taken aloft under the wing of a B-52. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. This was one of the early powered flights using a pair of XLR-11 engines (until the XLR-99 became available). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for

J-2X engine installation

NASA Image and Video Library

2011-06-10

A J-2X next-generation rocket engine is lifted onto the A-2 Test Stand at Stennis Space Center. Testing of the engine began the following month. The engine is being developed for NASA by Pratt & Whitney Rocketdyne and could help carry humans beyond low-Earth orbit into deep space once more.

J-2X engine

NASA Image and Video Library

2012-05-16

On May 16, 2012, engineers at Stennis Space Center conducted a test of the next-generation J-2X engine that will help power NASA's new Space Launch System, moving NASA even closer to a return to deep space.

X-33/RLV Program Aerospike Engines

NASA Technical Reports Server (NTRS)

1999-01-01

Substantial progress was made during the past year in support of the X-33/RLV program. X-33 activity was directed towards completing the remaining design work and building hardware to support test activities. RLV work focused on the nozzle ramp and powerpack technology tasks and on supporting vehicle configuration studies. On X-33, the design activity was completed to the detail level and the remainder of the drawings were released. Component fabrication and engine assembly activity was initiated, and the first two powerpacks and the GSE and STE needed to support powerpack testing were completed. Components fabrication is on track to support the first engine assembly schedule. Testing activity included powerpack testing and component development tests consisting of thrust cell single cell testing, CWI system spider testing, and EMA valve flow and vibration testing. Work performed for RLV was divided between engine system and technology development tasks. Engine system activity focused on developing the engine system configuration and supporting vehicle configuration studies. Also, engine requirements were developed, and engine performance analyses were conducted. In addition, processes were developed for implementing reliability, mass properties, and cost controls during design. Technology development efforts were divided between powerpack and nozzle ramp technology tasks. Powerpack technology activities were directed towards the development of a prototype powerpack and a ceramic turbine technology demonstrator (CTTD) test article which will allow testing of ceramic turbines and a close-coupled gas generator design. Nozzle technology efforts were focused on the selection of a composite nozzle supplier and on the fabrication and test of composite nozzle coupons.

X-15 #2 on lakebed after engine failure forced pilot Jack McKay to make an emergency landing at Mud

NASA Technical Reports Server (NTRS)

1962-01-01

On 9 November 1962, an engine failure forced Jack McKay, a NASA research pilot, to make an emergency landing at Mud Lake, Nevada, in the second X-15 (56-6671); its landing gear collapsed and the X-15 flipped over on its back. McKay was promptly rescued by an Air Force medical team standing by near the launch site, and eventually recovered to fly the X-15 again. But his injuries, more serious than at first thought, eventually forced his retirement from NASA. The aircraft was sent back to the manufacturer, where it underwent extensive repairs and modifications. It returned to Edwards in February 1964 as the X-15A-2, with a longer fuselage (52 ft 5 in) and external fuel tanks. The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on

X-15 ship #1 on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 aircraft, ship #1 (56-6670), sits on the lakebed early in its illustrious career of high speed flight research. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a

X-15: Extending the Frontiers of Flight

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2007-01-01

A history of the design and achievements of the high-speed, 1950s-era X-15 airplane is presented. The following chapters are included: A New Science; A Hypersonic Research Airplane; Conflict and Innovation; The Million-Horsepower Engine; High Range and Dry Lakes; Preparations; The Flight Program; and the Research Program. Selected biographies, flight logs and physical characteristics of the X-15 Airplane are included in the appendices.

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The X-15-3 (56-6672), seen here on the lakebed at Edwards Air Force Base, Edwards, California, was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1962-01-01

The X-15 ship #3 (56-6672) is seen here on the lakebed at the Edwards Air Force Base, Edwards, California. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly,' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin, and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was

F-15B in flight with X-33 Thermal Protection Systems (TPS) on Flight Test Fixture

NASA Technical Reports Server (NTRS)

1998-01-01

In-flight photo of the NASA F-15B used in tests of the X-33 Thermal Protection System (TPS) materials. Flying at subsonic speeds, the F-15B tests measured the air loads on the proposed X-33 protective materials. In contrast, shock loads testing investigated the local impact of the supersonic shock wave itself on the TPS materials. Similar tests had been done in 1985 for the space shuttle tiles, using an F-104 aircraft.

F-15B in flight with X-33 Thermal Protection Systems (TPS) on Flight Test Fixture

NASA Image and Video Library

1998-05-14

In-flight photo of the NASA F-15B used in tests of the X-33 Thermal Protection System (TPS) materials. Flying at subsonic speeds, the F-15B tests measured the air loads on the proposed X-33 protective materials. In contrast, shock loads testing investigated the local impact of the supersonic shock wave itself on the TPS materials. Similar tests had been done in 1985 for the space shuttle tiles, using an F-104 aircraft.

Air-Breathing Rocket Engine Test

NASA Technical Reports Server (NTRS)

2000-01-01

This photograph depicts an air-breathing rocket engine that completed an hour or 3,600 seconds of testing at the General Applied Sciences Laboratory in Ronkonkoma, New York. Referred to as ARGO by its design team, the engine is named after the mythological Greek ship that bore Jason and the Argonauts on their epic voyage of discovery. Air-breathing engines, known as rocket based, combined-cycle engines, get their initial take-off power from specially designed rockets, called air-augmented rockets, that boost performance about 15 percent over conventional rockets. When the vehicle's velocity reaches twice the speed of sound, the rockets are turned off and the engine relies totally on oxygen in the atmosphere to burn hydrogen fuel, as opposed to a rocket that must carry its own oxygen, thus reducing weight and flight costs. Once the vehicle has accelerated to about 10 times the speed of sound, the engine converts to a conventional rocket-powered system to propel the craft into orbit or sustain it to suborbital flight speed. NASA's Advanced SpaceTransportation Program at Marshall Space Flight Center, along with several industry partners and collegiate forces, is developing this technology to make space transportation affordable for everyone from business travelers to tourists. The goal is to reduce launch costs from today's price tag of $10,000 per pound to only hundreds of dollars per pound. NASA's series of hypersonic flight demonstrators currently include three air-breathing vehicles: the X-43A, X-43B and X-43C.

X-15 #3 in flight (USAF Photo)

NASA Technical Reports Server (NTRS)

1960-01-01

This U.S. Air Force photo shows the X-15 ship #3 (56-6672) in flight over the desert in the 1960s. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot

X-15 on Lakebed after Landing with B-52 Mothership Flyover

NASA Technical Reports Server (NTRS)

1961-01-01

Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Liquid Rocket Engine Testing - Historical Lecture: Simulated Altitude Testing at AEDC

NASA Technical Reports Server (NTRS)

Dougherty, N. S.

2010-01-01

The span of history covered is from 1958 to the present. The outline of this lecture draws from historical examples of liquid propulsion testing done at AEDC primarily for NASA's Marshall Space Flight Center (NASA/MSFC) in the Saturn/Apollo Program and for USAF Space and Missile Systems dual-use customers. NASA has made dual use of Air Force launch vehicles, Test Ranges and Tracking Systems, and liquid rocket altitude test chambers / facilities. Examples are drawn from the Apollo/ Saturn vehicles and the testing of their liquid propulsion systems. Other examples are given to extend to the family of the current ELVs and Evolved ELVs (EELVs), in this case, primarily to their Upper Stages. The outline begins with tests of the XLR 99 Engine for the X-15 aircraft, tests for vehicle / engine induced environments during flight in the atmosphere and in Space, and vehicle staging at high altitude. The discussion is from the author's perspective and background in developmental testing.

Pilot Neil Armstrong in the X-15 #1 cockpit

NASA Technical Reports Server (NTRS)

1961-01-01

NASA pilot Neil Armstrong is seen here in the cockpit of the X-15 ship #1 (56-6670) after a research flight. A U.S. Navy pilot in the Korean War who flew 78 combat missions in F9F-2 jet fighters and who was awarded the Air Medal and two Gold Stars, Armstrong graduated from Purdue University in 1955 with a bachelor degree in aeronautical engineering. That same year, he joined the National Advisory Committee for Aeronautics' Lewis Flight Propulsion Laboratory in Cleveland, Ohio (today, the NASA Glenn Research Center). In July 1955, Armstrong transferred to the High-Speed Flight Station (HSFS, as Dryden Flight Research Center was then called) as an aeronautical research engineer. Soon thereafter, he became a research pilot. For the first few years at the HSFS, Armstrong worked on a number of projects. He was a pilot on the Navy P2B-1S used to launch the D-558-2 and also flew the F-100A, F-100C, F-101, F-104A, and X-5. His introduction to rocket flight came on August 15, 1957, with his first flight (of four, total) on the X-1B. He then became one of the first three NASA pilots to fly the X-15, the others being Joe Walker and Jack McKay. (Scott Crossfield, a former NACA pilot, flew the X-15 first but did so as a North American Aviation pilot.) The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in

The X-15 airplane - Lessons learned

NASA Technical Reports Server (NTRS)

Dana, William H.

1993-01-01

The X-15 rocket research airplane flew to an altitude of 354,000 ft and reached Mach 6.70. In almost 200 flights, this airplane was used to gather aerodynamic-heating, structural loads, stability and control, and atmospheric-reentry data. This paper describes the origins, design, and operation of the X-15 airplane. In addition, lessons learned from the X-15 airplane that are applicable to designing and testing the National Aero-Space Plane are discussed.

X-15A-2 and HL-10 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1966-01-01

test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle. The X-15 was a rocket-powered aircraft roughly 50 feet long with a wingspan of 22 feet in its original configuration. The no. 2 aircraft was later modified to become the X-15A-2. First flown in 1959, the three X-15 aircraft made a total of 199 flights. Flight maximums of 354,200 feet in altitude and a speed of 4,520 miles per hour were obtained. The final flight occurred on Oct. 24, 1968. The X-15 was manufactured by North American Aviation (NAA), now a division of Boeing after that firm acquired the Rockwell International Corporation into which NAA had evolved. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 12,295 pounds empty and approximately 31,275 pounds at launch. The rocket engine, the XLR-99, was pilot-controlled and was capable of developing 57,000 pound of rated thrust and about 60,000 pounds of actual thrust. It was manufactured by the Reaction Motors Division of Thiokol Chemical Corp. Before that engine was installed, the aircraft was powered by two XLR-11 rocket engines. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the lower

X-15 #3 and F-104A chase plane landing

NASA Technical Reports Server (NTRS)

1960-01-01

Followed by a Lockheed F-104A Starfighter chase plane, the North American X-15 ship #3 (56-6672) sinks toward touchdown on Rogers Dry Lake following a research flight. In the foreground is green smoke, used to indicate wind direction. The F-104 chase pilot joined up with the X-15 as it glided to the landing. The chase pilot was there to warn the X-15 pilot of any problems and to call out the altitude above the lakebed. F-104 aircraft were also used for X-15 pilot training to simulate the landing characteristics of the rocket-powered airplane, which landed without engine power since the rocket engine had already burned all of its propellant before the landing. The F-104s could simulate the steep descent of the X-15 as it glided to a landing. They did this by extending the landing gear and speed brakes while setting the throttle to idle. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the

X-15 mounted to B-52 mothership pylon - preparation for an attempt at two X-15 launches in one day

NASA Technical Reports Server (NTRS)

1960-01-01

This photo shows one of the four attempts NASA made at launching two X-15 aircraft in one day. This attempt occurred November 4, 1960. None of the four attempts was successful, although one of the two aircraft involved in each attempt usually made a research flight. In this case, Air Force pilot Robert A. Rushworth flew X-15 #1 on its 16th flight to a speed of Mach 1.95 and an altitude of 48,900 feet. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph

Pilot Neil Armstrong with X-15 #1

NASA Technical Reports Server (NTRS)

1960-01-01

Dryden pilot Neil Armstrong is seen here next to the X-15 ship #1 (56-6670) after a research flight. Armstrong made his first X-15 flight on November 30, 1960, in the #1 X-15. He made his second flight on December 9, 1960, in the same aircraft. This was the first X-15 flight to use the ball nose, which provided accurate measurement of air speed and flow angle at supersonic and hypersonic speeds. The servo-actuated ball nose can be seen in this photo in front of Armstrong's right hand. The X-15 employed a non-standard landing gear. It had a nose gear with a wheel and tire, but the main landing consisted of skids mounted at the rear of the vehicle. In the photo, the left skid is visible, as are marks on the lakebed from both skids. Because of the skids, the rocket-powered aircraft could only land on a dry lakebed, not on a concrete runway. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the

Propulsion and Energetics Panel Working Group 15 on the Uniform Engine Test Programme

DTIC Science & Technology

1990-02-01

earlier test of uniform aerodynamic models in wind tunnels under the auspices of the Fluid Dynamics Panel. A formal proposal was presented to the...this major new effort and members of the engine test community throughout AGARD were selected to serve on Working Group 15 along with PEP...STPA/MO 4 Mr J.R.Bednarsk; 4 Avenue de Ia Porte d’lssy PE-63 75015 Paris Naval Air Propulsion Center PO Box 7176 GERMANY Trenton. New Jersey 08628

Fault detection and accommodation testing on an F100 engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Baer-Riedhart, J. L.; Maxwell, M. D.

1985-01-01

The fault detection and accommodation (FDA) methodology for digital engine-control systems may range from simple comparisons of redundant parameters to the more complex and sophisticated observer models of the entire engine system. Evaluations of the various FDA schemes are done using analytical methods, simulation, and limited-altitude-facility testing. Flight testing of the FDA logic has been minimal because of the difficulty of inducing realistic faults in flight. A flight program was conducted to evaluate the fault detection and accommodation capability of a digital electronic engine control in an F-15 aircraft. The objective of the flight program was to induce selected faults and evaluate the resulting actions of the digital engine controller. Comparisons were made between the flight results and predictions. Several anomalies were found in flight and during the ground test. Simulation results showed that the inducement of dual pressure failures was not feasible since the FDA logic was not designed to accommodate these types of failures.

X-15 #3 pedestal-mounted full-scale replica covered in snow

NASA Technical Reports Server (NTRS)

1997-01-01

The full scale mock-up of X-15 #3 was installed September 1995 at the NASA Dryden Flight Research Center, Edwards, California. The original X-15 #3, serial number 56-6672, was destroyed on 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph

Installation of X-15 full-scale mock-up at Dryden

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows workers installing the full-scale mock-up of X-15 #3 at the NASA Dryden Flight Research Center, Edwards, California, in September 1995. The mock-up is now on a pedestal outside the main gate at the center. The original X-15 #3, serial number 56-6672, was destroyed 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of

X-15A-2 and HL-10 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 is shown next to the X-15A-2 in 1966. Both aircraft later went on to set records. On October 3, 1967, the X-15A-2 reached a speed of Mach 6.7, which was the highest speed achieved by a piloted aircraft until the Space Shuttles far exceeded that speed in 1981 and afterwards. The HL-10 later became the fastest piloted lifting body when it flew at a speed of Mach 1.86 on February 18, 1970. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful

Preliminary flight test results of the F100 EMD engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

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

1984-01-01

A flight evaluation of the F100 Engine Model Derivative (EMD) is conducted. The F100 EMD is an advanced version of the F100 engine that powers the F15 and F16 airplanes. The F100 EMD features a bigger fan, higher temperature turbine, a Digital Electronic Engine Control system (DEEC), and a newly designed 16 segment afterburner, all of which results in a 15 to 20 percent increase in sea level thrust. The flight evaluations consist of investigation of performance (thrust, fuel flow, and airflow) and operability (transient response and airstart) in the F-15 airplane. The performance of the F100 EMD is excellent. Aircraft acceleration time to Mach 2.0 is reduced by 23 percent with two F100 EMD engines. Several anomalies are discovered in the operability evaluations. A software change to the DEEC improved the throttle, and subsequent Cooper Harper ratings of 3 to 4 are obtained. In the extreme upper left hand corner of the flight enveloped, compressor stalls occurr when the throttle is retarded to idle power. These stalls are not predicted by altitude facility tests or stability for the compressor.

X-33 Combustion-Wave Ignition System Tested

NASA Technical Reports Server (NTRS)

Liou, Larry C.

1999-01-01

The NASA Lewis Research Center, in cooperation with Rocketdyne, the Boeing Company, tested a novel rocket engine ignition system, called the combustion-wave ignition system, in its Research Combustion Laboratory. This ignition system greatly simplifies ignition in rocket engines that have a large number of combustors. The particular system tested was designed and fabricated by Rocketdyne for the national experimental spacecraft, X-33, which uses Rocketdyne s aerospike rocket engines. The goal of the tests was to verify the system design and define its operational characteristics. Results will contribute to the eventual successful flight of X-33. Furthermore, the combustion-wave ignition system, after it is better understood and refined on the basis of the test results and, later, flight-proven onboard X-33, could become an important candidate engine ignition system for our Nation s next-generation reusable launch vehicle.

John B. McKay after X-15 flight #3-27-44

NASA Image and Video Library

1964-03-13

John B. McKay was one of the first pilots assigned to the X-15 flight research program at NASA's Flight Research Center, Edwards, Calif. As a civilian research pilot and aeronautical engineer, he made 30 flights in X-15s from October 28, 1960, until September 8, 1966. His peak altitude was 295,600 feet, and his highest speed was 3863 mph (Mach 5.64). McKay was with the NACA and NASA from February 8,1951 until October 5, 1971 and specialized in high-speed flight research programs. He began as an NACA intern, but assumed pilot status on July 11, 1952. In addition to the X-l5, he flew such experimental aircraft as the D-558-1, D-558-2, X-lB, and the X-lE. He has also served as a research pilot on flight programs involving the F-100, F-102, F-104, and the F-107. Born on December 8, 1922, in Portsmouth, Va., McKay graduated from Virginia Polytechnic Institute in 195O with a Bachelor of Science degree in Aeronautical Engineering. During World War II he served as a Navy pilot in the Pacific Theater, earning the Air Medal and Two Clusters, and a Presidential Unit Citation. McKay wrote several technical papers, and was a member of the American Institute of Aeronautics and Astronautics, as well as the Society of Experimental Test Pilots. He passed away on April 27, 1975.

Scramjet Tests in a Shock Tunnel at Flight Mach 7, 10, and 15 Conditions

NASA Technical Reports Server (NTRS)

Rogers, R. C.; Shih, A. T.; Tsai, C.-Y.; Foelsche, R. O.

2001-01-01

Tests of the Hyper-X scramjet engine flowpath have been conducted in the HYPULSE shock tunnel at conditions duplicating the stagnation enthalpy at flight Mach 7, 10, and 15. For the tests at Mach 7 and 10 HYPULSE was operated as a reflected-shock tunnel; at the Mach 15 condition, HYPULSE was operated as a shock-expansion tunnel. The test conditions matched the stagnation enthalpy of a scramjet engine on an aerospace vehicle accelerating through the atmosphere along a 1000 psf dynamic pressure trajectory. Test parameter variation included fuel equivalence ratios from lean (0.8) to rich (1.5+); fuel composition from pure hydrogen to mixtures of 2% and 5% silane in hydrogen by volume; and inflow pressure and Mach number made by changing the scramjet model mounting angle in the HYPULSE test chamber. Data sources were wall pressures and heat flux distributions and schlieren and fuel plume imaging in the combustor/nozzle sections. Data are presented for calibration of the facility nozzles and the scramjet engine model. Comparisons of pressure distributions and flowpath streamtube performance estimates are made for the three Mach numbers tested.

X-15 and XB-70 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1967-01-01

The X-15A-2 with drop tanks and ablative coating is shown parked on the NASA ramp in front of the XB-70. These aircraft represent two different approaches to flight research. The X-15 was a research airplane in the purest sense, whereas the XB-70 was an experimental bomber intended for production but diverted to research when production was cancelled by changes in the Department of Defense's offensive doctrine. The X-15A-2 had been modified from its original configuration with a longer fuselage and drop tanks. To protect it against aerodynamic heating, researchers had coated it with an ablative coating covered by a layer of white paint. These changes allowed the X-15A-2 to reach a maximum speed of Mach 6.7, although it could be sustained for only a brief period. The XB-70, by contrast, was designed for prolonged high-altitude cruise flight at Mach 3. The aircraft's striking shape--with a long forward fuselage, canards, a large delta wing, twin fins, and a box-like engine bay--allowed it to ride its own Mach 3 shockwave, so to speak. A joint NASA-Air Force program used the aircraft to collect data in support of the U.S supersonic transport (SST) program, which never came to fruition because of environmental concerns. X-15: The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data

AJ26 engine test

NASA Image and Video Library

2011-12-15

Stennis Space Center test-fired Aerojet AJ26 flight engine No. 8 on Dec. 15, continuing a commercial partnership with Orbital Services Corporation. Orbital has partnered with NASA to provide commercial cargo flights to the International Space Station. The AJ26 engines tested at Stennis will power the company's Taurus II space launch vehicle on the flights.

J-2X Upper Stage Engine: Hardware and Testing 2009

NASA Technical Reports Server (NTRS)

Buzzell, James C.

2009-01-01

Mission: Common upper stage engine for Ares I and Ares V. Challenge: Use proven technology from Saturn X-33, RS-68 to develop the highest Isp GG cycle engine in history for 2 missions in record time . Key Features: LOX/LH2 GG cycle, series turbines (2), HIP-bonded MCC, pneumatic ball-sector valves, on-board engine controller, tube-wall regen nozzle/large passively-cooled nozzle extension, TEG boost/cooling . Development Philosophy: proven hardware, aggressive schedule, early risk reduction, requirements-driven.

Veterans of the X-15 program reunited at Dryden during a historical colloquium on the 40th anniversary of the last X-15 flight that occurred Oct. 24, 1968.

NASA Image and Video Library

2008-10-24

Veterans of the X-15 flight research program, most of them now retired, reunited at Dryden on the 40th anniversary of the last X-15 flight on Oct. 24, 1968 for a historical colloquium on the X-15 by noted aerospace historian and author Dennis Jenkins on Oct. 24, 2008. Gathered in front of the replica of X-15 #3 the were (from left) Johnny Armstrong, Betty Love, Paul Reukauf, Bob Hoey, Dave Stoddard, Dean Webb, Vince Capasso, Bill Dana (who flew the last flight), John McTigue and T.D. Barnes. Jenkins, the author of "X-15: Extending the Frontiers of Flight," maintained during his presentation that despite setbacks, the X-15 program became the most successful of all the X-plane research programs due to the can-do, fix-the-problem and go-fly-again attitude of the X-15's cadre of engineers and technicians.

X-15 Concept Evolution

NASA Technical Reports Server (NTRS)

Williams, Walter C.

1991-01-01

The historical events that led to the development of the X-15 research aircraft are presented. Some of the topics presented include: (1) manned airplane performance regions; (2) X-15 flight problems; (3) design characteristics for conceptual aircraft; (4) analysis of X-15 accident potential; (5) X-15 performance requirements; and (6) milestones in the development of the X-15.

9x15 Low Speed Wind Tunnel Acoustic Improvements

NASA Technical Reports Server (NTRS)

Stark, David; Stephens, David

2016-01-01

The 9- by 15-Foot Low Speed Wind Tunnel (9x15 LSWT) at NASA Glenn Research Center was built in 1969 in the return leg of the 8- by 6-Foot Supersonic Wind Tunnel (8x6 SWT). The 8x6 SWT was completed in 1949 and acoustically treated to mitigate community noise issues in 1950. This treatment included the addition of a large muffler downstream of the 8x6 SWT test section and diffuser. The 9x15 LSWT was designed for performance testing of VSTOL aircraft models, but with the addition of the current acoustic treatment in 1986 the tunnel has been used principally for acoustic and performance testing of aircraft propulsions systems. The present document describes an anticipated acoustic upgrade to be completed in 2017.

Flight Test of the Engine Fuel Schedules of the X-43A Hyper-X Research Vehicles

NASA Technical Reports Server (NTRS)

Jones, Thomas

2006-01-01

The Hyper-X program flew two X-43A Hyper-X Research Vehicles (HXRVs) in 2004, referred to as Ship 2 and Ship 3. The scramjet engine of the X-43A research vehicle was autonomously controlled in flight to track a predetermined fueling schedule. Ship 2 flew at approximately Mach 7 and Ship 3 flew at approximately Mach 10.

Combustion Stability of the Gas Generator Assembly from J-2X Engine E10001 and Powerpack Tests

NASA Technical Reports Server (NTRS)

Hulka, J. R.; Kenny, R. L.; Casiano, M. J.

2013-01-01

Testing of a powerpack configuration (turbomachinery and gas generator assembly) and the first complete engine system of the liquid oxygen/liquid hydrogen propellant J-2X rocket engine have been completed at the NASA Stennis Space Center. The combustion stability characteristics of the gas generator assemblies on these two systems are of interest for reporting since considerable effort was expended to eliminate combustion instability during early development of the gas generator assembly with workhorse hardware. Comparing the final workhorse gas generator assembly development test data to the powerpack and engine system test data provides an opportunity to investigate how the nearly identical configurations of gas generator assemblies operate with two very different propellant supply systems one the autonomous pressure-fed test configuration on the workhorse development test stand, the other the pump-fed configurations on the powerpack and engine systems. The development of the gas generator assembly and the elimination of the combustion instability on the pressure-fed workhorse test stand have been reported extensively in the two previous Liquid Propulsion Subcommittee meetings 1-7. The powerpack and engine system testing have been conducted from mid-2011 through 2012. All tests of the powerpack and engine system gas generator systems to date have been stable. However, measureable dynamic behavior, similar to that observed on the pressure-fed test stand and reported in Ref. [6] and attributed to an injection-coupled response, has appeared in both powerpack and engine system tests. As discussed in Ref. [6], these injection-coupled responses are influenced by the interaction of the combustion chamber with a branch pipe in the hot gas duct that supplies gaseous helium to pre-spin the turbine during the start transient. This paper presents the powerpack and engine system gas generator test data, compares these data to the development test data, and provides additional

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

NASA Technical Reports Server (NTRS)

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

2000-01-01

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

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

NASA Technical Reports Server (NTRS)

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

2000-01-01

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

9x15 Low Speed Wind Tunnel Improvements Update

NASA Technical Reports Server (NTRS)

Stephens, David

2017-01-01

The 9- by 15-Foot Low Speed Wind Tunnel (9x15 LSWT) at NASA Glenn Research Center was built in 1969 in the return leg of the 8- by 6-Foot Supersonic Wind Tunnel (8x6 SWT). The 9x15 LSWT was designed for performance testing of VSTOL aircraft models, but with the addition of the current acoustic treatment in 1986 the tunnel been used principally for acoustic and performance testing of aircraft propulsion systems. The present document describes an anticipated acoustic upgrade to be completed in 2018.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By

Evaluating the Impact of E15 on Snowmobile Engine Durability and Vehicle Driveability: September 22, 2010 - August 15, 2013

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

Miers, Scott A.; Blough, Jason R.

The objective of this study was to evaluate the effects of E15 on current and legacy snowmobile engines and vehicles that could occur due to misfueling by the vehicle owner. Three test scenarios were conducted to evaluate the impact of E15, including cold-start performance and emissions, on-snow vehicle driveability, and laboratory exhaust emissions over the useful life of the engine. The eightengines tested represent current and legacy product that may exhibit sensitivity to increased ethanol blended in gasoline. Because a limited number of snowmobile engines were evaluated for this test program, the results are not statistically significant. However, the broadmore » range of engine and mixture preparation technologies, combined with the various test scenarios provide preliminaryinformation to assess potential issues with E15 use in snowmobiles. Cold-start tests were performed at -6.7 degrees C (20 degrees F), -17.8 degrees C (0 degrees F), and -28.9 degrees C (-20 degrees F). The evaluation included time to start or number of pulls to start, engine speed, exhaust gas temperature, and start-up engine emissions concentrations. Statistically significant differences instarting times were not observed for most vehicles. Snowmobile driveability was analyzed using a subjective evaluation on a controlled test course. The drivers could not easily discern which fuel the snowmobiles were using during the subjective evaluation. Durability tests were conducted to measure the emissions and performance of the snowmobiles over the useful life of the vehicles (5,000miles). There were no fuel-related engine failures on E0 or E15. Carbon monoxide emissions were generally reduced by E15 relative to E0, by from 10% to 35%. Occasional misfueling of snowmobiles with E15 is not likely to cause noticeable or immediate problems for consumers. E15 is not approved for snowmobile use, and observations made during this study support the U.S. Environmental ProtectionAgency's decision to not

Altitude Testing of Large Liquid Propellant Engines

NASA Technical Reports Server (NTRS)

Maynard, Bryon T.; Raines, Nickey G.

2010-01-01

The National Aeronautics and Space Administration entered a new age on January 14, 2004 with President Bush s announcement of the creation the Vision for Space Exploration that will take mankind back to the Moon and on beyond to Mars. In January, 2006, after two years of hard, dedicated labor, engineers within NASA and its contractor workforce decided that the J2X rocket, based on the heritage of the Apollo J2 engine, would be the new engine for the NASA Constellation Ares upper stage vehicle. This engine and vehicle combination would provide assured access to the International Space Station to replace that role played by the Space Shuttle and additionally, would serve as the Earth Departure Stage, to push the Crew Excursion Vehicle out of Earth Orbit and head it on a path for rendezvous with the Moon. Test as you fly, fly as you test was chosen to be the guiding philosophy and a pre-requisite for the engine design, development, test and evaluation program. An exhaustive survey of national test facility assets proved the required capability to test the J2X engine at high altitude for long durations did not exist so therefore, a high altitude/near space environment testing capability would have to be developed. After several agency concepts the A3 High Altitude Testing Facility proposal was selected by the J2X engine program on March 2, 2007 and later confirmed by a broad panel of NASA senior leadership in May 2007. This facility is to be built at NASA s John C. Stennis Space Center located near Gulfport, Mississippi. 30 plus years of Space Shuttle Main Engine development and flight certification testing makes Stennis uniquely suited to support the Vision For Space Exploration Return to the Moon. Propellant handling infrastructure, engine assembly facilities, a trained and dedicated workforce and a broad and varied technical support base will all ensure that the A3 facility will be built on time to support the schedule needs of the J2X engine and the ultimate flight

46 CFR 15.825 - Engineers.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 1 2010-10-01 2010-10-01 false Engineers. 15.825 Section 15.825 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.825 Engineers. (a) An individual in charge of an engineering watch on a mechanically propelled...

46 CFR 15.825 - Engineers.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 1 2014-10-01 2014-10-01 false Engineers. 15.825 Section 15.825 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.825 Engineers. (a) An individual in charge of an engineering watch on a mechanically propelled...

46 CFR 15.825 - Engineers.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 1 2011-10-01 2011-10-01 false Engineers. 15.825 Section 15.825 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.825 Engineers. (a) An individual in charge of an engineering watch on a mechanically propelled...

46 CFR 15.825 - Engineers.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 1 2012-10-01 2012-10-01 false Engineers. 15.825 Section 15.825 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.825 Engineers. (a) An individual in charge of an engineering watch on a mechanically propelled...

46 CFR 15.825 - Engineers.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 1 2013-10-01 2013-10-01 false Engineers. 15.825 Section 15.825 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.825 Engineers. (a) An individual in charge of an engineering watch on a mechanically propelled...

J-2X Powerpack hot-fire test

NASA Image and Video Library

2008-01-31

The first hot-fire test of the J-2X power pack 1A gas generator was performed Jan. 31 on the A-1 Test Stand at Stennis Space Center. Initial indications are that all test objectives were met. The test was designed as a 3.42-second helium spin start with gas generator ignition and it went the full scheduled duration. Test conductors reported a smooth start with normal shutdown and described the event as a 'good test.' The test was part of the early component testing for the new J-2X engine being built by NASA to power the Ares I and Ares V rockets that will carry humans back to the moon and on to Mars. It was performed as one in a series of 12 scheduled tests. Those tests began last November at Stennis, but the January 31 event represented the first hot-fire test. The Stennis tests are a critical step in the successful development of the J-2X engine.

Real-Time Simulation of the X-33 Aerospace Engine

NASA Technical Reports Server (NTRS)

Aguilar, Robert

1999-01-01

This paper discusses the development and performance of the X-33 Aerospike Engine RealTime Model. This model was developed for the purposes of control law development, six degree-of-freedom trajectory analysis, vehicle system integration testing, and hardware-in-the loop controller verification. The Real-Time Model uses time-step marching solution of non-linear differential equations representing the physical processes involved in the operation of a liquid propellant rocket engine, albeit in a simplified form. These processes include heat transfer, fluid dynamics, combustion, and turbomachine performance. Two engine models are typically employed in order to accurately model maneuvering and the powerpack-out condition where the power section of one engine is used to supply propellants to both engines if one engine malfunctions. The X-33 Real-Time Model is compared to actual hot fire test data and is been found to be in good agreement.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows a close-up, rear view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology

Background Acoustics Levels in the 9x15 Wind Tunnel and Linear Array Testing

NASA Technical Reports Server (NTRS)

Stephens, David

2011-01-01

The background noise level in the 9x15 foot wind tunnel at NASA Glenn has been documented, and the results compare favorably with historical measurements. A study of recessed microphone mounting techniques was also conducted, and a recessed cavity with a micronic wire mesh screen reduces hydrodynamic noise by around 10 dB. A three-microphone signal processing technique can provide additional benefit, rejecting up to 15 dB of noise contamination at some frequencies. The screen and cavity system offers considerable benefit to test efficiency, although there are additional calibration requirements.

ISTAR: Project Status and Ground Test Engine Design

NASA Technical Reports Server (NTRS)

Quinn, Jason Eugene

2003-01-01

Review of the current technical and programmatic status of the Integrated System Test of an Airbreathing Rocket (ISTAR) project. November 2002 completed Phase 1 of this project: which worked the conceptual design of the X-43B demonstrator vehicle and Flight Test Engine (FTE) order to develop realistic requirements for the Ground Test Engine (GTE). The latest conceptual FTE and X-43B configuration is briefly reviewed. The project plan is to reduce risk to the GTE and FTE concepts through several tests: thruster, fuel endothermic characterization, engine structure/heat exchanger, injection characterization rig, and full scale direct connect combustion rig. Each of these will be discussed along with the project schedule. This discussion is limited due to ITAR restrictions on open literature papers.

J-2X concludes series of tests

NASA Image and Video Library

2008-05-09

NASA engineers successfully complete the first series of tests in the early development of the J-2X engine that will power the Ares I and Ares V rockets, key components of NASA's Constellation Program.

X-15 #3 being secured by ground crew after flight

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15-3 (56-6672) research aircraft is secured by ground crew after landing on Rogers Dry Lakebed. The work of the X-15 team did not end with the landing of the aircraft. Once it had stopped on the lakebed, the pilot had to complete an extensive post-landing checklist. This involved recording instrument readings, pressures and temperatures, positioning switches, and shutting down systems. The pilot was then assisted from the aircraft, and a small ground crew depressurized the tanks before the rest of the ground crew finished their work on the aircraft. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the

The J-2X Fuel Turbopump - Design, Development, and Test

NASA Technical Reports Server (NTRS)

Tellier, James G.; Hawkins, Lakiesha V.; Shinguchi, Brian H.; Marsh, Matthew W.

2011-01-01

Pratt and Whitney Rocketdyne (PWR), a NASA subcontractor, is executing the design, development, test, and evaluation (DDT&E) of a liquid oxygen, liquid hydrogen two hundred ninety four thousand pound thrust rocket engine initially intended for the Upper Stage (US) and Earth Departure Stage (EDS) of the Constellation Program Ares-I Crew Launch Vehicle (CLV). A key element of the design approach was to base the new J-2X engine on the heritage J-2S engine with the intent of uprating the engine and incorporating SSME and RS-68 lessons learned. The J-2S engine was a design upgrade of the flight proven J-2 configuration used to put American astronauts on the moon. The J-2S Fuel Turbopump (FTP) was the first Rocketdyne-designed liquid hydrogen centrifugal pump and provided many of the early lessons learned for the Space Shuttle Main Engine High Pressure Fuel Turbopumps. This paper will discuss the design trades and analyses performed for the current J-2X FTP to increase turbine life; increase structural margins, facilitate component fabrication; expedite turbopump assembly; and increase rotordynamic stability margins. Risk mitigation tests including inducer water tests, whirligig turbine blade tests, turbine air rig tests, and workhorse gas generator tests characterized operating environments, drove design modifications, or identified performance impact. Engineering design, fabrication, analysis, and assembly activities support FTP readiness for the first J-2X engine test scheduled for July 2011.

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.

Preliminary Base Pressures Obtained from the X-15 Airplane at Mach Numbers from 1.1 to 3.2

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.

1961-01-01

Base pressure measurements have been made on the fuselage, 10 deg.-wedge vertical fin, and side fairing of the X-15 airplane. Data are presented for Mach numbers between 1.1 and 3.2 for both powered and unpowered flight. Comparisons are made with data from small-scale-model tests, semiempirical estimates, and theory. The results of this preliminary study show that operation of the interim rocket engines (propellant flow rate approximately 70 lb/sec) reduces the base drag of the X-15 by 25 to 35 percent throughout the test Mach number range. Values of base drag coefficient for the side fairing and fuselage obtained from X-15 wind-tunnel models were adequate for predicting the overall full-scale performance of the test airplane. The leading-edge sweep of the upper movable vertical fin was not an important factor affecting the fin base pressure. The power-off base pressure coefficients of the upper movable vertical fin (a 10 deg. wedge with chord-to-thickness ratio of 5.5 and semispan-to-thickness ratio of 3.2) are in general agreement with the small-scale blunt-trailing-edge-wing data of several investigators and with two-dimensional theory.

The Control System for the X-33 Linear Aerospike Engine

NASA Technical Reports Server (NTRS)

Jackson, Jerry E.; Espenschied, Erich; Klop, Jeffrey

1998-01-01

The linear aerospike engine is being developed for single-stage -to-orbit (SSTO) applications. The primary advantages of a linear aerospike engine over a conventional bell nozzle engine include altitude compensation, which provides enhanced performance, and lower vehicle weight resulting from the integration of the engine into the vehicle structure. A feature of this integration is the ability to provide thrust vector control (TVC) by differential throttling of the engine combustion elements, rather than the more conventional approach of gimballing the entire engine. An analysis of the X-33 flight trajectories has shown that it is necessary to provide +/- 15% roll, pitch and yaw TVC authority with an optional capability of +/- 30% pitch at select times during the mission. The TVC performance requirements for X-33 engine became a major driver in the design of the engine control system. The thrust level of the X-33 engine as well as the amount of TVC are managed by a control system which consists of electronic, instrumentation, propellant valves, electro-mechanical actuators, spark igniters, and harnesses. The engine control system is responsible for the thrust control, mixture ratio control, thrust vector control, engine health monitoring, and communication to the vehicle during all operational modes of the engine (checkout, pre-start, start, main-stage, shutdown and post shutdown). The methodology for thrust vector control, the health monitoring approach which includes failure detection, isolation, and response, and the basic control system design are the topic of this paper. As an additional point of interest a brief description of the X-33 engine system will be included in this paper.

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.

Testing of Twin Linear Aerospike XRS-2200 Engine

NASA Technical Reports Server (NTRS)

2001-01-01

The test of twin Linear Aerospike XRS-2200 engines, originally built for the X-33 program, was performed on August 6, 2001 at NASA's Sternis Space Center, Mississippi. The engines were fired for the planned 90 seconds and reached a planned maximum power of 85 percent. NASA's Second Generation Reusable Launch Vehicle Program , also known as the Space Launch Initiative (SLI), is making advances in propulsion technology with this third and final successful engine hot fire, designed to test electro-mechanical actuators. Information learned from this hot fire test series about new electro-mechanical actuator technology, which controls the flow of propellants in rocket engines, could provide key advancements for the propulsion systems for future spacecraft. The Second Generation Reusable Launch Vehicle Program, led by NASA's Marshall Space Flight Center in Huntsville, Alabama, is a technology development program designed to increase safety and reliability while reducing costs for space travel. The X-33 program was cancelled in March 2001.

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

NASA Technical Reports Server (NTRS)

Myers, L. P.; Mackall, K. G.; Burcham, F. W., Jr.; Walter, W. A.

1982-01-01

Benefits provided by a full-authority digital engine control are related to improvements in engine efficiency, performance, and operations. An additional benefit is the capability of detecting and accommodating failures in real time and providing engine-health diagnostics. The digital electronic engine control (DEEC), is a full-authority digital engine control developed for the F100-PW-100 turbofan engine. The DEEC has been flight tested on an F-15 aircraft. The flight tests had the objective to evaluate the DEEC hardware and software over the F-15 flight envelope. A description is presented of the results of the flight tests, which consisted of nonaugmented and augmented throttle transients, airstarts, and backup control operations. The aircraft, engine, DEEC system, and data acquisition and reduction system are discussed.

Testing to Transition the J-2X from Paper to Hardware

NASA Technical Reports Server (NTRS)

Byrd, Tom

2010-01-01

The J-2X Upper Stage Engine (USE) will be the first new human-rated upper stage engine since the Apollo program of the 1960s. It is designed to carry the Ares I and Ares V into orbit and send the Ares V to the Moon as part of NASA's Constellation Program. This paper will provide an overview of progress on the design, testing, and manufacturing of this new engine in 2009 and 2010. The J-2X embodies the program goals of basing the design on proven technology and experience and seeking commonality between the Ares vehicles as a way to minimize risk, shorten development times, and live within current budget constraints. It is based on the proven J-2 engine used on the Saturn IB and Saturn V launch vehicles. The prime contractor for the J-2X is Pratt & Whitney Rocketdyne (PWR), which is under a design, development, test, and engineering (DDT&E) contract covering the period from June 2006 through September 2014. For Ares I, the J-2X will provide engine start at approximately 190,000 feet, operate roughly 500 seconds, and shut down. For Ares V, the J-2X will start at roughly 190,000 feet to place the Earth departure stage (EDS) in orbit, shut down and loiter for up to five days, re-start on command and operate for roughly 300 seconds at its secondary power level to perform trans lunar injection (TLI), followed by final engine shutdown. The J-2X development effort focuses on four key areas: early risk mitigation, design risk mitigation, component and subassembly testing, and engine system testing. Following that plan, the J-2X successfully completed its critical design review (CDR) in 2008, and it has made significant progress in 2009 and 2010 in moving from the drawing board to the machine shop and test stand. Post-CDR manufacturing is well under way, including PWR in-house and vendor hardware. In addition, a wide range of component and sub-component tests have been completed, and more component tests are planned. Testing includes heritage powerpack, turbopump inducer

Digital Image Correlation Techniques Applied to Large Scale Rocket Engine Testing

NASA Technical Reports Server (NTRS)

Gradl, Paul R.

2016-01-01

Rocket engine hot-fire ground testing is necessary to understand component performance, reliability and engine system interactions during development. The J-2X upper stage engine completed a series of developmental hot-fire tests that derived performance of the engine and components, validated analytical models and provided the necessary data to identify where design changes, process improvements and technology development were needed. The J-2X development engines were heavily instrumented to provide the data necessary to support these activities which enabled the team to investigate any anomalies experienced during the test program. This paper describes the development of an optical digital image correlation technique to augment the data provided by traditional strain gauges which are prone to debonding at elevated temperatures and limited to localized measurements. The feasibility of this optical measurement system was demonstrated during full scale hot-fire testing of J-2X, during which a digital image correlation system, incorporating a pair of high speed cameras to measure three-dimensional, real-time displacements and strains was installed and operated under the extreme environments present on the test stand. The camera and facility setup, pre-test calibrations, data collection, hot-fire test data collection and post-test analysis and results are presented in this paper.

Aerospike Engine Post-Test Diagnostic System Delivered to Rocketdyne

NASA Technical Reports Server (NTRS)

Meyer, Claudia M.

2000-01-01

The NASA Glenn Research Center at Lewis Field, in cooperation with Rocketdyne, has designed, developed, and implemented an automated Post-Test Diagnostic System (PTDS) for the X-33 linear aerospike engine. The PTDS was developed to reduce analysis time and to increase the accuracy and repeatability of rocket engine ground test fire and flight data analysis. This diagnostic system provides a fast, consistent, first-pass data analysis, thereby aiding engineers who are responsible for detecting and diagnosing engine anomalies from sensor data. It uses analytical methods modeled after the analysis strategies used by engineers. Glenn delivered the first version of PTDS in September of 1998 to support testing of the engine s power pack assembly. The system was used to analyze all 17 power pack tests and assisted Rocketdyne engineers in troubleshooting both data acquisition and test article anomalies. The engine version of PTDS, which was delivered in June of 1999, will support all single-engine, dual-engine, and flight firings of the aerospike engine.

46 CFR 46.15-5 - Engineering requirements.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 2 2012-10-01 2012-10-01 false Engineering requirements. 46.15-5 Section 46.15-5... Lakes Voyages § 46.15-5 Engineering requirements. (a) Bilge and ballast systems, piping, inlets and... subchapter F (Marine Engineering) of this chapter. ...

46 CFR 46.15-5 - Engineering requirements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 2 2010-10-01 2010-10-01 false Engineering requirements. 46.15-5 Section 46.15-5... Lakes Voyages § 46.15-5 Engineering requirements. (a) Bilge and ballast systems, piping, inlets and... subchapter F (Marine Engineering) of this chapter. ...

46 CFR 46.15-5 - Engineering requirements.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 2 2014-10-01 2014-10-01 false Engineering requirements. 46.15-5 Section 46.15-5... Lakes Voyages § 46.15-5 Engineering requirements. (a) Bilge and ballast systems, piping, inlets and... subchapter F (Marine Engineering) of this chapter. ...

46 CFR 46.15-5 - Engineering requirements.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 2 2013-10-01 2013-10-01 false Engineering requirements. 46.15-5 Section 46.15-5... Lakes Voyages § 46.15-5 Engineering requirements. (a) Bilge and ballast systems, piping, inlets and... subchapter F (Marine Engineering) of this chapter. ...

46 CFR 46.15-5 - Engineering requirements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 2 2011-10-01 2011-10-01 false Engineering requirements. 46.15-5 Section 46.15-5... Lakes Voyages § 46.15-5 Engineering requirements. (a) Bilge and ballast systems, piping, inlets and... subchapter F (Marine Engineering) of this chapter. ...

15. Historic view of engineer in Building 100 control room ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. Historic view of engineer in Building 100 control room examining data printout. August 28, 1962. On file at NASA Plumbrook Research Facility, Sandusky, Ohio. NASA photo number C-61500. - Rocket Engine Testing Facility, GRC Building No. 100, NASA Glenn Research Center, Cleveland, Cuyahoga County, OH

Flight Research Using F100 Engine P680063 in the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Conners, Timothy R.; Maxwell, Michael D.

1994-01-01

The value of flight research in developing and evaluating gas turbine engines is high. NASA Dryden Flight Research Center has been conducting flight research on propulsion systems for many years. The F100 engine has been tested in the NASA F-15 research airplane in the last three decades. One engine in particular, S/N P680063, has been used for the entire program and has been flown in many pioneering propulsion flight research activities. Included are detailed flight-to-ground facility tests; tests of the first production digital engine control system, the first active stall margin control system, the first performance-seeking control system; and the first use of computer-controlled engine thrust for emergency flight control. The flight research has been supplemented with altitude facility tests at key times. This paper presents a review of the tests of engine P680063, the F-15 airplanes in which it flew, and the role of the flight test in maturing propulsion technology.

Volvo Penta 4.3 GL E15 Emissions and Durability Test

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

Zoubul, G.; Cahoon, M.; Kolb, R.

2011-10-01

A new Volvo Penta carbureted 4.3 GL engine underwent emissions and dynamometer durability testing from break-in to expected end of life using an accelerated ICOMIA marine emissions cycle and E15 fuel. Only ethanol content was controlled. All aging used splash-blended E15 fuel. Exhaust emissions, exhaust gas temperature, torque, power, barometric pressure, air temperature, and fuel flow were measured at five intervals using site-blended E15 aging fuel and certification fuel (E0). The durability test cycle showed no noticeable impact on mechanical durability or engine power. Emissions performance degraded beyond the certification limit for this engine family, mostly occurring by 28% ofmore » expected life. Such degradation is inconsistent with prior experience. Comparisons showed that E15 resulted in lower CO and HC, but increased NOX, as expected for non-feedback-controlled carbureted engines with increased oxygen in the fuel. Fuel consumption also increased with E15 compared with E0. Throughout testing, poor starting characteristics were exhibited on E15 fuel for hot re-start and cold-start. Cranking time to start and smooth idle was roughly doubled compared with typical E0 operation. The carburetor was factory-set for lean operation to ensure emissions compliance. Test protocols did not include carburetor adjustment to account for increased oxygen in the E15 fuel.« less

46 CFR 54.10-15 - Pneumatic test (modifies UG-100).

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 2 2013-10-01 2013-10-01 false Pneumatic test (modifies UG-100). 54.10-15 Section 54.10-15 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING PRESSURE VESSELS Inspection, Reports, and Stamping § 54.10-15 Pneumatic test (modifies UG-100). (a) Pneumatic testing of welded pressure vessels shall be...

46 CFR 54.10-15 - Pneumatic test (modifies UG-100).

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 2 2012-10-01 2012-10-01 false Pneumatic test (modifies UG-100). 54.10-15 Section 54.10-15 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING PRESSURE VESSELS Inspection, Reports, and Stamping § 54.10-15 Pneumatic test (modifies UG-100). (a) Pneumatic testing of welded pressure vessels shall be...

46 CFR 54.10-15 - Pneumatic test (modifies UG-100).

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 2 2014-10-01 2014-10-01 false Pneumatic test (modifies UG-100). 54.10-15 Section 54.10-15 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) MARINE ENGINEERING PRESSURE VESSELS Inspection, Reports, and Stamping § 54.10-15 Pneumatic test (modifies UG-100). (a) Pneumatic testing of welded pressure vessels shall be...

X-15 flight crew - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force Major William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. These six pilots made 125 of the 199 total flights in the X-15. Rushworth made 34 flights (the most of any X-15 pilot); McKay flew 29 times; Engle, Knight, and Dana each flew 16 times; Thompson's total was 14. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52

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.

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need

46 CFR 15.820 - Chief engineer.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 1 2010-10-01 2010-10-01 false Chief engineer. 15.820 Section 15.820 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.820 Chief engineer. (a) There must be an individual holding an MMC or license endorsed as...

46 CFR 15.820 - Chief engineer.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 1 2011-10-01 2011-10-01 false Chief engineer. 15.820 Section 15.820 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.820 Chief engineer. (a) There must be an individual holding an MMC or license endorsed as...

46 CFR 15.820 - Chief engineer.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 1 2012-10-01 2012-10-01 false Chief engineer. 15.820 Section 15.820 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.820 Chief engineer. (a) There must be an individual holding an MMC or license endorsed as...

46 CFR 15.820 - Chief engineer.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 1 2013-10-01 2013-10-01 false Chief engineer. 15.820 Section 15.820 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.820 Chief engineer. (a) There must be an individual holding an MMC or license endorsed as...

46 CFR 15.820 - Chief engineer.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 1 2014-10-01 2014-10-01 false Chief engineer. 15.820 Section 15.820 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.820 Chief engineer. (a) There must be an individual holding an MMC or license endorsed as...

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

Feasibility of Conducting J-2X Engine Testing at the Glenn Research Center Plum Brook Station B-2 Facility

NASA Technical Reports Server (NTRS)

Schafer, Charles F.; Cheston, Derrick J.; Worlund, Armis L.; Brown, James R.; Hooper, William G.; Monk, Jan C.; Winstead, Thomas W.

2008-01-01

A trade study of the feasibility of conducting J-2X testing in the Glenn Research Center (GRC) Plum Brook Station (PBS) B-2 facility was initiated in May 2006 with results available in October 2006. The Propulsion Test Integration Group (PTIG) led the study with support from Marshall Space Flight Center (MSFC) and Jacobs Sverdrup Engineering. The primary focus of the trade study was on facility design concepts and their capability to satisfy the J-2X altitude simulation test requirements. The propulsion systems tested in the B-2 facility were in the 30,000-pound (30K) thrust class. The J-2X thrust is approximately 10 times larger. Therefore, concepts significantly different from the current configuration are necessary for the diffuser, spray chamber subsystems, and cooling water. Steam exhaust condensation in the spray chamber is judged to be the key risk consideration relative to acceptable spray chamber pressure. Further assessment via computational fluid dynamics (CFD) and other simulation capabilities (e.g. methodology for anchoring predictions with actual test data and subscale testing to support investigation.

Testing and Functions of the J2X Gas Generator

NASA Technical Reports Server (NTRS)

Miller, Nicholas

2009-01-01

The Ares I, NASA s new solid rocket based crew launch vehicle, is a two stage in line rocket that has made its waytothe forefront of NASA s endeavors. The Ares I s Upper Stage (US) will be propelled by a J-2X engine which is fueled by liquid hydrogen and liquid oxygen. The J-2X is a variation based on two of its predecessor s, the J-2 and J-2S engines. ET50 is providing the design support for hardware required to run tests on the J-2X Gas Generator (GG) that increases the delivery pressure of the supplied combustion fuels that the engine burns. The test area will be running a series of tests using different lengths and curved segments of pipe and different sized nozzles to determine the configuration that best satisfies the thrust, heat, and stability requirements for the engine. I have had to research the configurations that are being tested and gain an understanding of the purpose of the tests. I then had to research the parts that would be used in the test configurations. I was taken to see parts similar to the ones used in the test configurations and was allowed to review drawings and dimensions used for those parts. My job over this summer has been to use the knowledge I have gained to design, model, and create drawings for the un-fabricated parts that are necessary for the J-2X Workhorse Gas Generator Phase IIcTest.

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

NASA Technical Reports Server (NTRS)

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

1977-01-01

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

J-2X Powerpack tests begin

NASA Image and Video Library

2007-12-18

COLD FLOW - Liquid oxygen runs through the piping on Stennis Space Center's A-1 Test Stand on Dec. 18 to test the ability of the J-2X engine's Powerpack 1A to withstand the temperature change and pressure. Just visible above and to the right of the test article's nozzle is a frosty pipe, indicating the supercold fuel is flowing as it should.

High Ethanol Fuel Endurance: A Study of the Effects of Running Gasoline with 15% Ethanol Concentration in Current Production Outboard Four-Stroke Engines and Conventional Two-Stroke Outboard Marine Engines

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

Hilbert, D.

2011-10-01

Three Mercury Marine outboard marine engines were evaluated for durability using E15 fuel -- gasoline blended with 15% ethanol. Direct comparison was made to operation on E0 (ethanol-free gasoline) to determine the effects of increased ethanol on engine durability. Testing was conducted using a 300-hour wide-open throttle (WOT) test protocol, a typical durability cycle used by the outboard marine industry. Use of E15 resulted in reduced CO emissions, as expected for open-loop, non-feedback control engines. HC emissions effects were variable. Exhaust gas and engine operating temperatures increased as a consequence of leaner operation. Each E15 test engine exhibited some deteriorationmore » that may have been related to the test fuel. The 9.9 HP, four-stroke E15 engine exhibited variable hydrocarbon emissions at 300 hours -- an indication of lean misfire. The 300HP, four-stroke, supercharged Verado engine and the 200HP, two-stroke legacy engine tested with E15 fuel failed to complete the durability test. The Verado engine failed three exhaust valves at 285 endurance hours while the 200HP legacy engine failed a main crank bearing at 256 endurance hours. All E0-dedicated engines completed the durability cycle without incident. Additional testing is necessary to link the observed engine failures to ethanol in the test fuel.« less

Engine Performance Test of the 1975 GM 140-CID

DOT National Transportation Integrated Search

1976-06-01

An engine test of the 1975 GM 140 cubic-inch-displacement, 4-cylinder engine was performed to determine its steady-state fuel consumption and emissions (HC, CO, and NO/sub x/) maps. The data acquired are summarized.

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

NASA Technical Reports Server (NTRS)

1984-01-01

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

46 CFR 12.15-13 - Deck engine mechanic.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 1 2010-10-01 2010-10-01 false Deck engine mechanic. 12.15-13 Section 12.15-13 Shipping... ENDORSEMENTS Qualified Member of the Engine Department § 12.15-13 Deck engine mechanic. (a) An applicant for an endorsement as deck engine mechanic shall be a person holding an MMC or MMD endorsed as junior engineer. The...

46 CFR 12.15-13 - Deck engine mechanic.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 1 2012-10-01 2012-10-01 false Deck engine mechanic. 12.15-13 Section 12.15-13 Shipping... ENDORSEMENTS Qualified Member of the Engine Department § 12.15-13 Deck engine mechanic. (a) An applicant for an endorsement as deck engine mechanic shall be a person holding an MMC or MMD endorsed as junior engineer. The...

46 CFR 12.15-13 - Deck engine mechanic.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 1 2013-10-01 2013-10-01 false Deck engine mechanic. 12.15-13 Section 12.15-13 Shipping... ENDORSEMENTS Qualified Member of the Engine Department § 12.15-13 Deck engine mechanic. (a) An applicant for an endorsement as deck engine mechanic shall be a person holding an MMC or MMD endorsed as junior engineer. The...

46 CFR 12.15-13 - Deck engine mechanic.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 1 2011-10-01 2011-10-01 false Deck engine mechanic. 12.15-13 Section 12.15-13 Shipping... ENDORSEMENTS Qualified Member of the Engine Department § 12.15-13 Deck engine mechanic. (a) An applicant for an endorsement as deck engine mechanic shall be a person holding an MMC or MMD endorsed as junior engineer. The...

X-15: the Perspective of History

NASA Technical Reports Server (NTRS)

Hallion, Richard P.

1991-01-01

The linkages between the Apollo 11 voyage to Tranquility Base and the 199 flights of the X-15 aircraft are discussed. Accomplishments of the X-15 program and a history of aircraft developments that led up to the X-15 are presented.

Design, Development, And Testing of Umbilical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

2000-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-off" umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

Design, Development,and Testing of Umbillical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

1999-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-ofF' umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

The J-2X Oxidizer Turbopump - Design, Development, and Test

NASA Technical Reports Server (NTRS)

Brozowski, Laura A.; Beatty, D. Preston; Shinguchi, Brian H.; Marsh, Matthew W.

2011-01-01

Pratt and Whitney Rocketdyne (PWR), a NASA subcontractor, is executing the Design, Development, Test, and Evaluation (DDT&E) of a liquid oxygen, liquid hydrogen two hundred ninety-four thousand pound thrust rocket engine initially intended for the Upper Stage (US) and Earth Departure Stage (EDS) of the Constellation Program Ares-I Crew Launch Vehicle (CLV). A key element of the design approach was to base the new J-2X engine on the heritage J-2S engine which was a design upgrade of the flight proven J-2 engine used to put American astronauts on the moon. This paper will discuss the design trades and analyses performed to achieve the required uprated Oxidizer Turbopump performance; structural margins and rotordynamic margins; incorporate updated materials and fabrication capability; and reflect lessons learned from legacy and existing Liquid Rocket Propulsion Engine turbomachinery. These engineering design, analysis, fabrication and assembly activities support the Oxidizer Turbopump readiness for J-2X engine test in 2011.

Options for flight testing rocket-based combined-cycle (RBCC) engines

NASA Technical Reports Server (NTRS)

Olds, John

1996-01-01

While NASA's current next-generation launch vehicle research has largely focused on advanced all-rocket single-stage-to-orbit vehicles (i.e. the X-33 and it's RLV operational follow-on), some attention is being given to advanced propulsion concepts suitable for 'next-generation-and-a-half' vehicles. Rocket-based combined-cycle (RBCC) engines combining rocket and airbreathing elements are one candidate concept. Preliminary RBCC engine development was undertaken by the United States in the 1960's. However, additional ground and flight research is required to bring the engine to technological maturity. This paper presents two options for flight testing early versions of the RBCC ejector scramjet engine. The first option mounts a single RBCC engine module to the X-34 air-launched technology testbed for test flights up to about Mach 6.4. The second option links RBCC engine testing to the simultaneous development of a small-payload (220 lb.) two-stage-to-orbit operational vehicle in the Bantam payload class. This launcher/testbed concept has been dubbed the W vehicle. The W vehicle can also serve as an early ejector ramjet RBCC launcher (albeit at a lower payload). To complement current RBCC ground testing efforts, both flight test engines will use earth-storable propellants for their RBCC rocket primaries and hydrocarbon fuel for their airbreathing modes. Performance and vehicle sizing results are presented for both options.

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

In this 17-second video clip, the X-15 is shown in flight and then landing on Rogers Dry Lakebed adjacent to Edwards Air Force Base. It is followed by an F-104A chase aircraft, whose pilot provided a second set of eyes to the X-15 pilot on landing in case of any problems. The video shows the skids on the back of the X-15 contacting the lakebed, with the aircraft's nose then rotating downward until the nose landing gear was on the lakebed.

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.

Calibration of hard x-ray (15 - 50 keV) optics at the MPE test facility PANTER

NASA Astrophysics Data System (ADS)

Bräuninger, Heinrich; Burkert, Wolfgang; Hartner, Gisela D.; Citterio, Oberto; Ghigo, Mauro; Mazzoleni, Francesco; Pareschi, Giovanni; Spiga, Daniele

2004-02-01

The Max-Planck-Institut für extraterrestrische Physik (MPE) in Garching, Germany, operates the large X-ray beam line facility PANTER for testing astronomical systems. At PANTER a number of telescopes like EXOSAT, ROSAT, SAX, JET-X, ABRIXAS, XMM and SWIFT operating in the soft energy range (0.02 - 15 keV) have been successfully calibrated. In the present paper we report on an important upgrade recently implemented that enables the calibration of hard X-ray optics (from 15 up to 50 keV). Currently hard X-ray optics based on single and multilayer coating are being developed for several future X-ray missions. The hard X-ray calibrations at PANTER are carried out by a high energy source based on an electron gun and several anodes, able to cover the energy range from 4.5 up to 50 keV. It provides fluxes up to 104 counts/sec/cm2 at the instrument chamber with a stability better than 1%. As detector a pn-CCD camera operating between 0.2 and 50 keV and a collecting area of 36 cm2 is used. Taking into account the high energy resolution of the CCD (145 eV at 6 keV), a very easy way to operate the facility in hard X-ray is in energy-dispersive mode (i.e. with a broad-band beam). A double crystal monochromator is also available providing energies up to 20 keV. In this paper we present the first results obtained by using PANTER for hard X-ray characterizations, performed on prototype multilayer optics developed by the Osservatorio Astronomico di Brera (OAB), Milano, Italy, and the Harvard-Smithsonian Center for Astrophysics (CfA), Cambridge, MA, USA.

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

46 CFR 15.915 - Engineer Officer Endorsements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 1 2010-10-01 2010-10-01 false Engineer Officer Endorsements. 15.915 Section 15.915 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Equivalents § 15.915 Engineer Officer Endorsements. The following licenses and MMC officer...

46 CFR 15.915 - Engineer Officer Endorsements.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 1 2012-10-01 2012-10-01 false Engineer Officer Endorsements. 15.915 Section 15.915 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Equivalents § 15.915 Engineer Officer Endorsements. The following licenses and MMC officer...

46 CFR 15.915 - Engineer Officer Endorsements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 1 2011-10-01 2011-10-01 false Engineer Officer Endorsements. 15.915 Section 15.915 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Equivalents § 15.915 Engineer Officer Endorsements. The following licenses and MMC officer...

46 CFR 15.915 - Engineer Officer Endorsements.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 1 2013-10-01 2013-10-01 false Engineer Officer Endorsements. 15.915 Section 15.915 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Equivalents § 15.915 Engineer Officer Endorsements. The following licenses and MMC officer...

46 CFR 15.915 - Engineer officer endorsements.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 1 2014-10-01 2014-10-01 false Engineer officer endorsements. 15.915 Section 15.915 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Equivalents § 15.915 Engineer officer endorsements. The following licenses and MMC officer...

Engine Test and Measurements

NASA Technical Reports Server (NTRS)

Wey, Chown Chou

1999-01-01

Although the importance of aerosols and their precursors are now well recognized, the characterization of current subsonic engines for these emissions is far from complete. Furthermore, since the relationship of engine operating parameters to aerosol emissions is not known, extrapolation to untested and unbuilt engines necessarily remains highly uncertain. 1997 NASA LaRC engine test, as well as the parallel 1997 NASA LaRC flight measurement, attempts to address both issues by expanding measurements of aerosols and aerosol precursors with fuels containing different levels of fuel sulfur content. The specific objective of the 1997 engine test is to obtain a database of sulfur oxides emissions as well as the non-volatile particulate emission properties as a function of fuel sulfur and engine operating conditions. Four diagnostic systems, extractive and non-intrusive (optical), will be assembled for the gaseous and particulate emissions characterization measurements study. NASA is responsible for the extractive gaseous emissions measurement system which contains an array of analyzers dedicated to examining the concentrations of specific gases (NO, NO(x), CO, CO2, O2, THC, SO2) and the smoke number. University of Missouri-Rolla uses the Mobile Aerosol Sampling System to measure aerosol/particulate total concentration, size distribution, volatility and hydration property. Air Force Research Laboratory uses the Chemical Ionization Mass Spectrometer to measure SO2, SO3/H2SO4, and HN03 Aerodyne Research, Inc. uses Infrared Tunable Diode Laser system to measure SO2, SO3, NO, H2O, and CO2.

High Stability Engine Control (HISTEC) Flight Test Results

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

NASA's J-2X Engine Builds on the Apollo Program for Lunar Return Missions

NASA Technical Reports Server (NTRS)

Snoddy, Jimmy R.

2006-01-01

In January 2006, NASA streamlined its U.S. Vision for Space Exploration hardware development approach for replacing the Space Shuttle after it is retired in 2010. The revised CLV upper stage will use the J-2X engine, a derivative of NASA s Apollo Program Saturn V s S-II and S-IVB main propulsion, which will also serve as the Earth Departure Stage (EDS) engine. This paper gives details of how the J- 2X engine effort mitigates risk by building on the Apollo Program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. It is well documented that propulsion is historically a high-risk area. NASA s risk reduction strategy for the J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development efforts. In addition, NASA and its industry partner, Rocketdyne, which originally built the J-2, have tapped into their extensive databases and are applying lessons conveyed firsthand by Apollo-era veterans of America s first round of Moon missions in the 1960s and 1970s. NASA s development approach for the J-2X engine includes early requirements definition and management; designing-in lessons learned from the 5-2 heritage programs; initiating long-lead procurement items before Preliminary Desi& Review; incorporating design features for anticipated EDS requirements; identifying facilities for sea-level and altitude testing; and starting ground support equipment and logistics planning at an early stage. Other risk reduction strategies include utilizing a proven gas generator cycle with recent development experience; utilizing existing turbomachinery ; applying current and recent main combustion chamber (Integrated Powerhead Demonstrator) and channel wall nozzle (COBRA) advances; and performing rigorous development, qualification, and certification testing of the engine system

X-15 #2 landing accident at Mud Lake, Nevada on November 9, 1962 after flight 2-31-52

NASA Image and Video Library

1962-11-09

NASA research pilot Jack McKay was injured in a crash landing of the X-15 #2 on November 9, 1962. Following the launch from the B-52 to begin flight 2-31-52, he started the X-15's rocket engine, only to discover that it produced just 30 percent of its maximum thrust. He had to make a high-speed emergency landing on Mud Lake, NV, without flaps but with a significant amount of fuel still in the aircraft. As the X-15 slid across the lakebed, the left skid collapsed; the aircraft turned sideways and flipped onto its back. McKay suffered back injuries but was eventually able to resume X-15 pilot duties, making 22 more flights. The X-15 was sent back to North American Aviation and rebuilt into the X-15A-2.

Flight Test Engineering

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen

2013-01-01

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

J-2X Test Articles Using FDM Process

NASA Technical Reports Server (NTRS)

Anderson, Ted; Ruf, Joe; Steele, Phil

2010-01-01

This viewgraph presentation gives a brief history of the J-2X engine, along with detailed description of the material demonstrator and test articles that were created using Fused Deposition Modeling (FDM) process.

Qualification Lab Testing on M1 Abrams Engine Oil Filters

DTIC Science & Technology

2016-11-01

UNCLASSIFIED QUALIFICATION LAB TESTING ON M1 ABRAMS ENGINE OIL FILTERS FINAL REPORT TFLRF No. 483 by Kristi K. Rutta U.S...the originator. UNCLASSIFIED QUALIFICATION LAB TESTING ON M1 ABRAMS ENGINE OIL FILTERS FINAL REPORT TFLRF No. 483 by Kristi K...TITLE AND SUBTITLE Qualification Lab Testing on M1 Abrams Engine Oil Filter 5a. CONTRACT NUMBER W56HZV-15-C-0030 5b. GRANT NUMBER 5c. PROGRAM

15. INTERIOR OF ENGINE ROOM, CONTAINING MESTACORLISS CROSSCOMPOUND ENGINE, FOR ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. INTERIOR OF ENGINE ROOM, CONTAINING MESTA-CORLISS CROSS-COMPOUND ENGINE, FOR 40" BLOOMING MILL. THIS VIEW IS TAKEN FROM THE HIGH-PRESSURE SIDE OF THE ENGINE SHOWING THE HOUSING EXTENSION; TO THE RIGHT, IN THE BACKGROUND, IS THE 24' CAST-IRON FLYWHEEL. - Republic Iron & Steel Company, Youngstown Works, Blooming Mill & Blooming Mill Engines, North of Poland Avenue, Youngstown, Mahoning County, OH

Impact Testing of Composites for Aircraft Engine Fan Cases

NASA Technical Reports Server (NTRS)

Roberts, Gary D.; Revilock, Duane M.; Binienda, Wieslaw K.; Nie, Walter Z.; Mackenzie, S. Ben; Todd, Kevin B.

2001-01-01

Before composite materials can be considered for use in the fan case of a commercial jet engine, the performance of a composite structure under blade-out loads needs to be demonstrated. The objective of this program is to develop an efficient test and analysis method for evaluating potential composite case concepts. Ballistic impact tests were performed on laminated glass/epoxy composites in order to identify potential failure modes and to provide data for analysis. Flat 7x7 in. panels were impacted with cylindrical titanium projectiles, and 15 in. diameter half-rings were impacted with wedge-shaped titanium projectiles. Composite failure involved local fiber fracture as well as tearing and delamination on a larger scale. A 36 in. diameter full-ring subcomponent was proposed for larger scale testing. Explicit, transient, finite element analyses were used to evaluate impact dynamics and subsequent global deformation for the proposed full-ring subcomponent test. Analyses on half-ring and quarter ring configurations indicated that less expensive smaller scale tests could be used to screen potential composite concepts when evaluation of local impact damage is the primary concern.

Integrated System Health Management (ISHM) for Test Stand and J-2X Engine: Core Implementation

NASA Technical Reports Server (NTRS)

Figueroa, Jorge F.; Schmalzel, John L.; Aguilar, Robert; Shwabacher, Mark; Morris, Jon

2008-01-01

ISHM capability enables a system to detect anomalies, determine causes and effects, predict future anomalies, and provides an integrated awareness of the health of the system to users (operators, customers, management, etc.). NASA Stennis Space Center, NASA Ames Research Center, and Pratt & Whitney Rocketdyne have implemented a core ISHM capability that encompasses the A1 Test Stand and the J-2X Engine. The implementation incorporates all aspects of ISHM; from anomaly detection (e.g. leaks) to root-cause-analysis based on failure mode and effects analysis (FMEA), to a user interface for an integrated visualization of the health of the system (Test Stand and Engine). The implementation provides a low functional capability level (FCL) in that it is populated with few algorithms and approaches for anomaly detection, and root-cause trees from a limited FMEA effort. However, it is a demonstration of a credible ISHM capability, and it is inherently designed for continuous and systematic augmentation of the capability. The ISHM capability is grounded on an integrating software environment used to create an ISHM model of the system. The ISHM model follows an object-oriented approach: includes all elements of the system (from schematics) and provides for compartmentalized storage of information associated with each element. For instance, a sensor object contains a transducer electronic data sheet (TEDS) with information that might be used by algorithms and approaches for anomaly detection, diagnostics, etc. Similarly, a component, such as a tank, contains a Component Electronic Data Sheet (CEDS). Each element also includes a Health Electronic Data Sheet (HEDS) that contains health-related information such as anomalies and health state. Some practical aspects of the implementation include: (1) near real-time data flow from the test stand data acquisition system through the ISHM model, for near real-time detection of anomalies and diagnostics, (2) insertion of the J-2X

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

NASA Technical Reports Server (NTRS)

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

1981-01-01

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

The J-2X Upper Stage Engine: From Heritage to Hardware

NASA Technical Reports Server (NTRS)

Byrd, THomas

2008-01-01

NASA's Global Exploration Strategy requires safe, reliable, robust, efficient transportation to support sustainable operations from Earth to orbit and into the far reaches of the solar system. NASA selected the Ares I crew launch vehicle and the Ares V cargo launch vehicle to provide that transportation. Guiding principles in creating the architecture represented by the Ares vehicles were the maximum use of heritage hardware and legacy knowledge, particularly Space Shuttle assets, and commonality between the Ares vehicles where possible to streamline the hardware development approach and reduce programmatic, technical, and budget risks. The J-2X exemplifies those goals. It was selected by the Exploration Systems Architecture Study (ESAS) as the upper stage propulsion for the Ares I Upper Stage and the Ares V Earth Departure Stage (EDS). The J-2X is an evolved version ofthe historic J-2 engine that successfully powered the second stage of the Saturn I launch vehicle and the second and third stages of the Saturn V launch vehicle. The Constellation architecture, however, requires performance greater than its predecessor. The new architecture calls for larger payloads delivered to the Moon and demands greater loss of mission reliability and numerous other requirements associated with human rating that were not applied to the original J-2. As a result, the J-2X must operate at much higher temperatures, pressures, and flow rates than the heritage J-2, making it one of the highest performing gas generator cycle engines ever built, approaching the efficiency of more complex stage combustion engines. Development is focused on early risk mitigation, component and subassembly test, and engine system test. The development plans include testing engine components, including the subscale injector, main igniter, powerpack assembly (turbopumps, gas generator and associated ducting and structural mounts), full-scale gas generator, valves, and control software with hardware

Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating

NASA Technical Reports Server (NTRS)

1997-01-01

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly

Augmentor performance of an F100 engine model derivative engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Walton, James T.; Burcham, Frank W., Jr.

1986-01-01

The transient performance of the F100 engine model derivative (EMD) augmentor was evaluated in an F-15 airplane. The augmentor was a newly designed 16-segment augmentor. It was tested with a segment-1 sprayring with 90 deg fuel injection, and later with a modified segment-1 sprayring with centerline fuel injection. With the 90 deg injection, no-lights occurred at high altitudes with airspeeds of 175 knots or less; however, the results were better than when using the standard F100-PW-100 engine. With the centerline fuel injection, all transients were successful to an altitude of 15,500 meters and an airspeed of 150 knots: no failures to light, blowouts, or stalls occurred. For a first flight evaluation, the augmentor transient performance was excellent.

Russian Rocket Engine Test

NASA Technical Reports Server (NTRS)

1998-01-01

NASA engineers successfully tested a Russian-built rocket engine on November 4, 1998 at the Marshall Space Flight Center (MSFC) Advanced Engine Test Facility, which had been used for testing the Saturn V F-1 engines and Space Shuttle Main engines. The MSFC was under a Space Act Agreement with Lockheed Martin Astronautics of Denver to provide a series of test firings of the Atlas III propulsion system configured with the Russian-designed RD-180 engine. The tests were designed to measure the performance of the Atlas III propulsion system, which included avionics and propellant tanks and lines, and how these components interacted with the RD-180 engine. The RD-180 is powered by kerosene and liquid oxygen, the same fuel mix used in Saturn rockets. The RD-180, the most powerful rocket engine tested at the MSFC since Saturn rocket tests in the 1960s, generated 860,000 pounds of thrust. The test was the first test ever anywhere outside Russia of a Russian designed and built engine.

Russian Rocket Engine Test

NASA Technical Reports Server (NTRS)

1998-01-01

NASA engineers successfully tested a Russian-built rocket engine on November 4, 1998 at the Marshall Space Flight Center (MSFC) Advanced Engine Test Facility, which had been used for testing the Saturn V F-1 engines and Space Shuttle Main engines. The MSFC was under a Space Act Agreement with Lockheed Martin Astronautics of Denver to provide a series of test firings of the Atlas III propulsion system configured with the Russian-designed RD-180 engine. The tests were designed to measure the performance of the Atlas III propulsion system, which included avionics and propellant tanks and lines, and how these components interacted with the RD-180 engine. The RD-180 is powered by kerosene and liquid oxygen, the same fuel mix used in Saturn rockets. The RD-180, the most powerful rocket engine tested at the MSFC since Saturn rocket tests in the 1960s, generated 860,000 pounds of thrust.

Reducing the Time and Cost of Testing Engines

NASA Technical Reports Server (NTRS)

2004-01-01

Producing a new aircraft engine currently costs approximately $1 billion, with 3 years of development time for a commercial engine and 10 years for a military engine. The high development time and cost make it extremely difficult to transition advanced technologies for cleaner, quieter, and more efficient new engines. To reduce this time and cost, NASA created a vision for the future where designers would use high-fidelity computer simulations early in the design process in order to resolve critical design issues before building the expensive engine hardware. To accomplish this vision, NASA's Glenn Research Center initiated a collaborative effort with the aerospace industry and academia to develop its Numerical Propulsion System Simulation (NPSS), an advanced engineering environment for the analysis and design of aerospace propulsion systems and components. Partners estimate that using NPSS has the potential to dramatically reduce the time, effort, and expense necessary to design and test jet engines by generating sophisticated computer simulations of an aerospace object or system. These simulations will permit an engineer to test various design options without having to conduct costly and time-consuming real-life tests. By accelerating and streamlining the engine system design analysis and test phases, NPSS facilitates bringing the final product to market faster. NASA's NPSS Version (V)1.X effort was a task within the Agency s Computational Aerospace Sciences project of the High Performance Computing and Communication program, which had a mission to accelerate the availability of high-performance computing hardware and software to the U.S. aerospace community for its use in design processes. The technology brings value back to NASA by improving methods of analyzing and testing space transportation components.

Vehicle testing of Cummins turbocompound diesel engine

NASA Technical Reports Server (NTRS)

Brands, M. C.; Werner, J. R.; Hoehne, J. L.

1980-01-01

Two turbocompound diesel engines were installed in Class VIII heavy-duty vehicles to determine the fuel consumption potential and performance characteristics. One turbocompound powered vehicle was evaluated at the Cummins Pilot Center where driveability, fuel consumption, torsional vibration, and noise were evaluated. Fuel consumption testing showed a 14.8% benefit for the turbocompound engine in comparison to a production NTC-400 used as a baseline. The turbocompound engine also achieved lower noise levels, improved driveability, improved gradeability, and marginally superior engine retardation. The second turbocompound engine was placed in commercial service and accumulated 50,000 miles on a cross-country route without malfunction. Tank mileage revealed a 15.92% improvement over a production NTCC-400 which was operating on the same route.

[The testing system for OCP of the digital X-ray machine].

PubMed

Wang, Yan; Mo, Guoming; Wang, Juru; Zhou, Tao; Yu, Jianguo

2011-09-01

In this paper, we designed a testing system for operator control panel of a high-voltage and high-frequency X-ray machine, and an online testing software for functional components, in order to help the testing engineers to improve their work efficiency.

Active Control of Inlet Noise on the JT15D Turbofan Engine

NASA Technical Reports Server (NTRS)

Smith, Jerome P.; Hutcheson, Florence V.; Burdisso, Ricardo A.; Fuller, Chris R.

1999-01-01

This report presents the key results obtained by the Vibration and Acoustics Laboratories at Virginia Tech over the year from November 1997 to December 1998 on the Active Noise Control of Turbofan Engines research project funded by NASA Langley Research Center. The concept of implementing active noise control techniques with fuselage-mounted error sensors is investigated both analytically and experimentally. The analytical part of the project involves the continued development of an advanced modeling technique to provide prediction and design guidelines for application of active noise control techniques to large, realistic high bypass engines of the type on which active control methods are expected to be applied. Results from the advanced analytical model are presented that show the effectiveness of the control strategies, and the analytical results presented for fuselage error sensors show good agreement with the experimentally observed results and provide additional insight into the control phenomena. Additional analytical results are presented for active noise control used in conjunction with a wavenumber sensing technique. The experimental work is carried out on a running JT15D turbofan jet engine in a test stand at Virginia Tech. The control strategy used in these tests was the feedforward Filtered-X LMS algorithm. The control inputs were supplied by single and multiple circumferential arrays of acoustic sources equipped with neodymium iron cobalt magnets mounted upstream of the fan. The reference signal was obtained from an inlet mounted eddy current probe. The error signals were obtained from a number of pressure transducers flush-mounted in a simulated fuselage section mounted in the engine test cell. The active control methods are investigated when implemented with the control sources embedded within the acoustically absorptive material on a passively-lined inlet. The experimental results show that the combination of active control techniques with fuselage

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's cen

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

Liquid Rocket Engine Testing

DTIC Science & Technology

2016-10-21

Briefing Charts 3. DATES COVERED (From - To) 17 October 2016 – 26 October 2016 4. TITLE AND SUBTITLE Liquid Rocket Engine Testing 5a. CONTRACT NUMBER...298 (Rev. 8-98) Prescribed by ANSI Std. 239.18 Liquid Rocket Engine Testing SFTE Symposium 21 October 2016 Jake Robertson, Capt USAF AFRL...Distribution Unlimited. PA Clearance 16493 Liquid Rocket Engine Testing • Engines and their components are extensively static-tested in development • This

Status on the Verification of Combustion Stability for the J-2X Engine Thrust Chamber Assembly

NASA Technical Reports Server (NTRS)

Casiano, Matthew; Hinerman, Tim; Kenny, R. Jeremy; Hulka, Jim; Barnett, Greg; Dodd, Fred; Martin, Tom

2013-01-01

Development is underway of the J -2X engine, a liquid oxygen/liquid hydrogen rocket engine for use on the Space Launch System. The Engine E10001 began hot fire testing in June 2011 and testing will continue with subsequent engines. The J -2X engine main combustion chamber contains both acoustic cavities and baffles. These stability aids are intended to dampen the acoustics in the main combustion chamber. Verification of the engine thrust chamber stability is determined primarily by examining experimental data using a dynamic stability rating technique; however, additional requirements were included to guard against any spontaneous instability or rough combustion. Startup and shutdown chug oscillations are also characterized for this engine. This paper details the stability requirements and verification including low and high frequency dynamics, a discussion on sensor selection and sensor port dynamics, and the process developed to assess combustion stability. A status on the stability results is also provided and discussed.

A-1 Test Stand modifications

NASA Image and Video Library

2011-09-14

Team members check the progress of a liquid nitrogen cold shock test on the A-1 Test Stand at Stennis Space Center on Sept. 15. The cold shock test is used to confirm the test stand's support system can withstand test conditions, when super-cold rocket engine propellant is piped. The A-1 Test Stand is preparing to conduct tests on the powerpack component of the J-2X rocket engine, beginning in early 2012.

Potential for Imaging Engineered Tissues with X-Ray Phase Contrast

PubMed Central

Appel, Alyssa; Anastasio, Mark A.

2011-01-01

As the field of tissue engineering advances, it is crucial to develop imaging methods capable of providing detailed three-dimensional information on tissue structure. X-ray imaging techniques based on phase-contrast (PC) have great potential for a number of biomedical applications due to their ability to provide information about soft tissue structure without exogenous contrast agents. X-ray PC techniques retain the excellent spatial resolution, tissue penetration, and calcified tissue contrast of conventional X-ray techniques while providing drastically improved imaging of soft tissue and biomaterials. This suggests that X-ray PC techniques are very promising for evaluation of engineered tissues. In this review, four different implementations of X-ray PC imaging are described and applications to tissues of relevance to tissue engineering reviewed. In addition, recent applications of X-ray PC to the evaluation of biomaterial scaffolds and engineered tissues are presented and areas for further development and application of these techniques are discussed. Imaging techniques based on X-ray PC have significant potential for improving our ability to image and characterize engineered tissues, and their continued development and optimization could have significant impact on the field of tissue engineering. PMID:21682604

Cost of lower NO x emissions: Increased CO 2 emissions from heavy-duty diesel engines

NASA Astrophysics Data System (ADS)

Krishnamurthy, Mohan; Carder, Daniel K.; Thompson, Gregory; Gautam, Mridul

This paper highlights the effect of emissions regulations on in-use emissions from heavy-duty vehicles powered by different model year engines. More importantly, fuel economy data for pre- and post-consent decree engines are compared. The objective of this study was to determine the changes in brake-specific emissions of NO x as a result of emission regulations, and to highlight the effect these have had on brake-specific CO 2 emission; hence, fuel consumption. For this study, in-use, on-road emission measurements were collected. Test vehicles were instrumented with a portable on-board tailpipe emissions measurement system, WVU's Mobile Emissions Measurement System, and were tested on specific routes, which included a mix of highway and city driving patterns, in order to collect engine operating conditions, vehicle speed, and in-use emission rates of CO 2 and NO x. Comparison of on-road in-use emissions data suggests NO x reductions as high as 80% and 45% compared to the US Federal Test Procedure and Not-to-Exceed standards for model year 1995-2002. However, the results indicate that the fuel consumption; hence, CO 2 emissions increased by approximately 10% over the same period, when the engines were operating in the Not-to-Exceed region.

Solar-Thermal Engine Testing

NASA Technical Reports Server (NTRS)

Tucker, Stephen; Salvail, Pat; Haynes, Davy (Technical Monitor)

2001-01-01

A solar-thermal engine serves as a high-temperature solar-radiation absorber, heat exchanger, and rocket nozzle. collecting concentrated solar radiation into an absorber cavity and transferring this energy to a propellant as heat. Propellant gas can be heated to temperatures approaching 4,500 F and expanded in a rocket nozzle, creating low thrust with a high specific impulse (I(sub sp)). The Shooting Star Experiment (SSE) solar-thermal engine is made of 100 percent chemical vapor deposited (CVD) rhenium. The engine 'module' consists of an engine assembly, propellant feedline, engine support structure, thermal insulation, and instrumentation. Engine thermal performance tests consist of a series of high-temperature thermal cycles intended to characterize the propulsive performance of the engines and the thermal effectiveness of the engine support structure and insulation system. A silicone-carbide electrical resistance heater, placed inside the inner shell, substitutes for solar radiation and heats the engine. Although the preferred propellant is hydrogen, the propellant used in these tests is gaseous nitrogen. Because rhenium oxidizes at elevated temperatures, the tests are performed in a vacuum chamber. Test data will include transient and steady state temperatures on selected engine surfaces, propellant pressures and flow rates, and engine thrust levels. The engine propellant-feed system is designed to Supply GN2 to the engine at a constant inlet pressure of 60 psia, producing a near-constant thrust of 1.0 lb. Gaseous hydrogen will be used in subsequent tests. The propellant flow rate decreases with increasing propellant temperature, while maintaining constant thrust, increasing engine I(sub sp). In conjunction with analytical models of the heat exchanger, the temperature data will provide insight into the effectiveness of the insulation system, the structural support system, and the overall engine performance. These tests also provide experience on operational

AJ26 engine test

NASA Image and Video Library

2012-06-25

NASA engineers tested an Aerojet AJ26 rocket engine on the E-1 Test Stand at Stennis Space Center on June 25, 2012, against the backdrop of the B-1/B-2 Test Stand. The engine will be used by Orbital Sciences Corporation to power commercial cargo flights to the International Space Station.

Design and test of aircraft engine isolators for reduced interior noise

NASA Technical Reports Server (NTRS)

Unruh, J. F.; Scheidt, D. C.

1982-01-01

Improved engine vibration isolation was proposed to be the most weight and cost efficient retrofit structure-borne noise control measure for single engine general aviation aircraft. A study was carried out the objectives: (1) to develop an engine isolator design specification for reduced interior noise transmission, (2) select/design candidate isolators to meet a 15 dB noise reduction design goal, and (3) carry out a proof of concept evaluation test. Analytical model of the engine, vibration isolators and engine mount structure were coupled to an empirical model of the fuselage for noise transmission evaluation. The model was used to develop engine isolator dynamic properties design specification for reduced noise transmission. Candidate isolators ere chosen from available product literature and retrofit to a test aircraft. A laboratory based test procedure was then developed to simulate engine induced noise transmission in the aircraft for a proof of concept evaluation test. Three candidate isolator configurations were evaluated for reduced structure-borne noise transmission relative to the original equipment isolators.

The X-15/HL-20 operations support comparison

NASA Technical Reports Server (NTRS)

Morris, W. Douglas

1993-01-01

During the 1960's, the United States X-15 rocket-plane research program successfully demonstrated the ability to support a reusable vehicle operating in a near-space environment. The similarity of the proposed HL-20 lifting body concept in general size, weight, and subsystem composition to that of the X-15 provided an opportunity for a comparison of the predicted support manpower and turnaround times with those experienced in the X-15 program. Information was drawn from both reports and discussions with X-15 program personnel to develop comparative operations and support data. Based on the assumption of comparability between the two systems, the predicted staffing levels, skill mix, and refurbishment times of an operational HL-20 appear to be similar to those experienced by the X-15 for ground support. However, safety, environmental, and support requirements have changed such that the HL-20 will face a different operating environment than existed at Edwards during the 1950's and 1960's. Today's operational standards may impose additional requirements on the HL-20 that will add to the maintenance and support burden estimate based on the X-15 analogy.

Development Status of the NASA MC-1 (Fastrac) Engine

NASA Technical Reports Server (NTRS)

Ballard, Richard O.; Olive, Tim; Turner, James E. (Technical Monitor)

2000-01-01

The MC-1 (formerly known as the Fastrac 60K) Engine is being developed for the X-34 technology demonstrator vehicle. It is a pump-fed liquid rocket engine with fixed thrust operating at one rated power level of 60,000 lbf vacuum thrust using a 15:1 area ratio nozzle (slightly higher for the 30:1 flight nozzle). Engine system development testing of the MC-1 has been ongoing since 24 Oct 1998. To date, 48 tests have been conducted on three engines using three separate test stands. This paper will provide some details of the engine, the tests conducted, and the lessons learned to date.

Ultrafine particle emission characteristics of diesel engine by on-board and test bench measurement.

PubMed

Huang, Cheng; Lou, Diming; Hu, Zhiyuan; Tan, Piqiang; Yao, Di; Hu, Wei; Li, Peng; Ren, Jin; Chen, Changhong

2012-01-01

This study investigated the emission characteristics of ultrafine particles based on test bench and on-board measurements. The bench test results showed the ultrafine particle number concentration of the diesel engine to be in the range of (0.56-8.35) x 10(8) cm(-3). The on-board measurement results illustrated that the ultrafine particles were strongly correlated with changes in real-world driving cycles. The particle number concentration was down to 2.0 x 10(6) cm(-3) and 2.7 x 10(7) cm(-3) under decelerating and idling operations and as high as 5.0 x 10(8) cm(-3) under accelerating operation. It was also indicated that the particle number measured by the two methods increased with the growth of engine load at each engine speed in both cases. The particle number presented a "U" shaped distribution with changing speed at high engine load conditions, which implies that the particle number will reach its lowest level at medium engine speeds. The particle sizes of both measurements showed single mode distributions. The peak of particle size was located at about 50-80 nm in the accumulation mode particle range. Nucleation mode particles will significantly increase at low engine load operations like idling and decelerating caused by the high concentration of unburned organic compounds.

NASA Fastrac Engine Gas Generator Component Test Program and Results

NASA Technical Reports Server (NTRS)

Dennis, Henry J., Jr.; Sanders, T.

2000-01-01

Low cost access to space has been a long-time goal of the National Aeronautics and Space Administration (NASA). The Fastrac engine program was begun at NASA's Marshall Space Flight Center to develop a 60,000-pound (60K) thrust, liquid oxygen/hydrocarbon (LOX/RP), gas generator-cycle booster engine for a fraction of the cost of similar engines in existence. To achieve this goal, off-the-shelf components and readily available materials and processes would have to be used. This paper will present the Fastrac gas generator (GG) design and the component level hot-fire test program and results. The Fastrac GG is a simple, 4-piece design that uses well-defined materials and processes for fabrication. Thirty-seven component level hot-fire tests were conducted at MSFC's component test stand #116 (TS116) during 1997 and 1998. The GG was operated at all expected operating ranges of the Fastrac engine. Some minor design changes were required to successfully complete the test program as development issues arose during the testing. The test program data results and conclusions determined that the Fastrac GG design was well on the way to meeting the requirements of NASA's X-34 Pathfinder Program that chose the Fastrac engine as its main propulsion system.

Liquid Rocket Engine Testing Overview

NASA Technical Reports Server (NTRS)

Rahman, Shamim

2005-01-01

Contents include the following: Objectives and motivation for testing. Technology, Research and Development Test and Evaluation (RDT&E), evolutionary. Representative Liquid Rocket Engine (LRE) test compaigns. Apollo, shuttle, Expandable Launch Vehicles (ELV) propulsion. Overview of test facilities for liquid rocket engines. Boost, upper stage (sea-level and altitude). Statistics (historical) of Liquid Rocket Engine Testing. LOX/LH, LOX/RP, other development. Test project enablers: engineering tools, operations, processes, infrastructure.

X-43A Undergoing Controlled Radio Frequency Testing in the Benefield Anechoic Facility at Edwards Ai

NASA Technical Reports Server (NTRS)

2000-01-01

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration

Alleviation of Facility/Engine Interactions in an Open-Jet Scramjet Test Facility

NASA Technical Reports Server (NTRS)

Albertson, Cindy W.; Emami, Saied

2001-01-01

Results of a series of shakedown tests to eliminate facility/engine interactions in an open-jet scramjet test facility are presented. The tests were conducted with the NASA DFX (Dual-Fuel eXperimental scramjet) engine in the NASA Langley Combustion Heated Scramjet Test Facility (CHSTF) in support of the Hyper-X program, The majority of the tests were conducted at a total enthalpy and pressure corresponding to Mach 5 flight at a dynamic pressure of 734 psf. The DFX is the largest engine ever tested in the CHSTF. Blockage, in terms of the projected engine area relative to the nozzle exit area, is 81% with the engine forebody leading edge aligned with the upper edge of the facility nozzle such that it ingests the nozzle boundary layer. The blockage increases to 95% with the engine forebody leading edge positioned 2 in. down in the core flow. Previous engines successfully tested in the CHSTF have had blockages of no more than 51%. Oil flow studies along with facility and engine pressure measurements were used to define flow behavior. These results guided modifications to existing aeroappliances and the design of new aeroappliances. These changes allowed fueled tests to be conducted without facility interaction effects in the data with the engine forebody leading edge positioned to ingest the facility nozzle boundary layer. Interaction effects were also reduced for tests with the engine forebody leading edge positioned 2 in. into the core flow, however some interaction effects were still evident in the engine data. A new shroud and diffuser have been designed with the goal of allowing fueled tests to be conducted with the engine forebody leading edge positioned in the core without facility interaction effects in the data. Evaluation tests of the new shroud and diffuser will be conducted once ongoing fueled engine tests have been completed.

X-15 Model in 7x10 FT Tunnel

NASA Image and Video Library

1959-09-17

X-15 launch techniques were investigated using on-twentieth scale models mounted in the 7x10 FT Tunnel. -- Photograph published in Winds of Change, 75th Anniversary NASA publication (page 67), by James Schultz. -- Photograph also published in Sixty Years of Aeronautical Research 1917-1977 - a NASA publication (page 49), by David A. Anderton.

The Development of a Graphical User Interface Engine for the Convenient Use of the HL7 Version 2.x Interface Engine

PubMed Central

Kim, Hwa Sun; Cho, Hune

2011-01-01

Objectives The Health Level Seven Interface Engine (HL7 IE), developed by Kyungpook National University, has been employed in health information systems, however users without a background in programming have reported difficulties in using it. Therefore, we developed a graphical user interface (GUI) engine to make the use of the HL7 IE more convenient. Methods The GUI engine was directly connected with the HL7 IE to handle the HL7 version 2.x messages. Furthermore, the information exchange rules (called the mapping data), represented by a conceptual graph in the GUI engine, were transformed into program objects that were made available to the HL7 IE; the mapping data were stored as binary files for reuse. The usefulness of the GUI engine was examined through information exchange tests between an HL7 version 2.x message and a health information database system. Results Users could easily create HL7 version 2.x messages by creating a conceptual graph through the GUI engine without requiring assistance from programmers. In addition, time could be saved when creating new information exchange rules by reusing the stored mapping data. Conclusions The GUI engine was not able to incorporate information types (e.g., extensible markup language, XML) other than the HL7 version 2.x messages and the database, because it was designed exclusively for the HL7 IE protocol. However, in future work, by including additional parsers to manage XML-based information such as Continuity of Care Documents (CCD) and Continuity of Care Records (CCR), we plan to ensure that the GUI engine will be more widely accessible for the health field. PMID:22259723

The Development of a Graphical User Interface Engine for the Convenient Use of the HL7 Version 2.x Interface Engine.

PubMed

Kim, Hwa Sun; Cho, Hune; Lee, In Keun

2011-12-01

The Health Level Seven Interface Engine (HL7 IE), developed by Kyungpook National University, has been employed in health information systems, however users without a background in programming have reported difficulties in using it. Therefore, we developed a graphical user interface (GUI) engine to make the use of the HL7 IE more convenient. The GUI engine was directly connected with the HL7 IE to handle the HL7 version 2.x messages. Furthermore, the information exchange rules (called the mapping data), represented by a conceptual graph in the GUI engine, were transformed into program objects that were made available to the HL7 IE; the mapping data were stored as binary files for reuse. The usefulness of the GUI engine was examined through information exchange tests between an HL7 version 2.x message and a health information database system. Users could easily create HL7 version 2.x messages by creating a conceptual graph through the GUI engine without requiring assistance from programmers. In addition, time could be saved when creating new information exchange rules by reusing the stored mapping data. The GUI engine was not able to incorporate information types (e.g., extensible markup language, XML) other than the HL7 version 2.x messages and the database, because it was designed exclusively for the HL7 IE protocol. However, in future work, by including additional parsers to manage XML-based information such as Continuity of Care Documents (CCD) and Continuity of Care Records (CCR), we plan to ensure that the GUI engine will be more widely accessible for the health field.

Test Stand at the Rocket Engine Test Facility

NASA Image and Video Library

1973-02-21

The thrust stand in the Rocket Engine Test Facility at the National Aeronautics and Space Administration (NASA) Lewis Research Center in Cleveland, Ohio. The Rocket Engine Test Facility was constructed in the mid-1950s to expand upon the smaller test cells built a decade before at the Rocket Laboratory. The $2.5-million Rocket Engine Test Facility could test larger hydrogen-fluorine and hydrogen-oxygen rocket thrust chambers with thrust levels up to 20,000 pounds. Test Stand A, seen in this photograph, was designed to fire vertically mounted rocket engines downward. The exhaust passed through an exhaust gas scrubber and muffler before being vented into the atmosphere. Lewis researchers in the early 1970s used the Rocket Engine Test Facility to perform basic research that could be utilized by designers of the Space Shuttle Main Engines. A new electronic ignition system and timer were installed at the facility for these tests. Lewis researchers demonstrated the benefits of ceramic thermal coatings for the engine’s thrust chamber and determined the optimal composite material for the coatings. They compared the thermal-coated thrust chamber to traditional unlined high-temperature thrust chambers. There were more than 17,000 different configurations tested on this stand between 1973 and 1976. The Rocket Engine Test Facility was later designated a National Historic Landmark for its role in the development of liquid hydrogen as a propellant.

Flight test techniques for the X-29A aircraft

NASA Technical Reports Server (NTRS)

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

1987-01-01

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

SPRE 1 free-piston Stirling engine testing at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Cairelli, James E.

1987-01-01

As part of the NASA funded portion of the SP-100 Advanced Technology Program the Space Power Research Engine (SPRE 1) was designed and built to serve as a research tool for evaluation and development of advanced Stirling engine concepts. The SPRE 1 is designed to produce 12.5 kW electrical power when operated with helium at 15 MPa and with an absolute temperature ratio of two. The engine is now under test in a new test facility which was designed and built at NASA Lewis specifically to test the SPRE 1. The SPRE 1, the NASA test facility, the initial SPRE 1 test results, and future SPRE 1 test plans are described.

Data Oscillation Resolution of Propellant Flowmeter Used in FASTRAC Engine Testing

NASA Technical Reports Server (NTRS)

Heflin, J.; Koelbl, M.; Martin, M. A.; Nesman, T.; Hicks, G. D.; Kennedy, Jim W. (Technical Monitor)

2000-01-01

The Stennis Space Centers' horizontal test facility, Marshall Space Flight Centers' propulsion test article and the X-34 flight vehicle are designed with V-cone flowmeters for measurement of both RP-1 and LOX flow-rates for Fastrac engine testing. Delta pressure transducer data from these flowmeters are used to calibrate the RP-1 and LOX mixture ratio in the Fastrac engine. Data from the V-Cone flowmeter delta pressure transducers have excessive oscillation. The delta pressure oscillations have caused flowrate data fluctuations that interfered with making the accurate readings necessary to calibrate the RP-1 and LOX mixture ratio required for Fastrac engine operation. The objective of this report is to document the flowmeter data oscillation problem and the method used to obtain more reliable flowmeter data.

RS-25 Rocket Engine Test

NASA Image and Video Library

2017-08-09

The 8.5-minute test conducted at NASA’s Stennis Space Center is part of a series of tests designed to put the upgraded former space shuttle engines through the rigorous temperature and pressure conditions they will experience during a launch. The tests also support the development of a new controller, or “brain,” for the engine, which monitors engine status and communicates between the rocket and the engine, relaying commands to the engine and transmitting data back to the rocket.

Investigation of the Microstructure Evolution in a Fe-17Mn-1.5Al-0.3C Steel via In Situ Synchrotron X-ray Diffraction during a Tensile Test

PubMed Central

Song, Wenwen; Bleck, Wolfgang

2017-01-01

The quantitative characterization of the microstructure evolution in high-Mn steel during deformation is of great importance to understanding its strain-hardening behavior. In the current study, in situ high-energy synchrotron X-ray diffraction was employed to characterize the microstructure evolution in a Fe-17Mn-1.5Al-0.3C steel during a tensile test. The microstructure at different engineering strain levels—in terms of ε-martensite and α’-martensite volume fractions, the stacking fault probability, and the twin fault probability—was analyzed by the Rietveld refinement method. The Fe-17Mn-1.5Al-0.3C steel exhibits a high ultimate tensile strength with a superior uniform elongation and a high strain-hardening rate. The remaining high strain-hardening rate at the strain level about 0.025 to 0.35 results from ε-martensite dominant transformation-induced-plasticity (TRIP) effect. The increase in the strain-hardening rate at the strain level around 0.35 to 0.43 is attributed to the synergetic α’-martensite dominant TRIP and twinning-induced-plasticity (TWIP) effects. An evaluation of the stacking fault energy (SFE) of the Fe-17Mn-1.5Al-0.3C steel by the synchrotron measurements shows good agreement with the thermodynamic calculation of the SFE. PMID:28946692

Investigation of the Microstructure Evolution in a Fe-17Mn-1.5Al-0.3C Steel via In Situ Synchrotron X-ray Diffraction during a Tensile Test.

PubMed

Ma, Yan; Song, Wenwen; Bleck, Wolfgang

2017-09-25

The quantitative characterization of the microstructure evolution in high-Mn steel during deformation is of great importance to understanding its strain-hardening behavior. In the current study, in situ high-energy synchrotron X-ray diffraction was employed to characterize the microstructure evolution in a Fe-17Mn-1.5Al-0.3C steel during a tensile test. The microstructure at different engineering strain levels-in terms of ε-martensite and α'-martensite volume fractions, the stacking fault probability, and the twin fault probability-was analyzed by the Rietveld refinement method. The Fe-17Mn-1.5Al-0.3C steel exhibits a high ultimate tensile strength with a superior uniform elongation and a high strain-hardening rate. The remaining high strain-hardening rate at the strain level about 0.025 to 0.35 results from ε-martensite dominant transformation-induced-plasticity (TRIP) effect. The increase in the strain-hardening rate at the strain level around 0.35 to 0.43 is attributed to the synergetic α'-martensite dominant TRIP and twinning-induced-plasticity (TWIP) effects. An evaluation of the stacking fault energy (SFE) of the Fe-17Mn-1.5Al-0.3C steel by the synchrotron measurements shows good agreement with the thermodynamic calculation of the SFE.

X-33 Simulation Lab and Staff Engineers

NASA Technical Reports Server (NTRS)

1997-01-01

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

J-2X Gas Generator Development Testing at NASA Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Reynolds, D. C.; Hormonzian, Carlo

2010-01-01

NASA is developing a liquid oxygen/liquid hydrogen rocket engine for upper stage and trans-lunar applications of the Ares vehicles for the Constellation program. This engine, designated the J-2X, is a higher pressure, higher thrust variant of the Apollo-era J-2 engine. Development was contracted to Pratt & Whitney Rocketdyne in 2006. Over the past several years, two phases of testing have been completed on the development of the gas generator for the J-2X engine. The hardware has progressed through a variety of workhorse injector, chamber, and feed system configurations. Several of these configurations have resulted in combustion instability of the gas generator assembly. Development of the final configuration of workhorse hardware (which will ultimately be used to verify critical requirements on a component level) has required a balance between changes in the injector and chamber hardware in order to successfully mitigate the combustion instability without sacrificing other engine system requirements. This paper provides an overview of the two completed test series, performed at NASA s Marshall Space Flight Center. The requirements, facility setup, hardware configurations, and test series progression are detailed. Significant levels of analysis have been performed in order to provide design solutions to mitigate the combustion stability issues, and these are briefly covered. Also discussed are the results of analyses related to either anomalous readings or off-nominal testing throughout the two test series.

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.

Engineering Aerothermal Analysis for X-34 Thermal Protection System Design

NASA Technical Reports Server (NTRS)

Wurster, Kathryn E.; Riley, Christopher J.; Zoby, E. Vincent

1998-01-01

Design of the thermal protection system for any hypersonic flight vehicle requires determination of both the peak temperatures over the surface and the heating-rate history along the flight profile. In this paper, the process used to generate the aerothermal environments required for the X-34 Testbed Technology Demonstrator thermal protection system design is described as it has evolved from a relatively simplistic approach based on engineering methods applied to critical areas to one of detailed analyses over the entire vehicle. A brief description of the trajectory development leading to the selection of the thermal protection system design trajectory is included. Comparisons of engineering heating predictions with wind-tunnel test data and with results obtained using a Navier-Stokes flowfield code and an inviscid/boundary layer method are shown. Good agreement is demonstrated among all these methods for both the ground-test condition and the peak heating flight condition. Finally, the detailed analysis using engineering methods to interpolate the surface-heating-rate results from the inviscid/boundary layer method to predict the required thermal environments is described and results presented.

Engineering Aerothermal Analysis for X-34 Thermal Protection System Design

NASA Technical Reports Server (NTRS)

Wurster, Kathryn E.; Riley, Christopher J.; Zoby, E. Vincent

1998-01-01

Design of the thermal protection system for any hypersonic flight vehicle requires determination of both the peak temperatures over the surface and the heating-rate history along the flight profile. In this paper, the process used to generate the aerothermal environments required for the X-34 Testbed Technology Demonstrator thermal protection system design is described as it has evolved from a relatively simplistic approach based on engineering methods applied to critical areas to one of detailed analyses over the entire vehicle. A brief description of the trajectory development leading to the selection of the thermal protection system design trajectory is included. Comparisons of engineering heating predictions with wind-tunnel test data and with results obtained using a Navier- Stokes flowfield code and an inviscid/boundary layer method are shown. Good agreement is demonstrated among all these methods for both the ground-test condition and the peak heating flight condition. Finally, the detailed analysis using engineering methods to interpolate the surface-heating-rate results from the inviscid/boundary layer method to predict the required thermal environments is described and results presented.

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden -- Origins to First Flight

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2006-01-01

The NASA Dryden Flight Research Center, in partnership with the NASA Langley Research Center and industrial contractors, conducted the first flight tests of a supersonic combustion ramjet (scramjet) in 2004. This was a revolutionary airbreathing engine able to operate at speeds above Mach 5, which carries potential for both high-speed atmospheric flight and as a space launcher. For the Dryden engineers, the X-43 program was the culmination of a nearly 60-year history of flight research, going back to the early days of supersonic flight, and to rocket planes such as the X-1, D-558-II Skyrocket, and the X-15. For the propulsion community, it marked a turning point in a quest that had taken nearly as long. The scramjet engine did not arise from the work of a single individual or from a single technological breakthrough. It evolved instead from work under way on ramjets in the early 1950s, and from research programs at the National Advisory Committee for Aeronautics (NACA) Lewis Research Center, at the U.S. Army Aberdeen Proving Ground, and by the U.S. Navy. Studies developed in the course of these disparate projects raised the possibility of supersonic combustion. Many researchers had considered the notion impractical due to the difficulty of stabilizing a flame front in a supersonic airflow. NACA researchers at Lewis attempted to test the idea's feasibility by burning aluminum borohydride in a supersonic wind tunnel. Sustained burning was believed to have been observed at Mach 1.5, Mach 2, and Mach 3 for as long as two seconds.

Sub-Scale Testing and Development of the J-2X Fuel Turbopump Inducer

NASA Technical Reports Server (NTRS)

Sargent, Scott R.; Becht, David G.

2011-01-01

In the early stages of the J-2X upper stage engine program, various inducer configurations proposed for use in the fuel turbopump (FTP) were tested in water. The primary objectives of this test effort were twofold. First, to obtain a more comprehensive data set than that which existed in the Pratt & Whitney Rocketdyne (PWR) historical archives from the original J-2S program, and second, to supplement that data set with information regarding the cavitation induced vibrations for both the historical J-2S configuration as well as those tested for the J-2X program. The J-2X FTP inducer, which actually consists of an inducer stage mechanically attached to a kicker stage, underwent 4 primary iterations utilizing sub-scaled test articles manufactured and tested in PWR's Engineering Development Laboratory (EDL). The kicker remained unchanged throughout the test series. The four inducer configurations tested retained many of the basic design features of the J-2S inducer, but also included variations on leading edge blade thickness and blade angle distribution, primarily aimed at improving suction performance at higher flow coefficients. From these data sets, the effects of the tested design variables on hydrodynamic performance and cavitation instabilities were discerned. A limited comparison of impact to the inducer efficiency was determined as well.

X-24B with Test Pilot Michael V. Love

NASA Technical Reports Server (NTRS)

1973-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting-body research vehicle at Edwards Air Force Base in 1973. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air

Preparing for Flight Engine Test

NASA Image and Video Library

2015-11-04

The first RS-25 flight engine, engine No. 2059, is lifted onto the A-1 Test Stand at Stennis Space Center on Nov. 4, 2015. The engine was tested in early 2016 to certify it for use on NASA’s new Space Launch System (SLS). The SLS core stage will be powered by four RS-25 engines, all tested at Stennis Space Center. NASA is developing the SLS to carry humans deeper into space than ever before, including on a journey to Mars.

6. "EXPERIMENTAL ROCKET ENGINE TEST STATION AT AFFTC." A low ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. "EXPERIMENTAL ROCKET ENGINE TEST STATION AT AFFTC." A low oblique aerial view of Test Area 1-115, looking south, showing Test Stand 1-3 at left, Instrumentation and Control building 8668 at center, and Test Stand 15 at right. The test area is under construction; no evidence of railroad line in photo. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Leuhman Ridge near Highways 58 & 395, Boron, Kern County, CA

J-2X, The Engine of the Future

NASA Technical Reports Server (NTRS)

Smith, Gail

2009-01-01

My project was two-fold, with both parts involving the J-2X Upper Stage engine (which will be used on both the Ares I and V). Mainly, I am responsible for using a program called Iris to create visual represen tations of the rocket engine's telemetry data. Also, my project includes the application of my newly acquired Pro Engineer skills in develo ping a 3D model of the engine's nozzle.

Phase 2 program on ground test of refanned JT8D turbofan engines and nacelles for the 727 airplane. Volume 3: Ground tests

NASA Technical Reports Server (NTRS)

1975-01-01

The NASA Refan Program included full-scale performance and noise ground tests of both a current production (JT8D-15) and a refanned (JT8D-115) engine. A description of the two ground tests including detailed propulsion, noise, and structural test results is presented. The primary objectives of the total test program were comparison of JT8D-15 and JT8D-115 overall propulsion system performance and noise characteristics and determination of incremental component noise levels. Other objectives of the test program included: (1) determination of acoustic treatment effectiveness; (2) measurement of internal sound pressure levels; (3) measurement of inlet and exhaust hardware performance; (4) determination of center-engine surge margin; and (5) evaluation of certain structural characteristics associated with the 727 refan center-engine inlet duct and JT8D refan engine exhaust system. The JT8D-15 and -115 tests were conducted during September 1974 and January to March 1975, respectively. Analyses of the test data indicated that the JT8D-115, as compared to the JT8D-15, demonstrates a 12.5 percent to 13.2 percent reduction in static specific fuel consumption, and a reduction of 6 to 7 PNdB in a weighted average value of static tone corrected perceived noise level. Separated into noise components, a significant reduction was shown for the inlet fan, aft fan, exhaust duct flow, turbine, and jet noises. However, core noise was increased. Photographs of test stands and test equipment are shown.

SLS Engine Section Test Article Arrives at Marshall on NASA Barge Pegasus

NASA Image and Video Library

2017-05-16

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

Digital electronic engine control F-15 overview

NASA Technical Reports Server (NTRS)

Kock, B.

1984-01-01

A flight test evaluation of the digital elctronic engine control (DEEC) system was conducted. An overview of the flight program is presented. The roles of the participating parties, the system, and the flight program objectives are described. The test program approach is discussed, and the engine performance benefits are summarized. A description of the follow-on programs is included.

46 CFR 15.865 - Qualified member of the engine department (QMED).

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 1 2014-10-01 2014-10-01 false Qualified member of the engine department (QMED). 15.865 Section 15.865 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY MERCHANT MARINE OFFICERS AND SEAMEN MANNING REQUIREMENTS Computations § 15.865 Qualified member of the engine department (QMED). (a) Every...

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

NASA Technical Reports Server (NTRS)

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

1981-01-01

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

AJ26 engine test

NASA Image and Video Library

2011-03-19

A team of engineers from NASA's John C. Stennis Space Center, Orbital Sciences Corporation and Aerojet conduct a successful test of an Aerojet AJ26 rocket engine on March 19. Stennis is testing AJ26 engines for Orbital Sciences to power commercial cargo missions to the International Space Station. Orbital has partnered with NASA through the Commercial Orbital Transportation Services initiative to carry out eight cargo missions to the space station by 2015, using Taurus II rockets.

Space Electronic Test Engineering

NASA Technical Reports Server (NTRS)

Chambers, Rodney D.

2004-01-01

The Space Power and Propulsion Test Engineering Branch at NASA Glenn Research center has the important duty of controlling electronic test engineering services. These services include test planning and early assessment of Space projects, management and/or technical support required to safely and effectively prepare the article and facility for testing, operation of test facilities, and validation/delivery of data to customer. The Space Electronic Test Engineering Branch is assigned electronic test engineering responsibility for the GRC Space Simulation, Microgravity, Cryogenic, and Combustion Test Facilities. While working with the Space Power and Propulsion Test Engineering Branch I am working on several different assignments. My primary assignment deals with an electrical hardware unit known as Sunny Boy. Sunny Boy is a DC load Bank that is designed for solar arrays in which it is used to convert DC power form the solar arrays into AC power at 60 hertz to pump back into the electricity grid. However, there are some researchers who decided that they would like to use the Sunny Boy unit in a space simulation as a DC load bank for a space shuttle or even the International Space Station hardware. In order to do so I must create a communication link between a computer and the Sunny Boy unit so that I can preset a few of the limits (such power, set & constant voltage levels) that Sunny Boy will need to operate using the applied DC load. Apart from this assignment I am also working on a hi-tech circuit that I need to have built at a researcher s request. This is a high voltage analog to digital circuit that will be used to record data from space ion propulsion rocket booster tests. The problem that makes building this circuit so difficult is that it contains high voltage we must find a way to lower the voltage signal before the data is transferred into the computer to be read. The solution to this problem was to transport the signal using infrared light which will lower

Test Results of the Modified Space Shuttle Main Engine at the Marshall Space Flight Center Technology Test Bed Facility

NASA Technical Reports Server (NTRS)

Cook, J.; Dumbacher, D.; Ise, M.; Singer, C.

1990-01-01

A modified space shuttle main engine (SSME), which primarily includes an enlarged throat main combustion chamber with the acoustic cavities removed and a main injector with the stability control baffles removed, was tested. This one-of-a-kind engine's design changes are being evaluated for potential incorporation in the shuttle flight program in the mid-1990's. Engine testing was initiated on September 15, 1988 and has accumulated 1,915 seconds and 19 starts. Testing is being conducted to characterize the engine system performance, combustion stability with the baffle-less injector, and both low pressure oxidizer turbopump (LPOTP) and high pressure oxidizer turbopump (HPOTP) for suction performance. These test results are summarized and compared with the SSME flight configuration data base. Testing of this new generation SSME is the first product from the technology test bed (TTB). Figure test plans for the TTB include the highly instrumented flight configuration SSME and advanced liquid propulsion technology items.

System Engineering for J-2X Development: The Simpler, the Better

NASA Technical Reports Server (NTRS)

Kelly, William M.; Greasley, Paul; Greene, William D.; Ackerman, Peter

2008-01-01

The Ares I and Ares V Vehicles will utilize the J-2X rocket engine developed for NASA by the Pratt and Whitney Rocketdyne Company (PWR) as the upper stage engine (USE). The J-2X is an improved higher power version of the original J-2 engine used for Apollo. System Engineering (SE) facilitates direct and open discussions of issues and problems. This simple idea is often overlooked in large, complex engineering development programs. Definition and distribution of requirements from the engine level to the component level is controlled by Allocation Reports which breaks down numerical design objectives (weight, reliability, etc.) into quanta goals for each component area. Linked databases of design and verification requirements help eliminate redundancy and potential mistakes inherent in separated systems. Another tool, the Architecture Design Description (ADD), is used to control J-2X system architecture and effectively communicate configuration changes to those involved in the design process. But the proof of an effective process is in successful program accomplishment. SE is the methodology being used to meet the challenge of completing J-2X engine certification 2 years ahead of any engine program ever developed at PWR. This paper describes the simple, better SE tools and techniques used to achieve this success.

A Comprehensive Analysis of the X-15 Flight 3-65 Accident

NASA Technical Reports Server (NTRS)

Dennehy, Cornelius J.; Orr, Jeb S.; Barshi, Immanuel; Statler, Irving C.

2014-01-01

The November 15, 1967, loss of X-15 Flight 3-65-97 (hereafter referred to as Flight 3-65) was a unique incident in that it was the first and only aerospace flight accident involving loss of crew on a vehicle with an adaptive flight control system (AFCS). In addition, Flight 3-65 remains the only incidence of a single-pilot departure from controlled flight of a manned entry vehicle in a hypersonic flight regime. To mitigate risk to emerging aerospace systems, the NASA Engineering and Safety Center (NESC) proposed a comprehensive review of this accident. The goal of the assessment was to resolve lingering questions regarding the failure modes of the aircraft systems (including the AFCS) and thoroughly analyze the interactions among the human agents and autonomous systems that contributed to the loss of the pilot and aircraft. This document contains the outcome of the accident review.

Engine systems analysis results of the Space Shuttle Main Engine redesigned powerhead initial engine level testing

NASA Technical Reports Server (NTRS)

Sander, Erik J.; Gosdin, Dennis R.

1992-01-01

Engineers regularly analyze SSME ground test and flight data with respect to engine systems performance. Recently, a redesigned SSME powerhead was introduced to engine-level testing in part to increase engine operational margins through optimization of the engine internal environment. This paper presents an overview of the MSFC personnel engine systems analysis results and conclusions reached from initial engine level testing of the redesigned powerhead, and further redesigns incorporated to eliminate accelerated main injector baffle and main combustion chamber hot gas wall degradation. The conclusions are drawn from instrumented engine ground test data and hardware integrity analysis reports and address initial engine test results with respect to the apparent design change effects on engine system and component operation.

Seed viability of five wild Saudi Arabian species by germination and X-ray tests.

PubMed

Al-Hammad, B A; Al-Ammari, B S

2017-09-01

Our objective was to evaluate the usefulness of the germination vs. the X-ray test in determining the initial viability of seeds of five wild species ( Moringa peregrina , Abrus precatorius , Arthrocnemum macrostachyum , Acacia ehrenbergiana and Acacia tortilis ) from Saudi Arabia. Usually several days were required to determine the viability of all five species via germination tests. However, X-ray test will give immediate results on filled/viable seeds. Seeds of all species, except Acacia ehrenbergiana and Acacia tortilis showed high viability in both germination (96-72% at 25/15 °C, 94-70% at 35/25 °C) and X-ray (100-80%) test. Furthermore, there was a general agreement between the germination (19%, 14% at 25/15 °C and 17% and 12% at 35/25 °C) and X-ray (8%, 4%) tests in which seed viability of Acacia ehrenbergiana and Acacia tortilis was very low due to insect damaged embryo as shown in X-ray analysis. Seeds of Abruspreca torius have physical dormancy, which was broken by scarification in concentrated sulfuric acid (10 min), and they exhibited high viability in both the germination (83% at 25/15 °C and 81% at 35/25 °C) and X-ray (96%) tests. Most of the nongerminated seeds of the five species except those of Acacia ehrenbergiana and Acacia tortilis , were alive as judged by the tetrazolium test (TZ). Thus, for the five species examined, the X-ray test was proved to be a good and rapid predictor of seed viability.

Measurement uncertainty for the Uniform Engine Testing Program conducted at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Abdelwahab, Mahmood; Biesiadny, Thomas J.; Silver, Dean

1987-01-01

An uncertainty analysis was conducted to determine the bias and precision errors and total uncertainty of measured turbojet engine performance parameters. The engine tests were conducted as part of the Uniform Engine Test Program which was sponsored by the Advisory Group for Aerospace Research and Development (AGARD). With the same engines, support hardware, and instrumentation, performance parameters were measured twice, once during tests conducted in test cell number 3 and again during tests conducted in test cell number 4 of the NASA Lewis Propulsion Systems Laboratory. The analysis covers 15 engine parameters, including engine inlet airflow, engine net thrust, and engine specific fuel consumption measured at high rotor speed of 8875 rpm. Measurements were taken at three flight conditions defined by the following engine inlet pressure, engine inlet total temperature, and engine ram ratio: (1) 82.7 kPa, 288 K, 1.0, (2) 82.7 kPa, 288 K, 1.3, and (3) 20.7 kPa, 288 K, 1.3. In terms of bias, precision, and uncertainty magnitudes, there were no differences between most measurements made in test cells number 3 and 4. The magnitude of the errors increased for both test cells as engine pressure level decreased. Also, the level of the bias error was two to three times larger than that of the precision error.

AJ26 rocket engine test

NASA Image and Video Library

2010-11-10

Fire and steam signal a successful test firing of Orbital Sciences Corporation's Aerojet AJ26 rocket engine at John C. Stennis Space Center. AJ26 engines will be used to power Orbital's Taurus II space vehicle on commercial cargo flights to the International Space Station. On Nov. 10, operators at Stennis' E-1 Test Stand conducted a 10-second test fire of the engine, the first of a series of three verification tests. Orbital has partnered with NASA to provide eight missions to the ISS by 2015.

Proceedings of the X-15 First Flight 30th Anniversary Celebration

NASA Technical Reports Server (NTRS)

1991-01-01

A technical symposium and pilot's panel discussion were held on June 8, 1989, to commemorate the 30th anniversary of the first free flight of the X-15 rocket-powered research aircraft. The symposium featured technical presentations by former key government and industry participants in the advocacy, design, manufacturing, and flight research program activities. The X-15's technical contributions to the X-30 are cited. The panel discussion participants included seven of the eight surviving research pilots who flew the X-15 experimental aircraft to world altitude and speed records which still stand. Pilot's remarks include descriptions of their most memorable X-15 flight experience. The report also includes a historical perspective of the X-15.

40 CFR 1065.401 - Test engine selection.

Code of Federal Regulations, 2010 CFR

2010-07-01

... CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.401 Test engine selection. While all engine configurations within a certified engine family must comply with the applicable... 40 Protection of Environment 32 2010-07-01 2010-07-01 false Test engine selection. 1065.401...

40 CFR 1065.401 - Test engine selection.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 34 2012-07-01 2012-07-01 false Test engine selection. 1065.401... CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.401 Test engine selection. While all engine configurations within a certified engine family must comply with the applicable...

40 CFR 1065.401 - Test engine selection.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 33 2011-07-01 2011-07-01 false Test engine selection. 1065.401... CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.401 Test engine selection. While all engine configurations within a certified engine family must comply with the applicable...

40 CFR 1065.401 - Test engine selection.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 34 2013-07-01 2013-07-01 false Test engine selection. 1065.401... CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.401 Test engine selection. While all engine configurations within a certified engine family must comply with the applicable...

40 CFR 90.410 - Engine test cycle.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Engine test cycle. 90.410 Section 90... Procedures § 90.410 Engine test cycle. (a) Follow the appropriate 6-mode test cycle for Class I, I-B and II engines and 2-mode test cycle for Class I-A, III, IV, and V engines when testing spark-ignition engines...

History of the "Detector Materials Engineering" Crystal Growth Process for Bulk Hg1- x Cd x Te

NASA Astrophysics Data System (ADS)

Higgins, W. M.; Nelson, D. A.; Roy, R. G.; Murosako, R. P.; Lancaster, R. A.; Tower, J.; Norton, P.

2013-11-01

This paper reviews the history and technology of a bulk Hg1- x Cd x Te crystal growth process that was developed in the early 1980s at Honeywell Electro-Optics Division (presently BAE Systems, Electronic Solutions). The crystal growth process name, DME, was an acronym for the department name: Detector Materials Engineering. This was an accelerated crucible rotation technique (ACRT) vertical traveling heater method growth process. Crystal growth occurred in the pseudobinary Hg1- x Cd x Te system. ACRT mixing allowed the lower-density, higher- x-value Hg1- x Cd x Te growth nutrient in the upper region of the ampoule to replenish the depleted melt and allowed the growth of constant- x-value, higher-density Hg1- x Cd x Te. The material grown by this research and production growth process yielded single crystals that had improved purity, compositional uniformity, precipitate density, and reproducibility in comparison with solid-state recrystallization and other bulk Hg1- x Cd x Te growth techniques. Radial and longitudinal nonuniformities in x-value for Hg1- x Cd x Te were reduced to <0.0008/cm. The net electrically active background impurities did not exceed 1 × 1014 cm-3. Electron mobilities in excess of 1.5 × 106 cm2/V-s were observed at 77 K. Structural defects of less than 104 cm-2 were measured. Te precipitates were not observed. As a result of these material improvements, long-wavelength infrared (LWIR) photoconductive devices fabricated from DME material had highly desired performance characteristics.

Accelerated radiation damage testing of x-ray mask membrane materials

NASA Astrophysics Data System (ADS)

Seese, Philip A.; Cummings, Kevin D.; Resnick, Douglas J.; Yanof, Arnold W.; Johnson, William A.; Wells, Gregory M.; Wallace, John P.

1993-06-01

An accelerated test method and resulting metrology data are presented to show the effects of x- ray radiation on various x-ray mask membrane materials. A focused x-ray beam effectively reduces the radiation time to 1/5 of that required by normal exposure beam flux. Absolute image displacement results determined by this method indicate imperceptible movement for boron-doped silicon and silicon carbide membranes at a total incident dose of 500 KJ/cm2, while image displacement for diamond is 50 nm at 150 KJ/cm2 and silicon nitride is 70 nm at 36 KJ/cm2. Studies of temperature rise during the radiation test and effects of the high flux radiation, i.e., reciprocity tests, demonstrate the validity of this test method.

Joseph A. Walker after X-15 flight #2-14-28

NASA Image and Video Library

1961-03-30

Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined the NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its fastest speed and highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,300 feet on August 22, 1963 (his last X-15 flight). He was the first man to pilot the Lunar Landing Research Vehicle (LLRV) that was used to develop piloting and operational techniques for lunar landings. Walker was born February 20, 1921, in Washington, Pa. He lived there until graduating from Washington and Jefferson College in 1942, with a B.A. degree in Physics. During World War II he flew P-38 fighters for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was the recipient of many awards during his 21 years as a research pilot. These include the 1961 Robert J. Collier Trophy, 1961 Harmon International Trophy for Aviators, the 1961 Kincheloe Award and 1961 Octave Chanute Award. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1962. Walker was named Pilot of the Year in 1963 by the National Pilots Association. He was a charter member of the Society of Experimental Test Pilots, and one of the first to be designated a Fellow. He was fatally injured on June 8, 1966, in a mid-air collision between an F-104 he was piloting and the XB-70.

1/10th Scale Model X-15

NASA Image and Video Library

1958-07-08

A 1/10th Scale Model of the X-15 research plane is prepared in Langley's 7 x 10 Foot Wind Tunnel for studies relating to spin characteristics. -- Photograph published in Winds of Change, 75th Anniversary NASA publication (page 66), by James Schultz.

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine overtorque test. 33.84 Section 33.84... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine...

Ares I-X Flight Test Philosophy

NASA Technical Reports Server (NTRS)

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

2007-01-01

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

46 CFR 113.35-15 - Mechanical engine order telegraph systems; application.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 4 2012-10-01 2012-10-01 false Mechanical engine order telegraph systems; application...) ELECTRICAL ENGINEERING COMMUNICATION AND ALARM SYSTEMS AND EQUIPMENT Engine Order Telegraph Systems § 113.35-15 Mechanical engine order telegraph systems; application. If a mechanical engine order telegraph...

46 CFR 113.35-15 - Mechanical engine order telegraph systems; application.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 4 2013-10-01 2013-10-01 false Mechanical engine order telegraph systems; application...) ELECTRICAL ENGINEERING COMMUNICATION AND ALARM SYSTEMS AND EQUIPMENT Engine Order Telegraph Systems § 113.35-15 Mechanical engine order telegraph systems; application. If a mechanical engine order telegraph...

46 CFR 113.35-15 - Mechanical engine order telegraph systems; application.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 4 2014-10-01 2014-10-01 false Mechanical engine order telegraph systems; application...) ELECTRICAL ENGINEERING COMMUNICATION AND ALARM SYSTEMS AND EQUIPMENT Engine Order Telegraph Systems § 113.35-15 Mechanical engine order telegraph systems; application. If a mechanical engine order telegraph...

46 CFR 113.35-15 - Mechanical engine order telegraph systems; application.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 4 2011-10-01 2011-10-01 false Mechanical engine order telegraph systems; application...) ELECTRICAL ENGINEERING COMMUNICATION AND ALARM SYSTEMS AND EQUIPMENT Engine Order Telegraph Systems § 113.35-15 Mechanical engine order telegraph systems; application. If a mechanical engine order telegraph...

System Engineering and Technical Challenges Overcome in the J-2X Rocket Engine Development Project

NASA Technical Reports Server (NTRS)

Ballard, Richard O.

2012-01-01

Beginning in 2006, NASA initiated the J-2X engine development effort to develop an upper stage propulsion system to enable the achievement of the primary objectives of the Constellation program (CxP): provide continued access to the International Space Station following the retirement of the Space Station and return humans to the moon. The J-2X system requirements identified to accomplish this were very challenging and the time expended over the five years following the beginning of the J- 2X effort have been noteworthy in the development of innovations in both the fields for liquid rocket propulsion and system engineering.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

BEaTriX, expanded x-ray beam facility for testing modular elements of telescope optics: an update

NASA Astrophysics Data System (ADS)

Pelliciari, C.; Spiga, D.; Bonnini, E.; Buffagni, E.; Ferrari, C.; Pareschi, G.; Tagliaferri, G.

2015-09-01

We present in this paper an update on the design of BEaTriX (Beam Expander Testing X-ray facility), an X-ray apparatus to be realized at INAF/OAB and that will generate an expanded, uniform and parallel beam of soft X-rays. BEaTriX will be used to perform the functional tests of X-ray focusing modules of large X-ray optics such as those for the ATHENA X-ray observatory, using the Silicon Pore Optics (SPO) as a baseline technology, and Slumped Glass Optics (SGO) as a possible alternative. Performing the tests in X-rays provides the advantage of an in-situ, at-wavelength quality control of the optical modules produced in series by the industry, performing a selection of the modules with the best angular resolution, and, in the case of SPOs, there is also the interesting possibility to align the parabolic and the hyperbolic stacks directly under X-rays, to minimize the aberrations. However, a parallel beam with divergence below 2 arcsec is necessary in order to measure mirror elements that are expected to reach an angular resolution of about 4 arcsec, since the ATHENA requirement for the entire telescope is 5 arcsec. Such a low divergence over the typical aperture of modular optics would require an X-ray source to be located in a several kilometers long vacuum tube. In contrast, BEaTriX will be compact enough (5 m x 14 m) to be housed in a small laboratory, will produce an expanded X-ray beam 60 mm x 200 mm broad, characterized by a very low divergence (1.5 arcsec HEW), strong polarization, high uniformity, and X-ray energy selectable between 1.5 keV and 4.5 keV. In this work we describe the BEaTriX layout and show a performance simulation for the X-ray energy of 4.5 keV.

AJ26 engine test

NASA Image and Video Library

2011-11-17

A team of engineers at Stennis Space Center conducted a test firing of an Aerojet AJ26 flight engine Nov. 17, providing continued support to Orbital Sciences Corporation as it prepares to launch commercial cargo missions to the International Space Station. AJ26 engines will power Orbital's Taurus II rocket on the missions.

Hypersonic research engine/aerothermodynamic integration model: Experimental results. Volume 3: Mach 7 component integration and performance

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Mackley, E. A.

1976-01-01

The NASA Hypersonic Research Engine Project was undertaken to design, develop, and construct a hypersonic research ramjet engine for high performance and to flight test the developed concept on the X-15-2A airplane over the speed range from Mach 3 to 8. Computer program results are presented here for the Mach 7 component integration and performance tests.

14 CFR 33.88 - Engine overtemperature test.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.88 Engine overtemperature test. (a) Each engine must run for 5 minutes at maximum permissible rpm with the gas temperature at... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Engine overtemperature test. 33.88 Section...

14 CFR 33.88 - Engine overtemperature test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine overtemperature test. 33.88 Section... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.88 Engine overtemperature test. (a) Each engine must run for 5 minutes at maximum permissible rpm with the gas temperature at...

Acoustic Performance of Drive Rig Mufflers for Model Scale Engine Testing

NASA Technical Reports Server (NTRS)

Stephens, David, B.

2013-01-01

Aircraft engine component testing at the NASA Glenn Research Center (GRC) includes acoustic testing of scale model fans and propellers in the 9- by15-Foot Low Speed Wind Tunnel (LSWT). This testing utilizes air driven turbines to deliver power to the article being studied. These air turbines exhaust directly downstream of the model in the wind tunnel test section and have been found to produce significant unwanted noise that reduces the quality of the acoustic measurements of the engine model being tested. This report describes an acoustic test of a muffler designed to mitigate the extraneous turbine noise. The muffler was found to provide acoustic attenuation of at least 8 dB between 700 Hz and 20 kHz which significantly improves the quality of acoustic measurements in the facility.

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

NASA Image and Video Library

2017-05-18

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

XLR-11 - X-1 rocket engine display

NASA Technical Reports Server (NTRS)

1996-01-01

What started as a hobby for four rocket fanatics went on to break the sound barrier: Lovell Lawrence, Hugh Franklin Pierce, John Shesta, and Jimmy Wyld the four founders of Reaction Motors, Inc. that built the XLR-11 Rocket Engine. The XLR-11 engine is shown on display in the NASA Exchange Gift Shop, NASA Hugh L. Dryden Flight Research Center at Edwards, California. This engine, familiarly known as Black Betsy, a 4-chamber rocket that ignited diluted ethyl alcohol and liquid oxygen into 6000 pounds or more of thrust powered the X-1 series airplanes.

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.

AJ26 engine test

NASA Image and Video Library

2010-12-17

John C. Stennis Space Center engineers conduct a 55-second test fire of Aerojet's liquid-fuel AJ26 rocket engine that will power the first stage of Orbital Sciences Corporation's Taurus II space launch vehicle. The Dec. 17, 2010 test was conducted on the E-1 Test Stand at Stennis in support of NASA's Commercial Transportation Services partnerships to enable commercial cargo flights to the International Space Station. Orbital is under contract with NASA to provide eight cargo missions to the space station through 2015.

Diesel engine experiments with oxygen enrichment, water addition and lower-grade fuel

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

Sekar, R.R.; Marr, W.W.; Cole, R.L.

1990-01-01

The concept of oxygen enriched air applied to reciprocating engines is getting renewed attention in the context of the progress made in the enrichment methods and the tougher emissions regulations imposed on diesel and gasoline engines. An experimental project was completed in which a direct injection diesel engine was tested with intake oxygen levels of 21% -- 35%. Since an earlier study indicated that it is necessary to use a cheaper fuel to make the concept economically attractive, a less refined fuel was included in the test series. Since a major objection to the use of oxygen enriched combustion airmore » had been the increase in NO{sub x} emissions, a method must be found to reduce NO{sub x}. Introduction of water into the engine combustion process was included in the tests for this purpose. Fuel emulsification with water was the means used here even though other methods could also be used. The teat data indicated a large increase in engine power density, slight improvement in thermal efficiency, significant reductions in smoke and particulate emissions and NO{sub x} emissions controllable with the addition of water. 15 refs., 10 figs., 2 tabs.« less

Rehabilitation of the Rocket Vehicle Integration Test Stand at Edwards Air Force Base

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Ray, Ronald J.; Phillips, Paul

2005-01-01

Since initial use in 1958 for the X-15 rocket-powered research airplane, the Rocket Engine Test Facility has proven essential for testing and servicing rocket-powered vehicles at Edwards Air Force Base. For almost two decades, several successful flight-test programs utilized the capability of this facility. The Department of Defense has recently demonstrated a renewed interest in propulsion technology development with the establishment of the National Aerospace Initiative. More recently, the National Aeronautics and Space Administration is undergoing a transformation to realign the organization, focusing on the Vision for Space Exploration. These initiatives provide a clear indication that a very capable ground-test stand at Edwards Air Force Base will be beneficial to support the testing of future access-to-space vehicles. To meet the demand of full integration testing of rocket-powered vehicles, the NASA Dryden Flight Research Center, the Air Force Flight Test Center, and the Air Force Research Laboratory have combined their resources in an effort to restore and upgrade the original X-15 Rocket Engine Test Facility to become the new Rocket Vehicle Integration Test Stand. This report describes the history of the X-15 Rocket Engine Test Facility, discusses the current status of the facility, and summarizes recent efforts to rehabilitate the facility to support potential access-to-space flight-test programs. A summary of the capabilities of the facility is presented and other important issues are discussed.

Test Results of the RS-44 Integrated Component Evaluator Liquid Oxygen/Hydrogen Rocket Engine

NASA Technical Reports Server (NTRS)

Sutton, R. F.; Lariviere, B. W.

1993-01-01

An advanced LOX/LH2 expander cycle rocket engine, producing 15,000 lbf thrust for Orbital Transfer Vehicle missions, was tested to determine ignition, transition, and main stage characteristics. Detail design and fabrication of the pump fed RS44 integrated component evaluator (ICE) was accomplished using company discretionary resources and was tested under this contracted effort. Successful demonstrations were completed to about the 50 percent fuel turbopump power level (87,000 RPM), but during this last test, a high pressure fuel turbopump (HPFTP) bearing failed curtailing the test program. No other hardware were affected by the HPFTP premature shutdown. The ICE operations matched well with the predicted start transient simulations. The tests demonstrated the feasibility of a high performance advanced expander cycle engine. All engine components operated nominally, except for the HPFTP, during the engine hot-fire tests. A failure investigation was completed using company discretionary resources.

Kerosene-Fuel Engine Testing Under Way

NASA Image and Video Library

2003-11-17

NASA Stennis Space Center engineers conducted a successful cold-flow test of an RS-84 engine component Sept. 24. The RS-84 is a reusable engine fueled by rocket propellant - a special blend of kerosene - designed to power future flight vehicles. Liquid oxygen was blown through the RS-84 subscale preburner to characterize the test facility's performance and the hardware's resistance. Engineers are now moving into the next phase, hot-fire testing, which is expected to continue into February 2004. The RS-84 engine prototype, developed by the Rocketdyne Propulsion and Power division of The Boeing Co. of Canoga Park, Calif., is one of two competing Rocket Engine Prototype technologies - a key element of NASA's Next Generation Launch Technology program.

Kerosene-Fuel Engine Testing Under Way

NASA Technical Reports Server (NTRS)

2003-01-01

NASA Stennis Space Center engineers conducted a successful cold-flow test of an RS-84 engine component Sept. 24. The RS-84 is a reusable engine fueled by rocket propellant - a special blend of kerosene - designed to power future flight vehicles. Liquid oxygen was blown through the RS-84 subscale preburner to characterize the test facility's performance and the hardware's resistance. Engineers are now moving into the next phase, hot-fire testing, which is expected to continue into February 2004. The RS-84 engine prototype, developed by the Rocketdyne Propulsion and Power division of The Boeing Co. of Canoga Park, Calif., is one of two competing Rocket Engine Prototype technologies - a key element of NASA's Next Generation Launch Technology program.

40 CFR 91.410 - Engine test cycle.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Engine test cycle. 91.410 Section 91...) CONTROL OF EMISSIONS FROM MARINE SPARK-IGNITION ENGINES Gaseous Exhaust Test Procedures § 91.410 Engine... in dynamometer operation tests of marine engines. (b) During each non-idle mode the specified speed...

40 CFR 610.61 - Engine dynamometer tests.

Code of Federal Regulations, 2010 CFR

2010-07-01

... dynamometer durability test procedures used by research organizations in government, the oil industry, engine... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Engine dynamometer tests. 610.61... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.61 Engine...

40 CFR 610.61 - Engine dynamometer tests.

Code of Federal Regulations, 2013 CFR

2013-07-01

... dynamometer durability test procedures used by research organizations in government, the oil industry, engine... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Engine dynamometer tests. 610.61... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.61 Engine...

40 CFR 610.61 - Engine dynamometer tests.

Code of Federal Regulations, 2012 CFR

2012-07-01

... dynamometer durability test procedures used by research organizations in government, the oil industry, engine... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Engine dynamometer tests. 610.61... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.61 Engine...

40 CFR 610.61 - Engine dynamometer tests.

Code of Federal Regulations, 2011 CFR

2011-07-01

... dynamometer durability test procedures used by research organizations in government, the oil industry, engine... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Engine dynamometer tests. 610.61... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.61 Engine...

40 CFR 610.61 - Engine dynamometer tests.

Code of Federal Regulations, 2014 CFR

2014-07-01

... dynamometer durability test procedures used by research organizations in government, the oil industry, engine... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Engine dynamometer tests. 610.61... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Special Test Procedures § 610.61 Engine...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... turbine entry gas temperature equal to the maximum steady state temperature approved for use during...

Overview of a stirling engine test project

NASA Technical Reports Server (NTRS)

Slaby, J. G.

1980-01-01

Tests were conducted on three Stirling engines ranging in size from 1.33 to 53 horsepower (1 to 40 kW). The tests were directed toward developing alternative, backup component concepts to improve engine efficiency and performance or to reduce costs. Some of the activities included investigating attractive concepts and materials for cooler-regenerator units, installing a jet impingement device on a Stirling engine to determine its potential for improved engine performance, and presenting performance maps for initial characterization of Stirling engines. The experiment results of the tests are presented along with predictions of results of future tests to be conducted on the Stirling engines.

15. Wayne Chandler, Photographer, May 2000 Photographic copy of engineering ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. Wayne Chandler, Photographer, May 2000 Photographic copy of engineering drawings, dated 1917, by U.S. Army Corps of Engineers. Drawing in possession of U.S. Army Corps of Engineers, Sault Ste. Marie, Michigan. General plan of locks in 1990's - St. Mary's Falls Canal, Soo Locks, St. Mary's River at Falls, Sault Ste. Marie, Chippewa County, MI

NASA X-Ray Observatory Completes Tests Under Harsh Simulated Space Conditions

NASA Astrophysics Data System (ADS)

1998-07-01

NASA's most powerful X-ray observatory has successfully completed a month-long series of tests in the extreme heat, cold, and airless conditions it will encounter in space during its five-year mission to shed new light on some of the darkest mysteries of the universe. The Advanced X-ray Astrophysics Facility was put through the rigorous testing as it was alternately heated and cooled in a special vacuum chamber at TRW Space and Electronics Group in Redondo Beach, Calif., NASA's prime contractor for the observatory. "Successful completion of thermal vacuum testing marks a significant step in readying the observatory for launch aboard the Space Shuttle in January," said Fred Wojtalik, manager of the Observatory Projects Office at NASA's Marshall Space Flight Center in Huntsville, Ala. "The observatory is a complex, highly sophisticated, precision instrument," explained Wojtalik. "We are pleased with the outcome of the testing, and are very proud of the tremendous team of NASA and contractor technicians, engineers and scientists that came together and worked hard to meet this challenging task." Testing began in May after the observatory was raised into the 60-foot thermal vacuum chamber at TRW. Testing was completed on June 20. During the tests the Advanced X-ray Astrophysics Facility was exposed to 232 degree heat and 195 degree below zero Fahrenheit cold. During four temperature cycles, all elements of the observatory - the spacecraft, telescope, and science instruments - were checked out. Computer commands directing the observatory to perform certain functions were sent from test consoles at TRW to all Advanced X-ray Astrophysics Facility components. A team of contractor and NASA engineers and scientists monitored and evaluated the results. Commands were also sent from, and test data monitored at, the Advanced X-ray Astrophysics Facility Operations Control Center in Cambridge, Mass., as part of the test series. The observatory will be managed and controlled from

14 CFR 33.95 - Engine-propeller systems tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine-propeller systems tests. 33.95... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.95 Engine-propeller systems tests. If the engine is designed to operate with a propeller, the following tests must be made with a...

14 CFR 33.95 - Engine-propeller systems tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Engine-propeller systems tests. 33.95... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.95 Engine-propeller systems tests. If the engine is designed to operate with a propeller, the following tests must be made with a...

14 CFR 33.95 - Engine-propeller systems tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Engine-propeller systems tests. 33.95... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.95 Engine-propeller systems tests. If the engine is designed to operate with a propeller, the following tests must be made with a...

14 CFR 33.95 - Engine-propeller systems tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Engine-propeller systems tests. 33.95... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.95 Engine-propeller systems tests. If the engine is designed to operate with a propeller, the following tests must be made with a...

14 CFR 33.95 - Engine-propeller systems tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Engine-propeller systems tests. 33.95... AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.95 Engine-propeller systems tests. If the engine is designed to operate with a propeller, the following tests must be made with a...

AJ26 engine test

NASA Image and Video Library

2011-02-07

NASA Administrator Charles Bolden (l) and John C. Stennis Space Center Director Patrick Scheuermann watch the successful test of the first Aerojet AJ26 flight engine Feb. 7, 2011. The test was conducted on the E-1 Test Stand at Stennis. The engine now will be sent to Wallops Flight Facility in Virginia, where it will be used to power the first stage of Orbital Sciences Corporation's Taurus II space vehicle. The Feb. 7 test supports NASA's commitment to partner with companies to provide commercial cargo flights to the International Space Station. NASA has partnered with Orbital to carry out the first of eight cargo missions to the space station in early 2012.

Temperature Dependent Modal Test/Analysis Correlation of X-34 Fastrac Composite Rocket Nozzle

NASA Technical Reports Server (NTRS)

Brown, Andrew M.; Brunty, Joseph A. (Technical Monitor)

2001-01-01

A unique high temperature modal test and model correlation/update program has been performed on the composite nozzle of the FASTRAC engine for the NASA X-34 Reusable Launch Vehicle. The program was required to provide an accurate high temperature model of the nozzle for incorporation into the engine system structural dynamics model for loads calculation; this model is significantly different from the ambient case due to the large decrease in composite stiffness properties due to heating. The high-temperature modal test was performed during a hot-fire test of the nozzle. Previously, a series of high fidelity modal tests and finite element model correlation of the nozzle in a free-free configuration had been performed. This model was then attached to a modal-test verified model of the engine hot-fire test stand and the ambient system mode shapes were identified. A reduced set of accelerometers was then attached to the nozzle, the engine fired full-duration, and the frequency peaks corresponding to the ambient nozzle modes individually isolated and tracked as they decreased during the test. To update the finite-element model of the nozzle to these frequency curves, the percentage differences of the anisotropic composite moduli due to temperature variation from ambient, which had been used in the initial modeling and which were obtained by small sample coupon testing, were multiplied by an iteratively determined constant factor. These new properties were used to create high-temperature nozzle models corresponding to 10 second engine operation increments and tied into the engine system model for loads determination.

The Apollo 15 X-ray fluorescence experiment

NASA Technical Reports Server (NTRS)

Adler, I.

1972-01-01

The objectives of Apollo 15 X-ray fluorescence experiment were to obtain a partial chemical map of a large portion of the moon. Gamma ray and alpha particle experiments were also performed. Mapping information from approximately 150 deg east on the moon to about 50 deg west was secured. Secondary X-rays characteristic of silicon, aluminum, and magnesium were measured.

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2013 CFR

2013-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... at least 21/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at...

Definition study for variable cycle engine testbed engine and associated test program

NASA Technical Reports Server (NTRS)

Vdoviak, J. W.

1978-01-01

The product/study double bypass variable cycle engine (VCE) was updated to incorporate recent improvements. The effect of these improvements on mission range and noise levels was determined. This engine design was then compared with current existing high-technology core engines in order to define a subscale testbed configuration that simulated many of the critical technology features of the product/study VCE. Detailed preliminary program plans were then developed for the design, fabrication, and static test of the selected testbed engine configuration. These plans included estimated costs and schedules for the detail design, fabrication and test of the testbed engine and the definition of a test program, test plan, schedule, instrumentation, and test stand requirements.

Determination of seed viability of eight wild Saudi Arabian species by germination and X-ray tests.

PubMed

Al-Turki, Turki A; Baskin, Carol C

2017-05-01

Our purpose was to evaluate the usefulness of the germination vs. the X-ray test in determining the initial viability of seeds of eight wild species ( Salvia spinosa , Salvia aegyptiaca , Ochradenus baccatus , Ochradenus arabicus , Suaeda aegyptiaca , Suaeda vermiculata , Prosopisfarcta and Panicumturgidum ) from Saudi Arabia. Several days were required to determine viability of all eight species via germination tests, while immediate results on filled/viable seeds were obtained with the X-ray test. Seeds of all the species, except Sa.aegyptiaca , showed high viability in both the germination (98-70% at 25/15 °C, 93-66% at 35/25 °C) and X-ray (100-75%) test. Furthermore, there was general agreement between the germination (10% at 25/15 °C and 8% at 35/25 °C) and X-ray (5%) tests that seed viability of Sa.aegyptiaca was very low, and X-ray analysis revealed that this was due to poor embryo development. Seeds of P.farcta have physical dormancy, which was broken by scarification in concentrated sulfuric acid (10 min), and they exhibited high viability in both the germination (98% at 25/15 °C and 93% at 35/25 °C) and X-ray (98%) test. Most of the nongerminated seeds of the eight species except those of Sa.aegyptiaca were alive as judged by the tetrazolium test (TZ). Thus, for the eight species examined, the X-ray test was a good and rapid predictor of seed viability.

40 CFR 89.410 - Engine test cycle.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Engine test cycle. 89.410 Section 89...) CONTROL OF EMISSIONS FROM NEW AND IN-USE NONROAD COMPRESSION-IGNITION ENGINES Exhaust Emission Test Procedures § 89.410 Engine test cycle. (a) Emissions shall be measured using one of the test cycles specified...

40 CFR 89.410 - Engine test cycle.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 21 2012-07-01 2012-07-01 false Engine test cycle. 89.410 Section 89...) CONTROL OF EMISSIONS FROM NEW AND IN-USE NONROAD COMPRESSION-IGNITION ENGINES Exhaust Emission Test Procedures § 89.410 Engine test cycle. (a) Emissions shall be measured using one of the test cycles specified...

40 CFR 89.410 - Engine test cycle.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 20 2014-07-01 2013-07-01 true Engine test cycle. 89.410 Section 89...) CONTROL OF EMISSIONS FROM NEW AND IN-USE NONROAD COMPRESSION-IGNITION ENGINES Exhaust Emission Test Procedures § 89.410 Engine test cycle. (a) Emissions shall be measured using one of the test cycles specified...

X-48B Flight Test Progress Overview

NASA Technical Reports Server (NTRS)

Risch, Timoth K.; Cosentino, Gary B.; Regan, Christopher D.; Kisska, Michael; Princen, Norman

2009-01-01

The results of a series of 39 flight tests of the X-48B Low Speed Vehicle (LSV) performed at the NASA Dryden Flight Research Center from July 2007 through December 2008 are reported here. The goal of these tests is to evaluate the aerodynamic and controls and dynamics performance of the subscale LSV aircraft, eventually leading to the development of a control system for a full-scale vehicle. The X-48B LSV is an 8.5%-scale aircraft of a potential, full-scale Blended Wing Body (BWB) type aircraft and is flown remotely from a ground control station using a computerized flight control system located onboard the aircraft. The flight tests were the first two phases of a planned three-phase research program aimed at ascertaining the flying characteristics of this type of aircraft. The two test phases reported here are: 1) envelope expansion, during which the basic flying characteristics of the airplane were examined, and 2) parameter identification, stalls, and engine-out testing, during which further information on the aircraft performance was obtained and the airplane was tested to the limits of controlled flight. The third phase, departure limiter assaults, has yet to be performed. Flight tests in two different wing leading edge configurations (slats extended and slats retracted) as well as three weight and three center of gravity positions were conducted during each phase. Data gathered in the test program included measured airplane performance parameters such as speed, acceleration, and control surface deflections along with qualitative flying evaluations obtained from pilot and crew observations. Flight tests performed to-date indicate the aircraft exhibits good handling qualities and performance, consistent with pre-flight simulations.

X-24B with Test Pilot Lt. Col. Michael V. Love

NASA Technical Reports Server (NTRS)

1976-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting body research vehicle at Edwards Air Force Base in 1976. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976 - less than a month after this photo was taken. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered

46 CFR 113.35-15 - Mechanical engine order telegraph systems; application.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 4 2010-10-01 2010-10-01 false Mechanical engine order telegraph systems; application...-15 Mechanical engine order telegraph systems; application. If a mechanical engine order telegraph... cables or other mechanical limitations must not prevent the efficient operation of the system. ...

15. Photocopy of engineering drawing F790 in files of Utilities ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. Photocopy of engineering drawing F-790 in files of Utilities Engineering files in Cleveland of the Allis-Chambers steam engine. This side elevation of the engine in the Division Avenue plant is the last remaining drawing of them in existence. The engine was dismantled. Date of drawing is 1914. - Division Avenue Pumping Station & Filtration Plant, West 45th Street and Division Avenue, Cleveland, Cuyahoga County, OH

Systems Engineering, Quality and Testing

NASA Technical Reports Server (NTRS)

Shepherd, Christena C.

2015-01-01

AS9100 has little to say about how to apply a Quality Management System (QMS) to aerospace test programs. There is little in the quality engineering Body of Knowledge that applies to testing, unless it is nondestructive examination or some type of lab or bench testing. If one examines how the systems engineering processes are implemented throughout a test program; and how these processes can be mapped to AS9100, a number of areas for involvement of the quality professional are revealed.

Liquid Rocket Engine Testing

NASA Technical Reports Server (NTRS)

Rahman, Shamim

2005-01-01

Comprehensive Liquid Rocket Engine testing is essential to risk reduction for Space Flight. Test capability represents significant national investments in expertise and infrastructure. Historical experience underpins current test capabilities. Test facilities continually seek proactive alignment with national space development goals and objectives including government and commercial sectors.

NASA Lewis F100 engine testing

NASA Technical Reports Server (NTRS)

Werner, R. A.; Willoh, R. G., Jr.; Abdelwahab, M.

1984-01-01

Two builds of an F100 engine model derivative (EMD) engine were evaluated for improvements in engine components and digital electronic engine control (DEEC) logic. Two DEEC flight logics were verified throughout the flight envelope in support of flight clearance for the F100 engine model derivative program (EMPD). A nozzle instability and a faster augmentor transient capability was investigated in support of the F-15 DEEC flight program. Off schedule coupled system mode fan flutter, DEEC nose-boom pressure correlation, DEEC station six pressure comparison, and a new fan inlet variable vane (CIVV) schedule are identified.

40 CFR 89.410 - Engine test cycle.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Engine test cycle. 89.410 Section 89... Procedures § 89.410 Engine test cycle. (a) Emissions shall be measured using one of the test cycles specified...) through (a)(4) of this section. These cycles shall be used to test engines on a dynamometer. (1) The 8...

40 CFR 90.410 - Engine test cycle.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 20 2014-07-01 2013-07-01 true Engine test cycle. 90.410 Section 90...) CONTROL OF EMISSIONS FROM NONROAD SPARK-IGNITION ENGINES AT OR BELOW 19 KILOWATTS Gaseous Exhaust Test Procedures § 90.410 Engine test cycle. (a) Follow the appropriate 6-mode test cycle for Class I, I-B and II...

40 CFR 90.410 - Engine test cycle.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Engine test cycle. 90.410 Section 90...) CONTROL OF EMISSIONS FROM NONROAD SPARK-IGNITION ENGINES AT OR BELOW 19 KILOWATTS Gaseous Exhaust Test Procedures § 90.410 Engine test cycle. (a) Follow the appropriate 6-mode test cycle for Class I, I-B and II...

Ares I-X Flight Test - The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2008-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will eventually send humans to the Moon, Mars, and beyond. As the countdown to this first Ares mission continues, personnel from across the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. This paper will discuss the hardware and programmatic progress of the Ares I-X mission. Like the Apollo program, the Ares launch vehicles will rely upon extensive ground, flight, and orbital testing before sending the Orion crew exploration vehicle into space with humans on board. The first flight of Ares I, designated Ares I-X, will be a suborbital development flight test. Ares I-X gives NASA its first opportunity to gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future operational flights; and demonstrate the first stage recovery system. NASA also will begin modifying the launch infrastructure and fine-tuning ground and mission operations, as the agency makes the transition from the Space Shuttle to the Ares/Orion system.

A Basic Comparison of the Space Shuttle Main Engine and the J-2X Engine

NASA Technical Reports Server (NTRS)

Ayer, Adam

2007-01-01

With the introduction of the new manned space effort through the Constellation Program, there is an interest to have a basic comparison of the current Space Shuttle Main Engine (SSME) to the J-2X engine used for the second stage of both the Ares I and Ares V rockets. This paper seeks to compare size, weight and thrust capabilities while drawing simple conclusions on differences between the two engines.

AJ26 engine testing moves forward

NASA Image and Video Library

2010-07-19

Stennis employees at the E-1 Test Stand position an Aerojet AJ26 rocket engine in preparation for a series of early tests. Stennis has partnered with Orbital Sciences Corporation to test the rocket engine for the company's commercial cargo flights to the International Space Station.

Validation testing of shallow notched round-bar screening test specimens. [for the space shuttle main engine

NASA Technical Reports Server (NTRS)

Vroman, G. A.

1975-01-01

The capability of shallow-notched, round-bar, tensile specimens for screening critical environments as they affect the material fracture properties of the space shuttle main engine was tested and analyzed. Specimens containing a 0.050-inch-deep circumferential sharp notch were cyclically loaded in a 5000-psi hydrogen environment at temperatures of +70 and -15 F. Replication of test results and a marked change in cyclic life because of temperature variation demonstrated the validity of the specimen type to be utilized for screening tests.

Pettit performs the EPIC Card Testing and X2R10 Software Transition

NASA Image and Video Library

2011-12-28

ISS030-E-022574 (28 Dec. 2011) -- NASA astronaut Don Pettit (foreground),Expedition 30 flight engineer, performs the Enhanced Processor and Integrated Communications (EPIC) card testing and X2R10 software transition. The software transition work will include EPIC card testing and card installations, and monitoring of the upgraded Multiplexer/ Demultiplexer (MDM) computers. Dan Burbank, Expedition 30 commander, is setting up a camcorder in the background.

Pettit performs the EPIC Card Testing and X2R10 Software Transition

NASA Image and Video Library

2011-12-28

ISS030-E-022575 (28 Dec. 2011) -- NASA astronaut Don Pettit (foreground),Expedition 30 flight engineer, performs the Enhanced Processor and Integrated Communications (EPIC) card testing and X2R10 software transition. The software transition work will include EPIC card testing and card installations, and monitoring of the upgraded Multiplexer/ Demultiplexer (MDM) computers. Dan Burbank, Expedition 30 commander, is setting up a camcorder in the background.

Preliminary flight evaluation of F100 engine model derivative airstart capability in an F-15 airplane

NASA Technical Reports Server (NTRS)

Cho, T. K.; Burcham, F. W., Jr.

1984-01-01

A series of airstarts was conducted in an F-15 airplane with two prototype F100 engine model derivative (EMD) engines equipped with digital electronic engine control (DEEC) systems. The airstart envelope and time required for airstarts were defined. The success of an airstart is most heavily dependent on airspeed. Spooldown airstarts at 200 knots and higher were all successful. Spooldown airstart times ranged from 53 sec at 250 knots to 170 sec at 175 knots. Jet fuel starter (JFS) assisted airstarts were conducted at 175 knots at two altitudes, and airstart times were 50 and 60 sec, significantly faster than unassisted airstart. The effect of altitude on airstarts was small. In addition, the airstart characteristics of the two test engines were found to closely resemble each other. The F100 EMD airstart characteristics were very similar to the DEEC equipped F100 engine tested previously. Finally, the time required to spool down from intermediate power compressor rotor speed to a given compressor rotor speed was found to be a strong function of altitude and a weaker function of airspeed.

X-4 in flight

NASA Technical Reports Server (NTRS)

1951-01-01

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

15. "TEST STANDS NOS. 11, 13, & 15; STRUCTURAL STEEL; ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. "TEST STANDS NOS. 1-1, 1-3, & 1-5; STRUCTURAL STEEL; PLAN & DETAILS." Specifications No. ENG 04-353-50-10; Drawing No. 60-09-04; no sheet number within title block. D.O. SERIES 1109/34, Rev. A. Stamped: RECORD DRAWING - AS CONSTRUCTED. Below stamp: Contract DA-04353 Eng. 177, Rev. A, no change; Date: 21 Dec. 1951. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Test Stand 1-5, Test Area 1-115, northwest end of Saturn Boulevard, Boron, Kern County, CA

Ares I-X Test Flight Reference Trajectory Development

NASA Technical Reports Server (NTRS)

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

2011-01-01

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

Ares I-X Flight Test Vehicle Modal Test

NASA Technical Reports Server (NTRS)

Buehrle, Ralph D.; Templeton, Justin D.; Reaves, Mercedes C.; Horta, Lucas G.; Gaspar, James L.; Bartolotta, Paul A.; Parks, Russel A.; Lazor, Daniel R.

2010-01-01

The first test flight of NASA's Ares I crew launch vehicle, called Ares I-X, was launched on October 28, 2009. Ares I-X used a 4-segment reusable solid rocket booster from the Space Shuttle heritage with mass simulators for the 5th segment, upper stage, crew module and launch abort system. Flight test data will provide important information on ascent loads, vehicle control, separation, and first stage reentry dynamics. As part of hardware verification, a series of modal tests were designed to verify the dynamic finite element model (FEM) used in loads assessments and flight control evaluations. Based on flight control system studies, the critical modes were the first three free-free bending mode pairs. Since a test of the free-free vehicle was not practical within project constraints, modal tests for several configurations during vehicle stacking were defined to calibrate the FEM. Test configurations included two partial stacks and the full Ares I-X flight test vehicle on the Mobile Launcher Platform. This report describes the test requirements, constraints, pre-test analysis, test execution and results for the Ares I-X flight test vehicle modal test on the Mobile Launcher Platform. Initial comparisons between pre-test predictions and test data are also presented.

Utility gas turbine combustor viewing system: Volume 2, Engine operating envelope test: Final report

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

Morey, W.W.

1988-12-01

This report summarizes the development and field testing of a combustor viewing probe (CVP) as a flame diagnostic monitor for utility gas turbine engines. The prototype system is capable of providing a visual record of combustor flame images, recording flame spectral data, analyzing image and spectral data, and diagnosing certain engine malfunctions. The system should provide useful diagnostic information to utility plant operators, and reduced maintenance costs. The field tests demonstrated the ability of the CVP to monitor combustor flame condition and to relate changes in the engine operation with variations in the flame signature. Engine light off, run upmore » to full speed, the addition of load, and the effect of water injection for NO/sub x/ control could easily be identified on the video monitor. The viewing probe was also valuable in identifying hard startups and shutdowns, as well as transient effects that can seriously harm the engine.« less

Thrust stand evaluation of engine performance improvement algorithms in an F-15 airplane

NASA Technical Reports Server (NTRS)

Conners, Timothy R.

1992-01-01

Results are presented from the evaluation of the performance seeking control (PSC) optimization algorithm developed by Smith et al. (1990) for F-15 aircraft, which optimizes the quasi-steady-state performance of an F100 derivative turbofan engine for several modes of operation. The PSC algorithm uses onboard software engine model that calculates thrust, stall margin, and other unmeasured variables for use in the optimization. Comparisons are presented between the load cell measurements, PSC onboard model thrust calculations, and posttest state variable model computations. Actual performance improvements using the PSC algorithm are presented for its various modes. The results of using PSC algorithm are compared with similar test case results using the HIDEC algorithm.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

30 CFR 15.5 - Test samples.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 30 Mineral Resources 1 2013-07-01 2013-07-01 false Test samples. 15.5 Section 15.5 Mineral... § 15.5 Test samples. (a) Submission of test samples. (1) The applicant shall not submit explosives or... magazine for at least 30 days before gallery tests are conducted. ...

30 CFR 15.5 - Test samples.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Test samples. 15.5 Section 15.5 Mineral... § 15.5 Test samples. (a) Submission of test samples. (1) The applicant shall not submit explosives or... magazine for at least 30 days before gallery tests are conducted. ...

30 CFR 15.5 - Test samples.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 30 Mineral Resources 1 2011-07-01 2011-07-01 false Test samples. 15.5 Section 15.5 Mineral... § 15.5 Test samples. (a) Submission of test samples. (1) The applicant shall not submit explosives or... magazine for at least 30 days before gallery tests are conducted. ...

Hydrogen-Fuel Engine Component Tests Near Completion

NASA Technical Reports Server (NTRS)

2003-01-01

Gaseous hydrogen is burned off at the E1 Test Stand the night of Oct. 7 during a cold-flow test of the fuel turbopump of the Integrated Powerhead Demonstrator (IPD) at NASA Stennis Space Center (SSC). The gaseous hydrogen spins the pump's turbine during the test, which was conducted to verify the pump's performance. Engineers plan one more test before sending the pump to The Boeing Co. for inspection. It will then be returned to SSC for engine system assembly. The IPD is the first reusable hydrogen-fueled advanced engine in development since the Space Shuttle Main Engine.

Hydrogen-Fuel Engine Component Tests Near Completion

NASA Image and Video Library

2003-11-05

Gaseous hydrogen is burned off at the E1 Test Stand the night of Oct. 7 during a cold-flow test of the fuel turbopump of the Integrated Powerhead Demonstrator (IPD) at NASA Stennis Space Center (SSC). The gaseous hydrogen spins the pump's turbine during the test, which was conducted to verify the pump's performance. Engineers plan one more test before sending the pump to The Boeing Co. for inspection. It will then be returned to SSC for engine system assembly. The IPD is the first reusable hydrogen-fueled advanced engine in development since the Space Shuttle Main Engine.

Combustion Stability Verification for the Thrust Chamber Assembly of J-2X Developmental Engines 10001, 10002, and 10003

NASA Technical Reports Server (NTRS)

Morgan, C. J.; Hulka, J. R.; Casiano, M. J.; Kenny, R. J.; Hinerman, T. D.; Scholten, N.

2015-01-01

The J-2X engine, a liquid oxygen/liquid hydrogen propellant rocket engine available for future use on the upper stage of the Space Launch System vehicle, has completed testing of three developmental engines at NASA Stennis Space Center. Twenty-one tests of engine E10001 were conducted from June 2011 through September 2012, thirteen tests of the engine E10002 were conducted from February 2013 through September 2013, and twelve tests of engine E10003 were conducted from November 2013 to April 2014. Verification of combustion stability of the thrust chamber assembly was conducted by perturbing each of the three developmental engines. The primary mechanism for combustion stability verification was examining the response caused by an artificial perturbation (bomb) in the main combustion chamber, i.e., dynamic combustion stability rating. No dynamic instabilities were observed in the TCA, although a few conditions were not bombed. Additional requirements, included to guard against spontaneous instability or rough combustion, were also investigated. Under certain conditions, discrete responses were observed in the dynamic pressure data. The discrete responses were of low amplitude and posed minimal risk to safe engine operability. Rough combustion analyses showed that all three engines met requirements for broad-banded frequency oscillations. Start and shutdown transient chug oscillations were also examined to assess the overall stability characteristics, with no major issues observed.

40 CFR 1065.405 - Test engine preparation and maintenance.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 33 2011-07-01 2011-07-01 false Test engine preparation and...) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.405 Test engine preparation and maintenance. This part 1065 describes how to test engines for a...

40 CFR 1065.405 - Test engine preparation and maintenance.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 32 2010-07-01 2010-07-01 false Test engine preparation and...) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Engine Selection, Preparation, and Maintenance § 1065.405 Test engine preparation and maintenance. This part 1065 describes how to test engines for a...